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News & Video on Light-Sport Aircraft, Sport Pilot Kits, and Ultralight Aircraft

A Bright New Year!

By James Lawrence || Leave a Comment

To our readers and all Light Sport pilots and dreamers, we thank you for your enthusiasm and support in this year of both challenges and triumphs.   *** The dream is alive, and all of us together will carry it forward this year. *** Merry Christmas and a Happy New Year to one and all! *** ~ Jim Lawrence

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To our readers and all Light Sport pilots and dreamers, we thank you for your enthusiasm and support in this year of both challenges and triumphs.   *** The dream is alive, and all of us together will carry it forward this year. *** Merry Christmas and a Happy New Year to one and all! *** ~ Jim Lawrence

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Maverick Goes Mega-Viral!

By James Lawrence || Leave a Comment

The dark horse, literally, to claim the Flying Car throne is the all-black I-Tec LSA-certified Maverick Sport. *** We’ve talked about it here a lot, and now the “airable” dune buggy seems to really be catching on with the public. *** I-Tec turned the flying car concept design on its head by designing a lightweight off-road car first: the ability to fly it was always the 2nd priority in the design phase. *** The result is a lightweight, off-road-sturdy, flying car that will — and this is straight from I-Tec’s Steve Saint — accelerate from 0-60 mph in 3.9 seconds. *** Holy flying Jaguar XKE, Batman! *** To prove it’s road chops, Steve and the I-Tec crew drove it 1,500 miles to Oshkosh last summer with the paraglider-like wing tucked into its roof pouch. *** In a preview of the 18-hour days they would face while swamped by a fascinated public at Airventure, the crew never made a fuel stop en route that took less than an hour — everybody had to know everything about the Maverick. *** Production, which can now go forward since Maverick has gained SLSA status, is scheduled to begin by AirVenture 2011. There would seem to be no shortage of orders to address the cost of tooling up, either… manna from heaven that most LSA manufacturers wish would come their way. *** Now, EAA announces that its video, put together by Brady Lane from footage partially shot by I-Tec during its trek from Florida, has received more than 1 million hits! *** You can see the video and several more on the Maverick video page. Interested readers can see more photos. *** And you can view a CNN video. Yep, even the MSM (Main Stream Media) is in on the action. *** Is there a lesson here for airplane companies? I-Tec has proven that money spent innovating rather than big-splash marketing can payoff in a more reasonable cost ($89,000 for the Maverick), and people will still beat a path to your door. *** I’m hoping to fly it next month around the Sebring LSA Expo. *** Here are a few more details: *** speed 0-60 mph in 3.9 seconds (just had to say that again)top speed above 95 mph (they haven’t driven it any faster but it’s got plenty muscle left) the 27 foot high structural mast keeps the ram air wing off the ground and helps with crosswindsmast also good for multiple takeoffs and landingsDual Drive System with one engine and two drive systems is patentedprop drive will also be ideal for water (on pontoons, like a swamp boat) and ice/snow (skis?)in-flight operations in the 40 mph rangeMiles per gallon: 25-30 highway. And it burns car gas, not $5/gal avgas.landings and takeoffs in football field length…with enough altitude to clear the goal posts!created to support I-Tec’s mission to help people in roadless remote and jungle habitats, where raw survival can literally depend on the ability to fly.FAA classifies Maverick as a Powered Parachute Itec has tested early prototypes in African and South American frontiersSteve Saint likes to tell the oglers, “If you can drive a car with an automatic transmission, you can fly this.” *** Of course, it requires full Sport Pilot training, but I’m eager to see just how easy it is to fly — and drive. *** The company may subcontract the commercial side of Maverick production. *** “We hope to get the cost down,” says Steve, “to better serve the humanity missions market: that’s our primary goal.”

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The dark horse, literally, to claim the Flying Car throne is the all-black I-Tec LSA-certified Maverick Sport. *** We’ve talked about it here a lot, and now the “airable” dune buggy seems to really be catching on with the public. *** I-Tec turned the flying car concept design on its head by designing a lightweight off-road car first: the ability to fly it was always the 2nd priority in the design phase. *** The result is a lightweight, off-road-sturdy, flying car that will — and this is straight from I-Tec’s Steve Saint — accelerate from 0-60 mph in 3.9 seconds. *** Holy flying Jaguar XKE, Batman! *** To prove it’s road chops, Steve and the I-Tec crew drove it 1,500 miles to Oshkosh last summer with the paraglider-like wing tucked into its roof pouch. *** In a preview of the 18-hour days they would face while swamped by a fascinated public at Airventure, the crew never made a fuel stop en route that took less than an hour — everybody had to know everything about the Maverick.

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Corbi Alto is #112 SLSA!

By James Lawrence || Leave a Comment

In my post after last spring’s EAA Sun ‘n Fun convention in Lakeland, FL, I told you a bit about the Corbi Alto 100, a new, purpose-built SLSA (see List) that entrepreneurs Ron Corbi, a longtime figure in aviation, and Dan Coffey said should be done by the end of the year.

True to their word, I got an excited email from Ron today that read, “It’s finally an SLSA!” Congratulations to all the crew at Corbi Air, an established aircraft sales outfit in Salem, OH that’s been a family business for more than 50 years.

The Czech Republic-designed Direct Fly Alto was reworked by Ron and Dan to enhance what they called the aircraft’s “maintainability,” by including features like American-made brakes, bucked rivets replacing pop rivets, an electronic electrical system and a Dynon Skyview…all for $99,995.

As you can see, the canopy slides forward for easy entry opening in flight.

Lots more to share once we get a peak in January.

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In my post after last spring’s EAA Sun ‘n Fun convention in Lakeland, FL, I told you a bit about the Corbi Alto 100, a new, purpose-built SLSA (see List) that entrepreneurs Ron Corbi, a longtime figure in aviation, and Dan Coffey said should be done by the end of the year. True to their word, I got an excited email from Ron today that read, “It’s finally an SLSA!” Congratulations to all the crew at Corbi Air, an established aircraft sales outfit in Salem, OH that’s been a family business for more than 50 years. The Czech Republic-designed Direct Fly Alto was reworked by Ron and Dan to enhance what they called the aircraft’s “maintainability,” by including features like American-made brakes, bucked rivets replacing pop rivets, an electronic electrical system and a Dynon Skyview…all for $99,995. As you can see, the canopy slides forward for easy entry opening in flight.

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Breezing through the Bahamas

By Dan Johnson || Leave a Comment

Using my trusty Garmin aera (plus a 496… an interesting comparison), the over-water navigation was simple.

Lovely islands surrounded by crystal clear water. Some beaches offer landing options.

We packed lightly but still had quite a bit of gear in the twin Breezers.

