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By Dan Johnson || December 19, 2012 Leave a Comment

Our group was overwhelmingly instrument-rated pilots, not a flock of fresh students taking basic flight classes. Here were many experienced pilots paying rapt attention to a delivery by Kirk Kleinholz as he launched a series of classes covering the operation of the Dynon SkyView. *** In a few days, Kirk will repeat this several times via twice-daily classes offered at the Sebring Expo. Sebring sessions are free, though later classes may carry some tuition. *** Kirk needed to be highly knowledgeable with the Spruce Creek Fly-in group, and he is. A CFI-Instrument, he’s an expert on Dynon’s glass screens and matching SkyView to the mission. *** SkyView is a computerized EFIS (Electronic Flight Information System) offered in 7- or 10-inch sizes that display synthetic vision, moving map, and engine info.*** Kirk’s two-overhead-screen projection system allowed us to see his points while also viewing the effect of adjustments on a master SkyView unit that was linked to Dynon’s modestly-priced autopilot servos ($750 each). To better establish skills, attendees shared four functioning SkyView units. Three units ran a simulator mode that allowed the rest of us to fiddle with knobs and try to keep up. *** Keeping up will be its own challenge. As airplane instruments go the way of the information revolution (as in computers and, increasingly, biology), SkyView is hardware combined with software. Regularly throughout his talk, Kirk noted that some new feature or refined adjustment was coming in a new software release. Most of these updates are offered free of charge, but you’ll have to learn new techniques. Sound familiar? *** Ah, SkyView proves it’s a long, long way since the analog instruments of… well, just a few years ago. The rush of technology in the cockpit is equally as amazing as that rush affecting us everywhere: laptops, smartphones, tablets, and innumerable other gizmos. Everything seems to come with a manual nowadays except that the manual is probably on an iPad. Some lament the loss of our beloved “steam gauges.” I understand. We knew those instruments so well. *** After three and a half hours of intense Dynon education, I still feel I need a few hours of hands-on use to be adequately proficient. It will take even longer to be totally fluent with SkyView and related Dynon gear such as their autopilot. That learning curve is one important reason Dynon is working to educate pilots. They realize pilots will be safer if they know and understand — and are not distracted by — their digital avionics. Another reason is to help owners get all they want out of these marvelous devices. As I reflect on what I had to learn to determine location by triangulating vectors with a VOR or flying a back course ILS approach, I realize these SkyViews aren’t so hard. And after some point of learning, I realize my situational awareness will be vastly better than with the old round dials. Embrace your digital future! Thanks for the class, Dynon and Kirk!

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Stick Wigglers Versus Glass Panel Geeks

By Dan Johnson || December 19, 2012 Leave a Comment

Flight Design’s new CTLSi. photo by James Lawrence

If you know Garmin’s touchscreen aera 500-560, you already know how to work the 796… though it offers much more than the smaller units.

Dynon’s popular SkyView now presents weather, traffic, and allows control of the transponder and autopilot.

You can add GPS and ADS-B info to your iPad or smartphone using Dual Electronic’s new XGPS170.

Fortunately, a recent experience in a brand-new Flight Design CTLSi provided a three-hour window to wiggle the stick plus a whole lot more. Like a majority of late-model LSA, this aircraft was equipped with a full glass panel, comprised of dual 10-inch Dynon Sky View screens on either side of a Garmin aera 796. Checking me out was Brian Boucher, an airline pilot who operates Florida Light-Sport Aircraft from my home airport at Spruce Creek. Brian will be a dealer for Flight Design models also providing maintenance and other services.

I took a four-hour Dynon SkyView class almost a year ago and it felt like I’d forgotten everything. Some of it stuck but it was helpful to have Brian showing me around these highly capable devices. SkyView incorporates the usual mind-boggling array of PFD/EMS/GPS with Synthetic Vision but this CTLSi also had the Dynon transponder and auto pilot. The Garmin aera 796 offered traffic alerts, XM weather, every chart you might need and so much more. Frankly, the whole setup was sensory overload and three hours of actual use is still not enough to master all it can do.

By the time we completed the round trip I was feeling good. I made two good landings proving my stick wiggling skills were intact. And I knew a great deal more about the dazzling panel. Both activities are fun, but they are separate skills and each needs constant polishing for best results.

Dynon Avionics is now shipping their ADS-B unit that coordinates with the SkyView system. A remotely mounted module provides easy — and free! — access to weather and traffic information. Selling for $995 the new unit is an affordable and permanently mounted ADS-B “In” device designed specifically for experimental and light sport aircraft. Paired with Dynon’s Mode-S transponder, you also get ADS-B “Out” that wakes up the ADS-B ground stations and causes them to send a traffic portrait that includes all known ADS-B targets around the SkyView-equipped aircraft. The new ADS-B capability only functions in the USA.

Coordinating with the new hardware, SkyView Software Version 5.0 was recently released to support ADS-B weather, traffic and more. Version 5.0 is a free upgrade for all existing SkyView owners.

Dual Electronics has started shipping its new XGPS170 panel-top unit with ADS-B receiver that works with iPad, iPhone, and Android devices. Dual’s tiny device currently works with WingXPro from Hilton Software and the company said it will soon be able to use apps from Jeppesen, Flight Guide, and other developers. XGPS170 features a high-accuracy WAAS GPS receiver plus an ADS-B receiver that can present weather and traffic. The receiver, which sells for $799, connects wirelessly via Bluetooth, and can link to two tablets simultaneously. A built-in rechargeable battery lasts up to five hours in continuous use, and a 12-28V charger is included.

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After flying more than 350 different aircraft models, I became rather adept at what some pilots call “stick wiggling.” The reference is for all the actions you take to physically fly the plane. Heck, it’s about all you do on very basically-equipped ultralight aircraft that I still love to fly. Modern LSA, however, typically offer loaded instrument panels and while I check out stalls, flight qualities and landings of a Light-Sport Aircraft, I rarely get any time to play with the panel goodies. Fortunately, a recent experience in a brand-new Flight Design CTLSi provided a three-hour window to wiggle the stick plus a whole lot more. Like a majority of late-model LSA, this aircraft was equipped with a full glass panel, comprised of dual 10-inch Dynon Sky View screens on either side of a Garmin aera 796. Checking me out was Brian Boucher, an airline pilot who operates Florida Light-Sport Aircraft from my home airport at Spruce Creek.

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Canada’s First Electric-Powered Ultralight

By Dan Johnson || December 12, 2012 2 Comments

Randy Rauck prepares to make a flight in Canada’s first electric-powered ultralight. photo by Trevor Batstone

Using North Wing’s Solairus trike and wing, Rauck added electric power. photo by Trevor Batstone

Electric power virtually eliminates vibration, noise, and pollution, said Rauck. photo by Trevor Batstone

Batteries on “Green 1” offer an hour’s flight, more than enough to get a soaring pilot to thermal altitude. Rauck plans a charging station at his airpark, so pilots can swap batteries and continue flying. photo by Trevor Batstone

Like many of us who enjoy soaring hang gliders, developer Randy Rauck said, “I always wanted to apply electric to a lightweight trike so we could quickly and easily fly our hang gliders up to where the thermals abound.” When he’s not creating a new powerplant Randy runs the Freedom Flight Park in Lumby, BC Canada. “I wanted to try electric to get away from the vibration of a lightweight two-stroke gasoline engine. Those engines demand more maintenance, make noise, cause pollution … and I just thought electric could be better in every way,” he explained.

Photographer Trevor Batstone wrote, “On December 8, 2012 [we saw] the inaugural flight of C-IYUP, the first electric-powered ultralight in Canada. Randy Rauck, pilot and owner, lifted the wheels of the ground for the first time, completing two flights here at CYPK in Pitt Meadows, BC.” Dubbed “Green 1” the light trike was built by eUP Aviation Inc., in collaboration with American trike and wing producer North Wing, whose owner Kamron Blevins agreed that Randy could use one of his trikes and the new Solairus (video) wing. “Kamron said he’d been thinking about electric power but lacked the time, so we got together on this,” said Randy.

Randy’s main enterprise is running an active hang gliding flight park and his Raven Aviation enterprise. At this he is eminently qualified with a long history. In addition Randy worked with Darrell Murphy on projects like the biplane Renegade plus the metal monoplane Maverick and other Murphy powered aircraft.

Developed in association with John McClintock under the name eUP Aviation, Green 1 is powered by a 84 volt, 19 KW hours, or 26-hp electric motor fueled by a one-hour duration battery pack. In test flights it has climbed 600 feet per minute making the effort to reach an altitude where thermals can be found and exploited no more than a 3-5 minute flight. Of course it all happens with very low noise that Randy says makes for improved neighbor relations. “We do plan to sell the package but we’re still working out pricing and supply. We’ve agreed to collaborate with Kamron and North Wing. They’ll supply the trike and wing and we’ll do the electric system.” He notes electric motor parts are sourced from Europe and Asia. No details have been confirmed at this writing about North Wing handling U.S. sales but all are excited about early results and intend to keep forging ahead. “We may come to Sun ‘n Fun 2013 and by then we may have details worked out more fully,” finished Rauck.Below you can see eUP’s wing-mounted video:

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From the land of sky-blue waters comes … no, not a beverage but Canada’s first electric ultralight. And sky-blue waters aren’t the point; instead, it’s all about blue skies and getting up to them for a bit of soaring fun. Thanks to my journalist friend Russ Niles, Editor-in-Chief of AvWeb (one of my favorite aviation websites), I heard about a Canadian friend who’s done some interesting development work. Given the general excitement about electric power and my personal interest in soaring flight, I called up my old friend. Like many of us who enjoy soaring hang gliders, developer Randy Rauck said, “I always wanted to apply electric to a lightweight trike so we could quickly and easily fly our hang gliders up to where the thermals abound.” When he’s not creating a new powerplant Randy runs the Freedom Flight Park in Lumby, BC Canada. “I wanted to try electric to get away from the vibration of a lightweight two-stroke gasoline engine.

