ByDanJohnson.com

Criquet Storch SLSA

Even the pros make a bad landing now and again. Fortunately, in LSA the results are usually less costly. photo courtesy Jetphotos.net

The FAA has a helpful publication that wouldn’t hurt us to check out now and then, whatever our level of experience and skill: the Airplane Flying Handbook. *** Sure, it may seem like plain vanilla… but where would hot fudge sundaes and banana splits be without good old dependable vanilla? *** We pilots need to maintain our good airmanship foundation, no matter how big a hotshot we sometimes imagine ourselves to be. Reviewing the essentials helps us recall those nuances we forget, or shortcut… and which, in a pinch, we may desperately need in our quiver of flying skills. *** Once we start down that “I-got-this-wired” slippery slope, the risk of incidents and accidents increases. Who needs that kind of education?Case in point: FAA’s Handbook section on porpoising. *** I sometimes revisit a landing tendency that I’ve been working to correct: I will make a bigger-than-necessary pitch correction after bouncing a landing. *** If I balloon up at a higher angle of attack then I want, I’ll push the nose over… too far. Instructors invariably tell me, “Whoa, just let it settle or go around, don’t go chasing it.” *** I picked up that habit from hang glider and ultralight flying, where ultra-slow landing speeds and draggy airframes sometimes let you get away with — and even require — dramatic last-second pitch-ups to keep you from making hard landings. *** The problem with such pitchy exuberance in an LSA or traditional GA airplane is the cleaner airframe’s tendency to let you get it into “porpoising” flight, by chasing an ever-growing up/down nose angle… until a hard impact becomes unavoidable. *** Porpoising is a classic scenario for collapsed landing gear. A local SportCruiser was recently destroyed when the pilot lost control after porpoising near the runway. *** Rather than reprise in my own words how to avoid mimicking the happy undulations of our sea-going mammalian friends, I’ll refer you to this excellent section (it’s a PDF: go to page 8-31). *** I know I picked up a few pointers I’d forgotten and I learned a couple things I’d never learned in the first place. After all, no one CFI can cover it all, no matter how skilled. *** A pilot’s license is our ticket to continue lifelong learning and self-teaching through study and practice is an important component of it. *** Speaking of the SportCruiser, I started to porpoise one the first time I flew it. The SLSA has a sensitive pitch response, especially compared to its roll pressures. *** I expected I would be easing the nose off the runway just fine on my first takeoff but we suddenly zoomed up to a 20-30 degree angle. Instead of easing the stick forward, I pushed it just a bit too smartly forward. We were instantly looking back down at the runway. *** My instructor said, “Whoa cowboy, easy does it!” as he eased the stick back to establish a proper climb angle. I became a pitchmeister with my pinkies in that airplane from then. *** The FAA Handbook’s bottom line: if you get seriously out of sync in pitch inputs, just power up and go around. *** We sometimes forget we usually have a choice. Doing a go-around is always a good mindset to keep in your mental skill set: it’s too easy to slip into the “I-gotta-land-now!” syndrome. *** Give that Handbook a look: I bet you’ll find something in there that will make you a better pilot.

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The flying entourage has grown from five brands the first time around to a total of 10 Light-Sport Aircraft including: TL Sting, TL Sirius, Zlin iCub, Legend Cub, Rans S-19, Flight Design CTLS, CSA SportCruiser, Jabiru J-230, Remos GX, and CubCrafters (SportCub). This flock includes several of the best-selling LSA. *** Following on the success of January’s Florida LSA Tour, the idea is to bring the show to the people. The truth is most pilots cannot attend every airshow for a variety of reasons. Even though the LSA concept has generated a lot of attention inside aviation over the last six years, the fact remains that, “most pilots in the country have yet to even see a LSA,” to quote industry leader, Tom Peghiny of Flight Design USA. The Georgia LSA Tour will change that as those airplanes exhibited at Sun ‘n Fun trek their way north to home bases. *** These Tour stops coordinate with local contacts at each location (see nearby chart with Tour stop details and contact info). The events are low-key and offer unprecedented contact with the airplanes and the people representing them. Since all occur at airports, demo flying is naturally a big part of the appeal. *** Of course, you can always trek to the big airshows and meet the same people. You might even squeeze in a demonstration flight but it is more challenging with high traffic at the airshow field or some length of commute to a nearby field where a manufacturer might be demo flying his aircraft. Plus, you have cost to travel to the show and to pay for entry and you have lodging and dining expenses. The LSA Tour that comes to you saves all that and you sleep in your own bed at night. *** The Georgia LSA Tour will kick off just as Sun ‘n Fun 2011 ends. The Lakeland, Florida event starts Tuesday March 29th. If you can travel to central Florida, be sure to stop by the LSA Mall just inside the entrance gate where you can see a good collection of the best-selling brands all located near one another to aid your comparison. From the LSA Mall you can get directions to find the manufacturer’s commercial display. Welcome to the friendly skies of Light-Sport Aircraft!