While my former home state of Minnesota grappled with enough snowfall to collapse the Metrodome’s inflated roof, I’m still hanging out in the Bahamas (yeah, I know, tough job…). *** After the First International Sport Pilot Fly-in concluded all but a couple Breezers flew home. Our group of four, lead by islands expert and U.S. Breezer importer Mike Zidziunas, took a pair of Breezer LSA south to an island called Staniel Cay (pronounced “key” unless you want to easily identified as a tourist). The experience was spectacular in many ways. The trusty Rotax 912s ran smoothly and confidently for as one of the Fly-in pilots put it, “Your engine doesn’t know it’s over water.” *** On the planned trip home, assuming strong headwinds die down following passage of the same giant cold front that dumped all the snow in parts of the U.S., we plan to wend our way through some visually stimulating inter-island flying at low altitude. Mike will install a video camera on the tail of one Breezer and flying in close formation, we aim to capture the twin LSA in some footage the Bahamas tourism office is already awaiting anxiously. Update 12/15/10 — This worked great; check Breezer USA‘s website to view after they edit and post. —DJ *** My overall experience suggests that LSA can easily negotiate and navigate flights from mainland USA and our modest fuel usage was remarkable news to others we’ve seen here in the Exumas (a southern chain of islands in the Bahamas). We burned just 6 gallons over the Atlantic en route to Freeport from Fort Lauderdale, another 6 flying from Freeport to Nassau and about 4 more to reach Staniel Cay. Averaging better than 20 mpg at 120 mph makes for quite economical travel. Breezers carry 21 gallons of fuel and with good planning, this proves to be plenty to reach these tropical destinations. *** Large FBOs catering to the jet crowd — such as Odyssey in Nassau — offered polite and excellent service even though we bought a mere $30 worth of fuel. *** I admit flying over large stretches of water sharpens your focus on fuel management and demands good maintenance but I’ve also flown aircraft over large forests in the U.S. and frankly, I think I’d rather take my chances with a water landing. *** To address such concerns and to inform pilots flying without a medical who might want to venture to these lovely islands, Aviators Hot Line director Jacob Peed plans free webinars on both subjects. Check with the publisher later for details on these informative presentations which may later be offered as podcasts.

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While my former home state of Minnesota grappled with enough snowfall to collapse the Metrodome’s inflated roof, I’m still hanging out in the Bahamas (yeah, I know, tough job…). *** After the First International Sport Pilot Fly-in concluded all but a couple Breezers flew home. Our group of four, lead by islands expert and U.S. Breezer importer Mike Zidziunas, took a pair of Breezer LSA south to an island called Staniel Cay (pronounced “key” unless you want to easily identified as a tourist). The experience was spectacular in many ways. The trusty Rotax 912s ran smoothly and confidently for as one of the Fly-in pilots put it, “Your engine doesn’t know it’s over water.” *** On the planned trip home, assuming strong headwinds die down following passage of the same giant cold front that dumped all the snow in parts of the U.S., we plan to wend our way through some visually stimulating inter-island flying at low altitude.

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Propsam and Then Some

By James Lawrence || Leave a Comment

Doug Stewart

Photo courtesy Jabiru USA

Photo courtesy Breezer Aircraft

Photo courtesy Second Chantz

Time to pick up a few notable quotables from the world of LSA. *** Winter is alas now upon us — here in upstate NY, temps in the week ahead will never crack 30. *** So what better way, fellow propheads, than to scan the skies for things to think about as we don our ‘kerchiefs and caps for our long winter’s nap?Life on the Home Front: Doug Stewart, 2004’s CFI of the year, has donated his time to give an underprivileged young man some free flight lessons in a (pre-PiperSport) SportCruiser. Good on yer, sir! And not a bad way to be introduced to flight either, eh? *** Downside of the story is a landing accident involved a renter of that very same ship: The nosegear collapsed, totaling the airplane! Bummer… but it was insured and nobody was seriously hurt, sez Doug. *** *** He’s a Real Everywhere Man: Our good friend and Light Sport virtuoso Dan Johnson has been a busy boy lately, fleeing the advancing snowflakes of his longtime Minnesota home with bride Randee to take up fulltime snowbird status at none other than Spruce Creek aviation community: lucky dawg.Hardworking Dan also did an excellent writeup on a lovely Rans S-19 we saw at the Midwest LSA Expo. Neither of us recognized the airplane at first due to cowl mods to wrap the custom Jabiru engine power. *** It’s in the latest issue of Light Sport and Ultralight Flying, published by another good friend Tracy Knauss, whom I first met as a contributor to his Glider Rider magazine (for hang glider drivers), back at the dawn of time. Tracy, a man of many talents and master of them all, puts out a very nice book that sport pilots should check out, especially if you’re also interested in ultralight flying. *** Back to Dan: This guy’s everywhere! He also just completed the first organized international flight of a group of LSA to the Bahamas (Plane & Pilot Publisher Mike McMann went on that trip — I couldn’t make it, boo hoo), and Dan also wrote a nice piece for GA News on Able Flight, a volunteer org that helps disabled folks get air time. *** Mike Zidziunias of Breezer Aircraft helped put the whole Bahamas thing together and it was a big success.Second Second Chantz: Another old friend and longtime light-flight expert, John Dunham, is going strong again with his Second Chantz ballistic recovery system company. Rather than rehash John’s checkerboard career and latest entrepreneurial endeavor, it’s all at the link above. *** Check it out: John’s company has produced more than 4,000 chutes and he’s back in the game running the company after selling it some years ago.

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Time to pick up a few notable quotables from the world of LSA. *** Winter is alas now upon us — here in upstate NY, temps in the week ahead will never crack 30. *** So what better way, fellow propheads, than to scan the skies for things to think about as we don our ‘kerchiefs and caps for our long winter’s nap?Life on the Home Front: Doug Stewart, 2004’s CFI of the year, has donated his time to give an underprivileged young man some free flight lessons in a (pre-PiperSport) SportCruiser. Good on yer, sir! And not a bad way to be introduced to flight either, eh? *** Downside of the story is a landing accident involved a renter of that very same ship: The nosegear collapsed, totaling the airplane! Bummer… but it was insured and nobody was seriously hurt, sez Doug. *** *** He’s a Real Everywhere Man: Our good friend and Light Sport virtuoso Dan Johnson has been a busy boy lately, fleeing the advancing snowflakes of his longtime Minnesota home with bride Randee to take up fulltime snowbird status at none other than Spruce Creek aviation community: lucky dawg.Hardworking Dan also did an excellent writeup on a lovely Rans S-19 we saw at the Midwest LSA Expo.

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First International Sport Pilot Fly-in

By Dan Johnson || Leave a Comment

Pilots receive a full briefing from Greg Rolle of the Bahamas Tourism office at Banyan Air’s superb facility.

All arrive safely at Freeport to a warm reception. This is my bird, compliments of Breezer Aircraft USA. My wife Randee is exiting the plane while airport staff secured the aircraft.

You — nor any Bahamian officials — have ever seen this: a row of LSA at the Freeport airport.

Enjoying the night life near Lucaya Resort. Pictured are (R-L): Mike Z, Jacob Peed (kneeling), Bahamas rep Leonard Stuart, Randee Laskewitz, and Dan Johnson.

