Part 103 ultralight trikes aim at soaring pilots.
Many visitors to Oshkosh AirVenture 2003 expected the FAA to announce its new sport pilot/light-sport aircraft rule. New Administrator Marion Blakey reported signing off on the rule on July 30, but with two other agencies in line to review it, we aren’t likely to see the final version until 2004.
Visitors may not have expected to see more than a few Part 103 ultralight aircraft at AirVenture (some thought they would disappear as LSA approaches). But there were many. Next month I’ll write about two Part 103 rotary-wing aircraft, but this time, the subject is nanotrikes.
Nanotrike is a term to describe extremely light wheeled structures combining powered paraglider engines and contemporary hang glider wings. The idea is to create a low-cost, self-launching ultralight motorglider.
Trike Pod
Minnesota-based Seagull Aerosports debuted its Escape Pod at Oshkosh. Pushed by a single-cylinder Cors-Air engine generating 25 hp, the Escape Pod weighs only 75 pounds.
Search Results for : powered parachute
Not finding exactly what you expected? Try our advanced search option.
Select a manufacturer to go straight to all our content about that manufacturer.
Select an aircraft model to go straight to all our content about that model.
Timeline.
September 2004-Rule effective
Current pilots can begin exercising privileges of sport pilot certificate.
Non-current pilots can begin exercising privileges of sport pilot certificate after obtaining flight review and currency requirements for the category of aircraft they will fly as sport pilots.
Ultralights pilots must be registered with an exemptionholding organization (EAA, ASC, USUA) to receive full credit for ultralight knowledge and training. October 1 2004
Ultralight owners can apply for an N-number for previously unregistered/uncertificated vehicles. Application form will be available online at http://afs600.faa.gov. Sometime during October 2004
Practical test standards (PTS) for flight testing and knowledge (written) tests will be available (for study).
Guidelines for repairman training will be available.
Designated pilot examiner (DPE) and designated airworthiness representative (DAR) applications will be accepted.
November/December 2004
First FAA DAR training courses will be conducted.
January 2005
FAA ready to issue:
Sport pilot certificates.
Sport pilot certified flight instructor (CFI) certificate
Private pilot weight-shift and powered parachute ratings.
Transitioning?
A primer for ultralight pilots transitioning themselves and their machines
Ultralight pilots flying legal Part 103 single-place ultralights are not affected by the sport pilot/light-sport aircraft rule. The rules of FAR Part 103 remain the same. Current and future ultralight pilots are free to enjoy those freedoms. If they choose to become sport pilots at a later date, any training logged as a registered ultralight pilot can be counted toward the training requirements for a sport pilot certificate. The rule pertaining to legal ultralight vehicles also do not change.
The sport pilot and lightsport aircraft (SP/LSA) rule is now officially part of the American aviation culture. Some of us who fly Part 103-legal ultralights will continue to be ultralight pilots. Others who fly two-place or overweight machines must eventually transition themselves to sport pilot status and their machines to light-sport aircraft status to remain legal.
With the rule now final, we’ll address the requirements for those ultralight pilots and instructors wishing to transition themselves and their machines.
Product Lines – May 2004
ST. PAUL, MINN. — Time is growing short! Perhaps by the time you read this, FAA
may have issued their new rule called Sport Pilot/Light-Sport Aircraft
(SP/LSA). Why should you care? Well, perhaps you don’t.
If you fly solo in your hang glider or paraglider and are not towed aloft by a tug
of some kind, you may continue to operate under F.A.R. Part 103 as blissfully as
ever. However, if you’re one of the many who enjoy aerotow launches, you may be impacted
by this rule. The good news is| the trio of Jayne
Depanfilis, Mike Meier, and Bill Bryden have been pursuing actions on the new rule
and have the matter quite well in hand. The issues of two-place flying have been
addressed and face few obstacles. Aerotowing, however, is less certain.
Operations such as Lookout Mountain Flight Park have been fighting local battles
with adversaries who brought FAA into the picture.
Ultralights over Israel
Touring the country by air
Touring Israel by air might, at first thought, seem an unlikely activity. Much of what we hear or read about this country suggests a history of serious conflict sufficient to squelch activities like recreational flying. If network news has given you that impression, I’m pleased to report it is completely wrong.
Recreational aviation — flying for fun — is alive and thriving in Israel. I saw homebuilt projects (Dick VanGrunsven’s RV series is popular), light-sport aircraft, powered parachutes, and weight-shift trikes. All were owned by motivated pilots enjoying their sport planes.
What’s Not on the News
A trip to Israel from the United States starts with a long airline flight. My trip consumed eight hours to Amsterdam, an eight-hour layover at Schiphol airport, and four-plus hours to Israel. I left Minneapolis at 9 p.m. and arrived at 2 a.m. two days later.
