Perhaps a long time coming Austria-based Rotax recently certified the 65-horsepower R-582 two-stroke engine under ASTM standards. Now, some American designs may proceed with pursuing their Special Light-Sport Aircraft approval. One that pops into my mind immediately is Quicksilver‘s already-certified GT500 (under Primary Catetory from the mid-1990s) but many more could be close behind…for example, powered parachutes and other popular American ultralights. While most SLSA are hitting the gross weight limit of 1,320 pounds, LSA aren’t required to be that heavy so the 65-horse engine could be a most appropriate powerplant. One interesting note is that if A&Ps currently resist working on the 912 series what will they think of two-stroke engines? A swing factor could be Cessna, should the big company choose the lightweight 9-series Rotax over a Lycoming (part of Cessna’s corporate family). If Cessna goes Rotax, then the door may open to mechanic acceptance.
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An LSA Standards Progress Report
An LSA Standards Progress Report
Before the U.S. Sport Aviation Expo launched its inaugural event on October 28, 2004, members of the ASTM F37 committee writing the industry consensus standards for Light-Sport Aircraft held their fall meeting at a hotel owned by the Sebring International Raceway.
Approximately 60 industry representatives and FAA officials met over a two-and-a-half day schedule to finish work on standards for design and performance, quality assurance, production and continuing airworthiness. Under the catchall title of the Cross Cutting Committee, attendees also worked on standards for engines, props, emergency parachutes, airparks and noise.
Specifications are finished for airplanes, powered parachutes, weight-shift (trikes), lighter than air and several of the cross cutting groups. Standards are well underway for gyroplanes and gliders. All ASTM standards are living documents that must be reviewed every two years and can be changed as needed to improve their functionality. They stand in lieu of FAA certification standards, though numerous FAA personnel have been an integral to their development.
Sebring 2004: First Impressions
The U.S. Sport Aviation Expo in October 2004 was the first event to focus exclusively on Light-Sport Aircraft.
ou never get a second chance to make a first impression. With that in mind, you might ask how visitors regarded the first U.S. Sport Aviation Expo, held in Sebring, Florida, from October 28-31, 2004. The Expo was the first of its kind aiming at the new Sport Pilot/Light-Sport Aircraft (LSA) segment, and it was a focused event, featuring only LSAs and ultralights. Is that two strikes against it or two good reasons for it to succeed?
From what I could see, those who attended the Sebring event were satisfied. Set aside for the moment reports elsewhere that the show was sparsely attended. It was the first of its kind. And as word of mouth is accepted to be the best marketing tool for shows, the attendance figures should present no surprise. The vendors were satisfied, and visitors also seemed to feel good about the selection of aircraft, the availability and ease of demo flights and the wide array of educational forums.
Part 103 Ultralights Shine
even in a Light-Sport Aircraft World.
Despite the intense focus on the FAA’s new Sport Pilot/Light-Sport Aircraft rule, EAA’s big summertime airshow brought the introduction of at least four intriguing, legitimate ultralights—aircraft that truly meet the 254-pound rule. Many observers believed LSA would sound the death knell for Part 103. I guess not!
Not only were new ultralights common, their diversity was broad. You could see a fixed-wing, a weight-shift trike, a powered parachute and a helicopter. As if seeking to prove the new rule won’t eliminate Part 103, these machines were proudly displayed by vendors who also supply larger, heavier models.
Skymaster Light Trike
One bright spot at EAA AirVenture was—literally—the glowing yellow Skymaster Light Trike. Excellent detailing kept viewers looking carefully.
Mike Lane is the man behind the project at Skymaster. He’s a hang-glider pilot looking for an easy way to launch in the flatlands of Wisconsin. His ultralight vehicle benefits from the supply bins at Skymaster powered parachutes, helping this prototype look production ready.
Hand Control PPC
One innovative designer offers an alternative to foot-controlled powered parachute flight.
For those of you that don’t know, most powered parachutes are steered around the sky using your legs. Pushing with your right leg exerts downward force on a steering line routed to the right trailing edge of the canopy/wing, producing drag on that side and initiating a turn in that direction.
The motion isn’t hard-though some designers have added mechanical advantage to make it easier-and the turn is more responsive that you might imagine. But what if you don’t have good use of your legs? How might you fly a powered parachute?
