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Thanks for the updated articles on the used LSA aircraft! Very informative.
Have you been in touch with Jim at Sport Copter? There seems to be very little news coming out from them.
Jim, as you may have heard, has been having physical problems and don’t know how he is doing.
Would you please get an update and answer to my email address. Thank you.
Dan,
Do you have any current reports or videos of the Bearhawk LSA ?
Thanks
Jack H
That company quickly evolved to larger aircraft that don’t fit my reporter’s beat, so this is about it.
Can you elaborate on the safety measures implemented by Affordable Aviation for its customers? Greeting : Telkom University
You will have to be much more specific.
Just found an interview with EAA’s Jack Pelton from 2 months ago on SocialFlight.Live.
EAA is was greatly involved in getting the FAA to authorize off the shelf parts for use in certified aircraft.
FAA is saying they expect to increase the number of certified aircraft for use under LSA rules.
FAA is saying they probably will have something for the NPRM by late summer.
I will continue to wait.
EAA is now saying we should temper our expectations for next year’s NPRM to be announced at OshKosh. This was in an article written on aero-news.net 12/15/2022. Can’t be good.
Yes, Jack, that is troubling but I’d advise waiting until EAA says something in their own publications.
The EAA government representative last year told me the same thing. Obstructing commerce is a crime and the FAA attorneys should be well aware of this. 200 years of commerce law says so. So safety has become the number issue of FAA and is no longer promoting aviation; which does not make sense. But appears to be the case. Opener is still not selling the Blackfly waiting on this NPRM and an ultralight special type certificate and production certificate, I believe. But, what ever the FAA is putting in writing is long over due; and they know it.
How likely do you think it is that the FAA will drop new Sport rules at EAA this year? If so, which event (venue/time) do you expect an announcement might happen?
Let me just say this: If FAA does not announce the NPRM or at least it’s imminent release date, they will be late, according to their own calendar. Is a government agency ever late? Yes, it happens routinely, however, FAA is close on this regulation draft so I still believe it is likely.
Dan:
Have you ever considered doing Match up battles of similar planes?
Like Seamax v. Searay
Areoilot v. Ranger
F2 FD v. Texas aircraft
I bet a lot of followers would love to see this. Even if you just point ot what mission and type of pilot would be served best by each.
Gino Bottino
Many years ago I did such match-up articles. These days PlaneFinder 2.0 does much of that duty, far faster than I can. Play with it. It’s fun. It is free but your email is needed (once-only) to use it.
Dear Mr. Johnson:
I was looking at an ad by one of the LSA dealers and I saw the statement that LSA can’t land at towered airports!
Is this true? I find that hard to believe. I have a Pvt ASMEL/Instrument. Please tell me that statement was incorrect.
Ed Capullo
Edward, this has nothing to do with Light-Sport Aircraft, which can be operated in many places by someone with an FAA certificate higher than Sport Pilot. The restriction perhaps mentioned (I don’t know your source) probably refers to a newly-certificated Sport Pilot who cannot fly into Class B airspace, for example, until getting additional training and an endorsement in his or her logbook (but then he or she can do so).
With your credentials, an LSA absolutely can be flown into towered airports using accepted protocols.
Thanks very much for that clarification. I can now look for a suitable LSA aircraft without worry. I have 967 hours and my last owned acft was a 1971 F33A Bonanza. I flew some instruments and did some for real approaches. I couldn’t believe I would no longer be able to do day VFR into the same airports.
Also, as everyone who flies into class B airspace knows: a transponder is required plus ADS B out plus radio communication with ATC or the tower or both. So in order for an LSA to fly into class B airspace, it must have the above listed equipment and this equipment must be operable and the pilot must know how to use this equipment. Class B airspace is essentially operated as IFR airspace. See and avoid, while still in place, is trumped by a flight control person at a tower or ATC facility. The pilot must follow tower or ATC instruction except when an imminent danger is missed by ATC or the tower is present. But to get this exception requires declaring an emergency. Declining ATC or tower instructions occassionally happens; and requesting an alternate. Such as leaving class B airspace after making contact with ATC or the tower because the class B airspace is too busy. I assume why an airline transport rating requires 1500 flying hours; to be totally comfortable talking to ATC or the tower in busy aircraft traffic. Or mixing in busy aircraft traffic for an LSA in class B airspace should probably only be done during non busy hours; if equipped to do so.