“Too much fun!” was a common exclamation of my Alaska ultralight friend, Mike Jacober. His signature phrase ran through my head as 18 airplanes, mostly LSA, arrived at the Freeport, Bahamas airport for the first Sport Pilot Fly-in over December 10-12, 2010. *** For many this was their first flight over the ocean (including yours truly). It isn’t far — 85 nautical miles, less than one hour — and it isn’t hard (unless you go for a swim en route… none of us did, thank goodness!). But flying out of sight of land, even for a short time, is rather attention-getting. *** A number of us gathered at Banyan Air Service at the Fort Lauderdale Executive getting first-class treatment and fuel discounts from this “gateway FBO” to the Bahamas. Bahamas Tourism/Aviation director (and fellow pilot) Greg Rolle gave a thorough presentation of the requirements to fly internationally. Each pilot had to complete lots of government forms but they weren’t too difficult and the great help made it go quickly. Then, we all gathered our resolve, fired up our engines, and took off across the Big Drink. Of course, this is nothing for those few LSAers who have crossed the Atlantic and Pacific, but it had me on my toes and I suspect most of us felt similarly. *** An hour later, we landed one after another at Freeport to a warm reception by Bahamian authorities and tourist office staffers. We breezed through Customs and waiting taxicabs took us to a deluxe resort where we could all revel in our satisfaction of making the ocean-crossing voyage. Jacob Peed of Aviators Hot Line / Light Aviation Edition provided customized tee shirts for all participants with their aircraft name and N-number. Nice idea, Jake! *** Thanks for this great experience go to Randy Hansen and David Oord of EAA who worked with the Bahamas Tourism team to make the Sport Pilot certificate accepted at all airports throughout the islands. All participants have many people to thank but the Bahamas team leaders include Greg Rolle and Leonard Stuart (photo). *** Continuing Bahamas Fly-ins and other LSA activities are planned and if you get the chance, be sure to take the opportunity. Special thanks to Breezer Aircraft USA boss, Mike Z, who loaned me a Breezer, and who very competently helped me prepare for the flight. Mike’s enterprise plans regular Bahamas fly-outs and you should contact him for advice. He’s a wealth of knowledge, having lived on and sailed throughout the islands for five winters.

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“Too much fun!” was a common exclamation of my Alaska ultralight friend, Mike Jacober. His signature phrase ran through my head as 18 airplanes, mostly LSA, arrived at the Freeport, Bahamas airport for the first Sport Pilot Fly-in over December 10-12, 2010. *** For many this was their first flight over the ocean (including yours truly). It isn’t far — 85 nautical miles, less than one hour — and it isn’t hard (unless you go for a swim en route… none of us did, thank goodness!). But flying out of sight of land, even for a short time, is rather attention-getting. *** A number of us gathered at Banyan Air Service at the Fort Lauderdale Executive getting first-class treatment and fuel discounts from this “gateway FBO” to the Bahamas. Bahamas Tourism/Aviation director (and fellow pilot) Greg Rolle gave a thorough presentation of the requirements to fly internationally. Each pilot had to complete lots of government forms but they weren’t too difficult and the great help made it go quickly.

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Moving, Statistics, and Sweepstakes

By Dan Johnson || Leave a Comment

Watch a “Flying Bahamas” video to learn more about flying the islands.

EAA published some interesting statistics in a chock-full November 2010 issue of Sport Aviation. The association will give away a Cessna Skycatcher next year.

Thanks to Jim Lawrence for keeping SPLOG full of fun-to-read info while I was massively occupied with a move of the ByDanJohnson.com and LAMA offices from Minnesota to a new home in Florida… Spruce Creek Fly-in near Daytona Beach to be precise. As I return to SPLOG, I have a few interesting tidbits involving LSA or other aircraft Sport Pilot may fly. *** Speaking of Sport Pilots, aviators with that certificate may now legally use it to fly to the Bahamas — the first country outside of the USA to accept the newest FAA license. So far, 21 LSA are signed up for the first Bahamas International Sport Pilot Fly-in. Lucky me… thanks to a generous offer from Breezer Aircraft USA boss Mike Z, my wife Randee and I get to join the over-water parade to the Bahamas. Watch video of Mike Z about his earlier flight to the Bahamas. *** Like many, I was disappointed when EAA discontinued Sport Pilot magazine but their work to upgrade Sport Aviation has met with broad member approval. I added my voice to this chorus after reading the November 2010 issue. Nice job, EAA publications staffers! Besides a great article on the Maverick powered parachute dune buggy, Sport Aviation presented some statistics in highly readable form. I want to pull out a few facts that apply to Light-Sport Aircraft fans. • EAA got 1,267 opinions on a variety of topics. • Six percent say they fly a LSA, a high penetration as Light-Sports are just 1% of the single engine fleet in America. Interestingly, only 19% of EAA’s respondents fly a homebuilt. • On average pilots fly with one passenger; hmmm, just like LSA. • Those preferring taildraggers to tricycle gear are in the majority 52 to 48%. • Two other fascinating points, I thought, were that 34% preferred an open cockpit and 40% preferred tandem to side-by-side. • A very substantial 77% prefer a joystick; no wonder most LSA use them. • And 59% prefer to land on a grass strip versus a paved runway. *** Finally, the LSA Sweepstakes continue. In 2009 EAA gave away a Flight Design MC. During May 2010, Sporty’s gave away a Skycatcher. In November 2010, AOPA awarded their Fun-to-Fly Sweepstakes Remos GX. And now, EAA is back again, this time offering a Cessna Skycatcher. Four lucky individuals have won or will win a terrific new LSA, all for the price of entering. Check out EAA’s sweepstakes at WinAPlane.com. Good luck!

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Thanks to Jim Lawrence for keeping SPLOG full of fun-to-read info while I was massively occupied with a move of the ByDanJohnson.com and LAMA offices from Minnesota to a new home in Florida… Spruce Creek Fly-in near Daytona Beach to be precise. As I return to SPLOG, I have a few interesting tidbits involving LSA or other aircraft Sport Pilot may fly. *** Speaking of Sport Pilots, aviators with that certificate may now legally use it to fly to the Bahamas — the first country outside of the USA to accept the newest FAA license. So far, 21 LSA are signed up for the first Bahamas International Sport Pilot Fly-in. Lucky me… thanks to a generous offer from Breezer Aircraft USA boss Mike Z, my wife Randee and I get to join the over-water parade to the Bahamas. Watch video of Mike Z about his earlier flight to the Bahamas.

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Electric Waiex Makes Maiden Flight

By James Lawrence || Leave a Comment

John Monnett, left, and son Jeremy after 1st flight

Followers of these exciting pioneering days of electric-powered aircraft will be happy to know the  all-electric Waiex just made its maiden flight at Wittman Field, home of Oshkosh Airventure — and Sonex Aircraft. *** John Monnett, head honcho of Sonex, which built the proof-of-concept version of its Waiex kit aircraft as part of its E-Flight Initiative, took the controls for the flight, tasked primarily with breaking out of ground effect to analyze in-flight system performance. *** After landing, John said, “Whew. It’s different! Lot of power.” *** The program started four years ago, and involves the airplane and Sonex’s development of its own proprietary motor, battery and speed controller — all vital parts of electric propulsion technology.Jeremy Monnett, John’s son and CEO/General Manager of Sonex, said the company will test the aircraft over the next several months and has already begun design work on the fourth version of the motor and twelfth version of the motor controller, which will be integrated into the current Waiex test bed. *** Sonex has been building popular kit airplanes for decades, including Light Sport-legal designs. It also produces its own line of supporting aviation products including the AeroVee engine, which powers many of its designs. *** The standard Waiex kit was modified with an E-Flight 54kw brushless DC electric motor, E-Flight electronic motor controller, 14.5kw-hr lithium polymer battery system, E-Flight battery management system, and E-Flight cockpit instrumentation and controls. *** You can keep track of the E-Flight design team’s progress here. For a video of the historic flight (these are the Wright Brothers days of e-flight, after all), scroll down the page here.