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Good news from Allegro LSA’s head honcho Doug Hempstead, as he spoke with Plane & Pilot publisher Mike McMann. *** Allegro, now a solely-American made, composite/aluminum SLSA (my flight report is due out soon in the magazine) told Mike he expects to hire as many as 35 workers within the next year. These are jobs that were formerly held by Czech Republic personnel. *** Allegro is a Czech-designed airplane (Fantasy Air) that, like so many LSA, was built in Czech Republic and assembled, test flown and delivered in the States.  *** Doug and his wife Betty bought the rights to produce the airplane here and production is now underway at the company’s Sanford, NC plant. *** More than 450 of the Kevlar-composite fuselage/aluminum wing Allegros have been sold since 1994, mostly overseas. The Hempsteads hope to change that proportion…and employ more Americans in the process. *** Three Allegro models are offered: Classic Trainer at $89,000 (also configurable as an IFR trainer), Voyager at $94,000 (adds things like MGL Voyager EFIS, Garmin radio and transponder and vertical card compass), and Executive at $99,000 (adds two Dynon Skyview Synthetic Vision displays). *** Those are highly competitive prices for a composite ship with lots of high-tech extras. Allegro is an excellent airplane that can fulfill missions from trainer to cross-country cruiser.

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FPNA A22 Valor

American Legend Cub

I just finished a column that’s becoming an annual event: talking with Avemco Insurance‘s VP Mike Adams, who filled me in on the general picture for LSA accidents, claims and what it says about pilot’s flying habits and the market strength as well after two brutal years trying to grow a fledgling industry.That column will be out in the mag this spring. The short tell is: rates haven’t gone up…and they haven’t gone down. We’re in a general market stagnation where new pilots are replacing those who are dropping out. *** Pilot accidents are less frequent, especially experienced GA pilots, because Avemco’s 5-hour minimum transition requirement before they’ll write a policy for a new LSA owner is helping pilots get the touch they need to fly these aircraft well.  *** LSA are generally lighter in weight than the birds they’ve flown all their lives, and the initial experienced-pilot mindset tended to regard them as toys instead of a new type of aircraft that deserves respect. *** Another thing Mike touched on is the high cost of repairs after an accident. That’s because repairs require insurance companies to mostly buy new parts at retail price…there just isn’t a deep supply of used and salvaged parts yet for LSA, while there certainly is for GA airplanes. *** And that brought me to wonder just what used LSA are going for these days. *** I checked Trade-A-Plane‘s website and pulled up around 20 for sale. Although many didn’t list prices, the majority did, along with TT (total time on the airplane) and a list of installed instruments and other options.I cherry picked a few to give you an idea what the used market is looking like for LSA that are one to five years old.  *** Prices have dropped considerably for many airplanes. Sometimes they’re older models with higher hours. Sometimes the owner is simply moving on to a new bird. *** Here’s the sampling I picked. • 2009 Gobosh 700S 250hrs TT $112K • 2008 CubCrafters Sport Cub S2 80hrs TT $134K • 2008 Jabiru J-230 $96K no TT listed • 2007 AMD Zodiac CH601, all mods as of 3/19/11 155hrs TT $75K. (The modifications are significant involving extensive airframe alterations.) • Zenair 601XL (2 available) both built by “old experienced A&P mechanic,” rebuilt Lycoming 0-235s, one has 60 hrs TT, the other was just finished, $60K each, upgrade kits on each • 2007 Dova Skylark 64hrs TT $160K invested, asking $119K • 2007 Evektor SportStar Plus 135hrs TT $85K • 2007 FPNA Valor 525hrs TT $55K • 2007 Rans S-6S Coyote II, 100 hp, kit built, 102hrs TTAF $47.5K • 2007 Remos G3 1450hrs TT, $59K • 2006 American Legend Cub 495hrs TT, 120HP Jabiru $75K • 2006 Flight Design CTSW 150hrs TT $75K *** To my eye, we’re beginning to see some real deals out there. That bodes well for the industry. *** Some of these planes may go to schools, others will get more pilots flying, or keep those older dudes and dudettes in the air. *** And since this is still a new fleet, you can likely find a top-shape airplane for tens of thousands less than new. *** Here’s your chance to get into the game if brand-new isn’t on your must-have list.