Also, aircraft must have two way radio communication with ATC plus a transponder to enter class B airspace; and class A, but class A is above 18,000 feet, not applicable. So, only equipped aircraft can enter class B airspace and within the mode C veil around most metro areas. Sectional charts show airspace classes which allows VFR pilots to avoid radio contact by staying out of class B airspace. The Mode C veil outside class B airspace only requires the mode C be on and squawking 1200. ATC needs to know where you are but does not want to talk to you outside class B, C, or D airspace. Class C or D airspace airport traffic areas are not as busy as class B. All of this are on sectional charts. Though training is required to find it and use it. For VFR pilots, ATC usually wants to vector aircraft around to suit their system; which for a VFR pilot can be confusing. Best to have not only a private pilot license, but an instrument rating when entering class B airspace so vectoring can be taken as routine. One must get in line with the airliners in class B airspace. Which nearly all small aircraft pilots not only do not want to do; go out of the way to not go into class B airspace. It is also a head ache for ATC; though they will never admit to it; to have small aircraft mixing in with airliners.
Dan, I went back and read my comments placed here on the BlackFly by Opener. Nothing has changed. My request for a waiver on part 103.15 was erroneously denied with a historical account given of part 103; which has nothing to do with current flying or current airspace. So I am in the process of appealing this denial by a clever but obstructive FAA associate administrator. Two basic law considerations for the FAA and why they can not deny my waiver: the commerce clause of the US Constitution says no one can obstruct commerce, including the government; and equal protection under the law tells me where ever an auto can travel so can a roadable aircraft; as long as safety of the roadable aircraft is equal to or greater than most autos. If one examines the aircraft and auto accident statistics, which I have, aircraft are generally 3 times safer than autos. So no question on roadable aircraft safety should exist. So far, neither EAA nor AOPA has provided any help. If you have any FAA referrals or aviation attorney referrals for me; that would be helpful. Thanks.
Thanks, Dan. I feel reassured. I know Rotax 912 are great engines and I have watched many videos of them in use and being burped. I know they do not have an oil pressure problem in operation. I was only referring to the burping as seeming to me to be an oil pressure problem. Thank you for clearing that up for me.
Hi, Dan,
I’m interested in buying a Kolb Twinstar Mark III with a Rotax 912 engine, but in surfing 912 engine problems I see that they come from the factory with oil pressure problems and need to be “burped” before flying. Has the Rotax company corrected those defects yet in new engine production?
I cannot comment on problems that aren’t specified, but the one you mention about “burping” is not a flaw at all but a deliberate part of the design. These engines are not delivered with “oil pressure problems”. The action of rotating the prop until a gurgling noise is heard is a way to move oil around the engine before firing it up. This makes great sense. The 912 series is one of the most proven engine designs in all of aviation competing well with legacy engines from aviation’s earlier era.
Dan and Pat;
A little more clarification on the Rotax 912 series “burping”.
1. The 912 series is a dry sump engine.
2. Engine sump (crankcase) oil is moved to the external oil tank by ‘blow-by’ pressure venting. (the crankcase pressure vents at the external oil tank).
3. After shutdown, oil settles in the crankcase where the “Burping” process moves the oil to the external oil tank for the purpose of providing a true (standardized) oil measurement since being a dry sump engine the oil level is measured in the external tank.
