Light Sport Hangar Flyin'

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2010-03-09T10:48:00.001-08:00

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Paradise P-1 Insured By Travers

2010-02-24T09:24:00.000-08:00

Here’s some notes from a release sent to me by Chris Regis of Paradise Aircraft, maker of the all-metal P-1 SLSA I’ve featured here in the past.
Paradise started in Brazil in 1985, and has its HQ and a big new factory there, as well as the U.S. presence which Chris wrangles along with his dad, Gen. Mgr. Paolo Oliveira.

I also did a story then about Dylan Redd, a paraplegic young man who flies a specially-modified all-hand-control P-1.
Chris is one of the people I look forward to running into at airshows. His constant smile and genuine, sunny disposition bring a lift to the heavy workload.
Back to Paradise, which has just partnered with Travers & Associates, an aviation insurance brokerage established in 1950.
The company covers P-1s based in the USA with favorable rates.
Chris Travers, Sales Mgr. for the insurance company, says: “Paradise aircraft are one of the most insurable Light Sport Aircraft in the world. The outstanding safety record, parts availability, and docile nature also make them one of the least expensive Light Sport Aircraft in the industry to insure.”
Specifics: "A Paradise P1 valued at around $100,000 will cost approximately $1,400 per year to insure for personal use, which would include $1,000,000 in liability coverage.”
I posted Mike Adams’ (V.P., Avemco Insurance) comments here the other day. Insurance underwriters have to make it their job to understand the inherent risks of aircraft coverage, so Travers Insurance’s enthusiastic support of the P-1 is not to be taken lightly.
Chris Travers goes on to say he’s impressed with the 33 knot (full flaps) stall speed and stability of the P-1.
Insurance folk also like welded steel tube crash cages and beefy landing gear too: LSA that have them, including the P-1 (solid aluminum mains), have lower bodily-injury claim rates.
Travers, like Avemco, quotes rates based on the plane’s market value, pilot experience, and other risk factors.
“Because Paradise Aircraft are typically safe and reasonably priced, our rates tend to be very affordable. We work with sport pilots to put together a comprehensive program based on their experience and how often they fly."
I really enjoyed flying the P-1 at Sebring '09. Very stable, easy to land, comfortable, plenty of room behind the seats for storage. The P-1 is a sturdy, proven design worth looking into.

In Praise of Skyhawks

2010-02-22T15:35:00.000-08:00

I was stimulated to blathering by a couple comments on my 2-part post on Santa Monica Flyer's Charles Thomson the other day.
Thanks always for all comments: very helpful and thought-provoking.

Comment from Anonymous:

Bad rap for the 172 in general. It's one of the safest airplanes to fly, and it has the track record to prove it.
I like the Piper, but let's give it a few years in the air and then compare it to a 172.
Sounds a little like the arrogance of youth. You might want to be careful with that while you're in the air.
Another Anonymous said...: Awesome looking plane! I want to come fly it. Good luck to you!!

Thanks to both of you. Starting off, I never meant to give the impression Charles Thomson was bad-rapping the C-172. He was justifiably critical of the Skyhawk that broke in flight and delivered him directly to the scene of a nasty crash afterward.
Fortunately there were no major injuries.
But imagine losing power at 1,000 over dense suburban L.A...no thanks.
Obviously Charlie was knocking that particular airplane, and old trainers in general, not the C-172 in particular.
It's no secret our economically-challenged GA training industry has increasingly been forced to use often-dilapidated airplanes just to stay in business.
And of course many fresh versions of the 172 abound since Cessna, as a quick trip to Wikipedia confirms, reintroduced the design in 1996. (Yikes. It's been that long already?)
More than 43,000 Skyhawks in total have been built! There's no bad-rapping such an incredible success story: it's the most-produced civilian airplane in history.
I share the universal high regard for the C-172 and C-150/152 designs. Got many hours in both types myself. They've done their job magnificently!
Still, let's do some straight talking. Of the scores of Cessna 172 photoships I've rented for P&P shoots over the years, the majority were, well, kinda ratty.
Most were flight training airplanes. Often they smelled bad, looked worse, parts were falling off, paint was turning to powder, screws inside and out were missing, and while they weren't unsafe (I'm still here), they sure were way past their prime, (or midlife...or even seniorhood.)
That's not a rap against the airplane.
It is a rap against the extended service life too many schools are forced to put on those airplanes.
Of course, why would a flight school spend $200,000 or more on a new 172 when so many used Skyhawks and 150/152s are available for far less?
That rationale extends to LSA too: If schools can pick up three or four decent C-152s or 172s on the used market for every new $100,000 LSA, why wouldn't they continue to do so? The economics here are a no brainer.
Still, we're talking about perceptions here.
If you're 16, or 18, or 21, do you want to learn to fly in an airplane twice as old as you are? Or if a young newbie's school has newer 172s, but he/she can save $25 or more per hour of instruction by learning in an LSA, which choice do you think they're likely to make, at least for primary instruction?
The notion of students, young and old, being turned on by shiny new airplanes is a human one. We can be excited about that, because God knows GA needs fresh juice.
As the commenter above points out, we don't know how LSAs will hold up.
That's not really at issue though. Sure, the stellar training longevity of Wichita Tin may never be equalled by any LSA. Right now, the job is to keep GA alive, and growing again.
So let's get down with the idea of turning students on to flight again.
I submit that Light Sport can, and already is, doing exactly that.

