ByDanJohnson.com

Cheetah uses lace-up Trilam Dacron coverings.

Cheetah’s dual throttles are mounted on the end of the door-side armrest.

One of the lesser-known S-LSA I caught up with at the Midwest EXPO was the Rainbow Aircraft Cheetah XLS. It’s an ultralight-style LSA — tube and ripstop Trilam fabric envelopes that are pre-sewn, pulled over the airframe components and laced up for tightness — with a rakish look and some rather unique features such as its dual throttles each folding out of the way with the armrest. *** For those of us challenged by aviation budget considerations, the price of $53,000 ready to fly is certainly a draw and makes it nearly the least expensive three-axis, traditional planform SLSA (lower-yet models include the CGS Hawk or the open-cockpit M-Squared Breese). You could choose weight-shift control trikes and powered parachutes for less greenbacks, but the Cheetah is one of the lowest cost fixed wing LSA on the U.S. market. *** The company that imports the Cheetah, Midwest Sport Aviation, was founded by three brothers who grew up going to the nearby Oshkosh airshows with their dad, a commercial-rated pilot. *** The jazzy looking airplane is an import — from South Africa — and has a lot to offer for pilots looking for an entry-level LSA with lots of nice features. *** Although you might be tempted to think of the Cheetah as more of a local flyer, it’s far from incapable of XC flights. Cruise at 65% power is 95 to 105 mph depending on engine choice, which ranges from an 85-hp Jabiru 2200 to two Rotax models (65-hp and 100-hp). *** My flight impression of the Cheetah? Pleasantly surprised. It’s responsive and lighter on the controls than I expected of a laced-envelope airplane. It doesn’t have the same solid “airplaney” control feel as the Rans S6-ELS but I thought it coordinated with less effort than the X-Air LS — and it’s priced somewhat less than either. *** The fuel storage of nearly 25 gallons is a bit of a throwback to the early ultralight days: it’s all carried in one fuselage tank behind the seats. *** Gross weight of 1,245 pounds still allows a 628-pound useful load, or upwards of 477 pounds with a full tank. That’s a payload a lot of heavier SLSA would be happy to own. *** My report on the Cheetah will run in Plane & Pilot soon. So, I put it through some cranking and banking with company co-owner Jon Syvertson and here’s the short tell: it’s a well-built and cleverly outfitted airplane with good performance and nice handling. *** Visibility is very good; the low overhead skylight gives a good look ahead even in medium banked turns. *** It’s comfortable, easy to fly, readily climbs out at up to 1,200 fpm depending on engine size and is easy to ground handle thanks to the steerable nosewheel. It also sports full dual controls and four-point harnesses. *** All told, Cheetah XLS is a feature-packed airplane that gives you a real price option.

