ByDanJohnson.com

The new Flight Design CTLSi fitted with the 912 iS

Rotax Aircraft Engines just raised the bar with its new Rotax 912 iS, fuel-injected, 100-hp engine, based on the truly ubiquitous core 912 mill we all know so well. *** FYI: Did you know more than 170,000 Rotax aircraft units are in service worldwide? Wow! That’s a lot of engines. *** The new powerplant is being hailed as the most fuel efficient aviation engine for light sport aircraft. *** Alas, the 912 iS won’t download your email, doesn’t have a Retina display and has nothing in fact to do with Apple. Watch the video below for more details on the new engine’s operation. *** The “i” of course stands for fuel injected, and with this happy development come beaucoup bennies: • Up to 30% lower fuel consumption than previous versions, and up to 78% lower than “comparable competitive engines”. Could this lead to smaller fuel tanks in LSA? That would easily make up for the 13 pound increase in engine weight and then some without giving up range. • increased fuel efficiency from optimized fuel/air mixture for each cylinder at any altitude (no more dual carburetors!) • easier starting (hardly a problem before) • more electrical power • easier preflight check • uses premium autogas up to grade E10. • reduced CO2 emissions • lower operating and maintenance costs (200 hour carb service/sync goes away!) • same 2,000-hour TBO as current 912 variants. *** Flight Design USA’s head honcho Tom Peghiny said this about the new CTLSi with the engine: “With fuel injection, Rotax has leaped forward… Carburetors demand more mechanical oversight and tuning the dual carbs increases complexity. *** With fuel injection, balancing carbs is no longer necessary. Pilots will find increased torque, easier starting, and smoother operation. Carb ice concerns become a thing of the past.” *** FD and, I would assume, everyone else in the industry will be offering the 912 iS in their aircraft once mass production kicks off, in May. *** The actual fuel injection process is run by a Rockwell Collins Electronic Control Unit (ECU) similar to the one in fuel injected cars. The ECU can be software optimized for peak-efficiency burn by a mechanic with a laptop due to its computer interface. *** Each cylinder has two injector ports for redundant fuel supply and reliability. Overall weight is 13 lbs. heavier. Size is virtually the same as the 912. *** The 912 iSc will be the certified version. *** No word yet on how much more we’re talking about in cost. *** For a closer look, Rotax will have one at the LAMA LSA Mall inside the Sun ‘n Fun 2012 entrance later this month in Florida. Experts will be there to chat! Tech wienie dream!

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New BRP Rotax 912 iS engine

LSA market leader Flight Design showed their new CTLSi. Workers at BRP Rotax assemble the new powerplant. photo courtesy Flight Design

Pipistrel was ready with the environmentally-friendly engine. photo courtesy Pipistrel

In a product launch somewhat comparable to an Apple Inc., product event, BRP Rotax drew a large group of attendees to their facility in Gunskirchen, Austria.

Update 3/12/12 — See the impressive list below for airplanes displayed at the 912 iS launch. —DJ

The occasion was the launch of their new 912 iS engine. In the tech world, “i” means Internet. In the light aviation world, or more specifically BRP Rotax’s world, “i” now means injected. *** “Pilots will appreciate the easier pre-flight check and starting procedures offering them an enhanced flight experience,” stated Rotax/BRP. They add that this removes “the need for servicing and synchronizing the carburetors every 200 hours.” Fuel injection also “eliminates” carburetor icing. Users of the engine will appreciate these improvements. *** Fuel injection is controlled by an Electronic Control Unit (ECU) similar to automotive applications. A mechanic can connect to the ECU with a laptop for easier maintenance. Rotax engineers employ the ECU to time and configure each fuel input. All cylinders also use two fuel injectors per cylinder for redundancy much like dual spark plugs on carbureted aircraft engines. *** Rotax-Owner.com, a Canadian enterprise assisting owners and mechanics of the popular engine, attended the launch event and reported, “Rotax, a company always known for cutting edge innovation and technology, really hit the ball out of the park today with the introduction of their new 912 iS 100 HP fuel injected engine.” *** A look at the engine parts on their new special 912 iS website shows Rotax is thinking green. The Austrian producer is positioning the 912 iS to be an environmentally-friendly engine thanks to improved fuel economy and with lower emissions as major elements of the design. |||| More 912 iS engine facts — The new 912 iS engine maintains the same output (100 horsepower) as do current carbureted versions of the 912. However, they scrapped the Bing carburetors that demanded periodic adjustment. The company claims up to 30 percent lower fuel consumption than competing aircraft engines providing the same power. *** Physically, the 912 iS remain essentially the same size as earlier 912 engines. However, weight increases about 13 pounds, totaling about 140 pounds installed weight before fluids. The engine has an external alternator to power both the ECU and aircraft systems. *** BRP reported that the engine can be ordered in two versions: one non-certified plus the 912 iSc for certified aircraft. The company says production will begin this month and the 912 iS features the same 2,000-hour time between overhauls (TBO) as their present 912 engines. For those concerned, the 912 iS can use premium autogas up to E10. *** If you seek even more detail including technical descriptions, you can download their 912 iS PDF brochure. In this document, readers can see charts comparing the new powerplant to existing engines used to power Light-Sport Aircraft. If that’s still not enough, make your way to the LAMA LSA Mall right inside the entrance to Sun ‘n Fun 2012 where the company will host a large display staffed with experts who can help explain the new development. Power up and head to Florida!