Nose Gear Collapse Tutorial

2010-02-22T13:47:00.001-08:00

Here's a fascinating example of why I love the Net and how it can affect our lives for the better.
Surfing around for LSA tidbits to share with you, I came across an excellent YouTube video.

The poster (mikehoverstreet) spent a fair amount of time crafting this thorough Anatomy Of An Incident discourse, including a scrolling commentary on post-crash theories as well as his ongoing uncertainty about why the accident happened.
There are multiple benefits for us here:

* The pilot's no-ego willingness to take responsibility in the service of greater understanding, (even though many commenters place blame on the instructor!)
* Multiple observations and postings that serve up a consensus on the actual cause
* The value of sharing insights - both in the vid itself and in the many comments, most of which were clearly posted by experienced pilots.

My challenge to you: After you've seen the video, but before you read the comments posted below, study the crash and the slo-mo versions again until you have your own theory as to what happened.
Then read the comments.
Do they jive with your own conclusions?
Were you surprised?
In the pre-web past, how else would we have learned from this incident, unless we read it in an article or were one of the fortunate few in this pilot's circle of acquaintances?
Viva la Internet!

Santa Monica Flyers II

2010-02-19T14:53:00.000-08:00

Wrapping (that’s moviespeak) yesterday’s item with Charles Thomson and Santa Monica Flyers, the erstwhile flight training entrepreneur happily reports a good start. “I haven’t done any marketing whatsoever; it’s all been word of mouth. People were waiting for a light sport airplane in this area.”
Note: Photo at right is Charlie's SportCruiser.
That’s a scenario many LSA operations can envy. It doesn’t hurt to be smack in the middle of a huge megalopolis and general aviation mecca either.
Thomson believes the wish to fly is universal. “Flying provides the connection between man and God. Look at angels: people with wings. It’s sad to me that someone might go through life and never fly.”
Yet his business philosophy is anything but idealistic: He charges students less than some local schools for instructor time, but gives a greater percentage of the hourly fee to instructors.
“I can get the best instructors that way. Some schools charge $80/hour...and only give $18 to the instructor! We charge $50 and give instructors more. There’s no need for a school to make a huge profit on that aspect of the training.”
Student rental rate for the SportCruiser after a modest membership fee is $105/hour wet. Rated pilots can get a block rate of $110/hr.
“That’s cheaper than most Cessna 172s - which are typically 20 years old and more. I tell students they will probably spend $3,500 to $4,500 to get their Sport Pilot license. That’s been our average.”
Here’s wishing the best of good fortune to Charles Thomson as well as his “rival” on SMO, Karine Noel, whom I profiled here a few weeks ago here. She teaches on a Flight Design CTLS, which means students have more LSA training choices.
It’s also kind of a neat update to the classic Cessna/Piper rivalry that’s been part of general aviation, and Santa Monica Airport, for generations.

