In this post I’m going to do something potentially risky. I am going to make some statements about the politics of aircraft certification. While rather dull, this subject is nonetheless something pilots and others feel rather strongly about as the safety of aircraft — for persons in or under aircraft — is involved. Doesn’t everyone except a handful of thrill seekers care deeply about safety? I certainly do yet I feel it’s time for some new directions. I fully expect not everyone will agree, but I feel strongly that these statements need to be made. So, here goes …
My term as Membership Secretary of ASTM’s F37 LSA committee will complete later this year; I will be term limited out. That’s perfectly fine … I’ve done my duty for several years. ASTM’s F37 committee is the group that wrote and updates the standards used to gain acceptance for Light-Sport Aircraft. F37 is populated by some exceptional people that are largely unsung heroes for all the hard work they’ve done with little recognition.
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Avionics World: Changes for Your Panel
Dynon gathers little moss it appears. The SkyView builder has been upgrading software, releasing new products and now, the Woodinville, Washington company has acquired Advanced Flight Systems (AFS). Dynon said they did the acquisition, “… to use Dynon’s financial strength to keep AFS strong and vibrant in the experimental community.” It appears to be a pure financial move as the two companies will continue to operate with full autonomy, according to a Dynon FAQ series. • Another reason to buy a former “friendly competitor” is to get more deeply involved with Angle of Attack (AoA) indicators, which are causing a significant buzz. “AFS holds patents on Angle of Attack (AoA) technology and has long been a leader with AoA products,” reported Dynon. As you’ll read below, Icon is pushing the instrument and others are singing the praises of AoA, yet fighter aircraft and airliners have had the technology for years.
Weight Increase for Icon … Yes or No?
Fact #1: EAA ArVenture Oshkosh is coming in mere days. Fact #2: In the world of politics (and for that matter in corporate communications), you announce good news to big crowds or at the beginning of the week and you bury bad news on a Friday afternoon when maybe no one is listening hoping they’ll forget before a new week begins. So, if FAA may finally respond to Icon Aircraft‘s request for a 250-pound weight increase for their A5 LSA seaplane, Oshkosh would be a great place for FAA to announce it. The million-dollar question: Will FAA do this? And, what would it mean if the agency did announce it? My journalist friend, Al Marsh, over at AOPA just published a blog on this subject titled, “Why Icon will get its LSA weight exemption.” If you have any problem finding Al’s article go to AOPA’s blog website and click the “Reporting Points” heading, then scroll down as needed.
Electric Skyway — Flying GreenWing’s eSpyder
I was a little nervous, I admit. Oh, I wasn’t worried about flying the eSpyder as an airplane. Many years ago I logged plenty of hours in a Flightstar single place ultralight and this was essentially the same airplane. Except it wasn’t identical; this one was powered by an electric motor and it’s funny how that changes everything. Like most of you, I only have experience with gasoline engines (though I have logged many hours of soaring time with no engine whatsoever). So, I have the usual set of knowledge and reflexes about fuel consumption, engine noise, power settings, climb rates … and the sounds of all these things. It’s all different on an electric airplane. Much as I had awaited this opportunity, I found myself apprehensive about the new experience. I’ve had three two-stroke engines go silent on me and I simply didn’t know exactly what to expect from an electric motor.
Icon Aircraft Reports Being Fully Funded
First Icon Aircraft wowed aviation enthusiasts with its sleek and uniquely featured amphibious A5 LSA seaplane. Over the years the company reported collecting around 1,000 orders, a success story that even beats Cessna’s Skycatcher. However, several years passed and the company did not enter production, although they reported a deal with Cirrus Aircraft to handle some fabrication duties. Perhaps all that changed now. The Southern California company announced that it raised its fourth and final round of funding totaling over $60 million. They’ll use the funds to “complete production preparations, demonstrate regulatory compliance, [and] ramp up full-scale aircraft production.”
CEO and Founder of Icon Kirk Hawkins said, “For the first time in Icon’s history, the company’s future is no longer reliant on the whims of the capital markets, which have been highly unstable over the last five years.” He identified that the new financing effort was led by a “multibillion-dollar conglomerate” strategic investor from China.
Light Aircraft Weight … More or Less?