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The wonderfully run Midwest LSA Expo is history: Long Live Midwest. The show was well supported by the industry, with many manufacturers and vendors attending to meet the public for the three day event. *** All the industry and media reps I talked to, without fail, were universal in their praise for the enthusiastic, cheerful and unwavering commitment of the Midwest crew who bent over backwards to provide any and every service asked of them.  *** Yet when the previous two days challenging weather (wind on Thursday, 95 degree heat and 25 mph + winds on Friday) finally gave way to a beautiful mid-70s, blue-sky day with light winds on Saturday, expected crowds were weaker than hoped although fly-ins were quite active on Saturday. *** All of the LSA dealers agreed that most of the folks who did turn out were more motivated and focused on LSA — there were few nosewheel kickers in this crowd. But hardworking Chris Collins, the point man in making this wonderful event happen, and the rest of us were disappointed in the turnout. *** The consensus continues to support the belief that the aviation buying public just isn’t ready to lay down the Grover Clevelands just yet, with the economy continuing to give mixed messages on the recovery. *** That said, Chris is undaunted and plans to put this most excellent event on again next year. He told me he’ll recommend to the Mount Vernon Airport board of directors that the event run Friday through Sunday instead of Thurs-Sat as it did this year. *** The airport is a fabulous venue. The restaurant in the terminal served hearty buffet style breakfasts and lunches for $5 and $8. More airshow-common fare such as bratwursts, burgers and corn dogs were for sale on the ramp. The runways are long, in excellent shape, and there’s ample smooth grass areas for taildragger operations. *** iCub dealer Bill Canino, Prez of SportairUSA most agreeably gave me lots of grass time by treating me to landing practice for my upcoming pilot report on the lively bush critter with the Apple iPad on the panel. *** Flying around the green and gold farm plains of southern Illinois is a treat in itself. There are no shortage of emergency landing fields, so you can play around low or high and have a ball trying on the various designs. *** More than 50 LSA were on display. I had the pleasure to fly several of them, including the 3Xtrim Navigator 600, an S-LSA I didn’t know. The unusual name is pronounced “three ex-treem” to denote the lovely, lively 3-axis handling. I’d missed this Polish entry and was interested to learn it’s a sister ship of sorts to the Remos GX, since the same designer created both original airplanes. In handling, the two birds are certainly similar: light, responsive, harmonious, balanced. The Navigator 600 was a real joy to fly. Subjectively I find it less graceful in design than the Remos. But inside it feels roomier, especially in headroom, and it occupies a much lower price bracket ($100K to $125K depending on equipment). Those on a budget should give this all-composite fun flyer a close look — as Dan Johnson noted, “it’s a bit of a sleeper” that offers real value. *** Another flivver I got some time in was the Rainbow Aircraft Cheetah, which at $53,000 is one of the lowest priced SLSA. I’ll have a report coming soon on that one, too. *** Watch for more coverage from the Midwest LSA Expo in the days ahead. While crowds were hardly dense, attendee interest was high and some new LSA introductions made the event well worth the travel time.

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That title is a bit tongue-in-cheek, since the first day of the Midwest LSA Expo here in Mount Vernon, IL was what you’d call winnnnnndy! *** The big storm front grounded our flight of two Evektor SportStar MAXs two hours east of here Wednesday. That was after our long, headwind-bashing flight from Art Tarola’s Allentown, PA AB Flight center that added two extra hours to the journey (glad it was a MAX — super comfortable airplane to fly and spend time in). *** The heat and humidity (95 degrees) at least had 25 knot winds to help keep it bearable all day, but there was no flying to speak of until the last hour of the day when the wind died down. *** I took the opportunity to jump up and shoot a few landings with Bill Canino in his iCub, which was a hoot. Super tight, fun ship which I’ll be writing up for an issue of Plane & Pilot soon. *** Here’s some cogent highlights from the day’s events: • David Kruger reprised his worthy Aircraft Partnership Association crusade with a thorough overview of all the ins and outs of buying an aircraft with other people. I did a column on his exhaustive work last year, and his website, which includes free membership, deserves a look if you’re thinking of buying an LSA but can’t pony up the full cash Monty on your own. • Several other seminars going on too, including edifying talks by industry gurus like Roy Beisswenger, Jim Sweeney and Dan Johnson. • On the flight line, dozens of top notch LSA are here, including the Falcon LS, two Evektors (full IFR package on the one I flew out in), Darin Hart and his Legend Cub, Rob Rollison’s Aerotrek A220 and A240, at least two beautiful Rans S-19 Venterras, Jon Hansen’s stable of lovely airplanes including an FK9 Mk IV and Mike Zidziunias with two Breezers flown up from Plant City, FL. • The photos show Mike with his two pretty blue and white Breezers and Jon with his FK models. Jon also brought an Italian Sky Arrow (more news coming on Sky Arrow… stay tuned), and he’s also talking about the FK-12 Comet aerobatic biplane LSA which he’ll import from Europe to join his Hansen Air Group operation by mid-next year. Jon filled me in on some tantalizing details: • “The Comet will be a ‘Limited Edition’, with larger tailfeathers than the Euro version, a longer nose, and it will handle more like a Decathlon or J3 Cub… yet it’s a fully acrobatic airplane.” • Powerplant will be a new fuel injected Lycoming 233 with electronic ignition or a non-acrobatic-rated Rotax powered version. Jon thinks it’ll price out between $110,000 and $120,000 depending on which engine. *** Both Jon and Mike Z talked about their current LSA training and rental operations. “Rentals are helping us get through the economic crunch big time,” says Mike. “We’re renting the Breezers out for about five hours per week. Jon Hansen cites similar numbers. Whatever it takes, right? *** While storm to the north soak the northern midwest, Saturday’s forecast at Mt. Vernon looks excellent.