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Now this sounds like fun: trying to blow up an iPad2! *** Jeppesen, the aeronautical charting company, just ran a rapid decompression test on the iPad 2. The poor, innocent device was explosively decompressed at an altitude of 51,000 feet! It came through with flying colors, which ought to be good news for just about every private or airline jet passenger intent on finishing their latest World of Warcraft scenario (after getting to a safe altitude first of course.) *** Jeppesen had previously tested the original iPad, part of a successful program to get initial FAA authorization for the Jeppesen Mobile TC charting App. *** The Jeppesen Mobile TC App is available, of course, from the App Store or through iTunes, and it’s free for those already subscribed to Jepp’s electronic navigation service. *** What does this have to do with LSA? Nothing much, I just thought the prospect of iPad2 coming through the fog of a rapid decomp unscathed was kind of cool. Update 3/18/11 — Jim’s feeling that a rapid decompression test for the iPad is less relevant for sport flyers may be right, but LSA already use the iPad as a flight instrument, so knowing it is has proven robust in testing is good news. Read Bloomberg’s report for more detail on the iPad’s use in professional cockpits. —DJ

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graphic courtesy James Lawrence 2011 ©

Cessna marches on with its C-162 Skycatcher production. Latest milestone: it’s first international delivery to an Australian customer.Aeromil Pacific of Queensland’s Sunshine Coast Airport took delivery and will use the bird for sales demos. The FBO also plans to display it at Avalon 2011: the Australian International Airshow in early March. *** In related news, Skycatcher’s design team won the American Institute of Aeronautics and Astronautics Piper General Aviation Award for 2010. Congrats to those hardworking slide-rule pushers. *** AIAA presents the award annually for outstanding contributions leading to the advancement of general aviation. *** As I posted after Sebring, Cessna plans to deliver 150 Skycatchers this year.

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Here’s a thoughtful piece by John Zimmerman (for Sporty’s Pilot Shop online) that has the virtue of giving you a broader picture of the flight training experience. *** I’ll share the highlights, then urge you to link on over and join the discussion – there are reader comments and you can weigh in yourself. *** The article is 7 Things Your Flight Instructor Won’t Tell You. John isn’t out to accuse instructors of duplicity, but rather acknowledge that in order to pass on a wealth of information, things get unintentionally glossed over: • Students are likely to take more than the minimum of 20 hours (Sport Pilot) or 40 hours (Private Pilot) to get their tickets; • A Recreational license is still a viable alternative to both… if you can find a school offering the training; • Don’t show up unprepared for a lesson… CFIs don’t like it and it adds to your training hours; • You need both pitch and power to control airspeed and altitude. (This is fun, I talk to people all the time who fall on one side or the other of this tireless debate); • Good crosswind landings use both slip and crab; • Decision-making is hardest on the ground, i.e., “Should I really fly today?” • Flying can, and will, change your life in ways you never considered. *** Jon’s article is a good read with good comments from readers, too.

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In its declaration of 2011 as the year to “Rally GA”, AOPA echoes the call to action of its President, Craig Fuller, who said recently, “We don’t just want to watch for a turnaround (in General Aviation), we want to do everything we can to make it happen!”  *** He’s urging members from all sectors of flight to honor, protect and promote our common treasure: – the freedom to fly.  *** To do its part, AOPA put together a list of events for the coming year, places where we can all join in the celebration of flight and the discussion of how to move it forward. *** Check it out to see what’s coming your way.

