We’ve been getting requests for market share information and I am happy to provide an update, thanks to my European associate Jan Fridrich who does the hard work of sifting through FAA’s database. I remind you that his efforts are not merely tallying whatever FAA publishes. In fairness, Jan has to evaluate many pieces of information and judge accuracy of the entries.
This isn’t because FAA’s registrars are bumbling fools that cannot enter data accurately. The challenges come from sheer number of brands (90) and models (127) over a mere seven years… unprecedented in aviation history. To that add the variations of Experimental Amateur Built (EAB), Special Light-Sport Aircraft (SLSA), Experimental Light-Sport Aircraft kits (ELSA) and converted two-place ultralights to LSA status.
Then factor in that some standard category or homebuilt aircraft meet the LSA parameters of weight and speed and such so some people consider them “LSA,” when in fact they mean they can be flown by some possessing a Sport Pilot certificate.
LSA News Wrap — Rotax-Icon-Tecnam-More
Another busy week finished a very active August that has seen high readership… for which we sincerely thank you. Following are some brief news stories in the LSA space.
*** ROTAX “EMERGENCY AD?” Aviation media was all over the Rotax “Emergency AD” story, but is that entirely accurate? Aren’t LSA subject to manufacturer-issued SBs or Service Bulletins rather than Airworthiness Directives, which are normally issued by FAA for certified aircraft? Well, “yes,” said Rotax expert Phil Lockwood. He explained that the matter in question — some fuel lines that need to be replaced — was a result of a vendor change bringing some incorrect components. “Rotax issued a Service Bulletin last spring on this subject,” Phil added. The so-called “emergency AD” was triggered by an EASA issuance primarily for certified Rotax engines in Europe. Rotax BRP is a very careful company that is quick to correct problems and this was something of delayed reaction that again appears to show the certified world may not respond as quickly as the LSA sector.
Pipistrel Able to Deliver Customer LSA Again
Two days ago, Aero-News Network was first to break a news story (“Stupid Fed Trix”) about FAA blocking Pipistrel from the ability to get Airworthiness Certificates for aircraft awaiting customer delivery. The problem was not a new model FAA had never seen. It was for models already in the country and flying with typical LSA approval. The problem? FAA didn’t seem sure where those LSA were made and in the arcane world of federal government approval, a LSA cannot be built in a country where FAA does not have an understanding with local aviation authorities called the Bilateral Safety Agreement (BSA). Bored yet?
*** Maybe… but if you were one of the customers who paid for an aircraft that you could not fly, you wouldn’t be bored. You’d be mighty unhappy. You paid for it. The aircraft has no problems except for the BSA issue (which cannot make an existing aircraft any safer).
LSA & Lightplane Highlights at Oshkosh 2012
In the near future, we’ll present fuller stories of some of the following short bits from Oshkosh 2012. With UltralightMews, we shot videos on most of the following, too, so watch for those as we can post them. Enjoy!
CESSNA & PRIMARY CATEGORY Early on in the week, Cessna announced they would transition their LSA Skycatcher to Primary Aircraft status. That requires a Type Certificate and FAA production approval but the Wichita giant can do this handily even if will add some cost. More on in a later article. However, here’s a way Cessna can recapture some 80 orders from Europeans cancelled earlier this year. On a more fun note, it was a pleasure to meet all nine of their youthful ambassadors that worked in the Discover Flying Challenge program. We shot a video featuring each participant and we’ll post that as soon as possible. (In the near future, we’ll feature a brief review of Primary Category versus LSA.)
AHOY, AKOYA!
Quick LSA Review of What’s Expected at Oshkosh
I have several targets on my radar for follow-up at the big show that starts July 23rd. Here’s a beforehand review; details will follow. ||||
*** LSA seaplanes will generate plenty of interest, I think, with Icon‘s latest announcements and the dreamy new Lisa Akoya (photo). Both are superslick but not to be outdone by the SeaRey, which already has nearly 600 flying. SeaRey builder Progressive Aerodyne is hard at work on SLSA status. Adding the SeaMax into the mix, LSA seaplane enthusiasts have lots of great choices… and then come the floats for other planes. Lotus is back and Zenith is a trusted supplier of many years. You’ll be able to see both sets of floats in the LSA Mall. While you’re in the LSA Mall, you can check out AMT’s air conditioning for LSA plus the Belgium D Motor.
