Search Results for : MG 21

* REVISED June 21: Missing text at end replaced. * *** Some big news developing recently regarding the European Aviation Safety Agency’s (EASA) certification of the first three light sport aircraft in its new category designed to legitimize ASTM-certified LSA. *** The new category is called EASA CS-LSA. We’ve talked about it before, see below, but this is a significant step forward and here are some of the highlights. *** The three planes are names we’re all familiar with: the Flight Design CTLS-ELA, Czech Sport Aircraft PS-28 Cruiser (which is known here as the Sportruiser and was, for a year, the Piper Sport), and Evektor’s SportStar RTC (stands for Restricted Type Certificate). The Cruiser was the first to be awarded the cert, with the CTLS-ELA coming right after. Both were heralded at the recent Aero convention in Europe, while the SportStar was announced a few days ago.

This is pretty cool, I have to say: a flying…what, waterbike? Winged pontoon? Powered box kite? Here’s the home page for *** Flynano: and doesn’t this supremely giddy pilot in the illustration remind you of U2′s Bono? Hmmm…backer? Person of Interest? Is Lindsay Lohan going to buy one? Stay tuned… *** A year ago, I wrote about these enterprising and clever folks behind the Flynano project. They made a (cue: drum roll) big splash at Europe’s 2011 Aero show when they introduced the mockup. Frankly, I confess to a tad of private skepticism: it looked like a long shot to ever fly, let alone actually come to market. That’s why I try to curb my public expressions of criticism: it’s so easy to be proven wrong. *** I was concerned that although the boxwing concept — a joined upper/lower wing, tailless design — has been proven, (and even marketed in Europe as the Sunny Boxwing, see video at bottom), the Flynano could easily have been just another blue-sky, briefly-ballyhooed project, like so many that have come down the pike (do the name Moeller Aircar ring a familiar note?) *** Yet how cool indeed ‘twould be if this easy-fly skimmer-bug of a recreational aircraft that only operates from the water could actually fly?

Although we Sport Pilots only have to self-certify (and have a driver’s license) to legally fly Light Sport Aircraft, *** the success of the self-certification “medical” has no doubt factored into AOPA and EAA’s joint proposal to FAA to expand the concept to include Private Pilots. *** To add your comments to the FAA page about such a medical exemption, go here…the end of the comment period is near, so if you have a take on this topic, let it fly.

I’ve been a (budget) international jet setter the last couple months so figured it was time to update through an e-chat with *** Chris “Doc” Bailey, who’s heading up a hydra-like push at Renegade Light Sport to get the Lycoming IO-233-LSA engine in as many birds as possible. *** I’ve talked before about the many-pronged attack Doc and crew have been making to test and distribute the new 233 powerplant. A lot of folks who have always flown “conventional” aircraft engines and haven’t been won over by Rotax’s 2000 TBO and excellent safety record have been following Doc’s development work closely. *** As you can see, the Renegade Falcon, which also mounts the Lyc 233, is a real dazzler of an SLSA. It’s in production, a few have been delivered with more on the books, and recently Doc’s been outfitting the FK12 Comet biplane with the AE (aerobatic) version of the 233 powerplant (see my story on the nifty bipe with Rotax power in this issue of Plane & Pilot) .

Ben Sclair, who publishes General Aviation News, wrote a nicely thought out piece on the nuances of the high cost of flying, with a focus on LSA in particular. He laments the black/white thinking that permeates such discussions and makes a decent case for that time-worn truism, if you really want to do something, you’ll quit grousing and find a way to do it. *** Ben makes some worthy points, give it a look here.

Flight schools —- like many private buyers — are hyperfocused on, “What does an aircraft cost to operate?” Busy flight schools operating at high volume simply must track how all the pennies add up. In this article we asked US Aviation’s Scott Severen for info (based on an earlier post). Why US Aviation? While much of aviation has been down in the dumps, this Texas operation has been growing rapidly. Everybody is else down. They’re up. How to explain? Could it be the company’s willingness to embrace change?
*** “Many factors drive the operational experience and maintenance costs in flight school,” wrote Scott. “If a facility is set up for a particular type of aircraft, with flight instructors knowing the aircraft intimately, with experienced mechanics well trained in the upkeep of that aircraft, and a parts department with well-established suppliers, then you can create a business model to work very efficiently.

The company I’ve been writing a lot about lately keeps finding more things for me to talk about. When I was in Slovenia last month, Pipistrel‘s movers and shakers told me on the QT to be ready for a major announcement soon. *** And here it is: just officially announced this morning, introducing the Alpha Trainer, a purpose-built version of the company’s winning Virus SW (Short Wing) cruiser. Designed for the flight school market, it carries an introductory price that should raise a few eyebrows: $83,000 just about everything, including delivery, shipping to the US, FAA fees etc. *** Yep, I’d call that news. *** Rand Vollmer of SALSA Aviation, a U.S. Pipistrel dealer, tipped me off this morning about the official release. Pipistrel makes elegant, fun-flying, functional aircraft and the Alpha (200 were recently ordered by the Indian government) should prove to be no exception.