4. Burping is not required prior to the starting on the engine if the known oil level is within the operating range.
5. Burping is done by rotating the prop “slowly” until TDC on any cylinder is reached. Hold the prop at TDC until the pressure has bleed down. Then rotate toward the next TDC. Usually only a couple TDC cycles are needed before one hears the “Burp”. There is no need to pull the prop through TDC unless one desires the exercise.
I would like to thank Dean@Lockwood.Aero (Lockwood Aviation) for teaching me the lazy rotax owner technic along with many other 912 series maintenance procedures and tips.
respectfully,
Tim
Dan,
Excellent reporting on the new technology that is becoming available.
However, I’m worried about the weight limitation. Most have a real problem with two average American adults. The average adult weight is 200 pounds; now, those that eat burgers are more, say 250 pounds.
So, if the plane carrying two people is loaded to 400 pounds, that leaves 10 gallons of fuel with no baggage before hitting the weight limit.
If I’m calculating this incorrectly, I’d love to hear from you.
Thanks,
Gary
As you put this comment under “Welcome,” I don’t know which airplane you reference. Thanks for the kind words.
I haven’t been able to make contact with the Gull 2000 people. Email got no response and the phone didn’t “ go thru”.
Thanks for any help you can give me.
Did you write to Mark Beierle at Earthstar: thundergul@aol.com ••• (805) 792-0559.
This contact information was received from Mark on January 28, 2021.
When replying, he said, “I have been working on my electric systems and not paying enough attention to returning calls or emails. You know that if we are going to bring back the glory of ultralight flight it has to be electric!”
Please be patient for a reply.
I had a HKS Odyssey for a few years. Mark’s a genius dedicated to his machines & not to marketing. Be patient but persistent.
During my search for the “perfect” LSA for me, it has amazed me how unsophisticated and antiquated most of the companies’ marketing is. Most of these guys can engineer and produce great planes, but their customer service and marketing material is horrendous.
Another reason why Dan’s site and YouTube videos are a great resource.
Hello, good day. I am from Nigeria. I wanna purchase a single stroke engine for my aircraft proposed project. Please. I need help please. asoguniharuna@gmail.com !!!
Haruna: Perhaps you meant a single cylinder engine, not a “single stroke” engine. I would recommend you investigate the Polini from Italy but knowing nothing about your proposed aircraft, that may not be correct. You can find lots of information about small engines on this website. Please use “Search this website” to discover more.
Haruna, please tell me. I want your WhatsApp number.
Hello Dan, I just watched your introductory video on YouTube about Piper SportCruiser. I am entertaining to acquire after the loss of my current former military basic trainer. Then, my A&P put me in touch with one available, which I am planning to go a take a look.
I am 67-yo retired engineer with 300-hour PPL SEL. I ‘d like to visit with you to educate me briefly. Please feel free to contact by email or cell# 832-693-5488.
Thnx and Blue Skies.
Hi Steve: I don’t know how much more I can tell you. I always tell readers/viewers that I give you almost everything I know on the videos or in my posts on ByDanJohnson.com. What more do you wish to know? (Of course, I cannot comment on the particular aircraft you may examine.)
Hello Steve: An option, if the cruiser deal doesn’t work out for you, is Azalea Aviation’s Saberwing new LSA [Editor’s note: This is not presently a LSA.]. The company can be found at azaleaaviation.com. I like them for several reasons: cost and time to build are reasonable and their power plant choice of the Corvair motor is more inline with legacy aircraft, being air cooled, and a 5th bearing design that has never had a failure. Good luck in your search.
Dan, you may want to check them out this year at Sun ‘n Fun, to add to your video reports. Bill Clapp is the owner’s name.
Thanks Dan, for all you do. You’re a blessing to us all!
Steve, I’m a 68 year-old Sportcruiser owner and former “rusty pilot.” If I can help you with any information let me know. I think it is a very fine airplane.
Air Shows:
While Sun ‘n Fun is postponed, how about visiting Benson Days ( http://bensendays.us.com/) .
Gyro copters are not Light Sport yet, but if it’s not postponed, it might be fun to visit.