Another LSA Flight School Lands in So Cal

2010-02-18T08:35:00.000-08:00

Charles Thomson sounds wise beyond his 21 years, all the better since he’s just started up a flight training operation at Santa Monica Airport (SMO) in the general aviation-dense L.A. Basin.
NOTE: photo at left is a SportCruiser I shot at Sun'nFun '07, Thomson is not the pilot.
Santa Monica Flyers is its moniker, and transplanted Brit and CFII Charlie seems ideally suited to the task of teaching people to fly...since he could easily have died himself in a recent training accident.
“Starting a flight school came out of my anger and annoyance at my own student pilot experience. I found it too expensive, and during my Commercial check ride, a throttle linkage on the Cessna 172 broke. We were only 1000' up in this old airplane with steam gauges, the airplane’s horrible inside and out anyway, and then it breaks and tries to kill me! We had a bad crash.”
“I feel that training in a Light Sport aircraft has got to be the future of flight training if general aviation is going anywhere. LSA training has to be cheaper, more fun, safer, nicer and it’s done in newer aircraft.”
Now that Piper is marketing the PiperSport, its rebadged version of the popular SportCruiser, (Santa Monica Flyers trains in one), Thomson feels flight training will only improve.
“It’s already been busier than I expected. People were champing at the bit to fly the SportCruiser. Once Piper announced, well, we were already ahead of the curve.”
The SportCruiser is “a great little plane, I absolutely love it.”
He’s hoping to become an official dealer for Piper in the area, and is glad the company will supply parts and maintenance for existing SportCruisers as well as the PiperSport.
“Santa Monica Flyers is my first business. I wrote letters to every SportCruiser owner in America. The volume of responses was astounding! People fell all over themselves to say nice things about the airplane and encouraged me to start a school with one - even people who already had their own flight schools.”
His confidence suitably bolstered, he bought the SportCruiser and jumped in with both feet.
---inflight photos courtesy Piper Aircraft and CSA

—more on Charles Thomson and Santa Monica Flyers tomorrow.

American Eagle Flies East

2010-02-15T09:27:00.001-08:00

Soon to be a part of the GA flight line at a quaint country strip in western Mass. is the American Eagle.
It's new home will be at
Great Barrington Airport (GBR), typical of small airdromes throughout our great land with its 2,585' paved strip, flight training and repair stations, charter ops and a loyal cadre of hangar-flyin' pilots, some of whom I met the other day when I dropped in to say hi.
The lovely airport is five minutes from the cultural mecca of Great Barrington, nestled in the Berkshire Hills, a great place to live and a draw for Gothamites (NYC) to the south and Bostonians to the east.
The strip was converted from a potato field in the '20s, (maybe that explains its appeal to those of us of the Irish persuasion.)
One regular who's flown out of GBR for decades, after I asked him when the new Eagle SLSA would arrive, shot back, partly in jest, "Whattya want one of them for?"
Once I told him a bit more about the industry and my little corner of it, we had a good yak about things all pilots love to talk about, starting with airplanes and ending with...airplanes.
The American Eagle is an all-metal, ASTM-certified (#62, Nov. 2007) high-wing airplane produced wholly in the U.S.
Plans are to train with it and also rent it for $100/hr.
It's an attractive airplane, and Cessna flyers, the yoke's on you - two of them in fact.
I'll report on it once I get a checkout, likely in March when we'll be looking for signs of Spring.
Apparently the production Eagle is built and just waiting for good weather to relocate to GBR from its birthplace - which, fittingly, is Oshkosh, WI.
---photo courtesy Eagle Aviation

1st Video - Tecnam P2008!

2010-02-12T09:35:00.001-08:00

Fresh from the skies of Sebring, FL comes my short clip of the Tecnam P2008, a truly beautiful SLSA built in Italy. Construction is traditional aluminum skin and structure for the wings and tail and composite/carbon fiber for the fuselage and all the gorgeous curvy parts.
The airplane will go for $170,000, making it truly the Mercedes Benz - or perhaps Ferrari - of the LSA elite.

I had the pleasure of flying it: very smooth and solid, it feels like a much heavier airplane in the way it rides out the bumps and responds to control inputs.

Lovely interior; full boat of top-line avionics; quality finish inside and out.
I'll have a full pilot report two issues from now in dead-tree Plane & Pilot.
Meanwhile, though I had limited opportunity to shoot many angles that morning as I was sharing the airplane of EAA's Jim Koepnick, who along with his editor Mary Jones, was kind enough to let me beg my way onto the flight.
I'm hoping by Sun 'n Fun in April to be able to do more extensive videos and will post as I get them done.

Meanwhile, enjoy!

FAA Sport Pilot Revision Is Out!