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Followers of these exciting pioneering days of electric-powered aircraft will be happy to know the  all-electric Waiex just made its maiden flight at Wittman Field, home of Oshkosh Airventure — and Sonex Aircraft. *** John Monnett, head honcho of Sonex, which built the proof-of-concept version of its Waiex kit aircraft as part of its E-Flight Initiative, took the controls for the flight, tasked primarily with breaking out of ground effect to analyze in-flight system performance. *** After landing, John said, “Whew. It’s different! Lot of power.” *** The program started four years ago, and involves the airplane and Sonex’s development of its own proprietary motor, battery and speed controller — all vital parts of electric propulsion technology.Jeremy Monnett, John’s son and CEO/General Manager of Sonex, said the company will test the aircraft over the next several months and has already begun design work on the fourth version of the motor and twelfth version of the motor controller, which will be integrated into the current Waiex test bed.

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Gorgeous Corvus Hopes for Bilateral Agreement

By Dan Johnson || Leave a Comment

Corvus Aircraft builds the shapely Mk 3 using Kevlar, carbon fiber, and fiberglass, an exotic combination that yields plenty of useful load. The side-by-side two seater also boasts a distinctive instrument panel that lifts up with the canopy to ease entry.

Most Yankee pilots couldn’t care less about an arcane government agreement. But if you like the looks of the Corvus Mk 3, the Bilateral Aviation Agreement (BAA) becomes important. The stunning Corvus, which I first saw at Aero 2005, is built in Hungary meaning Corvus USA requires the BAA before offering it as a SLSA. That’s precisely why Jesse Martin, proprietor of Corvus USA, attended a conference with the catchy name, “2006 US/Europe International Aviation Safety Conference.” At this event, Jesse heard that the BAA is being negotiated between FAA and EASA, Europe’s EU-wide aviation agency. He reported, “This agreement [will] incorporate member countries of the European Union…to create a single agreement for all 25 EU members,” including Hungary. He added, “The best guess for ratification of this agreement is mid-year 2007.” *** Why should this interest you? Besides the handsome Corvus, other intriguing designs might also be available to U.S. Sport Pilots if all EU countries are allowed to export to the U.S.

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Most Yankee pilots couldn’t care less about an arcane government agreement. But if you like the looks of the Corvus Mk 3, the Bilateral Aviation Agreement (BAA) becomes important. The stunning Corvus, which I first saw at Aero 2005, is built in Hungary meaning Corvus USA requires the BAA before offering it as a SLSA. That’s precisely why Jesse Martin, proprietor of Corvus USA, attended a conference with the catchy name, “2006 US/Europe International Aviation Safety Conference.” At this event, Jesse heard that the BAA is being negotiated between FAA and EASA, Europe’s EU-wide aviation agency. He reported, “This agreement [will] incorporate member countries of the European Union…to create a single agreement for all 25 EU members,” including Hungary. He added, “The best guess for ratification of this agreement is mid-year 2007.” *** Why should this interest you? Besides the handsome Corvus, other intriguing designs might also be available to U.S.

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I Rise, Cried the Phoenix

By James Lawrence || Leave a Comment

All photos courtesy Jim Lee of Phoenix Air USA

Looking out the window at falling snow (and it’s only November 8th… Bah!), back from a two week vacation to Europe and Turkey, and mired in writing a big LSA buyer’s guide for Plane & Pilot mag, I’ve only got a few minutes to splash up some photos of what to me is a big event: the ASTM certification as an SLSA of the Phoenix motorglider! *** See Dan Johnson’s post below where you can follow his links to Jim Lee’s sites for more info on the exciting news we’ve been waiting for some time to hear. *** The Phoenix is the more-than-worthy “sequel” [by another, unrelated company] to the Lambada SLSA motorglider that turned a lot of pilots on (including me and Dan). When two breakups last year clouded its future, a lot of us were glad to hear from Jim that the Phoenix was waiting in the wings to take its place. *** So congratulations Jim, glad to see it’s a happening thing. *** He just completed a recent cross country trip and posted some beautiful shots on the soaring and motoring high above my old stompin’ grounds in the Sierra Nevada Range of California… read all about it for an up close and personal account on Jim’s blog. *** And even if you’re in a better clime than I, don’t feel bad about my snowboundedness. I’ll be in sunny Florida in January hoping to fly the gorgeous Phoenix at the Sebring Sport Aviation Expo. *** Mark your calendars and start searching for accommodations: it’s Jan. 20-23, 2011.

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Looking out the window at falling snow (and it’s only November 8th… Bah!), back from a two week vacation to Europe and Turkey, and mired in writing a big LSA buyer’s guide for Plane & Pilot mag, I’ve only got a few minutes to splash up some photos of what to me is a big event: the ASTM certification as an SLSA of the Phoenix motorglider! *** See Dan Johnson’s post below where you can follow his links to Jim Lee’s sites for more info on the exciting news we’ve been waiting for some time to hear. *** The Phoenix is the more-than-worthy “sequel” [by another, unrelated company] to the Lambada SLSA motorglider that turned a lot of pilots on (including me and Dan). When two breakups last year clouded its future, a lot of us were glad to hear from Jim that the Phoenix was waiting in the wings to take its place.

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Final 2010 Market Report

By James Lawrence || Leave a Comment

Graphic courtesy ByDanJohnson.com

Dan Johnson’s periodic LSA market share report (compiled by Jan Fridrich of the Czech LAA) reveals some interesting trends. *** For those who haven’t seen these snapshots of the U.S. LSA market before, Dan focuses on FAA registrations, not sales quotes from manufacturers. While this indicator may lag sales figures, over time it gives a more accurate view of who’s actually delivering airplanes to customers. *** The not-surprising but important highlight has to be Piper’s shot in the arm to overall LSA production. *** The venerable company registered 43 airplanes this year (24% of all registrations!) and will no doubt be stronger in 2011 as sales continue to mount for its sexy PiperSport. *** CubCrafters really surged this year with 37 registrations, a 20% market share, on the strength of its 180hp-powered Carbon Cub SS. My local field has one, and it’s quite a performer. *** In my recent post I mentioned Cessna’s surge now that production at the China factory is in full swing. A total 29 Skycatchers (16% of all registrations) went out this year: Cessna expects to ship 150-plus next year. *** The market leaders, including Flight Design and American Legend are hanging in there, and newcomer Jabiru/Arion with its new Lightning was a big hit with 9 registrations for the year. *** Sleepers to watch include Sportair USA’s Sirius (4), Aerotrek (4), Skykits Savannah (4), FPNA A-20 (3), and 3Xtrim Navigator 600 (2). *** Dan parses the numbers and projects, to end of 2010, a further slide of 4% over 2009, which was nobody’s favorite year. *** But with the economy slowly expanding again, a lot of folks are reading the tea leaves and hoping for a much stronger 2011. Let’s all keep drinking that happy tea.