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Meet the Boss – Chris Collins leads the organization producing the Midwest LSA Expo.

Check out how it looked last year.

The second annual Midwest LSA Expo is set to launch. The exhibitor count is up from last year’s inaugural event, according to main organizer Chris Collins. Print and web publisher Roy Beisswenger has organized a slate of forums (click for a PDF list), including yours truly. Aviators Hot Line has a special edition and General Aviation News is producing the program, which this year will feature data about all exhibiting aircraft plus offer informative articles. If you can’t wait to see what’s happening or if you’re planning your visit, you can check out this program right here. *** Last year’s first event was praised for the good organization (fairly amazing for a first year when glitches usually appear). Hotels and restaurants weren’t far away and the airport terminal building offers dining, regular airport services, and regular bathrooms, not porta-potties. Indeed, how civilized! *** The Midwest LSA Expo is about a week earlier than last year and being in southern Illinois (a long state), weather should be mild. *** Last year Collins reported 42 airplanes on display plus another 30 exhibitors. Catch more detail on the video appearing on the show’s website. *** People flying in — and plenty did — can catch a shuttle provided by the organizers to nearby hotels and restaurants. Last year, hotels were readily available so even those without reservations should be able to find accommodations. *** I’ll arrive for opening on Thursday September 23rd. The Midwest LSA Expo runs through Saturday the 25th. Come on down and enjoy some Light-Sport Aircraft action!

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Beautiful 80 degree weather held off the looming spectre of fall and winter chills in the Northeast: perfect timing for the 25th Annual Simsbury, CT Fly-In and Car Show. *** Around 10,000 folks wound their way through the low green hills east of Hartford to attend, along with some local notables, including the original Terrafugia Transition flying car prototype (the flight test version with the canard, removed for v.2), Evektor’s SportStar Max, a Cessna SkyCatcher, EA-100 Eagle and dozens of GA airplanes and homebuilts. *** I flew a J3 Cub over the day before, then caught a hop for the show on Sunday with friends from Great Barrington Airport (GBR) in nearby Massahoosetts. *** One of the owners of GBR’s Berkshire Aviation Services, Rick Solan, (that’s his future pilot son Joe in the EA-100 Eagle) put snow skis on the Cub. Check out the cotton-ball “snow” in the ski-plane photo *** Rick’s a veteran American Airlines pilot who learned to fly — in a Cub — at Great Barrington back in the ’70s! He’s offering ski flying training in the Cub this winter. I just got my taildragger transition checkoff from Rick in one of the school’s Cubs so you know I’ll be there, learning to skip in and out of the myriad snowbound farmer’s fields this winter, because I’ve had it with not flying when the snow falls! *** Simsbury is a fun show, with airshow food stalls and vendors hawking everything from aviation-themed clothing to flight sim programs, local church groups, a rock band playing ’60s surf and car culture music of all things (did a good job, too) and even the local Congressman who gave a brief speech to the crowd in the runup to the November elections. *** And I saw more Shelby Cobras there — one of the great production cars ever built — than I’ve ever seen in one place.    *** Art Tarola, head honcho of Allentown, PA’s Abflight Sport Aviation training operation, the Evektor dealer for the Northeast, and an avid car enthusiast, remarked on all the ’60s and ’70s “muscle cars” that showed up on display: all told, I’d guess more than 300 cars showed up, from 1912 antiques to new Ferraris. *** By the way, the Cessna Skycatcher on display was the same one Alan Horowitch of Yuma, AZ won in Sporty’s Pilot Shop 2010 Sweepstakes. *** The new bird already has an interesting life, mere months after it was built (number 5 off the production line). *** As The Sun, a Yuma newspaper, reported, Horowitch didn’t even know he’d been entered in the contest — when you buy anything from Sporty’s, you’re automatically entered. *** He flew up to Cincinnati to take possession but it had an alternator problem so he returned home without the airplane. *** Soon after, he got a call from a New York doctor who offered to buy it. They made the deal and there it was at Simsbury, on display as part of a local flight training operation. Wonder where that rolling stone airplane will be in 20 years. *** Simsbury also boasted several aviation-themed talks by New England notable Lou Mancuso, who’s Mid Island Air Service on nearby Long Island, NY has two flight training operations (and several LSA). *** Doug Stewart, 2004’s CFI of the year and Terrafugia’s Richard Gersh also gave presentations. *** Lou is deeply committed to Sport Pilot training. His topic was Light Sport flying and buying tips. He’s also taking delivery soon on a beautiful amphib SeaMax, which I’m hoping to do a flight report on after trying for 18 months! *** For all you gal pilot wannabes in the region, Mid Island Air is also hosting a Females in Aviation day Oct. 2 for 8th to 10th grade girls interested in a variety of aviation careers. For information, call 631 399-0785. Women interested in presenting at the event can contact: gail@midislandair.com