* Jan Fridrich, who attended the Rotax launch event reported the following airplanes were shown with the new installation — Flight Design CTLSi; Evektor Harmony; Skyleader 600; WT 9 Dynamic; TL Sting S4; TL Sirius 3000; FK-14 Le Mans; Tecnam P2008 LSA; Breezer B600; Pipistrel Virus SW iS; and, two autogyros: Auto Gyro cavalon; Arrow copter AC 10.

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LSA like this Alto 100 can surprise GA pilots ***  with robust takeoff performance.

Many GA pilots have never flown an aircraft with a stick

Many GA aircraft like this Cessna 170 ***  use a yoke for pitch and roll

Spicy LSA: the FK 12 Comet comes with Rotax or Lycoming 233-LSA engines for sport flying or acrobatics.

Full EFIS cockpits are standard for many LSA cockpits

Time to wrap up this week’s discussion with John Lampson, CFII and veteran Flight Design CTLS instructor. *** Our topic: How and why are LSA different than GA airplanes and what transition challenges do they present for experienced GA pilots?”LSA really perform,” says John. “When you add power in the CT, it wants to just leap off the ground. That’s not true of most heavier GA airplanes.” *** “As I said earlier, GA experience shouldn’t hold pilots back in an LSA. But I’ve noticed they’re often surprised at the lighter, more dramatic, responsive feel of LSA, especially when they make the exact same control inputs that they’re used to for a GA airplane.” *** “New pilots on the other hand, with no prior flying experience, have no preconceptions. I can teach them from the ground up. They don’t have to combat and unlearn those old habits first.” *** Does that mean baby blue students get with the program quicker? “Not at all. The brand new pilot still has the whole ‘learning to fly’ curve to climb, while the seasoned GA pilot just needs to amend some ingrained habits. It’s called the Law of Primacy: things that are first learned are best remembered… and can be difficult to unlearn.” *** “But I sure don’t mean to scare away GA pilots”, he hastens to add. “Most of the time they do just great, there’s just some transition time needed, to make individual adjustments to these new aircraft.” *** “I have had pilots with thousands of hours expect that all they’ll need is a quick, ‘around the patch’ flight, rather than any actual training.” *** “Usually, they’re surprised at how different the LSA is once they get in the air.” *** He recounts a recent flight with a gentleman he unabashedly describes as “a phenomenal pilot. I’d wanted to fly with him because I expected I’d learn something. But he expected I would just sign him off without flying. ‘Let’s go up for just half an hour,’ I said.” “After we landed, he said, ‘Wow, I’m really glad we did that! It’s worth it to go up with someone who knows the plane better I do.’ Obviously I didn’t teach him how to fly; he did really great in the CT. But his whole attitude toward LSA changed after that flight.” *** John points out some adjustments specific to the CTLS that illustrate the general idea that proper transition to LSA flight is important: *** “The sight picture forward takes a bit of getting used to during taxi, takeoff and landing.” *** I struggled with this myself: the short, puppy dog-curving nose sets up a false sense of where straight ahead is that gave me problems, particularly on landings. I’d slide into final thinking I had the wheels lined up straight down the runway, and was surprised to find I as several degrees off, putting a bit of a side load on the tires. That took awhile to adjust to. *** “You sit in a little more reclined attitude too,” John continues. “It’s a little more sporty than many GA planes.” *** “Also, we forget sometimes that some GA pilots people have never flown using a stick before. That yoke-to-stick transition can take a bit of time.” *** “And again, the sheer performance of it: it’s simply a quicker, more sensitive airplane. People are always surprised, pleasantly of course, by the climb performance and dramatic deck angle. We get 1200 to 1500 fpm sometimes in the CT.” *** “‘Hey, I didn’t expect that from a 100 hp engine!’ is something I hear all the time.” *** Engine rpm is another surprise. *** “GA pilots are used to 1700 rpm for runup and 2400 rpm for cruise. In a Rotax, which is a reduction drive-geared engine, the numbers approach twice that: 4000 and higher for cruise, 3000-4000 rpm for run up.” *** “Glass panels present another challenge for transitioning pilots.” *** Since LSA don’t require FAA certification for EFIS (Electronic Flight Instrument Systems), there’s a proliferation of affordable “glass” cockpits in the industry. They’re not nearly as common in the existing fleet of GA cockpits, especially in training airplanes like the C-172 that have been around forever. “ Everything in LSA is moving away from steam gauges,” says John. “Not only do LSA perform differently, but there’s the whole visual difference in the cockpit to learn. Students can feel overwhelmed by having to hunt for the altitude, airspeed, turn and bank and other indicators are on the screen, not to mention how to hit the right buttons to change the displays. Getting used to EFIS screens can be more challenging for Cessna and Cherokee pilots than the performance difference.” *** “It all boils down to this: I tell new students, first timers and veteran GA pilots alike: ‘Don’t even worry about trying to absorb the EFIS avionics today; let’s fly the airplane first. It’ll quickly become very familiar and easy to digest once you’re exposed to it a bit.’” *** Many thanks again John for sharing your expertise!

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John Lampson, left, CFII and busy LSA instructor, and the Flight Design CTLS he’s taught more than 1,000 hours on.

Some LSA like the Breezer feel very much like a “Wichita Tin” GA airplane.

…while some, like the former PiperSport, can have very sensitive pitch and/or roll forces.  

And then there are the LSA Cubs like this beauty from Legend, which handle like, well, Cubs.