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Dan Johnson’s periodic LSA market share report (compiled by Jan Fridrich of the Czech LAA) reveals some interesting trends. *** For those who haven’t seen these snapshots of the U.S. LSA market before, Dan focuses on FAA registrations, not sales quotes from manufacturers. While this indicator may lag sales figures, over time it gives a more accurate view of who’s actually delivering airplanes to customers. *** The not-surprising but important highlight has to be Piper’s shot in the arm to overall LSA production. *** The venerable company registered 43 airplanes this year (24% of all registrations!) and will no doubt be stronger in 2011 as sales continue to mount for its sexy PiperSport. *** CubCrafters really surged this year with 37 registrations, a 20% market share, on the strength of its 180hp-powered Carbon Cub SS. My local field has one, and it’s quite a performer.

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The Airport Kid

By James Lawrence || Leave a Comment

Joe Solan, right, giving local CFI John Lampson a ride

Richard Solan, co-owner of GBR, American Airlines top gun…and Joe’s dad.

On those weekends that I’m hanging out at my newly adopted country airport of Great Barrington, MA (GBR), I always look forward to seeing young Joe Solan. *** Joe’s 12…going on 28, as someone at the airport affectionately quipped. *** Joe is one great kid, the kind I sometimes wish I’d been more like when I was his age. *** When we first greet, whether he’s dutifully dragging a heavy gas pump hose that weighs half what he does, answering the airport office phone or hunting up a charged handheld battery, he’ll flash a friendly smile, say “Hi!”, and stick out his hand like the straight-up little man he is. *** He’s growing up at the airport, mentored in running the business and mentored in life by his dad Rick, a co-owner of the airport with lots of great ideas for growing its prosperity. *** Rick’s also the guy who keeps American Airlines 777 drivers on the straight and narrow as a top-level inspector pilot. *** I wrote a column recently for Plane & Pilot about GBR, extolling the charms, which are manifest, of this wonderful throwback to a kinder aviation era. *** It’s melange of hangar styles, tied-down airplanes and acres of grass, surrounded by the bucolic Berkshire Hills farmland of western Mass., inspires flights of poetic as well as winged fantasy throughout the year. *** The 2600′ paved runway has a grass strip right next to it, and there’s another short-field strip at an angle alongside the triangle of tall corn that grows in the summer. *** The recently repaired asphalt is long enough to let fast singles and some light twins in, but short enough, with the very tall trees at the west end of the runway, to inspire routine vigilance and Plan B thinking ahead on takeoff or landing.Back to Joe: he’s one of those genuine kids you like immediately. He doesn’t come off entitled or overindulged, has an adult-like work ethic, and like GBR, is a throwback himself to an earlier time when kids were eager to help out any way they could and took no small measure of quiet pride in doing so. *** Oh, he gets to be a kid too, flying electric-powered RC models on the far side of the airport, or roaring by in the very cool Quantum Go Kart his dad just bought for him. *** Mostly though you’ll see him holding the unicom station mic to give radio checks or wind and weather updates, gassing up planes and running errands. *** Last weekend was a classic late fall day in New England. Clear and crisp, in the low ’40s, no winds to speak of: the kind of flying day you just don’t pass up if you can help it. *** Sure enough, lots of folks and airplanes were out. Pilots and friends shot landings and swapped tall tales over doughnuts and coffee or munching down a tangerine from the wooden crate Rick always has on hand in the office/”clubhouse”. *** I was eager to go flying but leery of hand-propping the cold J3 engine without some assistance — and everybody else was busy. *** “I can do it,” offered Joe, confidently grabbing his parka and waving me to the door. *** Outside, he offered me the right seat in his go kart. Of course it was less than a minute’s walk to the Cub, but no way was I going to pass up a chance to share that ride. *** We shot across the ramp and onto the grass, moved some planes around and rolled out the J3. I put on some gloves against the chill and Joe hopped into the front seat. *** “Switch off,” he called out, somewhat dwarfed by the big cockpit but not intimidated one bit. *** “Switch off,” I said back. *** “Throttle cracked,” he said. *** “Roger that.” *** “Brakes on,” he cried, all 100 lbs. of him applied directly to the little heel pedals to keep me safe in case the Cub surged forward. *** I gave the prop hub a good tug: didn’t budge an inch. That’s my Little Big Man. *** It’s not every day you trust your life to a 12 year old future pilot. *** But Joe’s not your typical 12 year old. *** As Les, one of the local pilots, quipped, “This is a kid who will go far, whatever he sets his sights on.” *** The engine flooded a couple times, but Joe hung in there, giving me suggestions, offering advice (he’s learned quite a lot already from Rick) and after 15 minutes, that cold-soaked 65-horse mill caught and came to life. *** Joe worked the throttle just right to keep her idling, waited until I climbed into the rear seat, then hopped out, waved and drove off in the kart to help someone else. *** It’s less common for kids today to have the kind of experience Joe is having. Access to airports starts with an intimidating fence and a coded gate, the sad icons of a frightened age. *** But we can be happy there are kids like Joe Solan, and big kids like Rick Solan, who’s favorite flying is in one of his J3s at the field where he learned to fly in the ’70s. *** They both help keep us all young, and ever mindful to practice gratitude for the gift of flight.

Compress Post ...

On those weekends that I’m hanging out at my newly adopted country airport of Great Barrington, MA (GBR), I always look forward to seeing young Joe Solan. *** Joe’s 12…going on 28, as someone at the airport affectionately quipped. *** Joe is one great kid, the kind I sometimes wish I’d been more like when I was his age. *** When we first greet, whether he’s dutifully dragging a heavy gas pump hose that weighs half what he does, answering the airport office phone or hunting up a charged handheld battery, he’ll flash a friendly smile, say “Hi!”, and stick out his hand like the straight-up little man he is. *** He’s growing up at the airport, mentored in running the business and mentored in life by his dad Rick, a co-owner of the airport with lots of great ideas for growing its prosperity. *** Rick’s also the guy who keeps American Airlines 777 drivers on the straight and narrow as a top-level inspector pilot.

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The Airport Kid

By James Lawrence || Leave a Comment

Joe Solan, right, giving local CFI John Lampson a ride

Richard Solan, co-owner of GBR, American Airlines top gun…and Joe’s dad.