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A tail-mounted camera shows off both Breezer and Bahamas. photo courtesy Breezer Aircraft USA

Just heard from Mike Zidziunas of Breezer Aircraft USA who gave me a touch of the end-of-summer blues with his chronicle of a trip he just made with two Breezers to those magical isles in the Caribbean. *** “I was probably the most excited person at Airventure this year,” Mike writes, “when I heard the government of the Bahamas would allow sport pilots to fly there from the States using a driver’s license instead of a medical.” *** Mike knows the Sport Pilot turf well: he was one of the first to get the ticket and has been a Sport Pilot CFI since 2005. His flight school is strictly Sport Aviation and he’s flown LSA on hundreds of hours of cross country trips all over the US. *** “And now I can fly to my favorite place on earth!” *** Before the trek, there was of course the paperwork, including securing radio station licenses for the planes, radio telephone operators licenses for the pilots, customs user decals, and registration with eAPIS for customs manifest filing. *** Then both airplanes were rigorously inspected — “We were flying a long way over water.” *** Along with copilot Chris Parker of the Caribbean Weather Service and his pals Roger Sherrod and wife Chady in a second Breezer, the four Bahama-Bound Breezerfolk made the initial 55-nm hop to Bimini, then continued on down to what Mike calls “the prettiest place on earth, the Exumas.” *** Mike reports: “The government of the Bahamas works with gateway FBOs to help pilots navigate the formalities at both ends of the trip. We used Banyan Air at Ft Lauderdale Executive (KFXE) which was very helpful making sure we had our paperwork right and answering last minute questions. We traveled as a flight of two and used flight following. Nassau Approach separated us for traffic separation.” *** Once they touched down at Nassau, the controllers showed a lot of interest in the LSA, “which happened everywhere we went.” *** The final leg to Staniel Cay, Exuma delivered them to three days of snorkling, kayaking, bike riding, and some aerial sightseeing. “We captured amazing pictures and video.” *** The entire trip from Florida took 6 1/2 hours from Mike’s home base, Plant City (KPCM), including fuel stops and customs. *** Fuel burn was less than 25 gallons per Breezer. “I love LSA,” says Mike. “And our trip home featured a nice tailwind and took even less time and fuel.” *** He cites some initial frustration with eAPIS. “But once you’re set up, oh boy, does it speed up clearing back into the US! The US customs and Imigration folks were really nice.” *** Though he’s taken his boat to the Bahamas many times over the years, Mike calls this his favorite trip ever. “The out islands of the Bahamas are some of the most beautiful places, inhabited by the friendliest people in the world, but they’re difficult to reach by commercial transportation.   *** “Now with my LSA and a little pre-planning, they’ve never been so close.” *** There’s an LSA fly-in down there on the 10th of December. “I hope it will be well attended, because flying to the Bahamas is now a Breeze(r)”. *** Thanks for the great report, Mike! *** [WELCOME! With Jim’s report on the Breezer flight to the Bahamas, ByDanJohnson.com is pleased to welcome Breezer Aircraft and Breezer Aircraft USA as our newest Featured Aircraft sponsor. Read all content on this company.]