Discussion: LSA – Primary Category – Part 23
Since AirVenture 2012, I’ve been part of several discussions about the way — and reasons why — aircraft become certified. Sound boring? Yes and no. One way this might get your interest is to consider if Icon could join Cessna in going Primary Category instead of LSA. Disclaimer: I have no info about any such decision from Icon; this is merely a discussion. Perhaps even more to the point is the price of airplanes based on their certification cost.
*** COST Some informed estimates from knowledgeable persons suggests the cost of taking a fully designed, tested, and otherwise ready LSA through the full process of ASTM approval including the manufacturing process may be the cost of one airplane at retail. In other words, it might cost $125-150,000 to “certificate” a new LSA, after all design work and testing has been done. A weight shift trike might cost $80,000 as ASTM standards are somewhat simpler for those aircraft types.
LSA National & World Record Attempted
In a valid but failed attempt, LSA pilot Michael Combs tried to set a Coast-to-Coast record and came up just 91 miles short (out of 1,954) when thunderstorms blocked his route. He reports he’ll try again. He flew the first attempt with his son, Daniel Routh.
*** Many of us think about our activities with our airplanes but Combs looks at it quite differently. After facing a life-threatening illness that almost took his life in 2003, Michael realigned his priorities. He pursued learning to fly.
*** Michael found US Aviation in Denton, who supported his dream by providing flight training in a Remos. He later solicited Remos Aircraft, who agreed to sponsor “Hope One,” (N82GX) a nicely equipped Remos GX. In April of 2010 — not long after after his first solo flight — Michael headed off on a true piloting adventure of a lifetime. He embarked on a quest to land in each of the 50 United States in his LSA as a Sport Pilot.
Flight School Dilemma… One Solution
Anyone who has tried to borrow money in the last five years knows how tough it has become. Banks supported by government guarantees practically gave money away before the subprime meltdown but are now being much more careful. That’s a good thing but it means even some credit-worthy customers can’t get the loan they need. Commonly rejected are flight schools. Flight training enterprises across the nation are struggling to obtain financing to buy new aircraft to replace aging fleets of trainers.
*** Despite the challenges, one LSA outfit has found at least a partial answer. Thanks to a solid customer (and onetime dealer), Flight Design USA has been able to offer a limited number of schools a method called leaseback. Training students today are three leased back CTLS Light-Sport Aircraft but this business success is only one part of a genuine human interest story.
*** “We are pleased to announce the third CTLS leased to a flight school was used by Iraq war veteran Adam Kisielewski, an Able Flight scholarship recipient who recently earned his Sport Pilot certificate,” said Tom Peghiny of Flight Design USA.
Tecnam’s Tail Dragger Keeps Getting Better
With five models currently meeting ASTM standards for SLSA, Tecnam has established itself as the leader in prolific design of Light-Sport Aircraft (they also have a Twin and are working on a four seater plus an eleven seater). Much of this design prowess owes to family patriarch Professor Luigi Pascale, known for his incredible output of designs over the years under the company names Partenavia and Tecnam. Even into his 80s, Luigi Pascale continues his energetic engineering.
*** Recently the U.S. importer for Tecnam got their chance to fly the new Tail Dragger. Tecnam North America CEO Phil Solomon wrote, “We flew the Tail Dragger a couple of weeks ago and it climbed like a rocket at over 1,600 feet per minute with the Lycoming engine and performed flawlessly.” He promised to send some in-flight footage, which we’ll add to this article when edited and ready.
*** Phil also sent some photos of the latest flights in Italy.
Rocky Mountain LSA Expo 2012 Wrap-Up
Roving reporter Dave wraps up coverage of the Rocky Mountain LSA Expo event. —DJ ||||
“Cessna is one of the most recognized names in the aviation industry. Last year it lead the LSA market for new registrations. So I was surprised to hear again and again, ‘Look, there’s a Skycatcher; this is the first time I’ve ever seen one.’ Honestly, I heard that phrase or one very similar to it at least 30 times!
*** “Flights, Inc., was at the Rocky Mountain Light Sport Aircraft Expo for the first time. They operate one of the largest Part 141 flight schools in Colorado, teaching with Cessna 172s and 182s, Piper Seminoles, and now, the Cessna Skycatcher. ‘The Skycatcher is the only light sport aircraft built by a mainline aircraft manufacturer,’ reported the big flight school. ‘It is also one of the few light sport aircraft powered by a Continental 0-200 engine.’ They elaborated, ‘This gives Skycatcher a better power-to-weight ratio than a 172, with the 100 horsepower calculating to 13.2 pounds per horsepower.’ Flights Inc., added that this gives the Skycatcher excellent short field landing and take off performance and, remember, we’re talking about a mile-high location with soaring density altitude.
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