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Drift Innovation‘s Stealth HD170. That little button at left is the (wrist wearable) remote

“Personal Video” has gone mainstream. Seems like everyone from pilots to skiiers and snowboarders to skateboarders to mountain bikers to…well, anybody in outdoor motion is slapping on these small, rugged, HD-quality, purpose-built camcorders to immortalize every breathtaking moment. *** Imagine how different memorial services are going to be in 2082. *** All it takes is your desire to slap a camera onto a helmet, headband, monopod pole, suction cup or get some Ram Mounts and tape/sticky-back/bolt/clamp them to a vehicle hard point and you are, “good to go!” *** And by vehicle, I mean airplane, car, snowmobile, dune buggy et. al., but also ski, snowboard, hang glider, shoe… you name it, the Adventure Vid gang is doing it. *** We’ve talked about some of these tres’ cool cams in the past but I just got re-seduced by the phenomenon yesterday. *** After wrapping up my Phoenix motorglider pilot report, due out in late spring’s Plane & Pilot, Jim Lee of Phoenix Air USA told me about a new POV camera he’d used to tape the 127 mile all-soaring flight he just made in that truly fabulous airplane. *** Check out this video, it’s an awesome teaser for the joys of soaring flight in a motorglider. *** After seeing Jim’s vid, I was hooked; started searching around the net; found this friendly company which offers three top-selling, small, HD-quality cameras that you can mount about anyplace to make some very cool videos… and yes, I bought one! (I am a tech junkie, why do you ask?)  ***  For my LSA coverage, which includes inflight video of pilot reports and to supplement GA photo shoots, I jumped on the same camera Jim has: the Drift Stealth HD 170 “helmet camera”. *** Two main reasons: the remote control and the several HD modes. *** Here’s a few more notable highlights: I’m hoping to do a Tech Talk column soon on the Stealth for the mag. • HD Video: 1080p at 25 or 30fps, 720p at 25, 30, 50 or 60 fps; • Zoom: 4x Digital zoom in 720p and WVGA; • Microphone: Built-in. Optional external mic jack (for radio and intercom chatter using a headset Patch Cord (Aircraft Spruce has it, I use it with my tape recorder for inflight note taking); • wireless remote control (several brands don’t have that!); • slow-motion/interval shooting (one pic every 3/5/10/30 seconds for cool time lapse sequences); • lens rotates to support any mounting angle; • Sensor type: CMOS; • Video format: MOV (H.264) *** There’s a lot more to check out, I’ll leave you to it. *** MyPOV360 has other top POV cam setups too, but it’s got a great package deal going on right now for the Stealth, and no, I don’t get a commission. This is the setup I jumped on because once in awhile, you just gotta grab the tech and join the party.

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Even the well-intentioned can compromise a good preflight

As I preflighted a rental J3 Cub last fall, an older gent, kind of scruffy looking, was keeping me company, though we’d never met. *** A pilot and airport regular, he quickly revealed his belief about preflighting in general. “Aw,” he said, rubbing his grizzled chin, “just go. It’s a Cub, it’s fine, just get in it and takeoff.” I looked at him, wondering if he was kidding. He wasn’t. *** “Well, thanks… I think…,” I replied, mildly annoyed, “but I think I’ll just finish up here if you don’t mind.” *** “Naw,” he said, waving at the air, “just jump in and go; it’s alright.” *** I ignored him and his distracting insistence, wondering what his game was. *** We didn’t know each other. He had no reason, or right for that matter, to try and persuade me to skip a vital part of good airmanship practice. Perhaps, I thought, he’s an angel sent to cement my determination to do things right. See, I get excited about flying. I tend to want to rush through the essential but boring stuff, like a proper preflight, and get to the fun stuff, like grabbing some air. *** So I have to consciously discipline myself to slow down and do things right — hitting all the points on a checklist is another example — otherwise I might scatterbrain myself into an emergency. *** And who thinks trading off that five or ten minutes on the ground is worth the minutes of sheer airborne panic or the hours of fixing whatever went wrong that can come of it? ***  Case in point: I learned to take preflight seriously in my hang gliding days in the early ’70s. More than once, I personally witnessed pilots assemble their gliders on a high mountain ridge, check everything over, climb into their harness, walk to the launch… then charge off the hill, only to discover in sheer terror they’d forgotten the most essential part of pre-launch hang gliding: to hook the harness to the glider! *** Hanging helpless by their hands from the bottom of the control bar, the glider, catastrophically weighted well forward of CG, would plummet toward the ground at a negative 30 degree or more angle. *** I know, it sounds stupid: who would forget to hook in, after all? You’d be amazed. *** Many veteran pilots and newbies alike get so comfortable, so casual, they simply hurry to the launch, eager to get airborne, and forget to assure they are attached t the hang glider. To this day, I read now and then of a failure to attach harness to glider. *** Pilots may do everything right with the glider and their harness, but think they’re beyond needing to ask for a “hang check” — an important part of preflight where someone at launch holds the nose level so the pilot can lay prone and verify the harness and support straps aren’t tangled and that indeed the pilot is secured to the glider. *** I personally screamed at a pilot not long ago, seconds before he launched, that he wasn’t hooked on to his glider. I might have saved his life. *** Shook up by how close he’d come to disaster, he moved the glider away from launch and sat down to think long and hard about why he’d spaced out such an essential step. *** Skipping preflight for a Cub, or a SkyCatcher, or a Boeing 787, carries the same risk of catastrophe. Why court disaster? *** Back to my Cub preflight: I asked my “airport angel” why he would ever suggest someone skip a preflight? *** “Aw, it’s a Cub, it’s been flying for 60 years, nothing’s going to happen to it.” *** Giving him a look, thinking that a senior citizen like the Cub deserves even closer scrutiny, I gave him a look, politely disagreed and finished up, then went for a nice flight. *** After I landed, having thought about his casual indiscretion, I looked for him but he’d left. *** I did tell the guys who run the FBO that they had a guy wandering around the field spouting dangerous advice. What, I pondered, if he’d given the same spiel to some young, impressionable, easily-intimidated student pilot? *** Looking out for each other when we fly is an important piloting virtue. It doesn’t serve us, nor the flying community, to act like Top Gun loners who neither volunteer, nor accept, needed advice. *** The next time I see that dude, I’m going to both thank him for reinforcing my good habits, and ask him this: “What the hell do you think you’re doing suggesting that pilots skip preflights?” *** Because that kind of dumb thinking, plain and simple, is what gets pilots killed.