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Two aircraft are getting lots of buzz lately for their advancement of aviation technology. *** First up is the electrified Cri-Cri, which looks like a toy but is in fact an important joint electric R&D project of EADS Innovation,  Aero Composites Saintonge and the Green Cri-Cri Association. *** The four-engine Cri-Cri originally debuted as a gas-engine powered, homebuilt acrobatic stunt plane many years ago. EADS modified the Hobbit-sized twin to serve as testbed project for developing electrical propulsion systems on helicopters, drones and other aviation platforms for the future. *** The original stunt plane had two piston mills, maxing out around 30 total horsepower. The all-electric Cri-Cri replaces those with four brushless electric motors.   *** The “go-gas” comes from LiPo, or Lithium polymer, batteries, all the rage in RC modeling circles for years for their comparatively high energy density. *** Brushless motors boast 80% or better efficiency, compared to the 20% or less of average internal combustion engines. The technology challenge for electric flight lies in getting the “fuel” — batteries in this case — to deliver even close to what gasoline produces per equivalent weight. Once that Holy Grail is developed, electric transportation will transform all our lives. *** Back to the Cri-Cri, which just posted its maiden flight in France. Current endurance is 20 to 30 minutes — a little putt-putt of an airplane with a 16-foot span can only carry so much in battery weight — but the ultimate goal is to develop hybrid propulsion applications anyway, not find electric-only solutions. Still, there will be positive fallout for all electric flight projects worldwide. *** The other consistent newsmaker is Terrafugia’s Transition LSA. The Massachusetts company is gearing up for low-volume production of the car/bird, to start no sooner than late 2011 in a new 19,000 sq. ft. factory in Woburn. *** The big changes from the original flying prototype, which made a total of 28 short test hops and demonstrated the need for major mods, include: •   single stabilator at the rear rather than the canard, which reportedly did not provide adequate pitch authority •  larger, 3-blade pusher prop between the tail booms • 100hp Rotax 912S engine is now linked to rear wheels rather than the fronts. *** Two prototypes are under construction: one for drive testing, the other for ASTM flight certification. *** The price, which has steadily crept up during the R&D phase, is now projected at $200K to $250K. 

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Lately the subject of flying IFR (Instrument Flight Rules) has occupied my time and more than a few pixels on this website. The debate centered on flight into IMC (Instrument Meteorological Conditions… or situations with no or low visibility, or simplistically, flight into clouds). Although I spend 100% of every day on the subject of Light-Sport Aircraft and other flying machines used for aerial recreation, I can also make mistakes explaining all the ins and outs of the six-year-old regulation abbreviated as SP/LSA. I corrected my last SPLOG post on this subject, but I enlisted Robert Hamilton of Dynon to help further. Robert had politely explained to me that I’d made an error. Rather than tackling this myself, I asked him to contribute.

From Robert… “At Dynon we are often asked if our avionic products are ‘Certified’ for IFR flight. In fact, there is no such thing as ‘IFR Certification’ for amateur-built and LSA aircraft, and so answering the question requires an explanation.

“The relevant regulation is FAR 91.205, which lists equipment that is required for various types and times of flight: VFR, VFR Night, and IFR. Included for IFR flight are such things as two-way communication and navigation equipment, gyroscopic rate-of-turn indicator, sensitive altimeter, artificial horizon, etc. Most modern digital glass panel avionics meet these requirements for the analog gauges they replace. Interestingly, the definition of ‘gyroscopic rate-of-turn’ is based on functionality, and so includes solid-state MEMS (micro-electro-mechanical system) devices which are used in most digital, solid-state AHRS (Attitude Heading Reference Systems). There are many thousands of home-built aircraft legally flying IFR with ‘non-certified’ Dynon digital avionics.

