2 | October-November 2016 | Powered Sport Flying Executive Editor Subscriptions Classified Sales Vickie Betts (800) 867-5430 E-mail: vickie@easyflight.com Web site: www.psfmagazine.com Technical Editor Layout & Design Display Ad Sales Roy Beisswenger PO Box 38 Greenville, IL 62246 800-867-5430 roy@easyflight.com Publisher Sport Aviation Press, llc 16192 Coastal Hwy Lewes, DE, 19958 Photography Valerie Layne Jim Smith Cliff Tucker Graphic Artist Tim Dilliner FeatureWriters Zen Boulden Kai Bode Dr. Bruce H. Charnov John S. Craparo Phil Dietro Jeff Goin Greg Gremminger Michael Hudetz Jeff Hamann Geoff Hill Dan Johnson Doug Maas Ira McComic Jim Smith Marion Springer Jim Sweeney © 2016 Sport Aviation Press llc Powered Sport Flying™ Magazine is published monthly by Sport Aviation Press llc, PO Box 38, Greenville, IL 62246, (800) 867-5430. All rights reserved. Reproduction in whole or in part without the written permission of the publisher is prohibited. The publisher assumes no responsibility for any mistakes in advertisements or editorials. Statements/opinions expressed herein do not necessarily reflect or represent those of this publication or its officers. While every effort has been made to ensure the accuracy of the information contained in this publication, Sport Aviation Press llc: Powered Sport Flying™ Magazine disclaims all responsibility for omissions and errors. Periodicals Postage Paid number 000228 at Greenville, IL, 62246 and at an additional mailing office. postmaster: send address changes to: Sport Aviation Press, PO Box 38, Greenville, IL 62246. Volume 23, Number 5. Subscription Rates Annual subscription rates: $36.95 U.S. $48 Canada $90 International All monies US Funds Subscribe online at: www.PSFmagazine.com For more information call: (800) 867-5430 Welcome to yet another combined issue of Powered Sport Flying Magazine! It was a hectic summer for us. But, as a favorite line from a Clint Eastwood movie goes (slightly paraphrased), “We shall endeavor to persevere!” Our flying season here has ended, which will hopefully help us get back on track! When we combine issues, we do extend your expiration date, and as always, we both thank you all very much for your continued patience with us! We have some informative press releases for you in this issue. One of them in particular is quite… interesting. Thoughtprovoking, at any rate. Another explains part of why our summer was so hectic–one of the things we did was help five people earn their Sport Pilot rating in Powered Parachutes! Dan Johnson has some interesting articles, including one on ultralight tourism in – of all places – North Korea. Not really a country that springs to my mind when I think of places to enjoy ultralight flight, I have to admit. From Paul Fiebich, we have an article detailing how to make a temporary repair to your Cylinder Head Temperature Sending Ring. Lots of pictures to help explain! In this issue, we have reviews of two different aircraft now on the market. From Trevor Sayer, we have a review of the Aeros Ultralight Trike and its wings. From Ira McComic, we have a review of the new American Ranger AR-1 gyroplane. Roy has written an article for us on mechanical turbulence. He describes the various kinds for you, and he’s created some rather detailed graphics to help illustrate what he’s saying. Jeff Hamann has written our Incidents column for this issue. In it, he describes an accident that he witnessed a couple of years ago while flying, and reminds us of some things to remember to stay safe. Every year, Jim Smith attends the Salton Sea Gathering and gives us a report, and this year is no different. Jim really gets some great pictures, and it was hard to narrow them down! In fact, Jim's photography can also be found on the front cover, the back cover, and leading off the Paraflight Section. That is probably a record! Finally, we have Roy’s column to close out the issue. He attended a nasa forum during AirVenture 2016, and learned some curious things, which he tells us about. Hopefully you all had a great summer and will have a nice holiday season, which seems to have come upon us awfully fast! Editorial