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CTLSi, as in sigh

By James Lawrence || December 6, 2012 Leave a Comment

Fuel injection makes the CT better yet.

Jonathan Carter (with Tom Peghiny, rt) took time out to let me try out the CTLSi just before his flight to Florida to deliver the airplane to a new customer – a 4-person partnership at Spruce Creek Airport.

CTLSi: That classic composite-informed aerodynamic flare now has fuel injection to improve already-great performance.

A stylish, more-compact engine and 22% greater fuel economy.

Flight Design has done a beautiful, roomier installation.

Not just another pretty face.

CTLSi, latest version of the industry-leading CT line (the company’s been at the front of the pack for 7 years), is noteworthy primarily for its new powerplant, which dramatically improves fuel economy, starts easier, and runs smoother. I’ll have a full flight report on the airplane in the spring issue of the magazine. But I don’t want to wait to say that for me, this is a wonderfully refined airplane and a real step forward from the version I flew four years ago when I got my Sport Pilot rating with instructor rock ‘n rollin’ CFI John Lampson (he moonlights with a popular rock band, Stealing Jupiter, in the Northeast). That early all-composite entry into the U.S. market had wonderful high-speed cruise performance, was very comfortable, had good visibility, and was beautifully crafted by the German company that produces it (more than a thousand now delivered worldwide, with a four-seat version that should see production within the next year or two.)

None of those accolades have gone away. If anything, the CTLSi is even more refined in fit and finish, but for me, the real difference, and decided pleasure, was how beautifully it flies. The stick and rudder forces are firm-ish but response is really just the way I like it: neither too twitchy not stiff or sluggish. Pitch and roll forces are beautifully harmonized. The rudder still likes a good push climbing out or in a low-power descent (right or left foot accordingly). I flew it a bit like I fly the J3 Cub, leading in with a strong push of the foot. CTLSi responds with a right-now, smooth and solid wing drop, the nose tracks right into the turn and around you go, with excellent viz through the topnotch window which is big enough and well placed enough to give you an excellent feeling of security looking up and into your turn, in even a 30 degree bank.

Another, much-welcomed addition is the electric pitch trim rocker switch where the old mechanical trim wheel used to be. It works like a treat, I love it. I made two perfectly fine landings, one a greaser, one, as the burnt amber winter light waned at Flight Design’s narrow strip, with just a touch of a drop-on from a foot-early flare. These were my first touchdowns in a CT in years (except one on floats on the water two years ago at Sebring) and I have to say they were a piece of cake. The CT feels like a fully friendly airplane to me, whereas in earlier versions I felt like I had to wrestle with it a bit, partly because of my lack of flight time, partly because the control mechanics hadn’t been optimized to suit my liking.

Even the cockpit sight picture, which used to give me fits because of the curve of the cowl and the stubby puppy-dog nose, presented no problem. Where I would tend to think I was pointed down the runway when I was in fact 20 degrees off, resulting in a side-load touchdown tendency, it seemed easier with the new airplane to hold the line during both takeoff and landing. Tom P. says it’s because I’ve got more time in a bunch of LSA. Undoubtedly that’s true.

But in any case, this is not your erstwhile older brother’s CT. The CTLSi is a lovely, fully-realized airplane that makes the most of the category: comfort, handling, performance, quality and economy. I’m really happy I had a chance to rekindle my affection for the CT, and didn’t want to wait to share that with you.

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Yes, as the pics show, I did indeed take advantage of a rare, calm, beautiful, warm (for winter) day in New England to drive over to Tom Peghiny‘s Flight Design USA and take my first hop in a fuel-injected Rotax-powered LSA: the new CTLSi. Company Chief Pilot Jonathan Carter did me the honors as we went for a spin the last hour of the clear-sky, gorgeous day: no bumps, no ATC to deal with, just that good smooth, strong CT climb up and away from the company’s little paved strip in Woodstock, Connecticut. CTLSi, latest version of the industry-leading CT line (the company’s been at the front of the pack for 7 years), is noteworthy primarily for its new powerplant, which dramatically improves fuel economy, starts easier, and runs smoother. I’ll have a full flight report on the airplane in the spring issue of the magazine. But I don’t want to wait to say that for me, this is a wonderfully refined airplane and a real step forward from the version I flew four years ago when I got my Sport Pilot rating with instructor rock ‘n rollin’ CFI John Lampson (he moonlights with a popular rock band, Stealing Jupiter, in the Northeast).

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iLSA & CTLSi — Much More than Fuel Injection

By Dan Johnson || December 5, 2012 Leave a Comment

Cowling “eyebrows” are one clue to the new fuel-injected engine underneath.

On the tail, a little “i” also helps identify the Rotax 912 iS powerplant. Read our FAQs about the new engine.

Flight Design’s popular CTLSi is ready to fly for 2013.

While Flight Design was busy with CTLSi changes, they also took time to celebrate their 25th birthday with this handsome black & silver limited edition “Jubilee” model.

Market leader Flight Design has iLSA arriving in all corners of the country under the slightly changed name of CTLSi. Flight Design USA president Tom Peghiny recently assembled a couple of these airplanes and logged several flights on them. He offered a series of comments on how his newest LSA is an improvement in last year’s model.

Most often reported is reduced fuel use. Tom wrote, “CTLSi has improved fuel economy, reduced carbon emissions, and does not require leaded fuel. The Rotax 912 iS engine operates with standard auto fuel up to 10% Ethanol.” He added that the powerplant is an attractive modern engine installation that allows for simpler operation and lower maintenance; mechanics will no longer need to sync two carburetors. Though the 912 engine has changed considerably, it retains the 2,000-hour overhaul time and Flight Design boosted their warranty on both airframe and engine. In the nose-on photo, you can see two small “strakes” that give the cowling a gutsy appearance. According to Flight Design’s John Doman, “The ‘eyebrows’ on the cowling provide clearance for the fuel injection rails.” Those nose cowl alterations and a little “i” on the tail behind “CTLS” are all you see from the outside. Under the cowling, more changes await close inspection.

Tom Peghiny continued, “Extra alternator output supports increased electrical systems on our new CTLSi and works in conjunction with a lithium-ion main battery.” He noted, “The upgraded model has a new header tank with an additional 1.7 gallons of fuel, a low fuel warning light, and even moreso than before, CTLSi offers super long range flights.” Besides simpler operation, Tom said, “CTLSi has a highly redundant installation with a Rotax-supplied fuel pump system that works very well with Dynon’s Engine Monitoring System and special EMS modules.” A new fuel selector now provides a graphic indicator on SkyView multi-function display. Yet the CTLSi changes are not all engine and fuel system related.

A new electric trim control features a graphic indicator on the SkyView MFD; Dynon’s SkyView sythetic vision now offers an ADS-B option for 2013. Whelen lights were added for 2013; audio alarms are increased on SkyView in a “pleasant voice,” Tom said. He went on, “Three GPS systems are on board including three synthetic vision systems; a redundant air data, attitude, and heading reference system (shorthand: ‘ADAHRS’) with battery backup.” The last reference means CTLSi can lose all electrical generation and still fly with battery back up. The Garmin 796 can be used as touchscreen navigation device complimented by XM weather and music with info about TFRs and other flight impediments. The whole system offers seamless integration with the Dynon autopilot for navigation, greatly relieving pilot workload. Finally CTLSi offers 100% LED lighting including landing light and a 12-volt plug for an iPad or other mobile devices. Apple fans even have an input for their iPod. In short, Tom finishes, “This is not your father’s LSA!”

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The first iLSA are flying in the USA. Springboarding from Apple’s famous iDevices, why not iLSA? This stands for “i” Light-Sport Aircraft, meaning they’re fuel injected, which today suggests Rotax’s new 912 iS engine. Tecnam has announced P2008s with the new powerplant. Pipistrel has iS models, too. Others will follow, although Remos indicated they are taking a wait-and-see approach to the new powerplant. All models remain available with the carbureted version of the 912s in 80 or 100 horsepower. (See this earlier article about the newest Rotax and this one with a video.) Market leader Flight Design has iLSA arriving in all corners of the country under the slightly changed name of CTLSi. Flight Design USA president Tom Peghiny recently assembled a couple of these airplanes and logged several flights on them. He offered a series of comments on how his newest LSA is an improvement in last year’s model.

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Air Creation Skypper Wins SLSA #130

By Dan Johnson || December 2, 2012 Leave a Comment

Air Creation’s newest… Skyyper, SLSA #130.

Skypper retains Air Creations rakish nose fairing.

Looking closely at the carriage, you can see it is constructed of welded components.

Skypper is simpler and that means lower cost. How does $50,000 for a ready-to-fly Light-Sport sound?

In summer of 2012, FAA issued an internal order — meaning it was intended for their field offices and Designated Airworthiness Representatives (DARs) and others. This order with a name only a government agency could love — 8130.2G CHG1 — changed some of the rules about how aircraft gain their SLSA Airworthiness Certificates. One company that got trapped by the learning curve that followed was Air Creation USA, these days operated by Neil Bungard. Neil was relatively new to the ASTM standards process and any misunderstanding he may have had of CHG1 was matched by FAA officials and non-FAA DARs. Everybody had to read and decipher FAA marching orders as described in the lengthy document. Few fully understood it when Neil first tried to get his new model approved and since one of the things CHG1 specifically called out was a “new model,” this started a series of hoop-jumping exercises that consumed Neil’s time for many weeks. To his credit, he sorted it all out and therefore was awarded a new certificate for Skypper. Therefore, let me repeat my congratulations!

Some years ago Air Creation gained SLSA approval for the Tanarg 912 and the GTE 912. Skypper has similarities to each but is not identical, therefore despite the earlier approvals, Skypper represented a “new model” and thereby Neil got tripped up by CHG1. Confused? Well, now you know how Neil felt. However, all’s well that ends well and the end was full approval for a new model. Whew!