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photo courtesy James Lawrence Photography.

I often tell reporters and others that we must all keep in mind that Light-Sport aviation is an industry only six years old, a mere toddler in the realm of general aviation. In that time we’ve seen an astonishing development of all kinds of flying machines, 115 models deep. And this while industry had to write its own certification standards, establish dealer networks, build up supply chains to customers needing parts… from all over the globe, and much more. Contrarily, general aviation is many decades old and most of these systems have been established. *** Those GA folks, with all their experience, offer a way to help LSA grow and mature. LSA producers can learn a lot from these veterans. With that in mind, it may be interesting to hear a few comments from GA leaders. *** In an AIN Online article, writer Matt Thurber begins noting that experts ask the question, “[Is] general aviation (GA)… declining or poised for a renaissance generated by new interest in light sport aircraft (LSA) and avionics technology?” In a thorough response to the inquiry, Thurber cites the following general aviation aircraft production numbers: In 2009 only 1,587 aircraft were shipped, according to GAMA statistics, down from 3,029 in 2008 and a record 3,279 in 2007 (since a high of almost 18,000 aircraft in 1978). These numbers do not include LSA. *** He also had some flying activity numbers of interest: Since 1981, avgas consumption has declined by half, from more than 11 million barrels in 1981 to 5.2 million barrels in 2009. And this: [FAA] estimates that from 1981 to 2008 piston-engine airplane hours flown dropped from more than 34 million per year to slightly more than 15 million. Thanks to Matt’s research, here’s a couple other facts you may have missed: “At the end of 2009, [the U.S. had] 5,317 public-use airports, down from 5,718 in 2000. Private-use airports, however, have grown, to 14,298 in 2009 from 13,964 in 2000. Europe has fewer than half as many airports with paved runways as the U.S. (2,241 versus 5,128).” *** Nigel Moll, also writing for AIN Online (the articles shared a common release date), adds the perspective of others. The following quote got my attention as the source seemed unlikely. NBAA president Ed Bolen asserts that business aviation values entry-level programs. “It’s well recognized that the future of business aviation and the entry levels of GA are inextricably linked.” He indicated new flying enthusiasts can lead to professional pilots to fly transport jets. *** Driven by members’ desire to simplify Part 23 certification, GAMA president Pete Bunce likewise expressed support for LSA. Moll wrote that Bunce observed a big price gap between Light-Sport Aircraft (LSA) and the first certified aircraft. “It’s a pretty significant jump. So are LSA where we want them to be? No. Do they have potential to bring in people who just want to fly recreationally? Yes, and I think the LSA industry can grow.” Bunce continued, “I think our growth opportunity is to keep the LSA segment growing and fill the gap between them and the $500,000, certified, modern, capable piston aircraft.” (That’s where a simplified Part 23 becomes valuable.) *** As AOPA Online reported, even NATA, the National Air Transportation Association, is joining AOPA, EAA, and GAMA in supporting a petition to the FAA to allow flight training with a sport pilot instructor to count toward the aeronautical experience requirements of higher pilot certificates. *** From my view immersed in Light-Sport aviation, the preceding comments paint a picture of growing acceptance of and support for LSA in America. Add in the global possibilities of selling one design to any country accepting ASTM standards and I think the LSA future is exceedingly bright, even though the industry is presently mired in the same sludge affecting all of aviation.