www.PSFmagazine.com | October-November 2016 | 5 4 | October-November 2016 | Powered Sport Flying Press Pass Updated Weather Textbook from the FAA ASA is now offering the faa’s latest weather textbook, lovingly titled faa AC 00-6B, and otherwise known as the book “Aviation Weather.” This important faa Advisory Circular has been in circulation under a variety of titles for more than 70 years and is now updated to reflect the latest practices and advancements in technology to better prepare and educate pilots for flight in various weather conditions, using modern resources. It discusses each aspect of weather in relation to aircraft operations and flight safety. All pilots must learn to deal with weather: to appreciate good weather, to recognize and respect marginal or hazardous weather, and to avoid violent weather. Recognition of this and sound weather decisions are critical to the successful outcome of all flights. This book discusses each aspect of weather as it relates to aircraft operation and flight safety. The information in “Aviation Weather” is applicable to students, instructors, and experienced pilots alike. It is a comprehensive resource for what you need to know about weather in order to fly safely in both visual (vmc) and instrument (imc) meteorological conditions. Subjects covered include the earth’s atmosphere, temperatures, atmospheric pressure and altimetry, wind, moisture, precipitation, clouds, air masses and fronts, turbulence, icing, thunderstorms, common ifr producers, high altitude weather, arctic and tropical weather, and soaring weather. Illustrations throughout; also includes a glossary and index. The earth’s atmosphere, highaltitude weather and special area weather considerations are thoroughly discussed. asa also points out that many of the faa Knowledge Exam weather questions are pulled from this text. Last updated in 1975, the latest edition of “Aviation Weather” (AC 00-6B) is now available in print as well as an eBook and eBundle from asa. Visit asa at www.asa2fly.com. You can also download a free pdf version of the document from www.faa.gov. Enter the 2017 FAI Young Artist Contest Do you know a young person who dreams about flying? Yes? Then get that person to pick up his or her pens, pencils or brushes and enter the 2017 fai Young Artists Contest to reach for the clouds. The aim is to create a picture that illustrates this years’ theme “Beyond the Clouds,” and to show us their vision through their eyes! Youngsters from three age categories: Junior (6-9), Intermediate (10-13), Senior (14-17) are invited to participate. 2017 Theme: Beyond the Clouds We live beneath the clouds. We look up and see them stand stationary or speed across the sky. We see them reflect the bright colors of the sunrise or sunset. They turn dark and purple, letting us know a storm is coming. We see almost every aspect of clouds, except what they look like from above. Above the clouds is a space known only to those who dare to break the bounds of earth. Some soar in hot air balloons, gliders and hang gliders, floating across the sky with the clouds. Others fly in planes, as pilots or passengers, watching the clouds and earth race by below. Specially trained pilots in rugged aircraft fly into storm clouds, taking measurements that help those on the ground predict where the storm will go. Those in helicopters can stand still, like clouds on a still day, or can fly across the sky high and low. Aerobatic pilots love clear skies, so those below can watch their amazing feats of flight. Intrepid aviators on the ground send up weather balloons almost to space, both for science and for the amazing pictures that can be taken only when you get above the clouds. The contest takes place in two phases. Each country will select the three best illustrations in each category: Junior (6-9), Intermediate (10-13), Senior (14-17) and forward them to the fai by 1 April 2017. An International Jury will then select the world winners in each category who will be rewarded respectively with Gold, Silver or Bronze fai medals. Visit: www.fai.org/fai-young-artists-contest/rules.
www.PSFmagazine.com | October-November 2016 | 7 6 | October-November 2016 | Powered Sport Flying Press Pass Come to Aircraft Spruce for your favorite Belite products. Belite’s Radiant instruments combine many functions into simple and small, lightweight units for Experimental, lsa and Ultralight Aircraft. The new instruments utilize sunlight-readable high contrast color lcd screens which are also friendly with sunglasses. The following gauges are offered: • Digital Altimeter, Four Instruments in one: includes altitude, vertical speed, outside temperature and true density altitude • Electric Turn Coordinator • Fuel Gauge & Sender • Air speed/Altitude/vsi in one unit, with user configurable speed ranges (white/green/yellow/red) and compatible with any desired range between 20 mph and 200 mph. The recent history of airspeeds is shown, along with digital altitude and vsi information • GMeter showing a continuous flow of G loads • Angle of Attack, providing stall warning and aural output Radiant Instruments are designed for a standard 2.25” cutout, using up to 100 milliamps of power from a supply of 8 to 14 volts. All instruments are dimmable. Digital Altimeter Taking advantage of a recently introduced high precision altimetry sensor, Belite has designed and introduced its Radiant Digital Altimeter for use in experimental and ultralight aircraft. This combines four common aircraft instruments into one small unit that weighs two ounces. Like other Belite Radiant instruments, it features a brilliant, daylight readable color lcd display. It will work with any voltage source between 10 and 36 volts. “We are particularly pleased with the built-in density altitude calculator in this new instrument,” said James Wiebe, ceo of Belite. “The unit continuously displays pressure altitude, as calculated by the unit ’s pressure sensor and by the external temperature probe. The unit allows the pilot to set an alarm value, so the density altitude is displayed in either white, yellow (caution) or red (serious alarm) depending on pressure altitude and temperature,” Wiebe continued. Belite’s “Radiant” Product Line Is Available At Aircraft Spruce Support Our Advertisers The unit packs digital vsi and altitude, along with a settable pressure window, density altitude and outside air temperature into the main display screen. Even with all this information, the unit is easy to read and well organized. The unit also sets a new competitive bar for accurate altimeters, vsi and density altitude calculators, including the external temperature probe. All of this functionality is priced at $199.95. The instrument is non-tso’d and non-pma’d. Electric Turn Coordinator Belite’s new Radiant Turn Coordinator provides a visual indication of turn rate along with a visual indication of slip/skid, utilizing an ultra bright, daylight-readable color lcd display. In comparison to all other Turn Coordinators, this unit also provides a digital indication of degrees per second in the turn. It is also inexpensive, at $299.95. “Any pilot who has ever wanted to add a turn coordinator to an experimental aircraft panel has been put off by the complexity, weight, reliability, and price of traditional electric or vacuum units. Our new product solves all these problems. It utilizes a solid state gyro and accelerometer; it weighs less than two ounces, it attaches to any aircraft ship power system, and it allows for easy in-flight calibration at the push of a button,” said James Wiebe, Belite ceo. The unit graphic design looks exactly like existing turn coordinators, so there is no learning curve for the pilot. Also, unlike some products, the unit’s gyro will stabilize even if brought to power under aircraft upset conditions. Wiebe also noted that this is the first avionic product from Belite which is also compatible with 28 volt aircraft electrical systems. The internal power regulator has been designed to withstand transients to 60 volts. Fuel Gauge and Probe Belite has created these new fuel gauges with one specific feature in mind: persistence. For example, the last 15 minutes of fuel level information on their fuel gauge is shown graphically along with the current fuel level. This provides the pilot with the ability to look at the fuel use trend and make better decisions. Traditional steam gauge instruments and other glass panel products don’t have this valuable feature. The new fuel probe supports multiple bending, allowing it to fit into any shape of tank. Even with many bends, it is designed not to short out and fail. It also features easy calibration via pushbuttons. It is available in any length from 6 to 40 inches. For more information, contact Aircraft Spruce at (877) 477-7823 or (951) 372-9555 and reference Belite Radiant. Aircraft Spruce’s complete product line is available at www.aircraftspruce.com. Request your complimentary copy of the company’s free 1100+ page catalog (available in print, CD, or pdf formats). New Radiant Bendable Capacitance Fuel Probe