2010-02-08T08:31:00.000-08:00

Some long-awaited revisions to the Sport Pilot Rule have just been released and as we've anticipated in earlier posts, there are positive improvements.
First up: the restrictive 10,000' maximum altitude limitation for Light Sport flight, which among other scenarios restricted flying over high terrain such as in the Rockies, was amended to allow flight above the limit, with one important condition: pilots must remain at or below 2,000 AGL - whichever is greater.
The proposal to change the original maximum altitude was made to address concerns of LSA pilots about flying safely in the mountains or over large bodies of water.
Another concern was keeping sufficient altitude over sensitive wildlife areas, where 2000' AGL or greater is often required.
The rule change only allows for greater-than-10,000' if that altitude doesn't put the airplane more than 2,000' above ground level.
Example: If the highest point on your route is 9,500', you're legal up to and including 11,500', which is within the 2,000' AGL maximum.
But even if you plan to fly over Lake Superior, you can't go higher than 10,000', even though it might allow you to glide safely to land after an engine-out, because the water surface is several thousand feet lower than 10,000'. Maintaining a safe glide distance relative to shore would still be the prudent flight plan to make.
Other changes:
* SLSA aircraft may now be used in Part 141 training courses
* Flight instructors with a sport pilot rating no longer need to log five hours in a specific make and model of LSA before they can train it it, if it's within the same aircraft set, before giving training in it.
Rationale: Sets include airplane, powered parachute, glider etc. The change means an instructor in a Tecnam Eaglet won't have to fly an additional 5 hours of checkout in an Evektor Max to give instruction in it, because both are in the same LSA set: Airplane.
* Aircraft owners or operators must retain a record of the current status of safety directives for SLSA.
Not adopted:
* The proposal to require an hour of "hood time" during training was withdrawn. Typically a student wears a hood that restricts view outside the cockpit so students can learn the basics of maintaining controlled flight solely by reference to instruments. The proposal was keyed to aircraft capable of 87 Kts or greater max level speed.
Reason for withdrawal: Since some LSA aren't equipped with basic IFR (Instrument Flight Rules) gauges used to fly without visual reference, FAA felt it was adding an unreasonable burden on owners and pilots of those aircraft.

Running Some Numbers

2010-02-05T11:28:00.000-08:00

I just had the pleasure of a nice long chat with Mike Adams, the always-helpful V.P. of Underwriting for Avemco Insurance, who updated me on the accident picture for Light Sport flying this past year or so.
There's good news and bad news:
Bad news first - "The results are still not what we'd like them to be," says Mike. He's talking about Avemco's payouts to insured customers for repairs and total losses to SLSA.
"But the good news is, the picture is improving."
The bottom line: LSA accidents continue to cost, on average, between 100% and 200% more than similar accidents in the General Aviation fleet.
That's primarily due to the average cost of SLSA: around $100,000 equipped.
"The other factor is the accident rate, which still averages about twice that of GA."
Mike explains though that the 2X rate includes the first four years of LSA flight - during which the ratio was four times the accident rate of GA!
"Through 2008 and 2009, the accident rate dropped considerably. Changes we incorporated into our coverage, calling for five hours transition time even for rated GA pilots, flight reviews for pilots with a Sport Pilot license or 10 hours for students with 15 or less takeoffs and landings, cut down our landing losses considerably. And landings are where the majority of claims come from."
Landing mishaps in fact comprise 45 to 55% of all GA accidents, including SLSA stats.
"Apparently", he says, "we can takeoff; we can get where we're going safely; we just can't land once we get there!"
I'll cover our entire conversation in the May issue of dead tree P&P.
Thanks, Mike!

First Clips: PiperSport Flies at Sebring!

2010-02-02T05:42:00.000-08:00

Here's a quick clip shot during a photo session, shared in the back of a Cessna 210 with Jim Koepnick, EAA's master photographer, who graciously invited me to share the flight. Thanks to EAA's editor Mary Jones too!

(That's Jim's hair whipping around at the bottom of the frame near the end of the clip - tight quarters!)