Canadian powered parachute manufacturer Para-Ski offers a handlebar arrangement, and other companies have experimented with similar ideas. But nearly every other supplier of these flying machines uses a foot-steering arrangement of one kind or another. James Leon of Kankakee, Illinois, has another alternative.
Call It Power Steering
While Para-Ski has its handlebars, a measure of physical effort is still involved.
Sebring II Is Proving a Big Success
The second running of Sebring is a success by any measure. Days one and two enjoyed warm weather with good conditions for a large number of demo fllights. One fascinating development was the arrival of some top Cessna officials who evidently came to check out the LSA scene although their presence was relatively low key (however, it’s hard to hide a bizjet on the ramp among a flock of LSA). No one was saying what might transpire. Sport Aircraft of all varieties were present including most fixed wings and several trikes and powered parachutes. Sebring visitors also saw the arrival of the first flying version of the Advanced Aero Inverted V design. According to lead engineer Chris Gagliano, “Our single seat prototype has already completed six hours of flight time after its first flight on December 30, 2005.” Chris, his father, and their team are at work on the two seater and their work has progressed logically through computer models and physical models.
Trike (Weight-Shift) ASTM Standard Ready
After a detailed review, ASTM’s Weight-Shift Control Sub Committee got their Design and Performance Standard through final ballot. This was reported at the mid-May ’05 ASTM Committee meeting for Light-Sport Aircraft. Once FAA issues their Notice of Availability trikes can be manufactured and sold as S-LSAs, joining fixed wing airplanes and powered parachutes. AirBorne trikes (photo) have Australian certification plus now that country plans to adopt the entire U.S. Sport Pilot/Light-Sport Aircraft regulation. To keep up with the growing list of aircraft that have received their certificates, one good source is EAA’s Sport Pilot website.
Blue Heron Marathon
Built lighter to fly better
It may be hard to believe that a company established in 1995 can be considered an old-timer in an industry, yet that’s precisely the case with Heldeberg Designs LLC and its line of Blue Heron powered parachutes (PPCs).
Nick and Marie Viscio founded Heldeberg Designs a decade ago and believe they are the second oldest, continuously operating powered parachute company in America. Only Six Chuter has a longer history under the same management and ownership.
Nick and Marie run the enterprise with help from son Nicholas D., who has a degree in mechanical and aeronautical engineering, and three part-time employees assisting with fabrication and welding. “Nick is very hands-on in operating the company,” said Mark Bayer, Heldeberg’s New York dealer with whom I flew at Sun’n Fun 2004. He added, “They’re not trying to be the biggest manufacturer, just the best.”
Why did the company choose the Blue Heron name for its machines?
Powrachte Eclectic Star
Kansas-based Powrachute has become one of the country’s largest powered producers because they keep innovating. Their latest creation is a full enclosure for their Eclectic Star model. Before that they wowed visitors to EAA AirVenture Oshkosh when they showed a powered parachute propelled by a T-58 jet engine. Talk about a crowd pleaser; no one missed hearing it. In fact, company president Eddie Johnson (no relations to yours truly) said it flies just like any powered parachute, “only louder.” No exaggeration in that comment.
Four-Stroke Engines for Ultralights
Ultralights have long been defined by their two-stroke engines. Rotax and other brands refined the two-stroke for aircraft use, and today’s two-stroke powerplants deserve their popularity. In the important power-to-weight ratio, two-strokes are hard to beat. Their cost is low, their overhauls cheap; these humble powerplants have lifted many a pilot into the air for many hours.
But despite the improvements, despite plentiful businesses to help you maintain your two-stroke engine, and despite a good performance record, two-strokes are still seen as inferior to four-strokes by many aviators.
Add to these impressions the regulatory changes many see as inevitable. The blue-smoking two-stroke (even when optimized) presents environmental problems for snowmobiles, watercraft and gas-powered lawn tools. Two-stroke days are numbered—not because of efficiencies, but because of ecological concerns and political decisions.
Hail the Four-Stroke
General aviation people say, “Well, of course four stroke is better.” But that’s the only kind of engine most of them know, and their aircraft weigh enough to accommodate heavier powerplants.
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