8 | October-November 2016 | Powered Sport Flying Light Sport Aircraft Sightseeing by Ultralight... in North Korea The stories we hear about North Korea are usually bad. OK, I’ve rarely heard anything good so I guess the news is just about all bad. However, we hear about North Korea from mainstream media and government officials, neither of whom seem interested in good news about this reclusive Communist state. On whole, it seems probable things are pretty lousy in such a closed and controlled nation but now and again, something trickles out to show less evil. This story was featured in Toronto, Canada’s TheStar.com and was written by Eric Talmadge of the Associated Press. At the end of his article Eric wrote, “Officials say the ultralight aircraft used for the flights were made in North Korea.” If so, I’d say they are a knock-off of a Chinese aircraft that I have examined. A China airplane looking very similar has been seen at AirVenture 2015 though I’m guessing few visitors paid it much attention as it was far from the sleek, beautiful light aircraft commonly seen at the big show. However, China’s A2C-L aircraft, developed by the avic Special Vehicle Research Institute, was this year the first ultralight aircraft to obtain a certificate of model design approval and a production permit issued by Civil Aviation Administration of China, according to China Aviation News. Nearly 100 A2C planes have been sold, that publication reported. Ironic, you might find it, that a China airplane could be knocked off by another country. Many Americans think China is taking products from other nations and making their own copies. Perhaps this shows how far China has advanced? Mr. Talmadge reported in The Star, “Until a few months ago, if you wanted a bird’s-eye view of North Korea’s capital, you basically had only one option: a 492-foot-tall tower across the river from Kim Il Sung Square.” Now, if you have the cash, you can climb into the back seat of an ultralight aircraft. He explained that North Korean leader Kim Jong Un has vowed to give North Koreans more modern and “cultured” ways to spend their leisure time, and with foreign tourism companies looking to entice visitors with unique things to do besides visit war museums and political monuments, a Pyongyang flying club has started offering short flights over some of the capital’s major sights. Maybe it’s working as Talmadge reported, “Officials say more than 4,000 North Koreans have gone up in the ultralight fleet since, along with ‘hundreds of foreigners’ from 12 countries.” His report continued, “The tours, which began in late July, are operated by the Mirim flying club out of a fancy new facility on an old airfield.” Flights go directly over some of Pyongyang’s most iconic spots, including the gargantuan May Day stadium, the torch-tipped Juche Tower and Kim Il Sung Square area, and the Munsu Water Park (top left photo), another of Kim’s leisure spot ‘gifts’ to the city. After each flight, the tightly controlled society requires club officials to inspect photographs taken from the air. The Star reported that seeing the city from a height of 6,000 feet while moving through the skies at ultralight speeds offers a different perspective from anything tourists, and even most Pyongyang residents, had ever been able to get before. Flights aren’t cheap. A 25-minute mission from the airstrip on the outskirts of the city to Kim Il Sung Square and the Juche Tower, which had previously been the best place Support Our Advertisers to get an urban panorama, sells for about $150 (2-3 month’s wages for an average Korean factory worker). Shorter flights are offered at lower prices, starting from about $65, but those only fly around the immediate vicinity of the flight club, which is fairly rural. Prices for North Koreans are much cheaper, though club officials reportedly would not say exactly how much. Officials say the ultralight aircraft used for the flights were made in North Korea. Perhaps, but if so, they must have used the A2C-L as their template. North Korea does trade with China, one of its few export/import partners. I can only marvel at what North Koreans or tourists would think if they saw one of our modern Light Sport Aircraft or a well-made American ultralight-like aircraft. China has other models North Korea might access but maybe the A2C-L was chosen for specific reasons. I’m guessing those few thousand folks that have taken a flight find it a special experience... one any American can take virtually for granted.