Gary
Hi Gary: I planned to attend Bensen Days this year and still hope to, however, it has been pushed back to the week before Sun ‘n Fun, subject to change of course if this virus problem persists.
Please disregard my previous comment. Apparently the email address I had was for an individual who has left the company. The company has contacted me and apparently is doing just fine.
BTW you are now and have been my go-to guy for advice on LSA. Thanks
Hi James: Glad you made contact. They appear to be fine folks, attentive and careful. Thanks for the kind words and blue skies!
Dan,
Has something happened to the Texas Colt aircraft company of which you are aware? I’ve tried to email them and the email was returned as “account cancelled” and I telephoned, but the recording was totally garbled and I could not understand it.
Hi Dan,
Great write ups. Any chance you can report on the following two engines? I heard the Turbotech Turboprop and AC Aero V series are now for sale. The Turboprop in particular is something that really fascinates me. Be great to know which ultralight manufacturers they are working with and if they are available to general public.
Hi Josh: Thanks for kind words. I don’t normally get into turboprops but let’s see if we can find anything about that at Oshkosh 2019.
With over 400 hours I’ll stick with my Recreational License.
Hi Steve: I’m glad that certificate works for you.
Loved the SeaMax vid. I do wish you would do more “in the air” type videos, like you did for the Harmony, but you know what you do best.
I couldn’t help myself though and have to say this. Try saying “Where the water rudder was” three times fast. We now have a new tongue twister! 😀
Hi James: Thank you for your very kind words about my reporting. We will do as many of the airborne pilot reports as we can, although they can be somewhat challenging except at shows like the Midwest LSA Expo where it is easiest.
Dan my friend your web site won’t take my $29.00. I tried twice !!!
Paul Musso
Hi Paul: I regret we are frustrating you. As I think you saw, my webmaster is aware of the problem you uncovered and he is working on it. Thanks for your support. We’ll get it working right!
Good morning Mr. Dan:
Can you bring me up to date on where the CGS Aviation folks are in the ultralight business?
They do not appear to have any website that I can find that is “current” and they do not respond to their website email address.
Are they building, selling CGS ultralights or not? Are they in Alabama or Lake Wales, Florida? There are at least 6-8 websites on the system but none of them are current or correct about current CGS products, etc.
Thank you for your help.
Bob Davis
Hi Bob:
CGS is definitely functioning and in Lake Wales, Florida. The Alabama address is no longer correct.
The company is splitting into two parts. Terry Short (TPShort@msn.com — 863-430-5829) will continue with the two seat models including the SLSA entry and another group is pursing the single place ultralight models.
Both appear energetic and ready to produce, however, as you discovered, they are focused on airplane building and not on website building or promotions other than attending airshows.
I hope this is helpful. Go to Light Sport and Ultralight Flyer and search for videos about either. I’ve interviewed both organizations.
Dan
Thanks for your response Mr. Dan. I am very happy that CGS is making the”split’
and the other builders will be producing the single seat Hawk AND even happier
they will be keeping the design and character of the CGS hawk in the FAR 103 Ultra’
I trained in a 2 seater Hawk back in the 70’s and thought it was the nicest UL trainer
of them all. I can hardly wait for them to get in shape to build an ULTRA for me.
I had given up hope of ever finding an aircraft again like the CGS HAWk
In a few months I am heading for Florida to put in my order for them to build one for me.
Bob Davis
Hi Robert: At Sebring 2019, I was advised that the two seat Hawk builder and the team proposing to build the single seaters are not in close communication. I do not know of any problems, but urge caution before you spend money.
Good evening, Mr. Dan. Thank you so very much for your most recent email. This is valuable information and advice for me …and any others who are seeking an ultralight.
Hi Robert: I am pleased to be of service in your pursuit of flying.
I spoke with Terry Short and got a sick, horrible feeling from the conversation …hope this helps.
Hi Paul: You didn’t tell us what you discovered but I regret you didn’t find what you wanted at CGS Aviation.
