Search Results for : MG 21

At the recently concluded Midwest LSA Expo in Mt. Vernon, Illinois, SportairUSA boss Bill Canino and American Legend rep’ Dave Graham confirmed the continuation of a successful series called the LSA Tour. This traveling show-after-the-show concept set in motion a plan to follow airshows with a tour of several LSA manufacturers or importers. The idea is that many interested aviators cannot make the airshows for various reasons. So, as exhibitors head home they schedule a series of stops that may bring the show to your home field. *** The start of the LSA Tour followed the Sebring show in January 2011 with a series of stops in Florida. Then after the Sun ‘n Fun show, a group of vendors went to Georgia and North Carolina. Another series happened in Colorado. Now they’ll be invading Texas, specifically the Dallas-Fort Worth metroplex, an expansive aviation concentration of 50 airports within the 30 nm traffic area surrounding DFW, according to Graham.

The FAA just published a petition for rulemaking from EAA, AOPA, NAFI, and GAMA that calls for sport pilot instruction hours to count toward Private Pilot and higher ratings. *** The petition calls for a change in the current regs that disqualify flight training hours for counting toward higher ratings, if those hours were taught by a CFI-S, which is a flight instructor who only has the Sport Pilot rating. *** The petition addresses FAR Part 61 and seeks to simplify and harmonize all flight training areas, and beyond that, actually makes sense when you think about it. After all, why should sport pilots have to repeat their initial flight training because they learned the basics in an LSA from an LSA-only-rated instructor? *** FAA personnel upon reflection (and prodding from the above named orgs) seems to have realized the unintentional discrimination against Sport Pilot CFIs, and by extension, Sport Pilot students, among other considerations, was making a statement about Sport Pilot training (or CFI-Ss) being somehow inferior to traditional CFIs and their training methods, which is probably pretty silly when you think about it.

Stephan Boutenko has a big vision…and he’s taking it to E-street. *** Anyone familiar with Bend, Oregon’s Lance Niebauer, the successful Los Angeles graphic artist who decided to design an airplane and spawned the highly successful Lancair series of homebuilts, which evolved into the production Cessna Columbia composite four-seater, should check out another Oregonian with a big dream: Stephan Boutenko. *** He’s boldly going directly to the internet for public contributions to fund his electric S-LSA. The company name is Alternair, and the airplane is simply called the Amp — perhaps an unintentional play on the word imp, because it is a cute little thing…but with big dreams in its electric heart. *** A professional pilot and Embry Riddle grad with an Professional Aeronautical design degree, Boutenko hopes to progress the current electric-powered aircraft technology beyond demonstration-style or exotic motorglider models. *** The Amp, still in the design stages, will perform comparably to the current crop of gasoline-powered LSA…at as little as 80% lower direct operating costs.

Earlier I wrote about several changes of leadership at LSA producers. Here’s a similar story, one I find quite amazing for its breadth. Consider this… The following organizations — some of the biggest and most influential in aviation — have seen longtime leaders depart: EAA, Sun ‘n Fun, Sebring Expo, and a couple years ago, AOPA. We’re used to frequent leadership changes at FAA, where people seem to move between jobs like a game of musical chairs, but the preceding private organizations had consistent leaders for a decade or more. *** Most recently, Tom Poberezny retired as Chairman of EAA. His departure was abrupt, with a hastily arranged press conference on day two of AirVenture followed by no Tom for the rest of the show he has managed for decades. The decision was speculated to be contentious but regardless of back office maneuvering, it seems a missed opportunity to publicly acknowledge more than a half century of guidance by the founding Poberezny family.

A year ago I did a blog piece here as well as a piece in the magazine about the resurrected “Lazarus Machine”, Renegade Light Sport’s super sexy low wing, about-to-be Lycoming IO-233-LSA-powered, all composite S-LSA. *** I found Renegade’s prime mover Christopher “Doc” Bailey at the flashy Lycoming display and before I could say “Lightning round!” he was regaling me, as only Doc can do, with the leaps and bounds the company has made in the last year. *** I’m going to serve up the rapid-fire infostream in his own words, but before I do, here’s the short tell: the Falcon is done with testing, is in production, comes in two configurations, tricycle and taildragger, sells for $125,000 with a bunch of nice features (including 10″ Dynon SkyView, full Garmin stack and dual electronic ignition) and if your mouth isn’t watering yet, I’m stepping to the side and take it away Doc!

Today was not a typical Oshkosh day, and certainly nothing like yesterday, which was downright idyllic with its sunny skies, refreshing mid-70s temps and puffy clouds to complete the chromatic joys of a perfect green summer day in Great Lakes country. *** In short, it rained until late afternoon, but by sundown the skies mostly cleared with the promise of hotter, more humid days ahead. Today was the perfect kind of day to walk around, dodge the liquid sunshine, meet and greet old friends and make new ones, and see what’s shaking in the main display hangars and booths strewn all over Airventure. *** I’d wanted to check out the Gleim X-Plane VFR Flight Simulator I’ve heard so much about. I had the benefit of a stirring presentation by Aaron Wiseman, who energetically took me through all the main features of the system which has caught on at a number of flight schools already.

Winged buddy Dan Johnson and his colleague Jan Fridrich, head of LAMA Europe, just posted Jan’s exhaustive parsing of the LSA registration data and came up with some shockers. ***  Dan calls it the LSA Market Share Report. The first thing he notes is apparent stability in the marketplace: overall registration numbers for the first half of 2011 are about the same as last year, he says, so at least the industry didn’t fall off from that tough year. The pace is on track to better 2009’s 177 total registrations and 2010’s 202. *** In 2010, 48 came from Cessna, which, when subtracted from the total, gives you 154 for the whole year for the rest of the fleet. *** So, looking again at 2011’s first half of 126, subtracting Cessna’s numbers from the total of 126 yields just 72. *** Double that (144) and we could end up with even fewer registrations than 2010, (not counting Cessna) although at just 10 less it’s not an earthshaking falloff unless you want to be a worrywart and consider 2009, which had 177 total…and none from Cessna.

A crack team of aeronautical whizbrains in the Institute of Aircraft Design at the University of Stuttgart, Germany has just passed its second important milestone in less than two months: its electric aircraft eGenius just flew more than two hours at more than 100 mph. *** Not by coincidence, that’s exactly the kind of performance that will be required to take $1.3 million top prize in the recently postponed (until September 25) CAFE Green Flight Challenge.  *** The GFC will award the prize money to the aircraft that can fly 200 miles at greater than 100 mph on the equivalent of one gallon of gas per occupant. The per occupant proviso is significant…and EGenius carries two people, so it can use enough batteries to store two gallons worth of energy.  *** That’s a lot of batteries given the current relative inefficiency of energy storage of batts vs.