My good pal John Lampson, the 6,000 hour CFII who took me through my Sport Pilot training a few years back now, continues the good fight to put well-trained, safe Light Sport Aircraft pilots in the air.John’s a CFII, so he teaches for all the GA ratings, but he’s getting a lot of students putting in LSA time on the Flight Design CTLS that’s on leaseback out of Premier Flight Center in Hartford, CT. *** John’s done well over 1,000 hours of training by now in the CT so I thought he’d be a great source of regular tips on learning to fly, or transition to, light sport flight. We got to chatting on which topic to kick off this training discussion with and before long settled on something we’d covered before and that I’ve written about in the past: how is flying an LSA different, especially for rated GA pilots used to heavier, less responsive aircraft, and what challenges does that present to the student? Take it away my bro! *** “Pilots with experience in GA airplanes,” John begins, “can have some challenges a novice won’t have, and vice versa. It can be harder to ‘unteach’ someone who’s used to a Cessna 172, 152 or Piper Cherokee. Those are all great trainers, but they are different from LSA in several important ways.” *** “And I don’t at all mean to say LSA are like a piece of crystal that you can break if you’re not careful; they’re strong, sturdy, well-designed, great flying airplanes for sure; they’re just not as heavy, for example. I tell students and transition pilots alike that they just need to fly one with a lighter touch. My students who are used to a Bonanza or Warrior can be a little heavy handed in an LSA, for example. They have relatively lighter wing loading and also sophisticated, clean and efficient airframes, like the CT which is composite and has no rivets. It’s a carbon fiber design, with a very low drag profile, and is very responsive in handling.” *** “LSA have very good engines too.” The Rotax, Jabiru, new Lycoming 233-LSA and CubCrafter’s CC340 for example have all proven themselves with many years of reliable service and easy, trouble-free maintenance. *** Matevz Lenarcyk is proving the point all over again with his current round-the-world flight that just crossed the Pacific and landed in New Zealand… all on a single Rotax engine! *** My talk with John about heavy-handed flying brought to mind the first time I flew a Toxo, a beautiful, sleek low wing SLSA monoplane that unfortunately is no longer marketed in the U.S. *** I’d been flying my hang glider around the same time. Flying a weight shift hang glider is a push-pull affair — you’re suspended from the wing’s center of gravity in a harness — which can require physically large control movements if speeds are slow. Flying the Toxo on a demo flight for one of my first LSA articles (maybe even the first), I performed a departure stall, the airplane fell off on a wing and I corrected by stuffing the stick forward with the approximate enthusiasm I would have done in my hang glider, i.e. with way more gusto than I should have. *** In a split second the highly sensitive pitch axis responded as it was designed to, which resulted in me and my demo pilot kinda sorta looking straight down at the ground. *** He quickly barked, “I got it!”, took the controls and disaster was averted. Well, not disaster, but further embarrassment at least; the sudden nose over caught me by surprise and I didn’t trust my reflexes for a second on the recovery, which he made with a practiced easing back on the stick while chopping throttle and all was right with the world again. That was exciting. *** The SportCruiser/PiperSport is/was another LSA with a very sensitive pitch response which I hear has been dampened down now to balance with the roll control, which was more nominal. *** The point being, although some LSA are certainly more GA-like in their dynamically stable control forces — the Jabiru 230 and Breezer II come to mind — an LSA, for a veteran Wichita Tin driver, can indeed surprise a first-time pilot. *** We’ll talk more with John tomorrow on this topic. Many thanks to John Lampson!

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John “Lites” Leenhouts is the new boss of Sun ‘n Fun.

The LSA Mall will move to take advantage of the upgraded Paradise City runway (see aerial view below). Note how a deep ditch has been fixed at the west end.

The LSA Mall attracts lots of folks who like seeing many brands of LSA wingtip-to-wingtip as it saves considerable walking around the extensive grounds.

Plan to move the LSA Mall for 2013.

As many prepare for the opening of Sun ‘n Fun in only three weeks, I attended a meeting relative to the area known as Paradise City or the Light Plane Area, though some simply call it the Ultralight Area. Whatever you call it, dramatic changes are underway and you should pay attention. *** Our meeting was arranged by 23-year area chairman Dave Piper with brand new Sun ‘n Fun boss John “Lites” Leenhouts (yes, everyone calls him “Lites,” a nickname he picked up in the Navy*). Also attending were operations boss Wayne Boggs plus convention director Laura Vaughn and exhibit director Bonnie Perkins. Dave assembled this group so we could discuss changes to come. *** For 2013, the LSA Mall will relocate to the entrance to Paradise City, that is, right alongside Doolittle Road, the paved road that runs east/west just inside the main gate, connecting the Florida Air Museum with Paradise City and on down to Choppertown (see map). The LSA Mall started just inside the main gate for 2008 and 2009, then moved to a prominent spot in the Southeast Exhibit Area for ’10, ’11, and ’12 (see aerial view). A move to Paradise City will likely be the permanent location for the LSA Mall and it will become a beacon for the Light Plane Area. *** Why is this important? — For those that remember, the former Ultralight Area was once one of the most dynamic on the Sun ‘n Fun grounds. Flying goes on all day (except during the main airshow… but see below!) and after the main event ended a wave of people flooded the Ultralight Area where flying went on until sunset. The variety of airplanes was incredible but the main draw was how close you could get to the action. *** Then came Light-Sport Aircraft, along with a flock of new business people, many of whom didn’t know the charm of Paradise City. They looked at other exhibit locations that were perceived to offer higher traffic (perhaps correctly, perhaps not). Paradise City suffered for a few years but has begun to revive. In 2011, people standing along the fence line right near the Paradise City runway looked somewhat like the old days. |||| Game Changer — Most visitors to the area didn’t notice that the runway had been greatly improved, with a major ditch at the west end smoothly covered to allow a safety overshoot. The same will happen to the big ditch on the east end, probably in the next year or two. The runway was always long enough for Light-Sport Aircraft and now it appears much more user friendly. But even those costly changes are not the really big news. *** At the mid-February meeting, operations boss Wayne Boggs said the Paradise City runway can remain in operation even while the main airshow is happening, except for a short closure while the military jet teams like the Thunderbirds or the warbirds perform. This means LSA and other light recreational aircraft can operate from Paradise City nearly all day long. LSA vendors can offer demo flights to prospective customers without those people having to leave the Sun ‘n Fun grounds. This is the best news for Paradise City in years and I’m excited about its potential.