Dear Dan:
I really wanted a HAWK Ultralight. It had all the bells and whistles I needed. I was even prepared to drive from California to Florida to go get it before I had any flight training. As you mentioned in an article be careful who you give your money to. I hope it works out for others.
Thanks for you hard work in educating us about flight.
Paul
Here is a new aircraft that I am wondering if you know anything about or are planing on doing an interview with?
The Blackfly by Opener: https://www.youtube.com/watch?v=VIygDyKMVwM
It is an electric Part 103 aircraft that appears to be using lighter-than-air technology with AI and some custom designed and built high powered electric motors. The CBS SF Bay Area news reporter seems to be more interested in the “flying car” aspect, and Opener seems to be promoting it as, but I think the technology is of more interest that if it will or will not be the next flying car.
Hi William: You and some others alerted me to BlackFly. You see I reported on it, but I very much appreciate you giving me a heads-up!
Anyone have a plan set for a leohle sport parasol?
Mr. Trader. If you closely examine Openers website you will find they say they are focusing on gearing up for production of the BlackFly and have added almost nothing to their website in the last year. With Google co founder Larry Page owning Opener; Opener aloofness and privacy interests are an oxymoron for any commercial company; suggesting Opener is not really a commercial company. Past Opener news letters are non existent or not available. Opener says they are building 30 BlackFlys and plan on flying at least some of them to Oshkosh 2021. Having lived in the Bay Area in the distant past; this kind of operating style: aloofness and privacy up front of supposed commercial companies is usually front and center; unfortunately. If you know anyone who knows Mr. Page and can get Opener to operate like most commercial companies; regular updates of what is going on; I and probably other Opener followers would appreciate it. Regular attempted contacts with the Opener director of information has yielded nothing new to date.
Having looked at the graphs, I find combining ELSA with SLSA highly improbable and incorrect because experimental LSAs and sport LSAs are completely different aircraft.
Sport LSA are built after much flight testing as in the case of the Blackfly with over 34,000 test flight hours on it and following ASTM consensus standards in building.
No requirement exists for Experimental aircraft to follow ASTM consensus standards and the FAA requires 40 hours of local flying on an Experimental before flying cross country.
So the standards for the two classes are at different ends of the aircraft spectrum. SLSAs are an improved version of type certificated aircraft while Experimental aircraft have substantially more crashes than any other aircraft. And like type-certificated aircraft, the owner can not change his SLSA without FAA consent; usually on a FAA Form 337, I presume. No messing around with SLSA aircraft whereas continual adjustments on Experimentals (ELSAs) are the norm and usually gets someone killed. No one wants to get in the way of the experimenters but they appear to ignore the statistics on flying Experimentals making the rest of us shudder. Probably 5 times the care and 5 times the investigational time needs to be done with Experimentals that have no or little flying test time on them to prevent or greatly reduce fatalities.
I respond to say I believe you are mixing types. An Experimental Amateur Built (EAB) is not the same as an Experimental LSA (ELSA). An EAB can be anything the owner wants to build, even his or her own design. Such EABs have to pass an inspection and fly off 40 hours, as you mentioned.
An ELSA does not have the 40 hour requirement but when delivered from the factory, either mostly assembled or in true kit form, it must be an exact bolt-for-bolt copy of the fully-built, ASTM-complient Special LSA (SLSA). No factory may sell an ELSA until at least one SLSA has been built and received its Special Airworthiness certificate. Only after receiving a Special Airworthiness certificate can the owner start to make changes to his or her ELSA without needing factory approval. Never is FAA approval required to change an ELSA. For a SLSA, a factory Letter of Authorization is needed before make any changes; again, FAA is not directly involved. STC (Supplemental Type Certificates) are not used on LSA.
I also believe your accident statistics are incorrect but for that, I will defer to EAA’s very deep knowledge.