www.PSFmagazine.com | October-November 2016 | 11 10 | October-November 2016 | Powered Sport Flying World Records and Attempts Airplane • Course/Location: Ozzano Dell’Emilia, BO (Italy) • Performance: 323.8189 km/h (201.2117 mph) • Pilot: Alberto Rodolfo Porto (Italy) • Crew: Sara Della Moretta (Italy) • Aircraft: Risen / SEA powered by 912 • Date: 12/16/2015 • Claim Number: 17783 • Sub-Class: ral2t / Microlights: Movable Aerodynamic Control / Landplane / Flown with two persons / Thermal Engine • Type of Record: Speed over a straight course • Previous Record: 300.51 km/h (186.72 mph) (6/30/2015) and... • Claim Number: 17912 • Sub-Class: R-Absolute / Absolute Record of class R • Type of Record: Speed • Previous Record: No record set yet. Gyroplane • Claim Number: 17812 • Sub-Class: E-3b / Autogyros: take-off weight 500 to 1,000 kg (1,102 to 2,205 lb) • Category: General • Group: 1, Piston Engine • Type of Record: Speed over a straight 15/25 km (9.3/15.5 mile) course • Course/Location: Fertőszentmiklós (Hungary) • Performance: 181.00 km/h (112 mph) • Pilot: Christian Kurz (Austria) • Aircraft: AC20 / FD-Composites powered by 914 • Date: 2/12/2016 • Previous Record: 131 km/h (81.4 mph) (2/1/2007–Andrew C. Keech, USA) Gyroplane • Sub-Class: E-3b / Autogyros: take-off weight 500 to 1,000 kg (1,102 to 2,205 lb) • Category: General • Group: 1: Piston Engine • Pilot: Paul A Salmon (USA) • Aircraft: M 22 / Magni powered by 914 • Claim Number: 17735 • Type of Record: Speed over a recognized course • Course/Location: Cape Girardeau, MO–El Paso, TX (USA) • Performance: 118.56 km/h (73.67 mph) • Date: 11/5/2015 • Previous Record: No record set yet. and... • Claim Number: 17744 • Type of Record: Speed over a recognized course • Course/Location: El Paso, TX (USA)– Cape Girardeau, MO (USA) • Performance: 164.13 km/h (101.99 mph) • Date: 11/10/2015 • Previous Record: No record set yet. FAI has ratified the following Class E (Rotorcraft) and Class R (Microlights and Paramotors) World records. The Fédération Aéronautique Internationale, the National Aeronautic Association, the United States Ultralight Association and Powered Sport Flying Magazine all congratulate the Pilots on their splendid achievements. World Records and... • Claim Number: 17745 • Type of Record: Distance without landing • Course/Location: Cape Girardeau, MO–El Paso, TX (USA) • Performance: 1,653.07 km (1,027.17 miles) • Date: 11/10/2015 • Previous Record: 1,414.64 km (879.01 miles) (2/3/2007–Andrew C. Keech, USA) Gyroplane • Sub-Class: E-3a / Autogyros: take-off weight less than 500 kg (1,102 lb) • Category: General • Group: 1, Piston Engine • Type of Record: Speed over a recognized course • Pilot: Norman Frank Surplus (United Kingdom) • Aircraft: MT 03 / RotorSport powered by 914 • Previous Records: No records set yet. • Claim Number: 17601 • Course/Location: Tillamook, OR (USA)–Sept Iles (Canada) • Performance: 5 km/h (3.1 mph) • Date: 7/8/2015 and... • Claim Number: 17615 • Course/Location: Sept Iles, PQ (Canada)– Narsarsuaq, Greenland (Denmark) • Performance: 4.3 km/h (2.7 mph) • Date: 7/26/2015 and... • Claim Number: 17629 • Course/Location: Belfast, Maine (USA)– Larne, NI (United Kingdom) • Performance: 5.3 km/h (3.3 mph) • Date: 8/11/2015 and... • Claim Number: 17630 • Course/Location: Vagar, Faeroe islands (Denmark)–Larne, NI (United Kingdom) • Performance: 76.1 km/h (47.3 mph) • Date: 8/11/2015 and... • Claim Number: 17631 • Course/Location: Tillamook, OR (USA)– Larne, NI (United Kingdom) • Performance: 4.5 km/h (2.8 mph) • Date: 8/11/2015 and... • Claim Number: 17632 • Course/Location: Narsarsuaq, Greenland (Denmark)–Larne, NI (United Kingdom) • Performance: 8.2 km/h (5.1 mph) • Date: 8/11/2015 and... • Claim Number: 17633 • Course/Location: Reykjavik (Iceland)– Larne, NI (United Kingdom) • Performance: 7.00 km/h (4.35 mph) • Date: 8/11/2015 and... • Claim Number: 17634 • Course/Location: Sept Iles, PQ (Canada)– Larne, NI (United Kingdom) • Performance: 5.00 km/h (3.11 mph) • Date: 8/11/2015 and... • Claim Number: 17635 • Course/Location: Vagar, Faeroe islands (Denmark)– Stornaway, Scotland (United Kingdom) • Performance: 121.7 km/h (75.62 mph) • Date: 8/11/2015 and... • Claim Number: 17636 • Course/Location: Vagar, Faeroe islands (Denmark)–Oban, Scotland (United Kingdom) • Performance: 85.9 km/h (53.4 mph) • Date: 8/11/2015 If you are in the United States and would like to set an aviation world record, you should first read the current FAI Sporting Code. They can be downloaded from www.fai.org. Then, contact the National Aeronautic Association (NAA) to learn more about how you can set your own record! Visit them at at www.naa.aero.