* Talk about a short field landing expert — Lites holds the distinction of performing more landings on an aircraft carrier than any other naval aviator in U.S. history with 1,645 cable-arrested landings.

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To purchase a VP-1 kit, contact Aircraft Spruce. photo courtesy Rachel Seed

Visit the Volksplane website. photo courtesy Rachel Seed

Read more about this historic aircraft at EAA’s AirVenture Museum website. photo courtesy Rachel Seed

Check specs for the Evans VP-1 photo courtesy Rachel Seed

Barely had we published the announcement of Dave Unwin as a new ByDanJohnson.com contributor but what two visitors wrote asking for a review of Dave’s affordable VP-1. We’re pleased to answer that request quickly. Enjoy…! |||| Far below the sun-splashed wings the autumn shadows are lengthening across the Lincolnshire Wolds. Sunset won’t be long, and I’ve still got around 40 nm to go. Thank goodness I’ve got a tailwind, for although the Evans VP-1 Volksplane is many things, one thing it isn’t… is fast! *** So, how does it fly? Well, with only 60 hp the acceleration is far from startling, and it is important to pick up the tail, particularly if the grass is long as the tailwheel is small. Fortunately the large stabilator becomes effective quickly, as does the rudder. No problem keeping her straight. However, VP-1 is hardly over-powered; you must “fly the wing.” You don’t quite have to coax it into the air, but you can’t bully it either. *** Lift-off occurs at around 45 knots, and as soon as the wheels are off the ground there is noticeable vibration. I have to admit that the first few times I flew “Biffo” I found this rather disconcerting, but it is only the wheels revolving. A quick tug on the brake lever cures it instantly. I usually climb at 60 knots until I reach 500 feet, then use 55. Biffo climbs slightly better at 55, but as a very wise old aviator once told me, “Altitude is money in the bank, but speed is money in your pocket!” As the “Veep” is a very draggy, low-inertia machine it means that should the engine fail low down, the options are distinctly limited. I’d rather have the extra five knots because they would certainly come in handy. *** Almost immediately you begin to appreciate that — although a ‘Veep’ is not hard to fly — to get the best out of it you have to fly it well. And, as its best is far from brilliant, the incentive is definitely present. Similarly, as its maximum rate-of-climb is only about 400 fpm at 60 knots, nothing is to be gained (but possibly much to be lost) by flying inaccurately. Needless to say, the ball has to be centered at all times. *** As soon as I’m at 500 feet I raise the nose, slow to 55 and look around. If I can see even the faintest indication of lift that’s where I’ll head. *** An examination of the control and stability reveals that the VP-1 is not exactly harmonized. The rudder (which should be the heaviest primary control) is rather light, while the ailerons are relatively heavy. The stabilator is effective. The roll rate is far from sparkling, although leading with the rudder really does help. Indeed, as the square-cut ailerons generate a fair bit of adverse yaw all turns require prompt and accurate application of rudder if co-ordinated flight is to be maintained. *** Essentially, I’d say that it flies as well as its boxy appearance suggests. An examination of the cruise speed reveals that “Biffo” is happiest at about 65 knots indicated. Initially, maintaining the correct pitch attitude isn’t easy, as the short nose and tall windshield do not provide good reference points. Fuel burn is around four gph, so the still-air range is approximately 130 nm, with a 30 minute reserve. However, at such slow speeds even a relatively small headwind will make a big difference. *** Slow flight is very benign, although I always ensure that I’ve selected carb heat before reducing power, as VW engines are notorious ice-makers. As the speed decays the ASI becomes increasingly vague, before it reluctantly drops the nose and a wing at about 35 knots. Biffo shows very little pre-stall buffet, but on the plus side adding power and reducing pitch produces an immediate recovery. *** Adjusting power produces significant changes in pitch trim. Close the throttle fully and it pitches nose-down quite markedly. *** Back in the circuit I like to keep the energy level up, and maintain 60 knots on base and only start bleeding the speed back to 55 as I roll the wings level, before aiming for 50 “over the fence.” Usually I carry about 2000 rpm until short final. I rarely fly a power-off approach as VP-1’s sink rate is considerable. *** The actual landing is interesting, and unlike that of most taildraggers. Because its attitude on the ground is fairly flat, if you try for a fully held-off three-pointer you will almost certainly touch tailwheel first. This can produce a most unpleasant pitch/buck moment, where it pitches down onto the main wheels before bouncing back up again due to the complete absence of shock absorption. The best way is to flare slightly, maintain a relatively tail-low attitude and then just let it settle on three-points. The powerful rudder makes directional control during the roll-out easy. I never use the wheel brakes.