As the importer Neil wrote, “Some of the things that I like about the Skypper include: • lower center of gravity; • wider wheel base; • truss-built frame; • adjustable differential braking (front and back wheels); • easy bolt-on fairing option, and • Rotax 582, 912-80 hp, and 912-100 hp engine options.” He added that Skypper flies well with Air Creation’s legacy wings (Fun 450, iXess, Kiss) plus their new variable-geometry wings (Bionix 15 and 13, and Nuvix). Neil also said, “Skypper’s price is coming in at about $50,000 for the 100-hp version given the current exchange rate between dollars and euros.
rate.

Compared to most choices, $50,000 is a great value for a new SLSA with the same powerplant most SLSA presently use. This engine alone accounts for nearly $20,000 of the full price. Note that by a “truss-built frame” Neil refers to a welded steel carriage versus aluminum tubes gusseted together with bolts. Air Creations first debuted welded carriage frames on the Tanarg (pilot report) but has now obviously refined the effort (nearby photos). Variable geometry wings mean that the spread of the wings can be changed at any time. This can have a significant effect on speed or handling and is a development the hang gliding world refined some years back. FAA noted recently that they will begin specifying which wing can be used with which SLSA trikes. Wings can make quite a bit of difference in how the aircraft performs and for this reason trikes have unusual flexibility mostly unmatched in fixed LSA (with one noteworthy exception being the Phoenix LSA motorglider that can change wing tips to achieve different flight characteristics).

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Congratulations to Air Creation USA for winning Special Light-Sport Aircraft approval for their newest weight-shift control aircraft called the Skypper. That’s a worthwhile achievement for any new LSA, but before I tell you how this model is different, let me do another explanation. In summer of 2012, FAA issued an internal order — meaning it was intended for their field offices and Designated Airworthiness Representatives (DARs) and others. This order with a name only a government agency could love — 8130.2G CHG1 — changed some of the rules about how aircraft gain their SLSA Airworthiness Certificates. One company that got trapped by the learning curve that followed was Air Creation USA, these days operated by Neil Bungard. Neil was relatively new to the ASTM standards process and any misunderstanding he may have had of CHG1 was matched by FAA officials and non-FAA DARs. Everybody had to read and decipher FAA marching orders as described in the lengthy document.

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He Did It! Flying at 100 in His LSA

By Dan Johnson || December 1, 2012 1 Comment

Guy Reynolds sits in the cockpit of his Evektor SportStar light sport aircraft Friday [November 30, 2012] before taking the controls for a flight around the Eastern Regional Airport to celebrate his 100th birthday. He is the oldest known licensed pilot in [West Virginia]. photo of Guy Reynolds by John McVey of the Martinsburg, West Virginia Journal newspaper

What will you do on your 100th birthday? Guy went for a flight.

Guy signs a prop that will be on display in the airport terminal. Bart Rogers who sent this photo wrote, “I’ve promised all other aviators they can sign it when they turn 100.”

Dramatic SportStar sunset shot by James Lawrence

The following was written by John McVey and published by the Martinsburg, West Virginia Journal newspaper. Bold accents are added. —DJ

MARTINSBURG — Thomas Guy Reynolds Jr. eased back on the stick of his Evektor SportStar light sport aircraft and it lifted effortlessly off the runway at the Eastern Regional Airport. He circled the field three times, making a couple of low passes over the runway for pictures, and softly set his plane down. That would not be extraordinary, but Reynolds flew Friday on his 100th birthday. He is the oldest known licensed pilot in West Virginia and definitely the senior pilot in this region.

“The flight was fine,” Reynolds said afterward. “The air was nice and smooth.”

He takes a co-pilot with him in his two-seater plane, usually Bart Rogers, but flying on his birthday has become a tradition as well as celebrating the day with fellow pilots at the airport, who fly in to enjoy lunch, cake and stories.

“I hope to fly on my 101st birthday,” he said.

Rogers was grateful for the weather Friday, which was perfect for flying — little wind and clear skies.

“It is a thrill to fly with someone who’s 100 years old,” Rogers said. “He’s as sharp as a tack.” And Rogers does not touch the controls. Reynolds is the pilot.

Needless to say, Reynolds’ centennial birthday was very special, drawing a quite a crowd of family, friends and admirers.

“I am in awe of him, totally in awe,” said Ann Reynolds Carden, who traveled from New York to see her father fly. “He doesn’t have any fear, so I’m not afraid when he flies, but I don’t like to fly.” Understandably, she is extremely proud of her father. “He is a wonderful father; he’s a good man; he’s an amazing, incredible human being,” Carden said.

Reynolds was born in Martinsburg November 30, 1912, the son of the late Thomas Guy Reynolds Sr. and Lora Lenora Stotler Reynolds.

He graduated from Shepherd College in 1933 with a degree in education. Reynolds taught school in Berkeley County for 18 years; ran his own television and radio repair business; served as an electro-mechanical designer for Thieblot Aircraft Co., which was located at the airport; and worked as an engineer at Corning Glass Works in Berkeley County, where he was appointed to the position of senior associate. He was the first person at the local plant to receive that honor.

Reynolds took his first flight from Shepherd Field, now the Eastern Regional Airport, in 1929 in a Ford Trimotor airplane.

In 1943, he organized the Martinsburg Composite Squadron of the Civil Air Patrol, serving as its first commander. The unit’s insignia bears his initials.

After World War II, Reynolds served as chairman of the West Virginia Aeronautics Commission for two terms.

He was recognized in 2004 as the Berkeley County Citizen of the Year for his lifetime of volunteer service to the community.

In 2006, Reynolds was named an Outstanding Alumni of Shepherd University. He was inducted into the West Virginia Voter Hall of Fame in 2008 for having voted in every general election since at least 1942, when records were first kept.

And on his 93rd birthday, he made a parachute jump — a lifelong ambition — with the Chambersburg, Pennsylvania Parachute Club. He was, and as far he knows, remains the oldest person to parachute in Pennsylvania.

“I’m just blessed, that’s all I can say,” Reynolds said about his aptitude for flying during media interviews. “I’m lucky I can fly. I feel comfortable in the air, relaxed and I enjoy it.”
Asked for his advice to young people, he said, “If you want to do something, do it. You don’t know when you might not be able to do it.”

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This article follows up on an earlier one about Guy Reynolds. Yesterday, on his 100th birthday, Guy took the skies as he has so regularly, flying his Evektor SportStar with a fellow pilot along for safety. Rather than interpret, I present local journalist John McVey’s entire piece below. John also gives you a perspective on Guy, a fellow aviator we can all admire. The following was written by John McVey and published by the Martinsburg, West Virginia Journal newspaper. Bold accents are added. —DJ MARTINSBURG — Thomas Guy Reynolds Jr. eased back on the stick of his Evektor SportStar light sport aircraft and it lifted effortlessly off the runway at the Eastern Regional Airport. He circled the field three times, making a couple of low passes over the runway for pictures, and softly set his plane down. That would not be extraordinary, but Reynolds flew Friday on his 100th birthday.

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If It Works For Morgan Freeman…

By James Lawrence || November 27, 2012 Leave a Comment

Morgan Freeman at his Ground Zero Jazz Club, with guests (L-R) Danielle and Carrie Rydzik and Carrie's mom Martha Krejci.

Charles Stites and Morgan Freeman at the actor's Ground Zero Jazz Club fund raiser which netted $30,000 for Able Flight.

Able Flight uses specially-outfitted Sky Arrows, CTs, and other LSA to make it possible. Charles Stites is the big hearted, hard working guy who keeps it all moving along, and every dollar… every single dollar is well spent and deeply appreciated.

I’ve donated to Able Flight in the past and if you can send them even $5 to help this great program along, please consider it today, since it’s Giving Tuesday, which I suppose is the good sibling version of Black Friday and Cyber Monday.

As I’ve written more than once, every time I talk with Charles and meet one of these wonderful, dedicated students and graduates, and their instructors at an air show, it lifts my heart skyward. We all get so busy in our lives, and there are so many causes. It’s easy to overlook most of them. Here’s one that changes lives for the better.

The latest news from Charles: “We had a woman in Georgia pass her check ride a week ago making it nine this year. Going for ten or more in 2013!”

I also met several of the instructors last Oshkosh, when I flew the Pipistrel Alpha — they’ll be using it as well in the program — who work out of the program’s hub at Purdue University. A more upstanding, squared-away bunch of young people you could not hope to meet.

It’s not often you get the chance to know your charitable considerations are so warmly and productively received. Here’s your chance to kick off the season’s good cheer in a timely manner.

Great pre-holiday message from Jim! I’ll add my words that Charles Stites’ work with Able Flight is truly worthy and ALL the money you donate goes to help these special students learn to fly in or work on… Light-Sport Aircraft! I took Jim’s advice and donated today; please consider this yourself. —DJ

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In case you don’t know about Able Flight, here’s a link to the organization’s website, and another to its donation page. This wonderful endeavor helps paralyzed and otherwise physically challenged people, both civilian and war-wounded, to achieve their dreams of flight by taking them through a complete Sport Pilot training course or even LSA Repairman classes. Able Flight uses specially-outfitted Sky Arrows, CTs, and other LSA to make it possible. Charles Stites is the big hearted, hard working guy who keeps it all moving along, and every dollar… every single dollar is well spent and deeply appreciated. I’ve donated to Able Flight in the past and if you can send them even $5 to help this great program along, please consider it today, since it’s Giving Tuesday, which I suppose is the good sibling version of Black Friday and Cyber Monday.

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Cubs at the Creek Plus a Peek into the Future

By Dan Johnson || November 26, 2012 Leave a Comment

Ron Bishop of Ventus LLC poses with his AmphibCub.

An immaculately restored 1955 Piper Pacer seen at the Spruce Creek event.

Piper’s original Pacer and Tri-Pacer sold well in the 1950s.

Ron Bishop is representing the American Legend Cub line and displayed an example of almost every one, from the Super Legend out front (more on that in a minute), several Cubs on wheels, and the one Ron has been flying regularly around Spruce Creek, the AmphibCub. The outing was an occasion for potential buyers to select a Cub of their choice and Ron reported two did just that. They’ll be smiling and so was Ron. Calling his new LSA company Ventus LLC (Greek for “wind”), Bishop will quarter his enterprise with longtime Spruce Creek FBO Yelvington Jet Aviation.