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Yuneec’s new Viva two-seat electric powered motorglider

Yuneec E-Spyder (based on FlightStar ultralight)

Right after Sun ‘n Fun, the e-flight Expo kicks off for the third time at “Aero” in Friedrichshafen, Germany, April 13-April 16. *** Bunches of new aircraft and propulsion technologies along with the awarding of the Lindbergh Electric Aircraft Prize (LEAP) will mark the gathering of 550 exhibitors from 26 countries. *** The e-flight name stands for more than electrical flight innovations: ecological and evolutionary advances in flight regardless of their nature are embraced, although electric is certainly leading the show. *** Erik Lindbergh, grandson of Charles Lindbergh, will present his foundation’s prize for outstanding achievements in the development of electric flight. *** This year should bring several exciting advances in electric flight . I’ll be doing a broad story for Plane & Pilot magazine soon on what’s up and what’s coming. *** Another highlight of the Expo is “History for the Future of Flight”, a tantalizing assemblage of descendants and close relatives of last century’s aviation pioneers:  Claude Dornier, Igor Sikorsky, Marcel Dassault and Count Zeppelin. *** Bertrand Piccard, globe-circling balloonist and grandson of the atmospheric scientist Auguste Piccard, will also be there…unless test flights for his ongoing electric flight project “Solar Impulse” interfere. *** Mr. Lindbergh, a tireless environmental champion in his own right, will also bring Albert II, Prince of Monaco, to augment support for Lindbergh’s championing of “electric mobility”, which includes – aviation but also other forms of more planet-friendly transportation. The expo will feature flight demonstrations from Yuneec’s e430 and E-Spyder electric aircraft, and the Chinese company’s new Viva. The two-seat, side-by-side all-electric motorglider has a folding prop in the nose, run by a 40-kilowatt electric motor. *** Top Slovenian LSA maker Pipistrel will display a four-seat hybrid airplane. *** And Flight Design, top U.S. LSA producer, plans to display the latest version of its hybrid engine: a Rotax 914 combined with an electric motor. *** But wait: There’s more! 36 teams will take to the air in the Berblinger Flight Competition, created to demonstrate “flying using innovative techniques” based on the latest research, knowledge and developments in aviation. *** Germany, Slovenia, Italy, France, Australia, Czech Republic and Austria will field teams…but none from the U.S. What’s up with that? *** The prize will go to aircraft capable of “carrying people and incorporating original and innovative ideas of environmental sustainability, economy, safety and/or construction.” *** The first, technical part of the competition happens April 15, 2011 at AERO. The winner gets €100,000 in prize money — that’ll work! *** The second part takes place in the German city of Ulm on its 200th anniversary of Albrecht Ludwig Berblinger’s attempt to cross the Danube River in a hang glider of his own design. Studies of his failed attempt indicate the design was sound…he could very well have succeeded, in 1811, if he’d had more knowledge of thermal air currents over the cold river. *** Expect AERO’s e-flight to once again be the premier showcase of cool new stuff that will change all our lives in years to come.

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All vehicles manufactured before 1986 are recommended not to use ethanol, including a large fleet of vintage automobiles.

Vintage boaters are another affinity group.

Modern LSA have a partner in vintage motorcycles… both like zero ethanol fuel.