Several aviation sources recently carried news about Icon Aircraft and their A5 LSA seaplane development. Icon Aircraft has been waiting — surely with increasing impatience — for FAA to answer their formal request for exemption to the Light-Sport Aircraft gross weight parameter. FAA normally replies in 120 days, however, more than a year passed and all that arrived was a request for more detail. One can imagine the cries of angst at Icon. Many have wondered when (or if) this handsome aircraft will go to market but if you were part of their leadership, what would you go into production with … a 1,430-pound seaplane or one at the new requested weight of 1,680 pounds? Either way, what if FAA later changed their mind about an exemption they might grant. Recent news about the IRS makes us all aware government agencies don’t always operate as we expect. What a vexing situation for Team Icon.
Seaplane Tsunami — Water-Borne Flying Fun
Once upon a time, in the early days of Light-Sport Aircraft, way back in 2006 and 2007, new LSA models were being introduced at the torrid pace of two, three, even four per month. Aviation had no prior design outpouring to compare. The rate of development had to slow — such a pace is not sustainable — and it did. Yet the young industry continued on to the astonishing sum of 131 models and it ain’t over yet. Meanwhile, though, a new tsunami is building within the LSA sector. I’ve written about a wave a new seaplanes and as summer 2013 approaches, a tour of the many choices may help guide interest of seaplane enthusiasts.
Current Seaplanes (distinguished from float-equipped land planes *) include FAA-accepted SLSA models: Mermaid, SeaMax, SeaRey, and Freedom. At present all are being offered and have some measure of U.S.
More LSA Seaplanes … How About A Biplane Amphib?
Sebring starts next week … yes, next week! A new year is here and for nine years now that means it is time for the Sebring U.S. Sport Aviation Expo, or just Sebring LSA Expo if you prefer. Executive Director Jana Filip and her team have been putting in the long hours to get ready and to enlist all the right exhibitors. You should get to see all the Light-Sport and other light aircraft you want in this concentrated event. One of those aircraft has not been seen in America for years and even then not as the Super Petrel LS. Longtime veterans of recreational aircraft might remember the Petrel — it’s been around for more than 10 years — but this soon-to-be SLSA entrant will look fresh to nearly everyone.
New Flight Design dealer and Florida Light-Sport Aviation owner Brian Boucher is assisting airport neighbor Jerry Scheid to bring this first-of-its-kind Super Petrel LS to Sebring for your closer examination.
Super Drifter 912 Is Back Home
Things can change and yet stay the same. You can comprehend this paradox by considering the tandem 2-seat Drifter. Drifter production is under new management by someone many regard as a “rightful owner.” Yet the basic flying qualities of the Drifter design are basically unchanged.
As 2007 started, Phil Lockwood again has all rights to the Drifter as part of a design, tooling, and inventory deal that rescued the Drifter and 2-seat twin-engine Air Cam from an uncertain future with investor Antonio Leza, who ran the operation for a few years.
Lockwood is associated with the Drifter due to his many years of work with the design. He once worked for Maxair proprietor Denny Franklin who pioneered this enduring shape. In the rough and tumble days of early ultralights, Franklin lost control of Drifter ownership and for a time the design wandered. More correctly, the new owners failed to take the Drifter forward and instead merely exploited its popularity.
LSA News Wrap — Rotax-Icon-Tecnam-More
Another busy week finished a very active August that has seen high readership… for which we sincerely thank you. Following are some brief news stories in the LSA space.
*** ROTAX “EMERGENCY AD?” Aviation media was all over the Rotax “Emergency AD” story, but is that entirely accurate? Aren’t LSA subject to manufacturer-issued SBs or Service Bulletins rather than Airworthiness Directives, which are normally issued by FAA for certified aircraft? Well, “yes,” said Rotax expert Phil Lockwood. He explained that the matter in question — some fuel lines that need to be replaced — was a result of a vendor change bringing some incorrect components. “Rotax issued a Service Bulletin last spring on this subject,” Phil added. The so-called “emergency AD” was triggered by an EASA issuance primarily for certified Rotax engines in Europe. Rotax BRP is a very careful company that is quick to correct problems and this was something of delayed reaction that again appears to show the certified world may not respond as quickly as the LSA sector.
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