www.PSFmagazine.com | October-November 2016 | 13 12 | October-November 2016 | Powered Sport Flying World Records Airplane • Claim Number: 17728 • Sub-Class: ral2t / Microlights: Movable Aerodynamic Control / Landplane / Flown with two persons / Thermal Engine • Type of Record: Time to climb to a height of 6,000 m (19,685 feet) • Course/Location: Milovice (Czech Republic) • Performance: 13 min 7 sec • Pilot: Jan Bém (Czech Rep.) • Members: Lucie Dolejšová (Czech Rep.) • Aircraft: Skylane 914 / AirLony powered by 914 • Date: 11/2/2015 • Previous Record: No record set yet. Powered Paraglider • Claim Number: 17694 • Sub-Class: rpf1t / Paramotors: Paraglider Control / Foot-launched / Flown with one person / Thermal Engine • Type of Record: Speed over a closed circuit of 50 km (31 miles) • Course/Location: Earnley, West Sussex (United Kingdom) • Performance: 77.29 km/h (48.03 mph) • Pilot: Barry Holleran (United Kingdom) • Aircraft: Hadron / Dudek powered by Thor 250 • Date: 9/19/2015 • Previous Record: No record set yet. Powered Paraglider • Sub-Class: rpf1t / Paramotors: Paraglider Control / Foot-launched / Flown with one person / Thermal Engine • Group: Male • Type of Record: Time to climb to a height of 3,000 m (9,843 feet) • Pilot: Mark Morgan (United Kingdom) • Claim Number: 17693 • Course/Location: Earnley, West Sussex (United Kingdom) • Performance: 15 min 23 sec • Aircraft: Viper 3-26 / Ozone powered by Thor 250 • Date: 9/20/2015 • Previous Record: 18 min 49 sec (11/29/2014– Mark Morgan, United Kingdom) and... • Claim Number: 17712 • Course/Location: Earnley, West Sussex (United Kingdom) • Performance: 13 min 46 sec • Aircraft: Viper 3–22 / Ozone powered by Thor 250 • Date: 10/9/2015 • Previous Record: 15 min 23 sec (9/20/2015– Mark Morgan, United Kingdom) Fai has received the following Class E (Rotorcraft) Class R (Microlights) World record claims. The details shown below are provisional. When all the evidence required has been received and checked, the exact figures will be established and the record ratified (if appropriate). Gyroplane • Category: General • Group: 1, Piston Engine • Pilot: Paul A. Salmon (USA) • Aircraft: M 22 / Magni • Current Records: Unless noted, no records set yet. • Claim Number: 17915 • Sub-Class: E-3b / Autogyros: take-off weight 500 to 1,000 kg (1,102 to 2,205 lb) • Type of Record: Highest take-off • Course/Location: Leadville, CO (USA) • Performance: 3,025 m (9,925 feet) • Date: 8/11/2016 and... • Claim Number: 17916 • Sub-Class: E-3b / Autogyros: take-off weight 500 to 1,000 kg (1,102 to 2,205 lb) • Type of Record: Altitude with 95 kg (209 lb) payload • Course/Location: Leadville, CO (USA) • Performance: 4,764 m (15,630 feet) • Date: 8/12/2016 and... • Claim Number: 17917 • Sub-Class: E-3a / Autogyros: take-off weight less than 500 kg (1,102 lb) • Type of Record: Highest take-off • Course/Location: Leadville, CO (USA) • Performance: 3,025 m (9,925 feet) • Date: 8/11/2016 and... • Claim Number: 17918 • Sub-Class: E-3a / Autogyros: take-off weight less than 500 kg (1,102 lb) • Type of Record: Altitude with 95 kg (209 lb) payload • Course/Location: Leadville, CO (USA) • Performance: 4,207 m (13,802 feet) • Date: 8/12/2016 and... • Claim Number: 17924 • Sub-Class: E-3a / Autogyros: take-off weight less than 500 kg (1,102 lb) • Type of Record: Greatest mass carried to height of 2,000 m (6,562 feet) • Course/Location: Cape Girardeau, MO (USA) • Performance: 86 kg (190 lb) • Date: 8/30/2016 and... • Claim Number: 17925 • Sub-Class: E-3b / Autogyros: take-off weight 500 to 1,000 kg (1,102 to 2,205 lb) • Type of Record: Time to climb to a height of 3,000 m (9,842 feet) • Course/Location: Cape Girardeau, MO (USA) • Performance: 22 min 35 sec • Date: 8/30/2016 • Current Record: 29 min 20 sec (2/3/2007– Andrew C. Keech, USA) and... • Claim Number: 17926 • Sub-Class: E-3b / Autogyros: take-off weight 500 to 1,000 kg (1,102 to 2,205 lb) • Type of Record: Altitude with 200 kg (441 lb) payload • Course/Location: Cape Girardeau, MO (USA) • Performance: 2,755.00 m (9,038.7 feet) • Date: 8/30/2016 and... • Claim Number: 17927 • Sub-Class: E-3b / Autogyros: take-off weight 500 to 1,000 kg (1,102 to 2,205 lb) • Type of Record: Greatest mass carried to height of 2,000 m (6,562 feet) • Course/Location: Cape Girardeau, MO (USA) • Performance: 145.00 kg (320 lb) • Date: 8/30/2016 Helicopter • Sub-Class: E-1b / Helicopters: take off weight 500 to 