I once followed judging at shows like AirVenture and Sun ‘n Fun. In fact, an aircraft I helped inspire — a modernized primary glider called the SuperFloater — won Outstanding New Design at Sun ‘n Fun 1995. Judges closely examined homebuilts, kit or restored vintage airplanes, and warbirds. If they included factory built aircraft, I was not aware of it. *** So, this year I admitted surprise after learning factory-built Light-Sport Aircraft won awards. *** To honor the hundreds or thousands of hours people put into their winners, I want to highlight some LSA and ultralights that judges liked. The Grand Champion LSA was Wayne Spring’s 2010 Predator powered parachute; Reserve Grand Champ was James Jonannes’ 2009 Arion Lightning LS-1; Grand Champion Ultralight was James Wiebe’s 2010 Belite Superlite; and, Reserve Grand Champ was Danny Dezauche’s 2010 CGS Hawk Ultra.
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SLSA Service After the Sale
Most folks have probably never heard of ASTM International document F2295, Continued
Operational Safety Monitoring of a Light-Sport Aircraft. But Tom Peghiny, president of
Flight Designs USA, is intimately familiar with it. As the former chairman of the ASTM
Airplane Committee, Tom was a driving force behind requiring SLSA manufacturers to
face up to service after the sale and airworthiness monitoring. According to Tom, “The
SLSA industry will not survive unless we take our after-sale commitments seriously.
SLSA Service After the Sale Flight Design USA has a dedicated safety and compliance manager plus a number of
procedures in place to make sure customers get the service they need.”
Flight Design USA initiates its after-sale quality control by starting in the
beginning. Any individual involved in the assembly of CT airplanes imported into
the United States must undergo assembly compliance training through Lockwood
Aviation’s Aero Technical Institute. Thus customers are assured that their CTSW or CTLS
meets all original manufacturer quality standards.
Lockwood to Help Educate A&Ps on Rotax Powerplants
A&P acceptance (or lack thereof) is a leading reason for Cessna’s decision to use the Continental O-200D in Skycatcher. Surveys through their Cessna Pilot Centers showed that a majority of FAA-licensed mechanics preferred an engine they already know. Most lack knowledge of the Rotax 9-series that powers the majority of the LSA fleet. And when an expert knows little about a new product, human nature compels him to resist. *** Trying to educate A&Ps on the best-selling LSA engine is one task of Rotax service center operator, Phil Lockwood. This winter, he’ll be giving hourlong presentations for A&Ps (and owners), trying to encourage to A&Ps to take a pair of two-day courses to bring them up to speed with the Austrian engines. *** Of 62 presently approved SLSA models, only 8 (13%) use another engine (Continental or Jabiru). Starting in 1973 with the ultralight market, Rotax has produced more than 125,000 aircraft engines.
Fascinated with the Rotax 912? Learn More at Home.
At airshows or other gatherings, I’m always amazed at how many pilots attend talks on engines like the Rotax 912. For those who thirst for more, here’s the newest DVD from ASA‘s Freedom to Fly video series on the operation and maintenance of a Rotax 912. ASA’s program covers a wide range from checking the oil to reviews of the electrical system or carburetor synchronization to cold weather techniques. Learning the right methods can prolong engine life and reduce maintenance costs. The video production features a talented group composed of ASA’s Sport Pilot expert Paul Hamilton with Phil Lockwood of Lockwood Aviation and Dean Vogel from the Aero Technical Institute. “This DVD is particularly useful to maintenance professionals, pilots, and flight instructors operating Rotax-powered Light-Sport Aircraft,” said Hamilton. He reports the program is the only one of its kind. The DVD, $49.95, runs 68 minutes and includes 17 minutes of bonus features plus a booklet with quick reference checklists.
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