Ron reported that the Super Legend is now about to enter production and should be available as the new year arrives. Super Legend is powered by the potent Lycoming O-233 engine (video) and that should make it a lively performer, especially when fitted with floats. The O-233 has 115 horsepower on the standard LSA version, features electronic ignition, and is a multi-fuel engine meaning it can use mogas (even with 10% ethanol), avgas, or a mixture… much like the Rotax is able to do. All this means when you float up to the marina, you can likely fuel up and not have to seek out an airport. The O-233 is now only a few pounds heavier than the more commonly used Continental O-200, which is why American Legend has been able to adapt the American-made powerplant. To assure Super Legend stays within the LSA weight parameters, carbon fiber has been used in many areas of the airplane. Get more details on our video.

All that effort to accommodate Lycoming and to lighten the airplane will come into good use when American Legend sets out on a new project that Ron Bishop revealed at his event.

The fresh news I uncovered is a plan to make a replica edition of Piper Aircraft’s popular Pacer. The Florida company made their four-place PA-20 Pacer and PA-22 Tri-Pacer models in the post-World War II period. After the nose dragger model came out it outsold the taildragging Pacer six to one; more than 8,000 Tri-Pacers were produced between 1953 and 1960. Ron indicated that Legend boss Darin Hart is already at work on the Pacer variation, albeit with only two seats to qualify as a Light-Sport. That change and the addition of carbon fiber cowling and wheel pants plus other weight savings should help the Texas producer keep their version of the Pacer lean and lively. They plan to use the 115-horsepower, 2,400-hour TBO Lycoming O-233 just as on the Super Legend. Ron said he hoped they could complete the project by end of summer 2013.

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On a lovely day recently at my home airflield — Spruce Creek Fly-in — local Cub afficianado Ron Bishop assembled quite a few of American Legend’s handsome yellow Cub lookalikes. The affair, complete with the requisite hot dog lunch attracted about 200 visitors said Ron. They saw more than Cubs as a SeaRey, a CTsw and a Jabiru also joined the party. All were available for a closer look. Ron Bishop is representing the American Legend Cub line and displayed an example of almost every one, from the Super Legend out front (more on that in a minute), several Cubs on wheels, and the one Ron has been flying regularly around Spruce Creek, the AmphibCub. The outing was an occasion for potential buyers to select a Cub of their choice and Ron reported two did just that. They’ll be smiling and so was Ron. Calling his new LSA company Ventus LLC (Greek for “wind”), Bishop will quarter his enterprise with longtime Spruce Creek FBO Yelvington Jet Aviation.

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Centenarian Enjoys Flying His Evektor LSA

By Dan Johnson || November 20, 2012 Leave a Comment

photo courtesy Jim Lawrence… companies seeking professional work should contact James Lawrence Photography

Guy Reynolds in beloved Evektor Sportstar. photo provided by Bart Rogers. Also read Jim’s Lawrence’s article on Guy’s 99th birthday flight.

Reynolds and his aviation support group. photo provided by John McVey of the Martinsburg, West Virginia Journal newspaper.

Some see a centenarian in Guy Reynolds; others see a fellow pilot. photo provided by John McVey

This intricate model of air traffic patterns was built by Guy Reynolds while he worked for Thieblot Aircraft. It was featured in NBAA’s Skyways magazine in August of 1959. Thanks to aviation historian Bart Rogers for providing this and other information about Guy’s background.

Before you question the wisdom of this flight, let me assure you Guy is a pretty together fellow. We spoke on the phone and other than being a bit hard of hearing, he sounded great. I accept that he’s 99+ because he said so but he sounds like a younger person. He was savvy enough to voluntarily give up flying with anyone other than another pilot at age 95 because, “I might have a stroke or something and don’t want to endanger anyone.” So, quit your worrying. Guy is simply a fellow pilot who loves flying and doesn’t want to stop. Though he’s now given up his medical, he’s healthy enough to have gotten one when he was 93 years old. Facilitating Guy’s continuing interest in flying his Sportstar, he is supported by a group of fellow local pilots.

Inspired when he witnessed the Navy’s USS Shenandoah airship in 1923 followed by a first flight in a Ford Tri-Motor in 1928, Guy started flying in the early ’40s, got his license in 1945, and logged time on a dozen aircraft models. He stopped in 1952 due to other responsibilities and did not return to the aviation family until 2005 with the advent of Light-Sport. He likes low-wing airplanes, researched articles, and selected the Sportstar. “It’s nice to fly, comfortable, has plenty of leg room and is low in cost,” observed Guy. Like many who switch from heavier general aviation aircraft he finds it a bit sensitive and would prefer wing tanks for ease of filling. (Newer Evektor models answered this request.) His aviation buddies provide a stool to make getting up on the low wing easier and they carry it along on short cross country flights.

This news came to me through longtime Evektor dealer, Jeff Conrad. “Guy was our very first Sportstar customer,” reported Jeff. “He purchased Evektor Sportstar, N322PG. This aircraft was licensed the same day as N400EV, April 8, 2005. So it shares the distinction of being [among the first] SLSA in the world.” For those that may have forgotten Sportstar enjoys the distinction of being SLSA No. 1 accepted by FAA. “I’ve never regretted the purchase,” said Guy.

“I delivered Mr. Reynold’s aircraft during Sun ‘n Fun 2005. Best I can remember it was April 13-14th. The Bill of Sale was dated March 29th with registration March 31st.” Given these dates, Guy’s Sportstar may have been the first end-user delivery of an SLSA, Jeff speculated. For T. Guy Reynolds. Jr., LSA was a dream fulfilled and he wasted no time. “When Guy bought his Sportstar he was 93 years old,” noted Jeff. “Since then he has accumulated 800 hours as he approaches his 100th birthday. He is surely the oldest living Sport Pilot and still flying!”

In his century of living, Guy has done many interesting things. “He’s an engineer and an inventor,” said Jeff. On our teleconference Guy’s friend and local aviation historian, Bart Rogers, spoke of Guy’s work in devising early traffic patterns. “I worked with the three main New York airports plus Chicago and Atlanta,” recalled Guy. Bart told us about an intricate “sculpture” Guy created to illustrate possible approach entry patterns for the New York airports. The flight paths were represented with thin string. “It was quite a work of art,” added Bart (photo). This was all back in the age of the DC-3. He also worked on a then-CAA experiment to put swiveling gear on a DC-3 “so it could land catywampus” in cross-wind conditions as Guy described the effort.

So, you may go have a flight on November 30th and I hope it will be pleasurable and enjoyable for you. Yet until you repeat such a flight on your 100th birthday — should you be so fortunate — you’ll have nothing over Guy Reynolds. I hope for great weather on that momentous day plus spectators who can appreciate how one pilot celebrates 100 years of living by going aloft in his Light-Sport Aircraft. Hearty congratulations to a fellow aviator!

Jeff Conrad was the importer for Evektor in the first few years of Light-Sport Aircraft and remains a dealer today. He joins companies like AB Flight and Dreams Come True, the latter run by Steve Minnich in Dayton, Ohio.

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On November 30th, Guy Reynolds will celebrate his 100th birthday by taking a flight in Light-Sport Aircraft. Putting a finer point on it, he’ll take this flight in his LSA. Are you surprised that a centenarian has an LSA? Admit it… I was. However, Guy is no ordinary guy. He bought his Evektor Sportstar back at the beginning of LSA and he’s been flying it about 100 hours every year. That’s probably more than you fly your LSA. Impressive even for a young 50-year old pilot, this fact is, well… astounding for a 90-something pilot. Before you question the wisdom of this flight, let me assure you Guy is a pretty together fellow. We spoke on the phone and other than being a bit hard of hearing, he sounded great. I accept that he’s 99+ because he said so but he sounds like a younger person. He was savvy enough to voluntarily give up flying with anyone other than another pilot at age 95 because, “I might have a stroke or something and don’t want to endanger anyone.” So, quit your worrying.

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Mid-November 2012 LSA News Wrap

By Dan Johnson || November 16, 2012 Leave a Comment

Michael Coates receives EAA’s August Raspet award for the Pipistrel design team.

Good to Go in China Things are happening in China. “So, what’s new,” you say? “We’ve been hearing about China for months.” Things may move slowly in China but this week, Airshow China is happening in the southern city of Zhuhai and my colleague, Jan Fridrich is present. He reports that some LSA are displayed including Triton’s Mermaid and SC3D (based on the SportCruiser), Flight Design’s CTSW, Colyaer’s Freedom, and some other aircraft he is working to identify. Watch for a followup article. Triton is the new China-based factory run by Chip Erwin. ••• LSA leader CubCrafters gained Type Certificate approval in China for their Part 23-certified Top Cub. General Manager Randy Lervold said they have taken no steps with the LSA models but that they expect to pursue that in the future. Meanwhile, though the company announced the sale of two Carbon Cubs in Europe, they are taking a similarly measured approach using Permit to Fly privileges for now. “We’re feeling our way along,” said Randy about both China and Europe. However, he mentioned a commonly-expressed feeling among American producers that the USA opened its doors to European LSA but that restrictive regulations in other countries is less welcoming. Yes, you might bring an LSA to Europe but costly government approvals are offputting, perhaps explaining Cessna’s choice of using Primary Aircraft rather than pursue EASA’s particular form of LSA. Read more about private aviation in China.

Jubilee Jubilation LSA market leader Flight Design is beginning to celebrate 25 years in business. To commemorate the occasion, the German company will build a special Jubilee edition of several models in a very limited series of 25 airplanes adding a personal touch, a unique equipment list, a special two-tone leather interior, including leather instrument panel treatment, and a handsome 25th Anniversary theme exterior paint design (photo) along with purchase incentives. “Each 25th Anniversary Jubilee airplane will have an upper management ‘Godfather’ assigned to personally monitor its build process to ensure our extraordinary level of quality is attained throughout every step and detail of manufacturing,” said Flight Design CEO Matthias Betsch. America-bound models will come with the new fuel-injected Rotax 912iS engine and Dynon SkyView avionics featuring dual 10-inch displays and more. Contact the company for the complete equipment list. Happy Birthday, Flight Design!