1000 kg (until change noted) • Category: General • Group: 1, Piston Engine • Course/Location: Cape Girardeau, MO (USA) • Aircraft: R44 Raven II / Robinson • Pilot: Paul A Salmon (USA) • Current Records: No records set yet unless noted. • Date: 9/28/2016 unless noted • Claim Number: 18013 • Type of Record: Time to climb to a height of 3,000 m (9,842 feet) • Performance: 6 min 36 sec and... • Claim Number: 18012 • Type of Record: Altitude with 100 kg (220 lb) payload • Performance: 4,580.00 m (15,026 feet) • Date: 9/27/2016 • Current Record: 4,029 m (13,218 feet) (3/22/2013–Sergey Ananov, Russia) and... • Claim Number: 18014 • Type of Record: Greatest mass carried to height of 2,000 m (6,562 feet) • Performance: 100.00 kg (220 lb) and... • Claim Number: 18015 • Sub-Class: E-1c / Helicopters: take off weight 1000 to 1750 kg (2,205 to 3,858 lb) (from here to end of listings) • Type of Record: Time to climb to a height of 3,000 m (9,842 feet) • Performance: 9 min 43 sec and... • Claim Number: 18016 • Type of Record: Altitude with 200 kg (441 lb) payload • Performance: 4,115 m (13,501 feet) and... • Claim Number: 18017 • Type of Record: Altitude with 100 kg (220 lb) payload • Performance: 4,295 m (14,091 feet) and... • Claim number : 18018 • Type of record : Greatest mass carried to height of 2,000 m (6,562 feet) • Performance : 258.00 kg (568.8 lb)
www.PSFmagazine.com | October-November 2016 | 15 14 | October-November 2016 | Powered Sport Flying What Is Happening Where One of the best ways to get started with flying is to visit others already involved in the sport. And one of the most relaxed ways to do that is by participating in fly-ins and other events. You can normally find someone there who will be glad to help you and get you started in the right direction. If you would you like to see your event listed here, visit www.psfmagazine.com/list-your-flying-event. November 12, 2016, 10:00am Seaplane Pilots Association Members Meeting. Winter Haven, Florida. Free lunch following the meeting. If you have any suggestions please let us know. Call SPA’s Ann Gaines at (888) 772-8923 or spa@seaplanes.org. December 2-3, 2016 Flyer Live Aviation Show. The International Centre, Telford, United Kingdom. FLYER Live is the UK’s biggest indoor aviation event, and a fantastic experience for all. Previously known as The Flying Show. If you have a love of flying or would like to try it for the first time, whether it’s microlights, gliders, gyrocopters, light aircraft, models, paramotors, free flight, training, or technology there is something for everyone at FLYER Live. www.theflyingshow.co.uk January 6-8, 2017 Wings Over Winter. Lake Wales, Florida. Wings Over Winter is proud to announce its fourth annual Powered Paragliding (PPG) event that will take place at the beautiful Lake Wales Airport in Central Florida. We have over 200 acres of launchable area and we’re practically surrounded by hundreds of square miles of pastures, orange groves, and similarly beautiful terrain. For more information visit wingsoverwinter.com Calendar January 16-17, 2017 Rotax Engine 9 Series Service Course. Sebring, Florida. The 9 Series Service Course is a 2 day program for Owners and Technicians. It covers service and inspection to the 100 hour or annual level for the Rotax 912 family of engines. There are no prerequisites. Call (863) 655-5100 or visit training.lockwood.aero. January 18-19, 2017 Rotax Engine 9 Series Maintenance Course. Sebring, Florida. 912 Maintenance course is for technicians. It covers the removal and replacement of components at the line maintenance level. A current 912 iRMT Service rating is required. Call (863) 655-5100 or visit training.lockwood.aero. January 20,2017 912iS Installation Training. Sebring, Florida. This class is intended for aircraft manufacturers and for homebuilders who are planning do develop an installation for the 912iS in their aircraft. Covers the architecture of the Engine Management System, how it operates, and the considerations you'll want to keep in mind while working on your design. The prerequisite for this class is the Service and Maintenance classes for the 9 Series engines. Call (863) 655-5100 or visit training.lockwood.aero. January 21,2017 Specialty Renewal Training. Sebring, Florida. 