Thanks. Your discussion of ELSA is a non starter for this middle aged person; no interest. I did my building while I was young ( a delta winged hang glider towed by a snowmobile, and a Rotorway single place helicopter ) and saw how complicated any aircraft building project can be; twice. I am happy to be alive! And this was while in engineering school so I had the training and experience to know what I was doing and it was still very hazardous. We built a spruce triangular enclosure with a chair and a stick to move the glider wing forward and back and side to side; this enclosure probably saved my life; having the CG to far back initially and shooting strait up and then fluttering sideways into the ground from 40 feet.
I mention the above to discourage anyone from starting from scratch on a new aircraft; even if a kit built; especially if the flying time is not documented and not substantial. Purchase only aircraft kits that have proven and published substantial flying time; at least over 1000 flying hours. And have an experienced experimental pilot fly your craft for the first time who will know what needs to be adjusted. Adjustments are always needed to get a good flying aircraft.
And getting an introductory flight from a completed project up front before starting to precisely know what one will be building is invaluable. Or avoiding single place aircraft unless special circumstances dictate a consideration for a single place; two place aircraft for training is essential.
Why the SLSA market is the only market for me. ELSA markets are a distraction for this pilot; based on past experience as detailed. But thanks for the response.
For reference, I got into a row with EAA over their museum policy of taking in non flying aircraft. The museum was originally supposed to be for flying aircraft only and for any EAA member rated to fly that aircraft. So EAA has fallen down my list of reliable sources; being only semi reliable. And messing with the membership with these kinds of clandestine changes. You can find non flying aircraft almost anywhere. Airworthy aircraft are the only aircraft worth reviewing and considering. Please tell EAA that. I prefer AOPA statistics to EAA statistics; more trustworthy. So telling me your are using EAA statistics is not helpful to me.
Dan, Having reread FAA Part 103; I do not believe the ELSA rules are any different than the experimental aircraft rules that have been in place since the 1950s. The appearance is for ELSA; FAA took the 1950s experimental aircraft rules and just called them ELSA and perhaps made a few tweeks. Especially since all experimental aircraft made from the 1950s to the start of ELSA are essentially ELSA by weight. Only 4 place experimental aircraft fall outside ELSA currently; it appears. Except there is a column for aircraft in part 103 that are heavier than 1,320 pounds gross weight. This column seems to be for future use or for reference or both.
So, no, I am not confusing ELSA and SLSA; as previously detailed in other responses. I am willing to bet an FAA rep or a DAR will not sign off an experimental aircraft or an ELSA for cross country flight until 40 hours of local flight time is on the aircraft and documented. The FAA and their DARs are just that safety conscious based on my readings. Or any ELSA owner flying outside their local area before 40 hours of accumulated flight time without an FAA rep or DAR sign off would likely generate a non compliance letter from the FAA and perhaps a fine. And the FAA rep or the DAR would probably tell the aircraft builder they must fly locally for 40 hours; so no doubt exists. With a long established history with experimental aircraft, I have seen no evidence the FAA is changing their rules; especially with part 103 mimicking experimental aircraft rules; but stopping at 1320 pounds gross weight for ELSA.
Thanks for your perspective though. I am certain you are closer to the FAA than myself on the intricacies of FAA rules. But having been at this a long time, I can can offer the historical view I know; to help keep builders focused.
FAR Part 103, released in 1982, has no connection to ELSA, which came with the SP/LSA rule in 2004.