On those weekends that I’m hanging out at my newly adopted country airport of Great Barrington, MA (GBR), I always look forward to seeing young Joe Solan. *** Joe’s 12…going on 28, as someone at the airport affectionately quipped. *** Joe is one great kid, the kind I sometimes wish I’d been more like when I was his age. *** When we first greet, whether he’s dutifully dragging a heavy gas pump hose that weighs half what he does, answering the airport office phone or hunting up a charged handheld battery, he’ll flash a friendly smile, say “Hi!”, and stick out his hand like the straight-up little man he is. *** He’s growing up at the airport, mentored in running the business and mentored in life by his dad Rick, a co-owner of the airport with lots of great ideas for growing its prosperity. *** Rick’s also the guy who keeps American Airlines 777 drivers on the straight and narrow as a top-level inspector pilot. *** I wrote a column recently for Plane & Pilot about GBR, extolling the charms, which are manifest, of this wonderful throwback to a kinder aviation era. *** It’s melange of hangar styles, tied-down airplanes and acres of grass, surrounded by the bucolic Berkshire Hills farmland of western Mass., inspires flights of poetic as well as winged fantasy throughout the year. *** The 2600′ paved runway has a grass strip right next to it, and there’s another short-field strip at an angle alongside the triangle of tall corn that grows in the summer. *** The recently repaired asphalt is long enough to let fast singles and some light twins in, but short enough, with the very tall trees at the west end of the runway, to inspire routine vigilance and Plan B thinking ahead on takeoff or landing.Back to Joe: he’s one of those genuine kids you like immediately. He doesn’t come off entitled or overindulged, has an adult-like work ethic, and like GBR, is a throwback himself to an earlier time when kids were eager to help out any way they could and took no small measure of quiet pride in doing so. *** Oh, he gets to be a kid too, flying electric-powered RC models on the far side of the airport, or roaring by in the very cool Quantum Go Kart his dad just bought for him. *** Mostly though you’ll see him holding the unicom station mic to give radio checks or wind and weather updates, gassing up planes and running errands. *** Last weekend was a classic late fall day in New England. Clear and crisp, in the low ’40s, no winds to speak of: the kind of flying day you just don’t pass up if you can help it. *** Sure enough, lots of folks and airplanes were out. Pilots and friends shot landings and swapped tall tales over doughnuts and coffee or munching down a tangerine from the wooden crate Rick always has on hand in the office/”clubhouse”. *** I was eager to go flying but leery of hand-propping the cold J3 engine without some assistance — and everybody else was busy. *** “I can do it,” offered Joe, confidently grabbing his parka and waving me to the door. *** Outside, he offered me the right seat in his go kart. Of course it was less than a minute’s walk to the Cub, but no way was I going to pass up a chance to share that ride. *** We shot across the ramp and onto the grass, moved some planes around and rolled out the J3. I put on some gloves against the chill and Joe hopped into the front seat. *** “Switch off,” he called out, somewhat dwarfed by the big cockpit but not intimidated one bit. *** “Switch off,” I said back. *** “Throttle cracked,” he said. *** “Roger that.” *** “Brakes on,” he cried, all 100 lbs. of him applied directly to the little heel pedals to keep me safe in case the Cub surged forward. *** I gave the prop hub a good tug: didn’t budge an inch. That’s my Little Big Man. *** It’s not every day you trust your life to a 12 year old future pilot. *** But Joe’s not your typical 12 year old. *** As Les, one of the local pilots, quipped, “This is a kid who will go far, whatever he sets his sights on.” *** The engine flooded a couple times, but Joe hung in there, giving me suggestions, offering advice (he’s learned quite a lot already from Rick) and after 15 minutes, that cold-soaked 65-horse mill caught and came to life. *** Joe worked the throttle just right to keep her idling, waited until I climbed into the rear seat, then hopped out, waved and drove off in the kart to help someone else. *** It’s less common for kids today to have the kind of experience Joe is having. Access to airports starts with an intimidating fence and a coded gate, the sad icons of a frightened age. *** But we can be happy there are kids like Joe Solan, and big kids like Rick Solan, who’s favorite flying is in one of his J3s at the field where he learned to fly in the ’70s. *** They both help keep us all young, and ever mindful to practice gratitude for the gift of flight.

Compress Post ...

On those weekends that I’m hanging out at my newly adopted country airport of Great Barrington, MA (GBR), I always look forward to seeing young Joe Solan. *** Joe’s 12…going on 28, as someone at the airport affectionately quipped. *** Joe is one great kid, the kind I sometimes wish I’d been more like when I was his age. *** When we first greet, whether he’s dutifully dragging a heavy gas pump hose that weighs half what he does, answering the airport office phone or hunting up a charged handheld battery, he’ll flash a friendly smile, say “Hi!”, and stick out his hand like the straight-up little man he is. *** He’s growing up at the airport, mentored in running the business and mentored in life by his dad Rick, a co-owner of the airport with lots of great ideas for growing its prosperity. *** Rick’s also the guy who keeps American Airlines 777 drivers on the straight and narrow as a top-level inspector pilot.

Expand Post ...

Strong Survive, Even Thrive in Another Slow Year

By Dan Johnson || Leave a Comment

All other producers may be specialty or smaller manufacturers but they account for 258 aircraft – or one in seven LSA! – including some rising stars like Arion’s Lightning LS-1. photo courtesy Arion Aircraft

Accompanying this article is our customary chart showing market share of the entire fleet of LSA. I’ve received a few comments over recent months that we should emphasize current-period results. Market share for many products, computers, for example, are given as total market share (“Windows has 90% of the market.”). *** In truth, I have reported current-period results in the article text for the last few updates. We’ve collected all market reports to make reviewing them easier. Here’s a look-back with emphasis on results only for 2010. *** With 83% of the year (10 months) accounted for, Piper‘s legacy brand is convincingly leading the market. At 43 airplanes registered in 2010 (24% of all registrations), the Vero Beach, Florida company is rising rapidly. Note as always that these figures do not match actual sales activity at companies. *** Following Piper, CubCrafters is enjoying a strong year, said Jim Richmond at AOPA as his company added 37 LSA registrations (20% of all ’10 LSA). The company also has a Part 23 line and does service work on Cub-types, so the enterprise is surviving well in this downturn. *** No one should be surprised that Cessna added 29 Skycatchers (16%) to FAA’s registry (the source of all figures for this report). Other reports suggest Cessna should ship about 150 LSA for 2011, which will sharpen an already-close battle for second place. *** Looking at overall fleet share, American Legend, Czech Sport Aircraft (Piper), and CubCrafters are within a few aircraft of one another. Tecnam is within easy catch-up range, and Cessna will likely join this club in 2011. Remos may resurge and the Jabiru/Arion group is also tantalizingly close. All these brands trail perpetual market leader Flight Design by a wide margin. *** Back to 2010… industry stalwarts Flight Design and Tecnam are having OK years at 17 (9%) and 14 (8%) respectively registered in the first 10 months of the year. Next up is newer arrival, the Lightning with 9 (5%) new registrations, followed by American Legend at 6 and Paradise at 5 registered. *** Honorable mentions for registration activity in 2010 go to TL/SportairUSA for adding four new Sirius; Aerotrek with four new A-series LSA; Skykits with four Savannah, FPNA with three A-20 series models; and, 3Xtrim with a pair of Navigator 600s. *** At 182 registrations and projecting to a full year, I estimate 218 new registrations in 2010, down 4% from an also dreadfully slow 2009. After two years of waiting for greater certainty in the economy, several industry veterans believe buyers could unleash some pent-up demand in 2011.

Compress Post ...

Accompanying this article is our customary chart showing market share of the entire fleet of LSA. I’ve received a few comments over recent months that we should emphasize current-period results. Market share for many products, computers, for example, are given as total market share (“Windows has 90% of the market.”). *** In truth, I have reported current-period results in the article text for the last few updates. We’ve collected all market reports to make reviewing them easier. Here’s a look-back with emphasis on results only for 2010. *** With 83% of the year (10 months) accounted for, Piper‘s legacy brand is convincingly leading the market. At 43 airplanes registered in 2010 (24% of all registrations), the Vero Beach, Florida company is rising rapidly. Note as always that these figures do not match actual sales activity at companies. *** Following Piper, CubCrafters is enjoying a strong year, said Jim Richmond at AOPA as his company added 37 LSA registrations (20% of all ’10 LSA).

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LSA Fans Comment on Ethanol in Mogas

By Dan Johnson || Leave a Comment

Photo courtesy Casey Frederick

Many modern LSA run well (perhaps “better”) on automobile fuel and have the least problems when no ethanol is involved.