Sebring Day Four: Garmin "Supersizes" G3X

2010-01-26T12:25:00.000-08:00

Garmin's Tim Casey debuted two spiffy new software packages for owners of the G3X glass cockpit.
The first package brings expanded monitoring of flight functions and engine performance to the unit/s (you can gang in up to three screens on your panel).
Tres cool: the G3X is completely user-customizable, perfect for LSA and experimental owners.
Some of the monitoring functions:
* RPM
* Manifold pressure
* oil temperature and pressure
* Coolant temperature and pressure
* Fuel pressure
* Up to six CHT inputs
* Up to six EGT inputs
* Carburetor temperature
* Dual voltage inputs
* Fuel flow (single or differential)
* Trim position (three-axis)
* Flap position
* Fuel quantity inputs
Engine sensor kits will work with Lycoming, Continental, Rotax, and Jabiru engines.
The other upgrade brings mode interface, allowing remote control of the G3X to TruTrak autopilots.
Both packages will be available to owners for free download in about two weeks, says Garmin.

Sebring Day Four: High, Wide and Sunny

2010-01-26T11:23:00.001-08:00

After five days of hustle and bustle to get the talking, shooting, flying and writing done at Sebring (I'm an Air Force of One), I got a real treat: pal Dave Graham, who's worked tirelessly since the beginning to bring the Gobosh line of LSA to America and get the two lovely low-wing models they represent on the map (Gobosh currently ranks 15th on Dan Johnson's market list), offered me the left seat in a Gobosh 700S so up we went.
We tooled around beneath the broken clouds in the waning yellow-orange afternoon light, chattering away about all things LSA, and life in general -- real smell-the-roses time.
Dave, a native of Ireland, is a well-read, very bright guy who's got a clear pov about all kinds of things and is a tirelessly engaging conversationalist.
He's been a pilot for 20 years and is passionate about aviation, plain and simple.
We flew all over, rolling and darting around the clouds in the rain-washed skies, turning the 700S on a dime over blue lakes, rural towns, warm emerald-green swampland and orange groves for almost an hour -- the perfect way to end the show.
The 700S, as Dave likes to describe it, is indeed "alive": it's responsive, yet stable, gives you great feedback, feels like an airplane should, and is one of those LSA that's always and completely an absolute pleasure to fly. Can't wait to go up again.
Thanks Dave!

Sebring Day Four: O Say, Can You Fly!

2010-01-26T11:00:00.000-08:00

Is this a heart-warming story or what? It brings out my deepest love of country - where else but in America could we even be talking about this?
Details: Tampa Bay Online ran a story this morning about a gentleman named Gregory Lawrence (no relation). Greg, 61, was at Sebring and I'm really sorry I didn't meet him because although he's been deaf from childhood, get this: he intends to be the first deaf flight instructor!
The story linked above gives you more details, just wanted to tag this because it inspired me. What a tribute to the spirit and love of aviation, and the freedom America bestows on all of us to dream a dream so magnificent!
I'll be in contacting Greg for a followup story on this: the challenges are daunting, no doubt, but the potential rewards? Indescribably, wonderfully human. Bless you sir and Godspeed!

Sebring Day Three: To The Max

2010-01-25T22:06:00.001-08:00

Evektor USA's main man Jim Lee took me up for an enjoyable float above the clouds today in the SportStar Max, the top-line evolution of the SportStar which won the first ASTM SLSA designation back at the beginning of the category.
Above the line of scud clouds murking things up below 2500' or so, we cruised around for awhile in smooth air, doing some stalls, playing with the TruTrak EFIS, enjoying the solid, easy handling of the bird, and talking about the simple joy of flying as we gazed down upon the beautiful green earth.
I'll be writing up my review of the Max for an upcoming issue. Meanwhile, more eye candy.
(That's Jim standing by the airplane).
Attendance for the show seemed pretty good today, although no official numbers yet.

Sebring Day Three: Fog, Sun, Wind, Clouds

2010-01-25T22:01:00.000-08:00

The day started at 6 with a drive up to the airport in the fog. I sat with Jim Koepnick and friends, waiting for the fog to lift for our 7 a.m. shoot with the PiperSport.
Never happened.
Jim's the long-time head of EAA's photo department: if you've seen some of the zillions of gorgeous photos filling their publications over the last couple decades or so, you've seen his top-notch work.
Jim and EAA editor Mary Jones were gracious enough to offer me a seat in their Cessna 210 photo ship, and we'll try again tomorrow morning.
The sun finally broke out, bringing the wind and puffy scud clouds.
Piper's long-time unsung hero Bart Jones, with whom I've flown countless photo missions over the years (along with P&P's veteran Senior Ed. Bill Cox), took me up for a demo flight in the lovely new PiperSport.
What a treat!
We're running the story in the next issue but here's a couple highlights:
* a delight to fly
* beautifully appointed inside and out
* lands like a dream.
* Excellent toe-brake pedal plates make castering nosewheel system easily controllable.
* Hops off the ground and lands at very low speeds.