Mr. Trader, If you would like I will forward my emails to you that I have sent to AOPA and to FAA requesting a LODA letter of deviation authority for FAA Part 103.15 flight in congested areas; I want to fly a BlackFly out of my garage. The notice Opener sent included a pathway to part 103; meaning to me Opener is only supporting FAA part 103 without any exceptions; which does not work for me. The notice I received from Opener was they will be selling the BlackFly starting this fall. So far, it appears one has to go to Palo Alto, CA, for their training. I requested Reno, Stead Airport after the air races but have not received a response. I requested AOPA become actively involved with FAA in LODAs similar to their involvement with basic med and have not heard back from them; correspondence with all parties started the beginning of this week. I believe I have made a good case to both AOPA and the FAA for a LODA for myself for the BlackFly use in congested areas based on my flying time, flying licenses and experience. Stay tuned. Responses requested to email: tdwelander@gmail.com. And I assume the FAA will check my driving record and everyone else who applies for a LODA for BlackFly exception for flying in congested areas. The summary: where autos go, so can evtols and vtols; anyone who does not think so is violating equal protection under the law; assuming the pilot has a drivers license.
adequate web site Jarle Thorsen Kielce
Thanks, Jarle. We were hoping for “awesome” but “adequate” will do. 🙂
Hello Dan,
First off I follow you everyday on YouTube to see what’s new & review previous interviews. Your a great interviewer & always ask the right questions. You have the best job in the world ! My question concerns the new Just Aircraft ultralight. I want to jump into one but I’m concerned about the safety of the engine choice. Are there “safer” alternatives ? I’m interested in your expert comments. Also, do you think we’ll see modifications to the LSA rules this year, ie., higher weight/speeds ? Take care my friend….
Hi Mark: Thank you for your very kind words. I love what I do and hope it shows. The small (Part 103-compliant) Polini engine is reliable from a major engine manufacturer. However, if you are willing to not be in the Part 103 category, Just Aircraft intends to fly their Solo with the Rotax 582. That would give it awesome power and you might consider that to be the “safer” engine.
I wouldn’t consider the 582, or any two-stroke a safe engine. I know that Part 103 means your options are limited but if are outside of it then I would always recommend a four-stroke.
Two-strokes have a tendency to quit unexpectedly so there’s no “rough running.” It just stops if something goes wrong. And they don’t like running at low rpm because that starves them of oil and most people don’t realize that and can end up making their engine seize while descending.
Hi Dan, I love the AEROLITE 103 !!! Please give me any info on Briggs and Stratton V-Twin engine for it!!! ROD
Hi Dan, I am very interested in ultralight aircraft !!! Any help will by greatly appreciated. ROD
Hi Rodney: Well, if that is your interest, you found the right website, we believe. Look around and make a great decision. Best of luck!
I just found the comment site. Will the [current] 1,320 [LSA weight limit] ever be lifted to higher weights, hopefully. Happy flying! I’m a 73-year-old retired truck driver.
Rex: This article has most of the info you ask about. Yes, weights will rise, but the rule will not emerge before the end of 2023. I suggest acting earlier rather than wait for the change. ••• If you prefer to see this on video, here’s a link to the talk I gave at Midwest LSA Expo 2020.
I’ll be going to Sebring as well! Recently discovered your website, it’s a great resource! Hope to meet you there.
Hi Patrick: I’m pleased to hear you’re headed to Sebring and I’m doubly pleased you are enjoying the website.
I’ve sent 3 emails, two of which have been returned as “incorrect address” and the third is somewhere floating in the cloud. The address I have is: webmaster@bydanjohnson.com
Hi James: I cannot explain why I didn’t get earlier emails, but I see your comment. I advised my webmaster to add the one you used.
I would Love to see more info and pictures of the lightning bug. A LOT MORE if I could. Any chance on seeing it at the Arlington Fly In Wa State in July? ??
You are in luck! Our video shot at Sun ‘n Fun ‘n Fun 2017 is now up on YouTube. I will put it on ByDanJohnson.com soon. Here is the URL: https://www.youtube.com/watch?v=YQt1sQwXOC4
Enjoy!
Hi Dan,
It was good to meet and talk to you.Thanks for the flattering words.
You did a great job, with the brief explanation. If you would ever like anything more (like a construction photo ) let me know….
Thanks again , and,
It’s spelled “Austein”
Spelling corrected, Brian. Thanks for that but mainly thanks for the attention-getting aircraft you created and brought to Sun ‘n Fun.