Pilots who prefer no-ethanol auto gas number in the thousands and add to millions of other “pure gas” enthusiasts.

Kent Misegades writes, “For the past several years my colleagues and I have been waging a campaign to ban the use of ethanol in premium gasoline, thus preserving a safe, affordable, unleaded fuel for sport aviation as well as the millions of Americans who need “E0″ for their boats, snowmobiles, power tools, classic cars & bikes, among others.” Kent continues, “Thanks to vintage BMW owner Sam Hokin, his Pure-Gas.org list helps us find the fuel. We recently posted a petition that will be sent to the EPA administrator, Ms. Lisa Jackson, urging action on the issue. *** “The petition has been getting widespread attention among sport aviators, who have left comments such as these:” • (#2,390) The industry of Light-Sport Aircraft has been severely impacted by ethanol fuel. It dissolves our gas tanks, fuel lines, and gaskets causing in-flight engine failures, aircraft mishaps, and even death. We desperately need a local source of ethanol free gasoline. • (#2,382) I am the pilot of a weight shift airplane and ethanol in the gas can cause deterioration of the gas tank and gas lines on my plane. This in turn can clog carburetors which is potentially very dangerous as you can get engine failure. Gas with ethanol also breaks down faster therefore reducing engine performance, another dangerous hindrance. Please keep pure gas available for those of us that need it. • (#2,349) I fly a Light-Sport Aircraft that runs on automotive gas which needs to be ethanol free. I object to being forced to use gasoline blended with ethanol. I am also not comfortable with using a food source as fuel when the free market dictates that gasoline is cheaper. *** Kent opines, “With the future of 100LL uncertain (other than that its replacement will likely not be cheaper), sport aviators need a reliable, affordable fuel for the future. Premium (91 octane AKI) unleaded, ethanol-free Mogas is that fuel for 70%-80% of all airplanes, and for nearly all of LSA. We urge you to sign the petition and pass word of it on to all who need this fuel.” For more details on the subject of ethanol in engines, see FlyUnleaded.com, E0pc.com, and AutoFuelSTC.com. UPDATE —Information for this article was submitted by Kent Misegades, an engineer, aviation fuels expert, and President of EAA Chapter 1114 in Apex, North Carolina. Kent blogs on ByDanJohnson.com about the zero-ethanol movement. —DJ

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Kent Misegades writes, “For the past several years my colleagues and I have been waging a campaign to ban the use of ethanol in premium gasoline, thus preserving a safe, affordable, unleaded fuel for sport aviation as well as the millions of Americans who need “E0″ for their boats, snowmobiles, power tools, classic cars & bikes, among others.” Kent continues, “Thanks to vintage BMW owner Sam Hokin, his Pure-Gas.org list helps us find the fuel. We recently posted a petition that will be sent to the EPA administrator, Ms. Lisa Jackson, urging action on the issue. *** “The petition has been getting widespread attention among sport aviators, who have left comments such as these:” • (#2,390) The industry of Light-Sport Aircraft has been severely impacted by ethanol fuel. It dissolves our gas tanks, fuel lines, and gaskets causing in-flight engine failures, aircraft mishaps, and even death. We desperately need a local source of ethanol free gasoline.

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Snow Coming? Think Sebring!

By James Lawrence || Leave a Comment

Looking out the window, I see cold gray clouds and possible precip. Of course, it’s late Fall and this is the Northeast, so we call this Situation Normal. *** Which means it’s never too early to imagine warm weather and blue skies…which naturally leads our daydreams to the LSA kick-off aviation event of the year: U.S. Sport Aviation Expo, AKA Sebring: the pre-eminent happening for us sport flyin’ types since it debuted in 2005. *** It’s only 66 days until the show, which runs Jan. 20-23, 2011. Start making those travel plans, flyfolk! *** Sebring’s founder and head honcho, Robert Wood, is already busy wrangling the exhibitor lineup. *** “We actually have a waiting list for inside exhibit spaces and have very few outside spaces remaining for the January show,” he said just a few days ago. *** Many of the top makers are already signed up, including American Legend, Flight Design, Cessna and Piper. *** This year’s theme is A Salute To Military Veterans. *** A temporary FAA control tower will keep everything kosher from 9 to 5 every day (which is a good thing, as air traffic can get mighty busy with all the demo flights.) *** EAA, Avemco Insurance and other aviation notables will run several forums through the four-day event. *** Admission is a reasonable $10/day or $30 for a 4 day event pass. You can also camp “under wing” if you like. Plenty of parking there too, and there are motels conveniently located. *** Okay, okay, maybe it’s a bit early with the holidays just ahead, but I can’t wait! Sebring is the most enjoyable pure-LSA event of the year. Be there or be square, y’all.

Compress Post ...

Looking out the window, I see cold gray clouds and possible precip. Of course, it’s late Fall and this is the Northeast, so we call this Situation Normal. *** Which means it’s never too early to imagine warm weather and blue skies…which naturally leads our daydreams to the LSA kick-off aviation event of the year: U.S. Sport Aviation Expo, AKA Sebring: the pre-eminent happening for us sport flyin’ types since it debuted in 2005. *** It’s only 66 days until the show, which runs Jan. 20-23, 2011. Start making those travel plans, flyfolk! *** Sebring’s founder and head honcho, Robert Wood, is already busy wrangling the exhibitor lineup. *** “We actually have a waiting list for inside exhibit spaces and have very few outside spaces remaining for the January show,” he said just a few days ago. *** Many of the top makers are already signed up, including American Legend, Flight Design, Cessna and Piper.

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Remos Teams with LoPresti

By James Lawrence || Leave a Comment

Folks with a GA background will know the name LoPresti… the late, great Roy LoPresti was a prominent aeronautical engineer who became famous for finding ways to streamline and otherwise enhance existing airframe designs to squeeze more speed out of them. *** LoPresti Aviation (nickname “LoPresti Speed Merchants”), now owned by son Curt LoPresti, just announced that it is the new east coast sales, distribution and service center for Remos Aircraft, to be based at LoPresti’s Sebastian Airport facilities near Palm Beach, Florida. *** It should be a good move for both companies as Remos Sales and Marketing Veep Earle Boyter and LoPresti can make good use of their longtime relationship. The Sebastian Airport is ideally located in the middle of a robust year-round flying community. *** LoPresti engineers will hope to enhance the Remos GX fuel efficiency — the LSA speed limit, of course, has a max of 120 knots — by bringing its speedifying technology to bear with things like redesigned fairings, cowls, aileron gap seals and other “clean-up” technologies that made LoPresti famous. [See update note below.] *** Rj Siegel (yep, that’s his first name), LoPresti’s COO, said “We believe the LSA market is a sleeping giant and we have focused our engineering expertise to support it. We feel privileged that Remos is like-minded and selected LoPresti as their partner in this venture.” *** Remos Aircraft is based in Germany. The flagship Remos GX was heavily promoted but the tough economy played no favorites. Let’s hope the LoPresti partnership brings this top-notch airplane to U.S. airports in greater numbers. Update 11/14/10 — AOPA Online reporter and AOPA Pilot editor Thomas A. Horne offered additional comments on the “speedifying” of the Remos: “We can’t make them go faster because of the 120-knot LSA speed limit,” said Curt LoPresti, president of LoPresti Speed Merchants. “But we can certainly develop wheel pants, cowlings, fairings, and flap gap seals that will let pilots fly their airplanes at higher speeds using less power and fuel.” [Horne’s article continued] “We think that LSAs have a fantastic future,” LoPresti said. “So we jumped into the market with both feet.” —DJ

