ST. PAUL, MINN., — For the first time I can remember, in 22 years of writing "Product Lines," my column had to be substantially changed after it left my desk (or, these days, my computer desktop). News from Peter Radman of Altair cast doubt about the future of the newest American hang gliding producer. Fortunately for Peter and the old organization, the news improved… • Radman wrote on August 26th: "Basically my original news was that Altair was ceasing operations. The update is that Altair has sold operations to [a new company called] US Altair, led by Steve and Marcia Schuster who are continuing to manufactuer the Predator and Saturn from facilities in Calfornia. A second company, Altair Industries LLC headed by Ivan Mrazek will continue to market the ATOS from facilities in Utah." Peter didn’t want to say more as he "no longer has any vested interest beyond personal interest." However, he added, "I see this as a positive development.
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Product Lines – July 03
St. Paul, Minn. — I don’t intend for “Product Lines” to become a place where you read government regulatory updates (God forbid!) but I was in a place to hear some recent developments that I believe you’ll find of interest …some of you anyway. That place was Kansas City, where several ASTM groups gathered for rule-writing Committee Week in mid-May 2003. • At first, I shied away from this whole ASTM rule-writing business as it sounds dull and far from flying fun (and it is, believe me). But this is an historic opportunity to affect federal rule making that directly impacts hang gliding and powered ultralights (two activities that draw my focus). ••• OK, let’s say you’re interested as well — and you should be if towing or tandem flying is part of your hang gliding or paragliding. What the heck is ASTM* anyway? • ASTM has created a group, creatively called “F37,” that will help guide industry officials to build the new standards for Light Sport Aircraft.
Product Lines – May 04
St. Paul, Minn. — Time is growing short! Perhaps by the time you read this, FAA may have issuedtheir new rule called Sport Pilot/Light-Sport Aircraft (SP/LSA). • Why should you care? Well, perhaps you don’t. If you fly solo in your hang glider or paraglider and are not towed aloft by a tug of some kind, you may continue to operate under F.A.R. Part 103 as blissfully as ever. However, if you’re one of the many who enjoy aerotow launches, you may be impacted by this rule. • The good news is… the trio of Jayne Depanfilis, Mike Meier, and Bill Bryden have been pursuing actions on the new rule and have the matter quite well in hand. The issues of two-place flying have been addressed and face few obstacles. Aerotowing, however, is less certain. Operations such as Lookout Mountain Flight Park have been fighting local battles with adversaries who brought FAA into the picture.
Product Lines – March 03
St. Paul, Minn. — Welcome to a new era for your magazine. After two tests and two surveys of the membership, USHGA has launched its new combined magazine. s I touched on this last month as I congratulated Gil Dodgen for his 25 years of service. But the magazine you are holding is indeed the most significant physical product of USHGA. Hope you’re enjoying the new look. lll These magazine changes come amid another sweeping change in American light aircraft operation. FAA is expected to release its new Sport Pilot and Light Sport Aircraft rule in the summer or fall of 2003. Many European powered aircraft makers are paying very close attention to this development as they see a golden opportunity to enter the world’s largest aviation marketplace. True, hang gliders and paragliders are well protected from the heavy hand of the law by virtue of the USA’s simple Part 103 rule which will NOT change.
Product Lines – February 02
ST. PAUL, MINN. — As you read this, the 2002 Air Sports Expo is happening. Hope you made it. This event — a rare traveling indoor air show — has great potential for new enthusiasts to find hang gliding and paragliding, I believe. Of course, they may also find sailplanes, ultralights, aerobatic aircraft, R/C models, and more since the show features all these elements of sport aviation. u EAA has a magazine called “Sport Aviation.” Yet their coverage isn’t what we might call “sport aviation”(unless you consider homebuilding an aircraft a “sport”). Conversely, the Air Sports Expo features the kind of flying that’s done strictly for fun, for sport. Some of those EAA aircraft are 200-mph transportation alternatives. Building and flying them may also be for sport, but the aircraft themselves can serve a purpose of transport. Nothing wrong with that, but it isn’t what we do (nor is it what sailplanes, ultralights, aerobatic aircraft, or modelers do).
The First Two Ultralights with the New HKS Engine
It isn’t often I can do “scouting party” duty on engines. Powerplants aren’t normally my focus. They
are a necessity for flight, but they aren’t my main attraction. A great many pilots I’ve met appear to be just the reverse: They are extremely interested in engines.