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Roomy, sexy, great lines…it’s been awhile coming, but the Falcon is now in production.

Manfred Wasser, happy new owner.

Packing up for Switzerland!

Looks like it’ll do 150 knots easy, doesn’t it?

Just heard from “Doc” Bailey of the Renegade Light-Sport gang, who have taken over U.S. production of the sleek, muscular Falcon SLSA along with wrangling the new Lycoming 233 LSA series of engines.In mid-May, Doc says they’ll be introducing their latest US version of the Falcon, including the tailwheel to tricycle version which uses the same airframe. *** The entire plane is now made here in the US, and based on the constant attention and sales at Sebring, Renegade would seem to have a success on their hands. I’ll be flying it in the next few weeks: have been looking forward to that for some time.Meanwhile, Doc tells me, “We have just moved into our new 44,000 square foot facility here at Lee’s Summit (MO). Sometime I would like to give you a tour of our facility and then when and if you want to go to North Carolina I will take you to our new composite plant, (where) we hope to be making as many as six LSA airframes there soon for different ‘want to be Made in the USA’ vendors.” *** He says the new version of the Falcon will knock my socks off. That’s a tall order, I wear SmartWool socks. *** “We will be at Lakeland doing demo rides a few days before Sun ‘n Fun (March 27-April 1) — we will have three aircraft in the works to be flying before the show — so busy, busy, busy. *** The airplane I shot at Sebring, which you see here, just went off to Switzerland, representing Renegade’s first sale abroad. *** “Turn about’s fair play,” crows Doc, speaking of reversing the flow of LSA back across the Big Pond! *** The lucky owner is Manfred Wasser of Sweden. *** “He flew every LSA made in Europe,” says Doc. “When he climbed abroad our bird he wrote us a check on the spot. He flew over here especially to test fly it and when he got out the big grin overcame him. All pretenses of sales negotiations went out the window. He said how much, we told him, and his wife wrote the check.” *** Get me a wife like that! Manfred, according to Doc, is retired and plans to land on “every grass strip and every paved runway, published or not, in the entire continent of Europe in the next two years.” *** That sounds like a tall order and a whale of a good time…and a great way to sell airplanes, since he just became a dealer as well. *** As if that wasn’t enough news for one day, Doc Bailey, ever the voluble entrepreneur, tacked on this tidbit: any day now he’ll be receiving two Peter Funk Fk12 Comets from Germany, to have the new Lycoming 233, fully aerobatic light sport engines installed in them. The Hansen Air Group sells that airplane here in the states and are having Doc mount the engines to allow the sexy little bipe to do aerobatics: they’re prohibited for the Rotax engine, which it’s also rigged for. The Hansen booth was another constantly busy place at Sebring, that is one very cute airplane. *** I was all set to fly the Comet at Sebring when it blew a tire after our air-to-air shoot and was out for the rest of the show. That’s another one I’m going down early to Florida to fly before SnF, can’t wait. *** Mark your calendars for that show! The Air Force Thunderbirds will be there, along with a crackin’ good night fireworks air show.

Update 2/26/12 — Corrections on a couple mistakes in the 2/24/12 post on the Renegade Falcon and FK 12 Comet LSA biplane: *** The gentleman who bought the Falcon at Sebring is from Switzerland, not Sweden. *** The Comet with the Lycoming O-233 LSA engine, which is rated for aerobatics unlike the Rotax-powered version, will be marketed by both Renegade and Hansen Air Group. *** Mike Hansen told me not everyone who is interested in the Comet wants to do aerobatics in it. Some folks just love bipes, so the Hansens will also continue to sell the Rotax-powered version. —JL

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A trike airbag system is demonstrated at Sebring 2012. Variations on these emergency airbags can be created for other aircraft and are used in other sporting activities. photo by Roy Beisswenger

Airbags for both seats in a weight-shift control trike. photo by Randee Laskewitz

Coming from a long aviation tradition, Laurent is the son of famed French pilot, designer, and manufacturer Gerard Thevenot. “LAMA Mama” Randee Laskewitz remembers holding Laurent as a baby.

New ByDanJohnson.com blogger Roy Beisswenger.

The Aviator Airbag System was introduced to America at the Evolution Trikes booth at the Sebring LSA Expo 2012 courtesy of Laurent Thevenot. Designed and manufactured for La Mouette in France by Helite, the complete system includes two airbags and sensors. For trikes, two different airbags are recommended. For the person in the back seat, the smaller vest (photo) is enough to protect the passenger’s head from snapping forward too quickly or too far in a crash, thereby preventing neck injuries. *** For the person in the front seat, a larger jacket is recommended. It also protects the wearer from neck injuries, but go further by protecting the pilot from the control bar, which could come rearward in a violent impact and break the pilot’s ribs. The larger jacket expands to 40 gallons of volume. *** The system uses a patented cold gas technology, unlike typical hot gas technology used in other airbag systems. It deploys very quickly, in just a tenth of a second. The system was originally designed for horseback and motorcycle riding and has recently been modified for aviation. Despite its appearance as a life jacket, the vest is not watertight and should not be depended on as a flotation device if you are flying over water. *** The system is advertised to take only five minutes to install on a trike or other aircraft. It can be powered by the aircraft’s 12-volt system or it can be independently powered by a small 9-volt battery. Powering it independently allows you to move the system from aircraft to aircraft a little easier. This is another significant contrast from the much-more expensive systems sold in general aviation airplanes; those are permanently mounted. *** The entire system of two airbags with G-force and attitude sensors weighs 4.1 pounds. In yet another clear advantage, it can be repacked by the owner in case it is deployed. Otherwise maintenance includes a visual check of the electrical contacts and the sealed high pressure gas cartridge for corrosion and leakage. *** Abid Farooqui, long associated with Evolution Trikes, said to look for the product to become available this May. They are accepting orders now for the product. The complete system is $2,345, although you can save a little by getting just one vest. While his new enterprise takes form, contact Abid at 813-786-8290.

