Tuesday, July 17, 2012
Wings Of Freedom
A brief review, some reminiscence and a broad-stroke celebration of Light-Sport Aircraft
 FK12 Comet |
Finally, let's not overlook the FAA Part 103 Ultralight Vehicle category, the original freedom wings. The sector celebrates its official 30th anniversary this year. Ultralights are great for those not in a rush to get anywhere and don't mind—or even prefer—that patented bugs-in-teeth, no-regulation flight away from airspace and populated areas. Many new, ready-to-fly ultralights like the Breese or Quicksilver (which delivered more than 14,000 aircraft all by itself!), starting as low as $10,000, remove all rationale for saying you can't afford to fly!
A Global Phenomenon
FAA recently indulged in a surprising prediction. Consulting its general-aviation crystal ball, the regulatory body projected that over the next 20 years, only LSA and jets/turboprops would enjoy market growth! One driving factor in that anticipated growth is the growing international acceptance of light-sport-style aircraft.
U.S. and overseas makers alike are seeing their global market expand. Australia and Brazil already accept the ASTM standard. Top-selling LSA maker Flight Design earned a type certificate in China—the first of many companies that hope to tap that sleeping giant of private aviation. Until recently, only military and airline flights were permitted there.
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Tips From A Veteran |
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• Always reposition LSA by pushing down on the tail and rotating around the two mains to save wear and tear on the gear and save dragging out that tow bar! • On takeoff, avoid liftoff below 40 knots and expect best Vy of 70 knots for most LSA. • Rotax engine tips: 100LL fuel (the Rotax 912 burns auto fuel, too) requires a minimum 5,000 rpm cruise in the Rotax to disperse the lead to the engine; 4000 rpm is a typical descent setting. The 912 gearbox likes power descents and a minimum 1800 rpm idle. • General landing speeds: Approach—60 knots. Over the fence—55 knots Touchdown—45 knots. • Fly LSA onto the runway rather than using the traditional GA full-stall technique until you've got at least 10 hours of experience in the type. Why? LSA are lighter (MTOW or Max Takeoff Weight: 1,320 pounds) and more vulnerable to crosswinds and gusts at near-stall speeds. • Even with experience, use the fly-it-on technique for crosswind landings. • Touch down on the main wheels first, then lower the nose gently as speed dissipates. • Don't land in a crab. • Always land on the centerline, don't turn off the runway until below 15 knots, and never apply brakes in a turn. • "Good landings are a result of good approaches," Mancuso says. • Always aim to land in the first 500 feet of the runway. • Slips on approach with excessive altitude are always more effective if you mush (nose high/slower speed) first. • Approach should be stabilized at 200 feet AGL. Don't slip, mush or add flaps below 200 feet. If you're not stabilized by 100 feet, go around! Forcing a landing is asking for trouble. • "Top Gun pilots," says Mancuso, "always check the CHT gauge (cylinder head temp) on climbout, keep the temps below 230 C, and reduce power on climbout if needed...most 912-powered LSA have plenty of climb rate to spare. • "Top Gun pilots land exactly on the centerline, always on the mains, and they use plenty of rudder and aileron to assure no side drift at touchdown. • "Top Gun pilots fly with their CFI on a windy crosswind day at least once per year." • 75% cruise comes at around 5,200 rpm and burns 5.3 gallons per hour. • Shutting down: Set throttle to idle, then turn off magnetos one at a time rather than both in one motion. |
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