Hitting 100 and 25 Speaking of success stories… consider Pipistrel. “This really important news kind of snuck up on me as a surprise,” observed U.S. representative, Michael Coates, “but I have just noticed that our multi-year cooperation with Pipistrel has resulted in selling our 100th aircraft recently!” According to Pipistrel boss Ivo Boscarol, “Michael is not just a great distributor and salesman, but also a true partner to Pipistrel through the last 15 years.” He added, “We owe a large part of Pipistrel’s success to Michael Coates and his entire team of local and international dealers from Australia, New Zealand and the United States of America.” Michael reported selling 20 aircraft in the USA at Oshkosh 2012 and in the two months afterward, a performance any LSA producer would love to claim. As a side note, given the announcement from Flight Design, Pipistrel was organized in 1987 thus completing its 25th year in 2012. Congratulations!

Troubles at the Top Even aircraft giants can have problems. Cessna issued work orders for more than 200 Skycatchers in an effort that has to cost the big Wichita company well over $300,000*. Can you imagine how that would affect a smaller company without the ability to write a six-figure check? Size has benefits, as those couple hundred customers will be professionally handled. Cessna issued a Mandatory Service Bulletin to repair problems with the wing structure of the first 228 Skycatchers delivered. Mechanics must add a rib and other reinforcement at the wing/fuselage junction where Cessna found some cracking on its factory evaluation aircraft. The action does not ground the airplanes; indeed, the work only has to be done at the next 100-hour or annual inspection. However, this is a big modification. Skin on the Skycatchers’ leading edge must be removed and replaced and new parts must be installed in the wing structure. Cessna says it will take about 32 hours to make the upgrade and the company will pay for the work. Skycatcher serial numbers 002 to 229 are affected. * Roughly $300K is calculated at 32 hours each at a minimum of $40 per mechanic hour for $1,280 each times 228 Skycatchers. Ouch!

YouTube LSA Sensation Thanks to some new measuring tools from Google, the owner of YouTube, video channel Ultralight News reported some big numbers: 5,000,000+ and 13,777,529. The first is views of the channel’s videos on YouTube, on which I am honored to collaborate (and you can see those on our LSA Videos page). The bigger number is minutes watched! Making this all the more amazing is that the minutes count only started on September 1st, just nine weeks ago. No matter how you tally it up it, that’s nearly 230,000 hours of watching light aircraft fly on the world’s number three website in barely more than two months! That sums to more than 3,000 hours per day… representing a lot of attention to recreational aircraft. Go, Ultralight News channel! You can support this work of video outreach by subscribing at The Light Sport and Ultralight Flyer.

Worthy Video In closing and speaking of video, I watched an encouraging interview of new EAA Chairman and CEO Jack Pelton done by Jim Campbell of Aero-News.net at the recently concluded NBAA convention. In his usual style, Jim asked a few tough questions and got solid responses from a clearly relaxed and ready man who once ran Cessna. As everyone in aviation knows by now, the Oshkosh member organization has seen major turmoil with the abrupt departures of longtime president Tom Poberezny and short time president Rod Hightower. Many hope Pelton can bring some calm and this video appears to show he’s up to the task. Take a watch for yourself.

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The Longest Flight

By James Lawrence || November 14, 2012 Leave a Comment

The Sinus motorglider… mm-mmm, that's good.

Pipistrel leader Ivo Boscarol and the prototype Panthera 4-place beauty, now in testing. Plans include gas, hybrid, and electric power. Can you say OMG?

Color me green with envy and drooling from sheer lust for flight.

For the trip, Rand’s average speed was 102 knots. Fuel economy: 50 mpg! He said he had a bit of a tailwind for part of the journey, and just squeaked in under the fall of the twilight curtain.

This and other tales I’ve heard about the super-slippery Pipistrel aircraft speak volumes about how you don’t need a lot of engine muscle to have spectacular flights. (Sinus is powered by the 80-horsepower Rotax 912 engine that can use 87-octane “regular” auto fuel. —DJ)

Pipistrel’s all-composite airframes are pushing the envelope of aerodynamics for the LSA industry. I know they’ve got some secret tricks up their sleeves, can’t wait to pass those along once I get the go-ahead.

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U.S. Pipistrel Sinus motorglider owner/dealer Rand Vollmer recently flew 1,170 statue miles nonstop at mostly economy cruise settings from Oshkosh to Florida on one 24.5-gallon fill up in his Sinus, 49-foot span motorglider. Color me green with envy and drooling from sheer lust for flight. For the trip, Rand’s average speed was 102 knots. Fuel economy: 50 mpg! He said he had a bit of a tailwind for part of the journey, and just squeaked in under the fall of the twilight curtain. This and other tales I’ve heard about the super-slippery Pipistrel aircraft speak volumes about how you don’t need a lot of engine muscle to have spectacular flights. (Sinus is powered by the 80-horsepower Rotax 912 engine that can use 87-octane “regular” auto fuel. —DJ) Pipistrel’s all-composite airframes are pushing the envelope of aerodynamics for the LSA industry. I know they’ve got some secret tricks up their sleeves, can’t wait to pass those along once I get the go-ahead.

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Tecnam’s New Entry-Level (and Affordable!) LSA

By James Lawrence || November 9, 2012 Leave a Comment

Tecnam's new, low-priced, all-metal Echo Classic Light

Sprung steel gear, 80 hp Rotax 912UL power, 495 lb. useful load.

A 496 lb. useful load, 44 knot clean stall speed.

Called the P92 Echo Classic Light it’s priced at $74,999, and that’s fly away from Richmond, Virginia “with no added costs for anything,” says Phil! “The idea is to meet the needs for pilots, flight clubs and partnerships,” he told me, “who want the lowest-cost, fully-built metal aircraft from a major manufacturer.”

“The structure is identical to all the P92 series (a 20-year production success) but to save weight the control surfaces (flaps, ailerons, rudder, stabilator) are fabric covered. The main gear and nose gear are the same as the Eaglet but to save weight the wheels and tires are smaller. As you know the sprung steel landing gear mated to a metal airframe is excellent at absorbing less than perfect landings!” I think by “as you know” he means he’s heard about my landings…doh!…but also that metal airframes have been the standard of General Aviation training for decades precisely for their ability to minimize the embarrassments and damage that the laws of gravity cause.

“In line with requests from customers,” Phil continued, “the basic plane is day VFR instrumentation only with all extras eliminated. We expect to see typical buyers looking to use low cost add-on options.” He noted one of Tecnam’s panel packages for the Light will include support for an iPad (customer supplied or from Tecnam) and would “probably” include the following: Panel mount and integrated power supply for the iPad; Levil AHRS (options include ADS-B, WAAS GPS); External antenna; power supply and mount for a hand held radio (customer owned or supplied by Tecnam); Portable intercom mounted with external power supply. “This would give customers a fully functional PFD, GPS, radio, charts, and intercom for a few thousand dollars! We believe that even with some of the other options included we will be the lowest priced, fully functioned SLSA out there from a major manufacturer, Solomon exclaimed!”

We also believe that the plane would be highly competitive, price wise, with an RV-7 kit, which has to be built by the customer and may take two or more years to complete,” he said. He added that some buyers may choose to buy the basic Echo Classic Light Sport and register it as an ELSA (Experimentally-built). “That would allow them to exercise some creativity but (also) give them the benefits of a factory-built structure which would make it easier to sell later or re-register back as an SLSA.”

Phil says the plane is already in production in Italy and he hopes to have the first one here in time for Januarys Sebring show in Florida. This can be seen a direct answer to Pipistrels all-composite Alpha, in the mid-to-high $80K range delivered, and has the appeal of that easy-repair metal airframe not to mention a very competitive price. It will be interesting to see how well the bird does. If it proves to be durable enough for flight training, and handles anything like one of my all-time favorite LSA, it’s sister-ship P92 Eaglet, flight schools will want to give it close scrutiny. Best good luck wishes to Tecnam: this should be seen as a serious entry in the fun-flying, flight school horse race.

Some basics specs: 80-hp Rotax 912 UL; Empty weight 606 pounds; Max takeoff weight 1,102 pounds; Useful load 496 pounds; Tank capacity 11.9 gallons (2nd optional 11.9 gal. tank available); Full fuel payload 425 pounds; Fuel endurance 3 hours; Max level speed 103 knots; Economy cruise 92 knots: Stall clean 44 knots; Mains and nosewheel 4.00 x 4; Sprung steel gear; Manufacturer’s two-year or 200-hour limited warranty.

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Tecnam North America’s CEO Phil Solomon dropped me a line yesterday to make sure I heard the news that there’s a new, all-metal, budget-priced Tecnam LSA, just released, that should generate some enthusiasm among the “LSA: too expensive!” crowd. Called the P92 Echo Classic Light it’s priced at $74,999, and that’s fly away from Richmond, Virginia “with no added costs for anything,” says Phil! “The idea is to meet the needs for pilots, flight clubs and partnerships,” he told me, “who want the lowest-cost, fully-built metal aircraft from a major manufacturer.” “The structure is identical to all the P92 series (a 20-year production success) but to save weight the control surfaces (flaps, ailerons, rudder, stabilator) are fabric covered. The main gear and nose gear are the same as the Eaglet but to save weight the wheels and tires are smaller. As you know the sprung steel landing gear mated to a metal airframe is excellent at absorbing less than perfect landings!” I think by “as you know” he means he’s heard about my landings…doh!…but also that metal airframes have been the standard of General Aviation training for decades precisely for their ability to minimize the embarrassments and damage that the laws of gravity cause.

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SeaRey Passes FAA Audit, Becomes SLSA #129

By Dan Johnson || November 9, 2012 Leave a Comment

Adam Yang receives an airworthiness certificate from Orlando MIDO’s Al Kimble.