“Does this mean a Light Sport Aircraft with the same digital avionics is IFR legal? The answer to that question must come from the ASTM F37 LSA committee and the aircraft manufacturer. Assuming a LSA is equipped to meet the requirements of FAR 91.205, the avionics equipment is not a restriction. However, the overall aircraft operating limitations are specified by the manufacturer according to the standards written by ASTM committee members and subsequently accepted by FAA.”

Hopefully Robert answered the question, but as I’ve noted earlier, this is not likely the end to the vigorous IFR/IMC discussion.

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The following is taken from FAA’s “Light-Sport Aircraft Manufacturers Assessment” Final Report issued May 17, 2010. It has not been edited or changed in any way other than to format for Web posting.

Light-Sport Aircraft Manufacturer Assessment

—– Final Report —–

Issued May 17, 2010

EXECUTIVE SUMMARY

This report presents the results of the Light-sport Aircraft Manufacturers Assessment (LSAMA), (herein referred to as assessment and team). This executive summary briefly discusses the assessment team’s analysis, conclusions, and recommendations based on data collected during the assessment.

GOAL
The assessment team’s goal was to review current LSA manufacturing industry systems and processes through on-site evaluation, analysis, and reporting. The team was also tasked to recommend enhancements to industry consensus standards for LSA design, manufacturing, continued airworthiness, and maintenance and FAA processes and procedures. The team’s methodology was to collect data from LSA manufacturers, including their extensions and distributors, located in the United States. The team collected data on LSA industry compliance with applicable regulations, standards, and existing processes.

METHODOLOGY
The team developed survey questions and data gathering tools, performed evaluations, analyzed collected data, and developed conclusions and recommendations. The team designed the questions to evaluate the LSA industry’s understanding and application of applicable regulations, standards, processes and procedures. The team developed conclusions and recommendations based on the analysis of the collected data, team observations, and comments and suggestions of individuals the team interviewed during the assessment.
The team evaluated 14 manufacturers, including their extensions and 16 distributors. This sample of 30 LSA facilities established a 93 percent confidence level that the results of this assessment represent the LSA industry as a whole. The assessment surveys began in September 2008 and were completed in March 2009. The assessment survey participants were cooperative and provided unrestricted access to their LSA facilities. They exhibited a willingness and desire to build and promote safe LSA.

CONCLUSIONS
This [Manufacturers Assessment report from May 17, 2010] identifies four areas that need minor to significant improvement. Deficiencies vary from facility to facility, by degree, quantity, and type.

1. Compliance with FAA-accepted consensus standards
The majority of LSA facilities surveyed could not fully demonstrate their ability to comply with certain consensus standards. The assessment indicates that manufacturers are making statements of compliance for aircraft that may not fully meet certain consensus standards. We have concluded that relying solely on the manufacturer’s statements of compliance, for the issuance of airworthiness certificates, should be reconsidered.

2. Implementation of manufacturing systems
Some manufacturers have failed to implement widely accepted internal quality control and production procedures that are necessary to assure minimal compliance to the ASTM consensus standards. Many manufacturers also lacked corrective action systems used to address systemic deficiencies. Further compounding this scenario is the fact that current consensus standards identify only minimum requirements without a systems-based approach which only exacerbates procedural and record keeping weaknesses. We conclude that these lack of controls may result in the production and distribution of such poorly documented aircraft that it may be very difficult to verify conformity.
Distributors have not developed and implemented manufacturing and quality system procedures for many of the tasks they perform. When distributors perform assembly, inspections, and other functions, they seldom use the manufacturers’ procedures, records, or controls. The consensus standards do not require distributors to use process control procedures and as a result, distributors have only partial manufacturing and quality system procedures and associated records. We conclude that the consensus standards need revision to require documented controls and processes for assembly and other production functions that distributors perform prior to airworthiness inspections and flight.