I enjoyed the chance to fly behind the first European and first American installations of the new 60-hp HKS 700E 4-stroke from Japan’s HKS Company Ltd. With that in mind, this pilot’s report is rather different. We’ll look at this new engine on two different aircraft.
As all Ultralight Flying! readers know, Rotax has enjoyed great success for more than a decade as an ultralight engine supplier. After dominating the 2-stroke market, Rotax introduced the 81-hp Rotax 912 4-stroke, which has become a popular powerplant choice for sport aviation aircraft.
Is a 4-Stroke Better?
All 4-stroke engine manufacturers trumpet their advantages over 2-strokes: lower fuel consumption, quieter operation, longer time between overhaul, and reliability.
Phantom Aircraft — Phantom X1-e
While Phantoms have always been a source of satisfaction to its owners the design has suffered through numerous owners… but not any more! These days Phantom Aircraft, based in Kalamazoo, Michigan is operated by Pat Schulthies who lends his steady hand to the long established brand.
Dating to the beginning of the ultralight movement in the early 1980s the new X1-E model also advances the design into the new millennium. In those young days of ultralight flying Phantom was considered a high performing aircraft with snappy handling. Today such a description may fit other brands but Phantom hasn’t lost its edge.
For those that may be hesitant about building their own aircraft Phantom may set you at ease. Formally a teacher, Shulthies had his entire school participate in building the now famous “Child’s Play” Phantom. In the end 130 kids had actually worked on building this ultralight and while they did a better job than I could, you should be able to meet the challenge.
Getting Up On A Breese
A M-Squared solidifies its position in the ultralight industry, the company rounds out its line of models with a pair of single-seaters to complement two 2-seaters already completed.
Welcome to fresh Mississippi Breeses.
M-Squared was born of a collaboration of 17-year Quicksilver veteran Paul Mather, and South Mississippi Light Aircraft (SMLA) owner Ronnie Smith. Mather started and solely owns M-Squared, but the two men have established a complementary working relationship.
Ronnie Smith and his wife built their SMLA operation into a regional powerhouse, selling Quicksilvers and other models through a chain of subdealers. Smith also established the southern enterprise as one of the few official American Rotax sales and service outlets and is also a supplier of many ultralight accessory items.
Mather conceived how Smith’s presence in the business might be combined with his own depth of experience and M-Squared rose as powerfully as the early 80-hp Rotax 912-equipped aircraft he debuted in the spring of 1997.
Golden Circle Air’s T-Bird I Is Easy On Pilots
Ten years ago, in the spring of ’93, I flew and reported on the nosewheel T-Bird I. Part 103 was barely 10 years old then and Sport Pilot/Light-Sport Aircraft concepts were a decade in the distant future.
This month we’re going to take a look at the taildragger T-Bird model. The good news through this passage of time is that the T-Bird I remains a delightful aircraft to fly. Anyone entering ultralight aviation should consider this plane among the fleet of possibilities.
Maybe you’re a bit overwhelmed by the steady stream of talk about FAA’s proposed Light-Sport Aircraft rule. The concept may be a bright light on the aviation horizon, but with another 6 months or more to wait, the patience of many pilots is wearing thin.
Even though I’m excited about this proposed new class of aircraft, I remain a true believer in the lighter, simpler, less expensive theory of ultralight aircraft.
Ultralight Motorgliders
The ultralight motorglider evolution continues in Europe.
Ultralight motorgliders are as rare as hen’s teeth in the U.S., but Europe is blessed with several choices that nicely complement high-end, high-priced full-size motorgliders. While America has the lovely Esprit from Aero Dovron, our soaring friends across the Atlantic continue to lead this specialized market.
Full-size (higher-weight) motorgliders start at more than $100,000 and can surpass $200,000. Those who can afford them are surely thrilled with such beautiful machines, but most of us can’t spend that kind of money regardless of their superb performance.
However, at $20-$30,000 ready-to-fly, a clean self-launching soaring aircraft is more affordable. Like their larger siblings, these efficient designs can also cruise under power respectably well, giving them broader appeal than pure gliders.
Noins’ Excel
One of the newest of the breed is the Excel from France’s Noins Aeronautiques Alpaero. Based in beautiful Tallard in the French Alps, Noins is revered by French soaring pilots.
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