About Roy — You probably already know Roy, or at least you’ve probably heard him. For more than a decade Roy has been producer of the UltraFlight, later Powered Sport Flying Radio Show. He also publishes a magazine of the same name dedicated to “Aviation for the Rest of Us.” ByDanJohnson.com is proud to have another talented writer like Roy join our editorial staff. Roy’s incredibly close contact with the recreational aircraft community will help us keep you well informed.

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Light-Sport Aircraft are the newest category of aircraft as defined by FAA, the government regulatory agency for aviation. The new breed of aircraft – 109 models in just five years of astonishingly rapid development – offer affordable purchase prices, low cost of operation, spacious interiors, the latest instrument innovations, energetic performance and lively handling. Every one of these new airplane meets new industry standards.

Any Light-Sport Aircraft (LSA) must fit within the following parameters: A maximum of two occupants, a maximum take-off weight of 1,320 pounds (seaplanes can weigh 1,430 pounds); a 45-knot clean stall speed; a 120-knot top speed at maximum continuous power; a single, non-turbine engine; and fixed landing gear (though amphibious floatplanes can have “repositionable” gear). Some are called Special Light-Sport Aircraft (SLSA) if they are fully manufactured and ready-to-fly. A manufacturer can also offer a kit aircraft based on the SLSA; it’s called an Experimental LSA or ELSA.

Balancing the many positives, one of the challenges of beginning a new sector of aviation is that potential customers want to be sure about any new airplane they wish to buy. Since these LSA are not government certified, how do you know what you’re buying? It’s a reasonable question and through three steps we’ll try to provide some basics of the process. Thanks to Tom Gunnarson for the following simplified explanation (written before Tom joined the FAA).

How Does This Work?

Step One – The ASTM standard for the design and performance of LSA describes the minimum standards a manufacturer must meet for the design, construction, flight envelope, strength, and controllability of an LSA. A manufacturer must document every step and have test results to back them up. A manufacturer must also produce a set of manuals including aircraft operating instructions, maintenance and inspection procedures, and a flight-training supplement. The manufacturer must also establish and maintain a quality assurance program and a continuing operational safety plan.

Step Two – Once an aircraft meeting the LSA definition and complying with all ASTM standards is produced and all documentation is prepared, the manufacturer (or agent, if the aircraft is imported) can request an airworthiness inspection of the aircraft from the local FAA office-either a Manufacturing Inspection District Office (MIDO) or Flight Standards District Office (FSDO). Before the inspection, the manufacturer meets with the MIDO or FSDO to review the compliance documentation.

Step Three – The airworthiness inspection consists of a general airworthiness inspection along with a records inspection and document review. LSA must have a completed Statement of Conformance form along with traditional registration and markings. Unique placards include ‘Light-Sport’ and a passenger warning stating, ‘This aircraft was manufactured according to LSA airworthiness standards and does not conform to standard airworthiness category requirements.’

When the designated airworthiness representative (DAR) or FAA inspector finds everything in order, he or she will issue an airworthiness certificate and operating limitations. The aircraft is then ready to supply to a customer.

Is FAA Pleased?

Since FAA wrote the rule allowing LSA to be industry certified – saving itself much time and money and putting this burden on industry participants around the world – you could assume FAA was favorable. They are!

In an official FAA news publication, author Susan Parson wrote, “One of the reasons for the rapid growth of the LSA is the industry’s use of industry consensus standards developed through ASTM International. This approach allows for more rapid design changes and for quicker incorporation of changes and features resulting from safety findings. It is also consistent with a national policy that directs U.S. government agencies to use voluntary consensus standards in lieu of unique-to-government standards wherever possible. This practice helps eliminate the cost of developing separate government standards and decrease the cost and the burden of complying with agency regulation. FAA and industry will continue to develop and upgrade ASTM LSA standards as circumstances require.

“Because regulation of the LSA industry is so different, here’s a quick review of how the consensus standards process works. It’s important to understand that the industry has been asked to take more direct responsibility for developing and maintaining standards for design, manufacturing, and continued airworthiness. Industry chose ASTM International to facilitate the development of standards for LSA. ASTM established the F37 Committee on Light-Sport Aircraft in 2004. Any interested person – worldwide, professional or user – can join the F37 Committee. Several FAA employees participate on the committee in the standards development process, but FAA has only one official voter. The Committee revises existing standards or develops new ones in response to demand, regulatory requirements, or ASTM protocols.

“Here’s where it gets a little tricky. ASTM provides its approved standards to FAA, but FAA does not “approve” ASTM standards. Rather, the agency “accepts” them and publishes its acceptance in the Federal Register. The agency also updates the LSA standards matrix on the FAA Web site’s Light-sport Aircraft page.