3. Understanding FAA regulatory requirements, policy and guidance, and industry consensus standards
We conclude that industry and FAA designees have inadequate knowledge of FAA regulatory requirements and policies and ASTM/industry consensus standards. The evidentiary factors for this conclusion include: (1) inadequate application of manufacturing process procedures necessary to establish eligibility, (2) misinterpretations of the intent of FAA regulatory requirements, policy and guidance, and industry consensus standards, (3) misinterpretations of overall roles and responsibilities of the various industry entities (manufacturers, their extensions and distributors), (4) non-standardized methods and sequencing of airworthiness certification, and (5) uncertainty of appropriate contacts for needed guidance.

4. Industry’s system for managing, assessing, and maintaining the effectiveness of the consensus standards
The industry does not have a means to communicate with manufacturers on how to comply with the requirements of the consensus standards. We conclude that the process for evaluating compliance with the standards and taking corrective action needs significant improvement. Additionally, the process for maintaining and updating consensus standards needs improvement.

RECOMMENDATIONS
The team developed its recommendations based on data analysis, conclusions, trending indicators, and industry responses to a questionnaire. Specific recommendations are located in section 2.1 through 2.8 of this report, and the following summarizes those recommendations:
Industry:

*** Take immediate steps to fully comply with FAA regulatory and consensus standard requirements.

*** Standardize the continuous airworthiness notification process for all LSA types.

*** Develop training to ensure industry fully understands FAA regulatory and policy requirements, and the methods and means to comply with those requirements.

*** Establish periodic meetings between FAA and industry to work toward full compliance to FAA regulatory and consensus standard requirements.

*** Conduct an initial conformity inspection of all first-time-manufactured LSA models.

*** Continue assessments of manufacturers, extensions, and distributors.

*** Review current accepted consensus standards for adequacy and revise existing standards or create new standards where necessary.

FAA:

*** Update existing policy (Advisory Circulars and Orders) pertaining to airworthiness certification requirements, registration marking, and designee management.

*** Update Designated Airworthiness Representative(s) (DAR) and advisor training.

*** Establish a process to receive safety alerts, directives, and other pertinent information.

*** Continue oversight of the LSA manufacturers to assure compliance with FAA requirements and ASTM consensus standards.

If you wish to download a PDF file version of the full-length “Final Report from FAA,” click here.

An even longer “Industry Participant Supplemental” report was offered only to companies that were assessed. The Supplemental Report reaches no new conclusions but supplies additional detail.

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Friday attendance seemed lighter than last year. Blame Thunderstorm Morning! One downpour sent sheets of water an inch deep flowing across the exhibition tarmac. *** But nothing dampens sky-bound enthusiasts for long — before long, we drowned rats re-emerged and started aviating as the skies slowly cleared and sunlight finally popped out around 4 pm. *** Highlights of my day: *** * Robert Hamilton of Dynon Avionics took me through a quick tour of the new Skyview System avionics platform. Very impressive. *** Their number one seller: the FlightDEK-D180, closely followed by the original EFIS-D10A, which fits into 3 1/8″ hole — ideal for retrofitting a steam-gauge panel for a complete flight system or to backup a big-panel EFIS system. *** Safety feature: The D-10A has a 1-hour battery life. Even if you lose all electrical power in flight, you can have instruments for landing.

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One of Czech Republic’s leading LSA makers, Evektor-Aerotechnic, has upped the ante with its Turbo-powered SportStar MAX, a lovely LSA that I flew with the standard powerplant recently and will have a report in Plane & Pilot coming up soon. *** The new muscle comes courtesy a turbocharged Rotax 914 UL, which takes the MAX way higher than sport pilots can legally fly: all the way up to 28,850 ft.! Can you say pressure suit? Climb rate, already pretty peppy, jumps to 1,320 ft/min, and of course it jumps off the ground a lot quicker too. *** Thinking about mountain flying in the U.S.: you could legally fly this wee beastie at 16,000 feet over the Rockies. Now there’s a thought. *** The first Turbo MAX went to a Canadian customer. I’ll hope to get an update hop at the Midwest Expo in 3 weeks. *** In a side note for our pilot friends of the Euro persuasion, the MAX just earned its EASA (European Aviation Safety Agency) Permit to Fly, which gives Europilots the right to fly the MAX with a PPL licence, at 600 kg MTOW and with non-commercial pilot training.