The president of EAA Chapter 1346, Abraham Kimchi — he prefers simply “Kim” — met me in the wee hours of the morning.
The Sport Pilot Rule
Increased benefits come with some costs and responsibility
Are you excited by the proposed sport pilot/lightsport aircraft (SP/LSA) rule? Many experts say the long-awaited rule will offer aviation its best growth opportunity since the 1940s. Do you wonder if any new regulation can be that helpful?
Some pilots remain apprehensive about SP/LSA. Naturally, those who will use the regulation to begin or expand their recreational flying welcome it. Some who don’t feel the need for government involvement are less sure.
Like most privileges, the new rule comes with some cost and additional requirements. Pilots of all stripes will grapple with those requirements, but it is important not to lose sight of what makes this a great piece of regulation. On this rare occasion, I find myself anticipating, even welcoming, a new federal rule.
The Costs
The proposed SP/LSA rule will reduce operating costs for many pilots, but ultralight pilots will experience some initial transition costs.
Product Lines – September 1999
ST. PAUL, MINN., — I don’t believe I’ve noted so much buzz about a harness since Wills Wing first introduced the Z1-2-3… series. Maybe the Woody Valley from Europe, but even that popular brand name never created what you’d call a "stir." ••• Regardless of the past, Jay Gianforte’s CG Carbon Harness has people talking (and writing in the case of Internet messages). Jay’s enterprise, called Center of Gravity, first became known nationally in 1984 with the C-G 1000 and 2000 models. He says "We have created the Carbon C-G with carbon graphite molded into a durable aerodynamic shape and glass smooth finish." Gianforte says 30% of the drag on a hang glider can be caused by the pilot, so his sleeker solution may boost your glide angle. Certainly Jim Lee’s futuristic hard-shell harness of year’s back had some of this advantage, but the harness was not widely available. Center of Gravity is clearly hoping to capitalize on that interest only they’ll do like the Dorito chip people… they’ll make more.
Product Lines – November 1992
ST. PAUL, MINN. — Thinking small may be the reason designer Bob Trampenau’s Sensors often find themselves at the top of the stack. Long renown for beautifully shaped gliders which are meticulously built, Trampenau is also well regarded for innovative ideas. Some of these are modest when looked at individually, yet add up to overall polish. He’s been working on an improved kingpost hang system. The goal was to maintain light forces for roll or pitch up, while keeping feedback in the system when you pull in deeply. He also predicted he could do this without complicated mechanisms, seeking to produce 15-20 pounds of bar pressure when at the 55 mph Vne of his 610 model. By assembling the primary loop spreader bar behind the backup strap, Bob found his solution. This way, the backup strap has some tension while the bar is pulled in. Otherwise the very high hang point of the 610 ("one of the highest in hang gliding," says Bob), keeps the pressures light.
A Civilized Kolb Sport 600
My first thought when I exited the Kolb Sport 600 after flying it was, “This is a very civilized aircraft.” Is that typical of what we can expect when light-sport aircraft (LSA) become the law of the land? I sure hope so|though I also hope Part 103 ultralights and kit aircraft continue to enjoy a solid share of the overall market.
With its sleek composite exterior, all-metal wing, custom interior, international (Canadian) design heritage, and cross-country performance, the Sport 600 from New Kolb Aircraft sets a pace others may hope to follow.
My test airplane for this month’s article was the personal property of New Kolb Aircraft owner Bruce Chesnut. That explains the gorgeous interior finished by a professional in Alabama: Leather-covered seats and fittings, tasteful embroidery, and beautifully formed and finished plastic covers graced the aircraft. Bruce’s Sport 600 also had attitude (IFR, or instrument flight rules) instruments, which is rare in the ultralights or kit-built aircraft I typically review.
Light Sport Aircraft Specifications
How do we evaluate light-sport aircraft?
The FAA’s proposed SportPlanes™ /light-sport aircraft (LSA) rule is being discussed in hangars across America. But it is also being discussed at airports all over Europe—more than you may think. The global reach of this initiative is visible by the large number of European suppliers aiming their sights on the huge U.S. market. Many believe they have an aircraft that fits the standard.
In the previous issue of KITPLANES®, you read Brian E. Clark’s summary of how European aircraft manufacturers are responding to LSA. In this issue, you can look at Barnaby Wainfan’s analysis of the aerodynamics of aircraft that meet the standard.
In concert, this column attempts to add information about LSA candidate aircraft that are flying now. I’ve had the pleasure to fly many of the aircraft that may one day call themselves LSAs. In that flying, I’ve learned some lessons about what you might expect and how to evaluate what interests you.
- « Previous Page
- 1
- …
- 19
- 20
- 21
- 22
- 23
- …
- 45
- Next Page »