“A final point: ASTM standards are not regulations. However, SLSA are required to be manufactured according to the accepted consensus standard. That means that the SLSA manufacturer must monitor and correct safety-of-flight issues through the issuance of safety directives. The manufacturer must also have a continued airworthiness system that meets the identified consensus standard. The owner or operator of an SLSA must comply with each safety directive applicable to the aircraft, unless he or she uses an acceptable alternative means of compliance or obtains an FAA waiver from the provisions of the safety directive.”

The Big Question| Is It Working?

To know if the idea of industry consensus standards is working, why don’t we consult the top man in the FAA. Doesn’t it seem likely that the boss would be well informed?

Via three major public speeches in the last year FAA Administrator Randy Babbitt has maintained a positive view of Light-Sport Aircraft and the industry which produces them.

At a speech given in Oshkosh, Wisconsin during EAA’s largest-in-the-country airshow, Babbitt complimented the LSA safety record. That was the event called AirVenture in July of 2009. Babbitt repeated similar congratulatory remarks in a public speech at Sun ‘n Fun 2010, the country’s second largest airshow.

Again, just a couple months ago Babbitt tripled-down at AirVenture 2010. According to Aviation Week reporter Fred George, “More than 300 EAA members stuffed the ‘Meet the Administrator’ forum at Oshkosh on Thursday, July 29th, welcoming FAA administrator Randy Babbitt with unusually strong applause. He said he was ‘so impressed’ with the success of Light Sport Aircraft in the aviation industry. According to Babbitt, the LSA safety record is ‘marvelous.’ He said that the government / industry partnership in developing the LSA standard was a prime reason.”

Another reporter heard it similarly. Mary Grady, writing for leading aviation Internet publisher AvWeb, observed, “FAA Administrator Randy Babbitt… took some time to express his satisfaction with the sport pilot / light sport aircraft experiment. Regarding LSAs, he said the safety record is ‘marvelous,’ and people in the industry ‘have done what they said they would do.'”

Should You Go for It?

So, after five intense years of effort by this new industry, the top FAA man recently chose the word “marvelous” to describe how well the grand experiment is working and this term is consistent with his earlier remarks.

While a new industry strives to organize itself better and better, those who have worked long hours to build the new segment feel satisfied they’ve done well, according to experts. Therefore, customers examining the impressively large and widely diverse flock of Light-Sport Aircraft can be reasonably assured they are buying worthy aircraft.

Talk to an aircraft representative, ask plenty of good questions, and get independent advice as you carefully consider any purchase. Once you decide to go for it, you can expect fun in the sky at a price you can afford.

In smiles per mile, Light-Sport Aircraft truly deliver!

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The video crew at work, interviewing Don Ayers of U.S. Sport Aircraft, importer of the SportCruiser. photo by Roy Beisswenger of Powered Sport Flying magazine.

Lights, Camera, Action…! photo courtesy Remos Aircraft

I find it remarkable. Many of you do not. I’m writing about the arrival of video reports on ByDanJohnson.com and how that addition has been received. In a phrase: You’re Lovin’ It! *** When Ultralight News YouTube channel first approached me in 2009 about doing videos I was hesitant. I may have been unsure but you spoke clearly and you know what? I like doing them as much as you like viewing them. I recently uploaded several more (we have 122 as of this writing, all free) and I have another 15 to upload plus Ultralight News has many more in process. *** No kidding, but I’ve had several people come up to me at airshows and say, “Oh, Hi! You’re Dan Johnson. I’ve watched all your videos.” I try to respond graciously with my thanks for their interest. And… wait a minute! What was that? “Which video did you watch and did it answer questions for you,” I ask? *** “I watched all of them,” the person will say. “Say again! You watched all of them? We have more than 100.” The answer: “Yes, I watched them all.” *** Knock me over with a feather. That’s quite a few hours of watching LSA videos. And, we keep adding more. I never expected video to become such a big part of my life or ByDanJohnson.com. You can read how I felt at the start. *** I don’t tell this story because I think our videos are a form of fine art, though it’s clear they have a large audience. I tell this story as a way to thank Ultralight News for their dedication to this form of communication. He and I have now shot over 150 videos but the history is far greater, posting 500-plus videos to YouTube. I know what I do as we create these short videos, but I watch the finished version with keen interest because they add so much more to them including flight scenes, factory footage, airshow footage, still shots, web addresses, personnel titles, and more. *** Videos appear here, on other websites, on YouTube (the world’s second most visited website), and now in a special all-video website called AircraftReporters.TV. This exposes LSA products and services to potentially millions of people. On YouTube alone, the “UltralightNews” channel has logged far more than three million views. *** We also write articles for print publications even as we publish online. So, when you see us approach an aircraft, it means we’ll be creating in three forms of media: Ink, Pixels, and Video. We love every minute of it. Hope it shows! Thanks for your viewership.

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Dave Unwin relates a flight in his Evans VP-1.

It’s easy to see why Dave nicknamed his bird “Biffo” thanks to its British callsign, G-BIFO

Via open cockpit flying on a beautiful day over “my castle,” British writer Dave Unwin demonstrates his personal aircraft.

ByDanJohnson.com is pleased to announce Dave Unwin as a new contributor.