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(L-R): Dynon EFIS-D100, AP74 Autopilot control module and a typical servo used to link into flight control system. images courtesy Dynon Avionics

Powerhouse digital instrument maker Dynon Avionics just came out with software version 5.4 for its EFIS-D10A, EFIS-D100 and FlightDEK-D180 units which are in widespread use in LSA and homebuilt aircraft. The upgrade addresses refined pitch control, including some new user-adjustable parameters that optimize autopilot performance for each individual aircraft. *** The idea, explained Dynon, is to improve passenger comfort by custom-tuning the response to turbulence. Support is expanded to a wider range of airframes, too. *** Ian Jordan, Chief Systems Engineer for Dynon, had this to say about the upgrade: “The autopilot now flies just as an experienced pilot would, with crisp, appropriate inputs that really seem to understand the airplane.”

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In the last month, I’ve received many calls and emails from more than a dozen flight schools. Here, I will try to reduce the confusion — and some alarm — regarding IFR (flying by instrument reference) and LSA.

ASTM’s F37 committee is comprised of people with technical knowledge and they have done the nearly-impossible: start with a blank sheet of paper and create aircraft certification standards for the LSA sector… in just five years, and on the leanest of budgets. These volunteers from many countries created a series of standards, one of which is the Design and Performance Standard. Following a positive vote by committee members, all have been accepted by FAA.

For more than three years another subcommittee has tried to create an IFR standard that has yet to find agreement. Until consensus may be found and to provide an interim defensive position for the committee and for manufacturers, F37 added a point to the revised but yet-to-be-accepted-by-FAA D&P Standard. The ASTM committee revised the standard to prohibit use of a SLSA for flight into IMC, that is, into clouds or no-visibility situations. This does not prevent flight in the IFR system — filing and flying IFR into controlled airspace by qualified pilots with a current medical. And, importantly, it does not affect any LSA approved under earlier standards, that is, any LSA currently in flight school operation assuming that LSA is properly equipped with the correct instrumentation, lighting, and powerplant. Flight at night is not affected by this decision and remains acceptable in a suitably equipped LSA for a qualified pilot with medical.

In the future (after FAA accepts the newest D&P Standard version) a LSA builder will be able to equip a LSA with instruments specified in FAA regulations permitting qualified pilots to file and fly IFR but only into VMC (Visual Meteorological Conditions).

An interesting contrast: Numerous FAA personnel with whom I’ve recently spoken support the use of LSA for IFR training including into IMC (though not all FAAers nor ASTMers agree!). FAA regulations governing LSA do not prevent IMC ops.

This is a complex topic that will continue to stimulate debate. The important fact to remember: No presently registered SLSA, nor any issued an airworthiness certificate before the new ASTM standard gains FAA acceptance, are prohibited from IMC flight if properly equipped and flown by a qualified pilot.

Additional info on the revised standard: IFR training in visual meteorological conditions (VMC) may be conducted by qualified pilots in a SLSA that meets the equipment requirements of part 91, sections 91.109, 91.205, and — for an airplane operated in controlled airspace under the IFR system — 91.411 and 91.413. However, if the aircraft is not approved for IFR operations under a type certificate, operations in instrument meteorological conditions (IMC) are prohibited by the proposed ASTM standard.

[UPDATE 9/1/10: A point of clarification is needed for this story — thanks to the sharp eye of Jeff van West, editor of IFR Magazine. *** I stand by all the preceding info as correct but I did not state that the manufacturer has ultimate authority over how their airplanes (or engines) may be used. Before or after the ASTM committee prohibition of flight into IMC, if a manufacturer said it does not want its airplanes flown IFR, that’s the end of it… no IFR for that brand. *** As with the ASTM committee, however, any manufacturer can change its mind, amend the Pilot Operating Handbooks (and other related documents), and begin offering IFR aircraft. In the same way, the committee may reverse itself on the IMC prohibition once the IFR standard is approved by committee and accepted by FAA.]

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