Sebring Day Three:

2010-01-23T23:05:00.002-08:00

Scott Severen of Indus Aviation took me through a bunch of upgrades to its T211 Thorpedo -- the first U.S. SLSA to earn ASTM certification.
Among the numerous enhancements include:
* curved glare shield
* numerous instrument panel changes including a stall warning light and horn
* digital compass
* GA-style circuit breakers
* cabin heater that "actually works!" says Scott.
* removed side panels to give more effective cockpit room

A locking canopy has been added, as well as lumbar-contoured seats which have 3" more supine inclination, a contoured stick with a palm rest and adjustable headrests. I sat in the Thorpedo and found it very comfortable.
The IFR-equipped (for training) Thorpedo is meant as a flight school airplane.
Dang nice paint job too!

Sebring Day Three: Sportster Nears Market

2010-01-23T22:40:00.000-08:00

Anyone familiar with the Jess Anglin Spacewalker homebuilt from the 1980s will see its genetic pedigree in the new low-wing Sporster that's been a kit airplane for some time and is undergoing ASTM development, to be offered before long as an SLSA.
For now (I need some sleep) here some eye candy to whet your appetite.

Sebring Day Two: Tecnam Throws Down The Gauntlet

2010-01-22T18:52:00.001-08:00

61-year-old Italian aircraft manufacturer Tecnam has a whole fleet of LSA and general category aircraft at the show, serving notice they're here to stay.
At a reception tonight, U.S. Distributor Heart of Virginia and the Tecnam executive team, lead by CEO Phil Solomon, made a bold prediction: they intend the company to be the top-selling LSA maker by 2014.
Everybody was drooling over the P2008 LSA so I asked Phil to educate me on the gorgeous high winger.
"It blends a metal wing and Tecnam's traditional expertise in building metal aircraft with a composite fuselage. The idea was to make the best possible plane they could along with the strength and lightness of carbon fiber. It's also clear that people are getting larger around the world, so there's definitely a premium on a wider aircraft. People wanted more luggage space too, and more luxury."
"That's really what Tecnam is trying to address with the P2008: a top-of-the-range, ultimate LSA. The principal market we're addressing is those who've maybe stepped down from a Bonanza or similar, and are simply looking for the best, and willing to pay for it."
Price point with the "preferred package" is "just under $170,000". That includes all the equipment you'll ever need: Advanced flight Systems twin glass panel, autopilot with altitude hold, XM weather, backup GPS, and more. The idea being there isn't a lot else an owner is going to want."
Call it the Mercedes of LSA. Congratulations are in order: for a stunning airplane, and for its first sale, made here at the show. First deliveries are expected in April or May."

Sebring Day Two: Breezer Notches Sale

2010-01-22T18:41:00.000-08:00

Breezer dealer Mike Zidzunias had a double-good day.
First, a potential buyer he'd been working with whipped out a blank check and said, "How much do I fill it in for?"
Congratulations Mike!
He also announced the German company has named him sole U.S. Distributor for the Breezer II, which he'll take over from Sportsplanes.com. He'll do business as Breezer Aircraft U.S.A.
Owner Dirk Ketelsen and marketing rep Wolfgang Nitschmann joined the celebration and lauded Mike's deep background in LSA engine repair and maintenance, flight training, and assembly/final test flying of imported aircraft.