Most aviators are aware that 100 Low-Lead AvGas (100LL) has a cloudy future due to the vanishingly small percentage of all motor vehicle fuel it represents. Most readers of SPLOG also know that the vast majority of Light-Sport Aircraft can use — indeed prefer — automobile gasoline, often abbreviated as mogas. What most pilots do not seem to realize yet is that a far larger market of vehicle enthusiasts stand with sport aviators in a preference for zero ethanol fuel, often stated as “E0 (that’s E-zero) mogas.” *** To expand availability of E0 mogas at airports and to lock arms with boaters, motorcyclists, and millions of others who want the E0 go-juice, a new club has formed to mobilize support. Welcome to a club you never knew you should join: the Aviation Fuel Club (AFC). This group is promoting the idea of “sport fuel,” which deliberately avoids “aviation” or “aircraft” as a vastly larger market exists with which to share this fuel. I support these initiatives as I see immense value in aligning aviation with other recreational pursuits. We are too few pilots and we need the solidarity of many millions more. *** AFC is emerging as a well-spoken voice. Here’s what they have to say: “With the ever changing government regulations for types of fuel that can and must be sold (labeled or unlabeled), U.S. consumers are left wondering what type of fuel they placed in their vehicle. At best, they are getting poor performance at a greater cost than was available a few years ago, and at worst, their vehicle needs repair and will not last as long as expected. This is particularly true for the new class of Light-Sport Aircraft, which generally uses engines certified for high octane, pure auto gas without ethanol.” *** AFC continues, “To solve this problem, Aviation Fuel Club (sponsored by U-Fuel, Inc. a supplier of automated fuel stations) has developed a brand of gasoline called ‘Sport Fuel’ and is working with fuel suppliers around the U.S. to make this new fuel available in all states.” To sell Sport Fuel, U-fuel stipulates that a dealer must first be inspected to insure their facilities meet minimum quality requirements and provide filtration meeting aircraft fueling standards. Then the dealer’s fuel supplier must have their fuel tested to insure it is pure with the proper octane rating. Each dealer must agree to have their fuel tested quarterly by their state Bureau of Petroleum Inspection or an independent laboratory and send the results to U-Fuel to insure that minimum quality standards and labeling are being met. *** As Sport Fuel stations are added at airports, marinas, race tracks and other locations, members will be informed and directed to those locations. Aviation Fuel Club’s goal is to provide an economical source of fuel and quality assurance to members for their sport and aircraft engines. That will be Sport Fuel. *** While so-called “high performance aviation” continues their work to solve the 100LL challenges, AFC’s grass roots effort may help to provide economical fuel for the 70-80% of all U.S. registered planes that can use lower-cost “Sport Fuel.” With good luck, both goals will be met so all of aviation can stay aloft.

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Should hours logged with a CFI-S count toward the Private — and beyond?

There’s been some controversy lately regarding FAA’s mandate that flight training towards the Sport Pilot license is not allowed to count toward the Private Pilot (PPL) and higher licenses and ratings unless the instructor is a certificated CFI, rather than a CFI-S (as FAA delineates Sport Pilot-only instructors). *** Recently, AOPA petitioned the FAA to change the regulations and allow those hours to count for all higher levels of certificated airmanship. *** The pilot member organization picked up support along the way from EAA, GAMA (General Aviation Manufacturers Association), and NAFI (National Association of Flight Instructors), all of which are now petitioning FAA to change these regs: FAR Part 61.99 and 61.109.  The specific language asks FAA to “permit the instruction time received in pursuit of a sport pilot certificate to be credited toward the instruction requirements of additional certificates and ratings.” *** Of course, getting advanced ratings requires training from a qualified CFI. The petition only addresses Sport Pilot training as given by a CFI-S. *** The crux seems to be FAA’s 2009 ruling reinterpretation that revised its own 2002 take that held ultralight flight time logged by Sport Pilots would count toward higher-level certificates.  *** The 2009 statement posited that allowing CFI-S training to count toward the PPL in effect constituted permission for CFI-S to provide training for the PPL. *** No way, said AOPA, proclaiming that aeronautical experience gained in pursuit of the SPL provides “a valuable foundation for the additional requirements of the private pilot certificate.” *** Nobody’s suggesting that CFI-S can legally take a student through the PPL. Buy why shouldn’t the skills taught by one count? *** Does any pilot logically believe that good instruction doesn’t make them a better pilot from Day One? *** FAA’s narrow view is akin to making a student retake 7th grade algebra before he takes geometry in the 9th grade, because he was taught by middle school instructors instead of in high school.  *** Math is math and teaching is teaching.  *** Aeronautical skills and knowledge, as with riding a bicycle, don’t simply evaporate because they were initially learned from someone with a CFI-S-only credential. *** The group goes on to say allowing sport pilots to move smoothly up to higher-level licenses and ratings not only doesn’t compromise safety, but gives Sport Pilots greater incentive to pursue those skills and in fact enhances safety. *** Works for me. What do you think?

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