Progressive Aerodyne’s certification team celebrates winning SLSA certificate #129. Designer Kerry Ritcher stands to the left and company owner Adam Yang to the right of the SeaRey. General Manager Joe Friend is to the left of Kerry and Consultant Abid Farooqui is in the green shirt. (Also see update)

Many thick three-ring binders holding hundreds of documents are reviewed with FAA audit personnel.

CEO Adam Yang (dark glasses) and President Kerry Ricther take 982 Sierra Romeo for its maiden SLSA flight.

Consider this an entry to the “They-said-it-couldn’t-be-done” department. As regular readers know, FAA has been conducting audits with LSA producers… tough, top-to-bottom reviews of every detail in the voluminous ASTM standard set. Last April another company had no less than six FAA personnel in their building for three full days, each armed with a laptop and literally hundreds of questions. Passing one of these grueling tests is a fairly major accomplishment. Then consider FAA amped up the task by saying any new model or first LSA from a new company would probably get one of these thorough inspections before they could enter the market. Progressive Aerodyne hosted such an FAA team to examine their first SLSA candidate and — surprise! — they came out with a certificate. No followup is needed.

So the heartiest of congratulations go to Progressive Aerodyne and their SeaRey. Yesterday they were issued their airworthiness certificate after a visit from five FAA personnel from both Washington, DC and the local Orlando, Florida MIDO (Manufacturing Inspection District Office). After working with another consulting company for more than a year, Progressive Aerodyne CEO Adam Yang switched gears and hired Abid Farooqui of SilverLight Aviation. In four and a half months SilverLight’s staff worked with the Progressive Aerodyne certification team (see update) to complete the job on what was by any measure a very demanding schedule. The independent engineering company coordinated closely with Progressive Aerodyne’s staff lead by SeaRey designer, company president, and co-founder, Kerry Richter.

“[We] will start production of the compliant airplane immediately to meet the long expected market desire,” said Yang. [After] selling the same model kit of the two-place amphibian airplane for the past twenty years [our team] has been working diligently for a few years to meet relevant ASTM standards and FAA regulations.” He added that the internal group and its consultant strictly followed the ASTM standards and FAA regulations in achieving this “first-article” certificate with only minor findings that were corrected quickly resulting in the MIDO office issuing the coveted pink card.

With the arrival of SLSA #129, Progressive Aerodyne has proven that even with intensely watchful oversight from FAA officials, it remains possible for the Light-Sport Aircraft industry to maintain the blistering pace of new model development. The Tavares, Florida company headquartered appropriately on a lake will now make the transition from building the side-by-side seaplane kit to adding fully manufactured aircraft. This is no small task as the business model for kit assembly and builder support is radically different from constructing ready-to-fly airplanes to a series of internationally-recognized standards.

SeaRey is a popular seaplane with 600 kits sold and more than 500 flying. Owners make a loyal and tight group dedicated to their flying machines. The aircraft features a roomy cockpit with sliding canopy and full dual controls. It is powered by the Rotax 912 ULS and offers retractable gear in keeping with Light-Sport Aircraft rules for amphibians. You can read our full-length pilot report on the kit version.

Update 11/9/12 — Given their accomplishment, it’s worthy to list additional members of the Progressive Aerodyne certification team: Alan Chandler (prototype builder and assembly manual author); Stan Proctor (quality assurance); John Bernard (electrical systems); Bryce Richter (machinist); Dan Saunders (SilverLight engineer); Stacey Farooqui (SilverLight documentation manager)

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Quicksilver Adds Five Aircraft to FAA Kit List

By James Lawrence || November 8, 2012 Leave a Comment

Quicksilver's GT 400 does a hard break over the Sport 2S

Smooth-air, dawn and dusk flying is one of the great pleasures of the ultralight experience.

The MX Sport 2S with struts and full-span ailerons is a treat to fly.

The GT 500 is in the ASTM approval process as an SLSA

What always blew me away about Quicks, beyond their easy-to-fly, docile performance and truly bugs-in-teeth fun personality was the impeccability of the kits themselves. I haven’t seen one in years, but according to people I’ve talked to, they’re even better than they were back then…and that’s saying something! Quicksilver kits were the epitome of how a kit should be produced for sale. If you ever put together a Revell plastic model then you’ve got some idea of how a Quick kit arrives. All the anodized aluminum structural tubes for example are predrilled, immaculately finished and vacuum shrink-wrapped onto large printed cardboard sheets that individually identify every piece right where it’s “mounted” onto the sheet. Inventory is a breeze, and assembly doubly so, since you don’t cut open any clear blister pack of parts until you actually need them. Believe me, having built my share of hang gliders and ultralights in those days , including several Quicksilvers for a company I worked for, being able to keep track of hundreds or thousands of parts that can easily disappear in the shop is a real boon. Quicksilver kits also really are, by and large, giant Erector Sets. If you’re even halfway decent following instructions, and Quick instruction manuals are wonderfully thorough, you can breeze through the assembly in a matter of a few days, rather than the weeks or months or even years more typical of EABs.

You couldn’t be blamed, therefore, for thinking, with this high degree of prefabrication, that Quicksilver kits would stumble on the 51% requirement of the FAA Experimental Amateur Built (EAB) category. Yet just today Quicksilver Aircraft announced five of its kits have just passed the FAA’s EAB criteria. Congrats are due. Joining the ranks EAB aircraft are the Quicksilver MX Sport, MX II Sport, MX Sprint, MX II Sprint, and the Sport 2S. Two models are single seaters and three are side-by-side two-seaters. Check the choices at the FAA list of all Amateur-Built Aircraft kits.

In a release, Will Escutia, president of Quicksilver Aircraft, said “FAA’s visit proved the company under new leadership is maintaining the high standards for which Quicksilver has been known.” Ops Chief Dan Perez went on to talk about the two LSA-style models, the GT 400 enclosed single-seater and the GT 500 enclosed tandem two-seater. “Both GT series models have already been approved and, with the MX series, all appear on the FAA’s approved kit list.” That brings the Quicksilver fleet to seven EAB models. Quicksilver, which had quietly soldiered on in the ’90s and 2000′s until Mssrs. Escutia and Perez bought the company, received a fresh infusion of greenbacks and is more aggressively marketing it’s time-proven products. Production will continue in Temecula, California, the long time home of the company.

For our corner of the aviation galaxy, the GT 500 will be offered as an SLSA in the future. The company is currently going through the ASTM certification process. Some of you may remember that sunny day at Oshkosh (1993) when EAA’s then-President Tom Poberezny and Lyle Byrum, flamboyant former head of Quicksilver, jointly announced the first-ever aircraft approved by FAA to live under the Primary Aircraft category, which can be seen a kind of precursor to the Light Sport Rule.

There are many Quicksilver dealers throughout the country and around the world. Thousands of fun-flying Quicks are flying in nearly 100 countries, with an enviable safety record. Pricing isn’t posted online: Contact your local dealer.

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Last Spring I had the pleasure of photographing the several aircraft that make up the stable of the re-emergent Quicksilver Aeronautics company. Quicksilver is the once-and-future, Cessna-style flagship of the ultralight industry back in the 70s and 80s, when it sold almost 15,000 single seater and two-seat aircraft kits under the FAA Part 103 regulation. What always blew me away about Quicks, beyond their easy-to-fly, docile performance and truly bugs-in-teeth fun personality was the impeccability of the kits themselves. I haven’t seen one in years, but according to people I’ve talked to, they’re even better than they were back then…and that’s saying something! Quicksilver kits were the epitome of how a kit should be produced for sale. If you ever put together a Revell plastic model then you’ve got some idea of how a Quick kit arrives. All the anodized aluminum structural tubes for example are predrilled, immaculately finished and vacuum shrink-wrapped onto large printed cardboard sheets that individually identify every piece right where it’s “mounted” onto the sheet.

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Grand LSA News Wrap-Up… Pre-Oshkosh

By Dan Johnson || November 7, 2012 Leave a Comment

Cessna’s Discover Flying team and their numbered Skycatchers: From left… Ed Honey (dispatcher); Conor Dancy; Luis Acosta; Jen Scanlan; Ben Alimena; Zoe Cunningham; Chris Rogers; Luke Patterson; and Taylor Breum.

Breezer Aircraft USA moves to the Sun ‘n Fun campus.

One of each: the new Rotax 912 iS is installed on one side while the familiar 912 ULS remains on the left of Lockwood’s AirCam.

Yowie! This airplane can almost jump off the ground. See it at Oshkosh. photo by Randee Laskewitz

The popular and versatile Lotus Floats have a new home and improved service.

Allegro gains support of more leaders in North Carolina.