Sebring Day Two: Flight Design Update

2010-01-22T17:48:00.000-08:00

I was lucky enough to get Matthias Betsch, Flight Design's CEO, all to myself for a few minutes and here's what he had to say:
* General update: "A hard year but better than we expected. In the last two to three months, we've had quite a pickup. Here in the States dealers sold their stock so they have to buy more airplanes...they have to buy more so I think that is good!"
* The year ahead: "I don't think we'll get back to 2007-2008 this year, but I do think it will be a 30% recovery. The rest we will do in 2011."
* On the new Flight Design MC: "It's a different character. The LS is more sporty, speedy, responsive. The airplane feels much heavier than it is. That's what we wanted: an airplane for flight schools which is very forgiving, easy to land, to fly. It's also ideal for older pilots who are used to very stable airplanes."
* MC vs. LS sales: "I still think the CT will be 2/3 of the business, and the MC 1/3. It's primarily a trainer. But if you learn on the MC, why not buy one? It's not as agile as a CTLS, and easier to fly, and very roomy inside". (52" wide cabin)
* Re adding metal fabrication to composite expertise: "We imported the composite technology to the Ukraine for the CT when we set up the factory. But the Ukraine was traditionally very good at building metal airplanes. We also sent Denny Franklin to help set up tooling and develop ideas for building. For instance, the metal sheet thickness for big Antonov airplanes is much greater than for LSA!"
* Realistic all-up weight: "It's an honest 825 lbs. with all the equipment on it, so the rest is pure payload. Also it's not a fancy airplane you're afraid to put your hands on. It's very solid. It's a workhorse also."
* Production rate: "Now that the design is done, and we've begun marketing, we hope to be producing 4 to 6 per month by the end of the year. We didn't want to create demand we couldn't meet."
* When will the first ones arrive in the U.S.? "Flight Design USA should have one in the next two weeks."
* Response after demo flights: "We were surprised by how much people like it. We didn't try to sell them on the MC, we just asked them 'What did you find, what did you like or not like: we wanted them to be completely honest. And we heard good things."
* In Europe: "We are working on the type certificate by late summer for the CTLS. We don't have an LSA-type category yet. Also, we sold the same number of airplanes in 2009 in Europe as in 2008! There is no reason we could see, so we just accept it!"
* What's new with the CTLS? "A new interior, with two-tone painting. And the Dynon SkyView or Garmin G3X panel for those transitioning beyond LSA training to GA airplanes with Garmin panels."

Sebring Day Two: Dynon SkyView

2010-01-22T17:12:00.000-08:00

Friday attendance seemed lighter than last year. Blame Thunderstorm Morning! One downpour sent sheets of water an inch deep flowing across the exhibition tarmac.
But nothing dampens sky-bound enthusiasts for long -- before long, we drowned rats re-emerged and started aviating as the skies slowly cleared and sunlight finally popped out around 4 pm.
Highlights of my day:
* Robert Hamilton of Dynon Avionics took me through a quick tour of the new Skyview System avionics platform. Very impressive.
Their number one seller: the FlightDEK-D180, closely followed by the original EFIS-D10A, which fits into 3 1/8" hole -- ideal for retrofitting a steam-gauge panel for a complete flight system or to backup a big-panel EFIS system.
Safety feature: The D-10A has a 1-hour battery life. Even if you lose all electrical power in flight, you can have instruments for landing.

Sebring: Day One Postscript

2010-01-21T19:51:00.000-08:00

A gusty, blustery day at Sebring Airport. Warm, humid, winds pushing 20 or more all day, didn't dampen the spirits of pilots, who flew all day.

Light Aircraft Manufacturer's Association (LAMA), led by Pres. Dan Johnson, had its annual manufacturer's and distributor's dinner on the field, including what Dan promised would be "no long and boring" speeches by industry notables, which included EAA's Earl Lawrence, Flight Design's Tom Peghiny with a rousing, unforgettable call to submit nominees for the Larry Burke Award for distinguished contribution to the movement, Sebring Expo organizer Robt. Wood, NTSB accident investigator Gregg Ferguson and others.
As some wag with a couple beers under his flight suit put it, "Yeah, no short boring speechs either Dan!" A good time was had by all.

More notes gleaned from my recorder before I sack out, with visions of flying the PiperSport tomorrow morning dancing through my dreams:

PiperSport owners will be supported by:

a five year warranty;
a broad dealer network, made up of some current Piper and SportCruiser dealers and perhaps some new
parts worldwide through a broad distribution network (Aviall);
Piper personnel spent a lot of time in the Czech Republic studying Czech Sport Aircraft's (CSA) manufacturing techniques before they made the decision
CEO Kevin Gould stated Piper feels the economic downslide is flattening; that there have been a lot of people sitting on the sidelines who were waiting for something like this to get them to "jump into the pool"; sure hope he's right.
Piper will only offer SLSA. CSA may still produce kits on its own but Piper owns the licensing for SLSA exclusively

The sporty, solid German-made Breezer now numbers 100 worldwide. Mike Zidzunias has changed the name of his Mike Z Aviation LSA sales and service repair station to Island Bird Flying Service. He'll have some important announcements for me later in the show about the Breezer too.