After a whole week of low clouds and drizzly rain, the weather cleared as if a curtain was lifted across the stage of the sky. I had time for an evening flight before official sunset. Hurrying to the airfield I arrived just in time to see a giant rainbow downwind. I took this as a good omen. *** My Evans VP-1, G-BIFO (Biffo) is based close to my house and is always at the front of hangar, so just twenty minutes after I leave home we’re both standing outside, bathed in the evening sunlight. As we usually fly together at least twice every week Biffo looks at me almost accusingly, as if to say “Where’ve you been?” *** So far, I’ve been rushing, but as I slip the chocks in front of the wheels, I deliberately slow things down. I check the fuel and oil, do a careful preflight, and complete the time-honoured ritual of pumping the primer, setting the choke, sucking in and selecting the mags on. *** “C’mon Biffo,” I mutter. “Wakey, wakey.” A flip of the toothpick prop and the little engine barks into life, and settles into a smooth, easy growl. The farmer on whose land the strip is based hears Biffo start, so he wanders up and offers to hoist the windsock while I get my kit on. By the time I’ve donned scarf, jacket, helmet and gloves, the oil is warm and Biffo is rocking slightly on his wheels; it almost looks as if he’s fidgeting, impatient to get in the air. Within minutes we’re racing down the strip and up into the sky. *** As we climb slowly towards the west-northwest, the sun sinks majestically below the horizon. Fantastical cloud shapes and wonderful colors accent the azure sky. I swing Biffo through a great sweeping arc and notice that the full moon has slipped out from behind a cloud. I think, “Is it really almost 40 years since someone last stood on its surface?” *** The air is warm and smooth, Biffo is running like a noisy sewing machine. Ah, no place like cloudbase. Thus far, I have directed all my attention upwards, but as I drift over the A1 highway, I notice that every car has its lights on, making the mundane road become impossibly glamorous; it looks like a river of diamonds. However, when I glance back towards the strip I became acutely aware that darkness is stealing across the ground, swallowing everything in its path. Biffo’s only electrical systems are his twin magnetos; we have no lights (not even a flashlight), and it’s getting dark. *** Time to go home. I roll Biffo up onto his port wingtip and then let the nose drop. As we slide down through the warm sky I see a flash of white wings in the quickly gathering gloom. A barn owl (named Barney by my two sons) has taken up residence in the old barn behind my house, and I wonder fleetingly if he also couldn’t resist the joy of flight on such a beautiful evening. More practically but less prosaically, he probably just wanted to catch his evening meal. *** Biffo’s wheels kiss the ground at 8:02. It is truly dark by the time he’s ensconced in his hangar, and the Lincolnshire countryside is busy with the ways of night. The windsock is silhouetted against the evening sky, and an owl hoots as I lower it. I wonder if it’s Barney laughing at me because he can fly in the dark and Biffo and I can’t. Back home, seven-year-old William has just gone to bed, so I go up to tuck him in. “Good flight, Dad,” he asks? “Yeah, great, thanks, Willie,” I reply, tousling his hair. He wants more detail (anything to delay going to sleep), so I tell him about the rainbow, the sunset, the moonrise and all the other wonderful sights. *** He is impressed, although he clearly struggles with the concept of the A1 looking glamorous! “Where did you go?” he asks. “Nowhere in particular,” I shrug. “Just up.”

About Dave— Formerly the editor of England’s Today’s Pilot magazine, Dave Unwin is currently Pilot magazine’s Flight Test editor. He has been flying for 26 years, and has around 4,300 hours in about 250 different types, ranging from antique gliders and vintage biplanes via seaplanes, skiplanes and sailplanes to modern turboprops and jet fighters. ByDanJohnson.com is proud and pleased to have a talented aviator like Dave join our group. We’re sure you’ll enjoy and learn from reading his experiences in light aviation.

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After an arduous shooting/flying schedule at Sebring and several more days in country shooting and flying around Florida, I wung my way home to bang out some stories and pix for the mag. *** And now for the rest of the Sebring story: *** I made my way through the big exhibitor tent at show central and ran into Adam Valencic of Light Sport Group, who cued me in on their latest product. They’re the folks who market the cool wide-angle A/V-ator HD camcorder that mounts in the cockpit and also stores data for later GPS tracking on computer. *** The new unit is called Dr. Rotech. The palm-sized device is an engine electronics diagnostic tool for Rotax four-stroke engines which tests everything electrical: • Generator coil (on stator) • Charging coil (on stator) • Trigger coil (A&B) • Primary ignition coil (A&B) • Secondary ignition coil • Spark plug connector • Ignition switch • Engine ground *** Verifying or tracking down problems in electrical systems such as cracked wires, loose connections and failed components can take a lot of time. With Dr. Rotech, Adam says electrical troubleshooting now runs from 30 seconds to five minutes! *** The device plugs into the ignition module on the engine and the LED readouts shine red if there’s a problem or green if it’s all good, to coin a highly overworked phrase from our modern lexicon. *** Dr. Rotech can also connect to computer via USB for actual readout values. If there’s an intermittent problem, such as a loose connection, the device will count the number of failures for easier problem trackdown. *** “It sure beats having to mess with an ohm meter while checking each individual wire,” says Adam. “It saves a lot of time and is really simple to use.” *** The unit works on both certificated and ASTM versions of Rotax 912 and 914 engines. The engine certification requires that Dr. Rotech be calibrated annually. *** “There’s a possibility we may offer it in a version for two stroke Rotax engines in the future also,” says David  Kotick, the whizbang electrical and software engineer who designed and built the patent pending tool. *** Everything needed is included for $499.

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