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Folks with a GA background will know the name LoPresti… the late, great Roy LoPresti was a prominent aeronautical engineer who became famous for finding ways to streamline and otherwise enhance existing airframe designs to squeeze more speed out of them. *** LoPresti Aviation (nickname “LoPresti Speed Merchants”), now owned by son Curt LoPresti, just announced that it is the new east coast sales, distribution and service center for Remos Aircraft, to be based at LoPresti’s Sebastian Airport facilities near Palm Beach, Florida. *** It should be a good move for both companies as Remos Sales and Marketing Veep Earle Boyter and LoPresti can make good use of their longtime relationship. The Sebastian Airport is ideally located in the middle of a robust year-round flying community. *** LoPresti engineers will hope to enhance the Remos GX fuel efficiency — the LSA speed limit, of course, has a max of 120 knots — by bringing its speedifying technology to bear with things like redesigned fairings, cowls, aileron gap seals and other “clean-up” technologies that made LoPresti famous.

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Pete Krotje on Jabiru Engines & Aircraft

By Dan Johnson || Leave a Comment

What do sugar cane harvesting equipment and light aircraft and engines have to do with one another? The former was the original work of Jabiru founders Rod Stiff and Phil Ainsworth. The latter is what occurred after a trip to Europe back in 1988. While they traveled, the other partners voted them out of the company and on their return they got a check for their equity.

So Rod and Phil did what entrepreneurs do. They took their dough and started a new company. This is the story Jabiru USA boss Pete Krotje told to begin his talk about the engines and airplanes the duo created. *** The first Jabiru flew in 1991 under Australia’s then-new “ultralight” rule that allowed a new class of aircraft with no medical (long before FAA found such a solution useful). That first airplane — called a Light Sport Aircraft, again well before FAA used a similar term — used a KFM engine but that powerplant company soon said they were leaving the business. Thus was born one of only two companies I know that makes both airframe and engine. (The other such company is Sonex, which offers the AeroVee kit engine).

The Jabiru engine uses auto industry parts, such as pistons and valves from Toyota. Among other tactics, this held down costs and started Jabiru down a path of delivering 6,000 engines to 45 countries. In addition, some 2,000 Jabiru airplanes are flying worldwide, 600 of them in Australia. Today, 80% of all flight training in Australia is done behind Jabiru engines. In South Africa the J-planes are the market leader. More recently, China took delivery of 20 of these airplanes with 20 more on order and an additional 20 forecast.

The heart of the engine is the crankshaft and unlike other brands, the Jabiru crank starts as a seven-inch round shaft of steel which is fed into a CNC machine. Heads are milled from aluminum. Pete offered additional details of these powerplants but you’ll need to attend one of his forums to get the whole story.

In an interesting twist, Jabiru does not set the TBO for their engines. Instead CASA (the Australian FAA) sets the TBO, which is now 2,000 hours, the same as Rotax and Continental.

Demonstrating his own entrepreneurial strength, Krotje’s Tennessee-based JabiruUSA has become the #7 ranked SLSA producer.

Compress Post ...

What do sugar cane harvesting equipment and light aircraft and engines have to do with one another? The former was the original work of Jabiru founders Rod Stiff and Phil Ainsworth. The latter is what occurred after a trip to Europe back in 1988. While they traveled, the other partners voted them out of the company and on their return they got a check for their equity. So Rod and Phil did what entrepreneurs do. They took their dough and started a new company. This is the story Jabiru USA boss Pete Krotje told to begin his talk about the engines and airplanes the duo created. *** The first Jabiru flew in 1991 under Australia’s then-new “ultralight” rule that allowed a new class of aircraft with no medical (long before FAA found such a solution useful). That first airplane — called a Light Sport Aircraft, again well before FAA used a similar term — used a KFM engine but that powerplant company soon said they were leaving the business.

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Sport Pilot Flight Training Success Story

By Dan Johnson || Leave a Comment

The Sky Arrow from Hansen Air Group has often been used to train Able Flight Scholarship students. Instructor Mitch Hansen flies with Stephany Glassing. photo courtesy Able Flight

Able Flight scholarship student, Heather Schultz, takes the pilot-in-command seat. photo courtesy Able Flight

All of the people in the group shot are now certificated Sport Pilots: (L-R) Jorge Urrea, Jake Jeter, Jessica Scharle, Brad Jones, and Sean O’Donnell. photo courtesy Able Flight

No, this article is not about an established flight school operation. Nor is it about a university training program, or some government flight training facility. I’m simply impressed that Charles Stites and his Able Flight nonprofit organization have brought so many new pilots into the fold. For this alone, he deserves applause. Add that he exclusively helps persons with disabilities and you have something noteworthy. *** Here’s a contrast… At the AOPA Summit to begin this week, a group of leaders will meet to discuss ways to reverse the depressing 70% drop-out rate of flight school students. On the other side of the compass, “Able Flight achieves a very impressive completion rate of at least 72% for recipients of its full scholarships,” revealed Stites, who founded the organization in 2006. Able Flight didn’t set up shop to be a major flight school. Yet hear this: “We’ve awarded a total of 30 scholarships as of September, 2011, and 24 are full scholarships that can lead to a license. Of those 14 are already licensed pilots, three are in training, three are yet to begin, and only four have dropped out.” *** How does Able Flight do it? “It’s not that their training is easier,” explained Charles. “If anything, it’s more physically demanding for a paraplegic or a person who has lost a limb. Our students never get a break meeting the same Sport Pilot Practical Test Standards that all applicants must complete.” To some extent, the Able Flight advantage is matter of personnel management. “Able Flight student pilots know they are being matched with good flight instructors at schools that care about their success.” In addition, Able Flight has assembled a cadre of people students can ask for extra assistance. “In short, each student is backed by people who want them to succeed. Now, is that so hard?” *** Evidently it is hard or we would not have a 70% drop-out rate at conventional flight schools. I’d say the AOPA roundtable attendees have their work cut out for them. They could do worse than to study the success story known as Able Flight. Kudos to Charles, his financial and other backers, but most of the credit stays with instructors who care and highly motivated students, who repeatedly prove that someone with sufficient determination can accomplish almost anything.

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No, this article is not about an established flight school operation. Nor is it about a university training program, or some government flight training facility. I’m simply impressed that Charles Stites and his Able Flight nonprofit organization have brought so many new pilots into the fold. For this alone, he deserves applause. Add that he exclusively helps persons with disabilities and you have something noteworthy. *** Here’s a contrast… At the AOPA Summit to begin this week, a group of leaders will meet to discuss ways to reverse the depressing 70% drop-out rate of flight school students. On the other side of the compass, “Able Flight achieves a very impressive completion rate of at least 72% for recipients of its full scholarships,” revealed Stites, who founded the organization in 2006. Able Flight didn’t set up shop to be a major flight school. Yet hear this: “We’ve awarded a total of 30 scholarships as of September, 2011, and 24 are full scholarships that can lead to a license.

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