CESSNA’S DISCOVER FLYING
I met new business leader for the Skycatcher LSA, Tracy Leopold, at Sun ‘n Fun 2012 where she confirmed the Wichita giant’s support for their lightest aircraft, now being assembled in Independence alongside other Cessna models. As summer began, Tracy’s Skycatcher group amped up their game with a program called Discover Flying Challenge. *** After hiring eight university graduate flight instructors — plus a ninth to act as dispatcher — the team took off in all directions and will reunite again at AirVenture 2012. Meanwhile, the youthful team is visiting Cessna Pilot Centers and non-CPC FBOs plus fly-ins and air shows all the while doing what college grads do these days: updating Facebook and Twitter feeds and blogging about their activities. *** “We wanted to do something different, something that would get the attention of the next generation of pilots while at the same time getting the Skycatcher in front of the public,” explained Tracy. Keep up with the 8+1 at Big C’s Facebook page. It’s great to see Cessna’s dedication to their littlest airplane and we wish them huge success at finding more, younger pilots. ||||

BREEZER AT LAKELAND
In early July, Breezer Aircraft USA, announced they entered into a five-year lease with Sun ‘n Fun to move their flight training and related aviation services to the SnF campus at the Lakeland, Florida airport. Breezerites will headquarter in Hangar B, familiar to airshow attendees as part of the indoor displays. *** This is part of the vision that airshow boss John “Lites” Leenhouts has for making SnF into a seven-day-a-week, year-round destination, instead of just a once-a-year event. *** Along with their flight training ops, Breezer USA plans to offer builder’s assistance for their Breezer II kits and will offer Rotax maintenance. They’ll be joining Pilot Mall and the Seaplane Pilots Association on the SnF campus.
Breezer USA chief Mike Zidziunas — pronounced by most folks as “Mike Z” — said, “We’ve been working on this plan for many months.” At a “Fire Hub” event in late June, he was pleased to forecast the arrangement “…any day now.” *** Mike Z also plans to work with students of the Central Florida Aerospace Academy at Sun ‘n Fun, to have a hands-on program allowing students to obtain their A&P Certificate by the time they graduate from high school. Mike Z is an A&P with a Light Sport Repairman Rating, a certified Rotax Mechanic and importer of the Breezer II Light-Sport Aircraft. Contact Mike at 941-915-8883 or send him an email ||||

FIRST U.S. ROTAX 912 iS INSTALLATION?
So far as I know the very first Rotax 912 iS got installed and it will work side-by-side with its older brother, the ubiquitous 912 ULS. How’s that? They are both installed on an AirCam (one of my favorite flying machines and the aircraft I used to obtain my multiengine rating). Proprietor Phil Lockwood and his Lockwood Aircraft team are completing the new installation, which other manufacturers have observed is a significant project. This should provide a superb test bed as AirCam can operate exceedingly well with either engine. *** One of Phil’s top lieutenants is John Hurst, an electronics guru who has been hard at it for a year to totally redesign the Lockwood website. On my recent visit to Sebring to plan for the 2013 Expo, he gave me a brief review on my iPad (it works best in landscape mode). The navigation is vastly improved but of great interest to many mechanics or homebuilders are exploded-part drawings that themselves explode into detail views. You can zoom in so far that every nut and bolt seem to jump off the screen. The Lockwood bunch are like the Energizer Bunny, always moving and improving. I don’t know how you do it, guys and gals, but keep on flyin’. ||||

JUST AIRCRAFT’S EXTREME(ly) COOL AIRPLANE
Speaking of flying, you never know what Troy Woodland might be cooking up at Just Aircraft. How about something, umm… genuinely extreme? Come to think of it, they haven’t settled on a name for their new aircraft and Extreme rather fits the bill (even if it has become a bit overused). *** Their newest creation, which we just saw at Just in prototype form, is looking good and standing tall… quite literally on its huge tires and what seemed to be mile-long gear legs. Troy’s business partner Gary Schmitt showed me a video of them drop testing the Extreme (or whatever it may be called) four-plus feet without any obvious damage or deformation. To those that have no experience with such tests that may not sound too high, but I’ve observed such tests in my days with BRS parachutes and I’m here to tell you that is huge! Commonly such test are done at two or even one foot. *** The giant tires and gear combine with automatic leading edge slats. Not fixed slots, these slats hinge sideways in two sections — inner and outer wing elements — to allow the bird to take off in something like two fuselage lengths. To assist, the flaps are elephant-ear sized, dropping to 40 degrees, which means the tail feathers also had to be enlarged. All this is a work in process and I’m spilling the beans a bit so don’t hold me or Just Aircraft accountable, but what a so-cool project! *** The two section slats allow the inner section to slap closed before the outer, which means control stays effective even at ridiculously slow speeds. All this is great for the shortest imaginable takeoffs and landings and that’s a good thing given Just’s truly extreme factory runway. Right outside the factory is a parking lot leading to a 400-foot grass runway on a slope inclined enough that you could nearly foot launch a hang glider. Crazy? Not at all, as I witnessed young pilot John von Kaenel take off and return like it was any runway (well, assuming good preparation and technique). Hopefully attendees can watch demonstration flights of the extreme new Just at AirVenture 2012. ||||

LOTUS FLOATS FINDS NEW HOME
After years in the aircraft float business, the developer of inflatable Full-Lotus floats decided to focus on non-aviation products. Design rights, inventory and production tooling were sold to Aircraft Floats Manufacturing, Inc. (AFM), The Canadian company will continue producing the standard line of Full-Lotus floats and has started deliveries of floats as well as replacement parts for maintenance and repairs to existing owners. The company will soon start introducing type-specific rigging instructions for a variety of popular aircraft designs, something not previously offered by Full-Lotus. *** The one-of-their kind Full-Lotus floats are a lightweight, robust, air-inflated system introduced in 1985 for ultralight aircraft and since adapted for general aviation use. The design uses multiple bladders inside a tough vinyl casing with polycarbonate protective shell. “The result is a float system that can be beached on rocky shores without worry and that can bump most submerged objects at taxiing speed without damage,” reported AFM. Inflation provides a shock-absorbing capability unique to aviation floats. *** AFM’s new production facilities are located on the Huronia Airport (CYEE) in Midland, Ontario, next to Zenair Limited, the well-known kit aircraft manufacturer. Visit AFM’s website, call 705-526-4537, or send email. ||||

LSA AMERICA / ALLEGRO MOVES
Wrapping our tour of LSA news, we look at another move for the U.S-based producer of the Allegro Light-Sport Aircraft. LSA America, which has already made one landing in Halifax County, North Carolina, “prepared for another flight today that will bring the company to the Halifax-Northampton Regional Airport,” reported owners Doug and Betty Hempstead. The company will move from its current location in Littleton officials said at a recent groundbreaking ceremony at the new location. *** Halifax County Board of Commissioners Chairman James Pierce told the audience the company plans to build a 16,000-square foot manufacturing facility at the airport. “While the Littleton site works well, the airport needed to promote the business side. The [new] location is a great business opportunity.” Pierce noted that LSA America’s move is important to the community because it will create 34 jobs within two years. “We’re excited about the opportunity to partner with LSA.” You gotta love when politicians boost aviation so congratulations to Doug and Betty… and that’s our news for now. We’re traveling to Oshkosh for much, much more, so stay tuned to ByDanJohnson.com!

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CESSNA’S DISCOVER FLYING I met new business leader for the Skycatcher LSA, Tracy Leopold, at Sun ‘n Fun 2012 where she confirmed the Wichita giant’s support for their lightest aircraft, now being assembled in Independence alongside other Cessna models. As summer began, Tracy’s Skycatcher group amped up their game with a program called Discover Flying Challenge. *** After hiring eight university graduate flight instructors — plus a ninth to act as dispatcher — the team took off in all directions and will reunite again at AirVenture 2012. Meanwhile, the youthful team is visiting Cessna Pilot Centers and non-CPC FBOs plus fly-ins and air shows all the while doing what college grads do these days: updating Facebook and Twitter feeds and blogging about their activities. *** “We wanted to do something different, something that would get the attention of the next generation of pilots while at the same time getting the Skycatcher in front of the public,” explained Tracy.

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Tecnam Offers Bargain-Priced Echo Classic Light

By Dan Johnson || November 6, 2012 Leave a Comment

Tecnam’s new Echo Classic Light offers a respected LSA at prices comparable to those expected in 2003 when the SP/LSA rule was introduced.

In concert with the international announcement, Tecnam North America confirmed it will launch the new P92 Echo Classic Light priced at $74,999 through to the end of 2012. For those that recall the original promise — of a fully-built LSA for about $60,000 — this price meets that expectation if you only factor in the time value of money, that is, $60,000 in 2003 (the year before SP/LSA) is $75,459 in 2012 dollars.

Tecnam responded to market demand for a no frills, basic, aircraft that will still retain the great flight characteristics for which the brand is known. “The predominantly metal aircraft yields a day VFR aircraft that can legally be flown away from Hanover County Airport, Tecnam North America’s home base, at this price with no hidden charges or surprises,” stated Phil Solomon, CEO.

Basic configuration info: Rotax 912UL 80 horsepower engine, which can use standard grades of automotive fuel; special light weight seats that are fully adjustable in flight; steerable nose gear with center handbrake; single 11.9-gallon fuel tank (a second tank of equal size is optional, totaling 23.8 gallons); all required day VFR instrumentation for flight outside of controlled airspace; gross weight of 1,102 pounds giving a standard useful load of 496 pounds and payload of 424 pounds.

Performance specs: max cruise of 103 knots; endurance of 3 hours (with standard single tank); stall is 44 knots, clean; takeoff run is 459 feet and landing is 328 feet; The Echo Classic Light comes with a standard two-year / 200-hour manufacturer’s warranty. “A limited number of upgrade packages will be available at competitive prices,” Solomon added. By example, buyers could add the TruTrak primary flight display for $1,700; the second tank at $1,400; or navigation and strobe lights for $2,650.

“We have built our reputation at Tecnam on producing airplanes that offer outstanding value,” said Paolo Pascale, Tecnam’s Managing Director. The basic Echo Classic Light package is certainly a worthy airplane from a company renown for excellent flight characteristics and handling. Those who decry the high price of Special LSA need look no further for proof manufacturers like Tecnam heard you and are responding.

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Major Italian producer Tecnam today announced the launch of the P92 Classic Light microlight. This is the seventh-generation model in Tecnam P92 range of airplanes, which this year celebrated 20 years of production. The company reports that over two decades of service, “P92’s worldwide fleet now stands at nearly 2,000 aircraft with 200,000 flown hours. The P92 Classic Light is the 13th variant and follows on from the launch earlier this year of both the P92 Tail Dragger (video) and P92 SeaSky Hydroplane. In concert with the international announcement, Tecnam North America confirmed it will launch the new P92 Echo Classic Light priced at $74,999 through to the end of 2012. For those that recall the original promise — of a fully-built LSA for about $60,000 — this price meets that expectation if you only factor in the time value of money, that is, $60,000 in 2003 (the year before SP/LSA) is $75,459 in 2012 dollars.

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Election Day (Non-Political) LSA News Wrap

By Dan Johnson || November 6, 2012 Leave a Comment

Dynon’s new D-1 Pocket Panel.

ASTM’s LSA committee celebrated 10 years of work.

Sun ‘n Fun’s Paradise City runway has new improvements and the area will have a new look (red “V” shows the new road route, approximately).