Enter the PiperSport!

2010-01-21T09:50:00.000-08:00

Piper Aircraft's Prez/CEO Kevin J. Gould made it official today at Sebring: the company has entered into a new, worldwide-exclusive distributor licensing agreement with Czech Sport Aircraft that will bring the SportCruiser to market - by April! - under the new name PiperSport.

As I reported yesterday, Piper did not buy into the company as had been rumored.

Piper representatives told me there will be some changes to the aircraft, such as refining control harmonies, to optimize its conformability to Piper's long heritage of entry-level airplanes.

But by and large, this is still the SportCruiser, which is a fine, Euro-proven design that is not only an excellent training airplane but most definitely a lot of fun to fly, and a dream to land.

CEO Gould and other Piper personnel addressed a gathering of public and media to make the important announcement.

Gould began his remarks by evoking the original Piper Cub, what he described as "one of the original 'LSA' aircraft of its time."

"Piper is entering what is undeniably one of the most exciting market segments in general aviation," he continued. "This burgeoning segment is becoming vital to our industry and playing an ever-increasing role in developing general aviation's next generation of pilots."

"The PiperSport is an amazing entry-level aircraft that will bring new customers into Piper and lead the way...into more sophisticated and higher performance aircraft within our line over time."

Some highlights of the deal, and the airplane:

three models are on sale as of today: The basic PiperSport ($119,000), PiperSport LT (primary trainer at $129,000), and PiperSport LTD (professional model, $139,000).
first deliveries are promised by April of this year!
parts for existing SportCruisers will still be available.
parts for PiperSport will be available through supplier Aviall, Piper's partner.

The interior's new leather seats are gorgeous.

Piper did not signal any intention to put a heavier "GA" engine into the PiperSport, as Cessna has done with the SkyCatcher, choosing to stay with the Rotax 912, 100hp engine.

One thing I was happy to hear: a BRS airframe recovery parachute system is standard equipment on every airplane.

Other aircraft features:

1,200 fpm climb rate
cruise of 115 Kts
600 lbs. useful load
premium auto "mogas" (unleaded fuel) or 100LL avgas
aircraft has metal, not plastic, fuel lines: impervious to ethanol in mogas, which can eat away at plastic
30-gallon fuel capacity, 144 lbs. total baggage (cabin and wing locker storage)
range: 600 nm

The basic PiperSport model comes with:

Dynon D100 Flight display
Garmin 495 GPS, SL40 Nav/Com and GTX 328 Transponder
Ameriking ELT
PS Engineering PM3000 intercom

Just in case you missed the link above, here's the page, which just popped up on the website at the same time as the announcement in Sebring.

Sebring Set-up Highlights

2010-01-20T20:26:00.000-08:00

Roaming the grounds as many exhibitors are setting up.

Cessna is here with the Skycatcher and a C-172.
Vans brought its RV-12 E-LSA (The company is looking seriously into producing the 12 as an SLSA.
I flew Flight Design's MC all-metal trainer tonight at sunset. Loved it!

More on these stories to come.

But the big news is Cessna's generations-long rival, Piper Aircraft, which has a large display area out on a prominent the grass next to the ramp.

In exactly 12 hours, Piper will confirm the rumor - what a spokesman for the company jokingly referred to as "The worst-kept secret in aviation!" - of its entry into the Light Sport movement.

The airplane they've chosen: the beautiful, popular Czech Sport Aircraft SportCruiser.
At the press conference, we'll find out just what Piper's involvement and vision is, and I'll report it here.
Meanwhile, everyone I spoke with about it today: distributors, manufacturers and pilots, all believe that Piper's entry into LSA can only be beneficial for the movement.
Tom Peghiny of Flight Design USA: "It's a vote of confidence for the ASTM standard and a shot in the arm for LSA in general."
Pete Krotje of Jabiru USA: "I believe Piper will have to modify it significantly, and they may go to a Continental engine which more fits the historical Piper way of doing things
LSA Sky Cred: moving up the charts.
---photo courtesy Czech Sport Aircraft