What a Month! October was a busy month starting with the first-year LSA event Heart of America Sport Aviation Classic outside of Kansas City. The next week featured AOPA’s Summit in Palm Springs California. After a brief stop in Phoenix for a conference, the ASTM meeting followed in Atlanta, and the month finished with the big NBAA convention in Orlando. It was good to finally get back in the office and see how the month went… and, IT WENT GREAT! October was THE biggest month ever for ByDanJohnson.com. My sincerest thanks to each of you for your regular visits propelling us to this new mark. I’m pleased we’re delivering the content you want and we’ll continue to do so. Watch for more videos and news stories as we head toward Sebring in January.

Spruced Up Spruce What’s the big event on Tuesday November 6th? Ha! …trick question. How about this? Major supplier Aircraft Spruce will launch a completely redesigned website today… yes, election day. So, pull your nose out of your smartphone, iPad, computer, or TV and do something more fun rather than watch election returns. ••• Aircraft Spruce’s new website includes many new features such as improved product search and navigation, however, for those that suffer during change, the old site will run in tandem with the new site for 60 days. You can browse and order on the new website plus offer Aircraft Spruce feedback as to what you like or don’t like. Aircraft Spruce has more than 80,000 different products so online is where you’ll find it all. For those who prefer to flip pages the company’s free 900-page catalog remains available or simply pick the phone and dial, 877-477-7823. ••• Also… for the convenience of western Rotax enthusiasts and mechanics California Power Systems now offers CPS Rotax classes.

Welcome, New President No, not Romney or Obama (haven’t you heard enough about them?). Welcome to new Dynon president Robert Hamilton. I met Robert at the AOPA Summit in San Jose, California in fall of 2008. He was just getting involved with Dynon then and was doing his due diligence of sounding out various industry players. We visited for an hour and I viewed someone likely to do well. Indeed, four years later, Dynon moved him to the top spot in a company which itself has leapt from… well, nowhere in 2003 with their first product debut to the leading avionics supplier of non-certified aircraft. They’ve even made inroads to Type Certified cockpits with their little D-1 Pocket Panel that GA pilots carry along in increasing numbers. Congratulations to Robert and Dynon!

Happy Birthday, ASTM The group of folks, mostly volunteers, who have written the ASTM standards used to “certify” Light-Sport Aircraft celebrated their 10th anniversary in Atlanta at the end of October. The people who did, do, and will labor to make these industry-devised standards are woefully under appreciated yet they have achieved so much in a short 10 years that they’ve spawned an offspring and an fascinating one it is at that. The LSA bunch goes by the moniker F37, one of ASTM’s many committee working on standards for industries of every description. Now, the standards body has established a new group called F44. The irony? These are the people who make what we know as Part 23 or Type Certified aircraft. In an FAA initiative with the slogan, “Half the [certification] Cost; Twice the Safety,” the aviation agency will turn over the prescriptive part of certification rules to a standards body… and this is because the method has worked so well for LSA. I find it intriguing and somehow satisfying to hear government will let industry lead and I hope the industry and agency find their goal of cutting the cost of new airplanes while keeping them safe to fly.

All New Paradise City at Sun ‘n Fun After a lengthy delay while various government agencies squabbled about exact plans (gee… sound familiar?) earth is being moved on the grounds of Sun ‘n Fun’s campus. “You’d be amazed at all the activity,” related longtime Paradise City area chairman Dave Piper. “The culvert at the East end of the Paradise City runway is in place (right arrow) and the old ILS berm that created a hump in the middle of the space is gone.” It’ll all get new sod before Sun ‘n Fun 2013. The paved road (Doolittle) that ran along the northern border of Paradise City now dips deeply down into the area creating a new dynamic and an easier entry to the former Ultralight Area. I’ll have more on this as it develops but I’m excited to see renewed energy in this area that offers so much to LSA and light plane enthusiasts. The 1,400-foot runway is now much more usable with long overruns and flying is promised “all day long” even during most of the main airshow.

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The Gigantic NBAA Show… and LSA?

By Dan Johnson || November 2, 2012 Leave a Comment

Surreal as it was, I found something surprising: quite a few of the people I talked to knew about Light-Sport and those that did relaxed their facial expression after hearing me identify my work as “fly for fun.” I felt it brought out the joy of flight in people who mostly pursue aviation as business transport or working aircraft. Higher salaries do not equate to a higher passion for flight.

The one and only LSA I saw was the Sky Arrow, now from Magnaghi Aeronautica, and that Sky Arrow was just a model on a stand. Yet they showed this charm and simplicity clustered among complex displays of the landing gear legs they make for the airline industry. That a major aerospace supplier like Magnaghi is pursuing Light-Sport Aircraft speaks to the enduring quality of our enjoyment of flight. I visited only briefly with new Magnaghi friends but it’s always pleasant to see familiar faces.

A dozen rows over — I found myself wishing I had a Segway to get around this enormous hall stuffed with more exhibitors than even AirVenture draws — I stumbled across a friend and fellow ultralighter, Jim Sweeney. These days, Jim is employed full time by the WingXPro developer, Hilton Goldstein. A true techy, Jim provides customer service to WingXPro users and in the few minutes we spoke, his iPhone rang a few times. Hilton’s products work on the iPad and I’m telling you NBAA 2012 was covered up with iPads. Nearly every exhibitor featured the popular tablet either as a principal component of their products or as a means of presenting information. If I’d tried to count them all, I’d still be there doing it. Clearly, Hilton Software was right to pay for a booth.

My main reason to attend NBAA #65 was to visit the folks at what most LSAers think of as “XM Weather.” I got educated. XM is merely the delivery mechanism (a good one, but only the conduit) and it is the company that bills you for your in-flight weather… so it’s the brand we all know. The source for that valuable info is a company called Baron that probably also supplies your local TV weather station with both data and possibly the weather antenna they use. Baron’s team of top meteorologists and technicians do the heavy lifting behind the scenes so you can avoid thunder boomers painted on your EFIS. XM-Baron is confronting the ADS-B promise of “free” weather and I wanted to hear why pilots should still pay a monthly fee. I’ll go into that in more detail in another post, but the simple explanation is that free weather is like free advice… generally worth about what you paid for it.

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Strolling around 1,073 exhibitors at the National Business Aircraft Association’s show in the Orlando Convention Center is something like walking on another planet, at least for a recreational / Light-Sport Aircraft enthusiast. The displays, while not as lavish as in years past, are elaborate and expensive; several were two-story-high affairs with lunch being served to jet buyers on the upper deck. Surreal as it was, I found something surprising: quite a few of the people I talked to knew about Light-Sport and those that did relaxed their facial expression after hearing me identify my work as “fly for fun.” I felt it brought out the joy of flight in people who mostly pursue aviation as business transport or working aircraft. Higher salaries do not equate to a higher passion for flight. The one and only LSA I saw was the Sky Arrow, now from Magnaghi Aeronautica, and that Sky Arrow was just a model on a stand.

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Seaplanes To Be Banned From New Mexico?

By James Lawrence || November 1, 2012 Leave a Comment

What?! No seaplane landings in New Mexico? Let’s ban all the boats then, too!

Edra’s biplane Super Petrel is considering entry to the U.S. market, but perhaps not in New Mexico. photo by David Barrie at PictAero.com

SeaMax was first to achieve SLSA sealplane status.

There’s been a hue and cry from the seaplane community over New Mexico’s proposed ban of all seaplane operations in the entire state! • Especially given next year’s rush of LSA seaplanes, this is doubly troubling. —DJ

The rationale for the ban, as put forward by the New Mexico Energy, Minerals and Natural Resources Department, would seem to be the danger to boaters from seaplanes landing on water, and the introduction of non-native, invasive species of flora and fauna into waterways in the state.

The Recreational Aviation Foundation and other organizations got the word out to seaplane pilots to send in their comments on the proposal. That comment period ended October 30th, and we’ll eagerly await the final ruling.

EAA and publications have decried the proposal by noting the literally tens of thousands of non-winged watercraft that all potentially introduce invasive species into the water every day in every state in the union. Does New Mexico plan to ban boats, cars, boat trailers, even people’s shoes, as well?

And the accident question is somewhat laughable. Over the last 13 years, as EAA notes, there have been a total of six fatalities from seaplane/boat collisions. That’s not New Mexico, but nationwide. One wonders what other agenda the New Mexico department had in mind when it decided to spend time and money going after seaplanes. The official pending legalese stipulates that seaplanes be prohibited from any water operations — taxiing, landing or takeoff — in any state park. That effectively means the entire state since all waterways are controlled by the New Mexico State Parks Division.

Richard Rofe, the North American distributor of the sleek amphibious SLSA, SeaMax sent out the following notice, edited here for space, to pilots and the appropriate officialdom in New Mexico:

“To Whom it May Concern — I am a concerned citizen and member of the Sierra Club who not only loves our natural waterways and works to protect them, but also enjoys them via boats and airplanes. I find it hard to believe due to the very small and dwindling population of seaplanes in the US that restricting the waterways in New Mexico is a serious topic up for discussion and possible legislation. The harm that boats can cause to waterways, if not properly regulated, is greater by a magnitude of at least 1000. The amount of damage seaplanes could or would do, is severely limited based on their limited number alone. Yet the few that do exist come in very handy during emergencies and surveying remote areas and offer the ability to reach locations that are hard to access by traditional means. It is also very important to note that seaplane pilots are overall an educated and environmentally concerned group that need the waterways to remain healthy more than the average citizen. I would prefer to see government work with, and not against, groups like this to educate versus restrict. I highly recommend education vs. the blanket closure of waterways as a way of protecting our delicate environment in New Mexico and the rest of the United States.”

In the lakes of upstate New England, you’ll often find signs, placards and brochures warning of introducing invasive species to the water, with detailed instructions on how to make sure boaters don’t inadvertently do so. Sometimes there’s even a volunteer or official manning a booth to make sure you’re not doing harm by inspecting your boat, kayak, canoe, trailer and so on.

Jim promises to update this post once this issue is finalized one way or the other. —DJ

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