912 Renewal and 2-Stroke classes for those who are already iRMTs (independent Rotax Maintenance Technicians). A current applicable two-stroke or 912 iRMT Service rating is required. Call (863) 655-5100 or visit training.lockwood.aero. January 22-24, 2017 Rotax Engine 9 Series Heavy Maintenance Course. Sebring, Florida. The 9 Series Heavy Maintenance course is for technicians. It covers the repair of line item parts and advanced maintenance. A current 912 Service and Maintenance iRMT rating and 2 years experience are required. Call (863) 655-5100 or visit training.lockwood.aero. January 23-24, 2017 Rotax Engine 2-Stroke Maintenance & Repair. Sebring, Florida. The 2 Stroke Maintenance course is designed for technicians. It covers service, line maintenance and heavy repair. Students must show prior experience or have LSA repairman or higher rating. Call (863) 6555100 or visit training.lockwood.aero. January 25-28, 2017 US Sport Aviation Expo. Sebring Regional Airport, Sebring, Florida. The Expo is the place to see, try, buy and sell Light Sport Aircraft. It is also where to go to establish new business relationships and learn about Light Sport Aircraft, the Sport Pilot Certificate and other LSA related certifications. This was the first and is the largest annual event totally focused on LSA and Sport Pilot. www.sport-aviation-expo.com South Mississippi Light Aircraft January 23-24, 2017 Rotax Engine 2 Stroke Maintenance Course. January 25-26, 2017 Rotax Engine 9 Series Service Course. January 27-28, 2017 Rotax Engine 9 Series Maintenance Course. January 29, 2017 Rotax Engine 2 Stroke Maintenance, 912 Service and 912 Maintenance Renewal Courses. January 30 - February 1, 2017 Rotax Engine 9 Series Heavy Maintenance Course. Lucedale, Mississippi. These individual courses are available to repair technicians and sometimes owners. For pricing and prerequisites, call (601) 947-4953 or visit www.flysmla.com January 30-31, 2017 Rotax Engine 9 Series Service Course. Sebring, Florida. The 9 Series Service Course is a 2 day program for Owners and Technicians. It covers service and inspection to the 100 hour or annual level for the Rotax 912 family of engines. There are no prerequisites. Call (863) 655-5100 or visit training.lockwood.aero. February 1-2, 2017 Rotax Engine 9 Series Maintenance Course. Sebring, Florida. 912 Maintenance course is for technicians. It covers the removal and replacement of components at the line maintenance level. A current 912 iRMT Service rating is required. Call (863) 655-5100 or visit training.lockwood.aero. February 9-12, 2017 Arizona Flying Circus. Maricopa, Arizona. Held at the Motown Airport, tucked away in a pristine desert flying oasis. This event attracts a most eclectic mix of flyers and their unusual flying machines, including powered paragliders, hot air balloons, fixed wing aircraft, helicopters, gyrocopters, hang glider trikes, powered parachutes, and more. Certainly a large variety of pilots make it out every year with their flying contraptions, but you will also find wild costumes, great food, explosions, enormous fires, fireworks, firearms (yes, there is a shooting range on site), and the infamous bowling ball cannon. www.arizonaflyingcircus.com Support Our Advertisers
www.PSFmagazine.com | October-November 2016 | 17 16 | October-November 2016 | Powered Sport Flying What Is Happening Where Established 1948 www.washington-aviation.org February 25-26, 2017 Washington: Northwest Aviation Conference and Trade Show. Western Washington Fairgrounds, Puyallup, Washington. Technological advances in the industry are showcased. Hundreds of exhibits and more than 75 hours of educational and entertaining aviation seminars. Fly-in attendees can land at Pierce County Airport, where there are additional functions, free refreshments, and daily free shuttles to the event. For directions, schedules, and information see www.washington-aviation.org March 29 - April 1, 2017 Bensen Days. Wauchula, Florida. The 42nd Annual Bensen Days Gyroplane Fly In is hosted by Sunstate Wing and Rotor Club. It is the largest gyroplane fly-in in the eastern US, but all kinds of light sport and ultralight aircraft are invited. There will be both gyroplane flight instructors (CFIs) and designated pilot examiners (DPEs) at this year's Bensen Days available for flight instruction and testing. Most will arrive well before the event and prior arrangements must be made to take advantage of their services. This rendition of the Bensen Days Rotorcraft Event at Wauchula Airport (CHN) in Wauchula, Florida will once again be a "must go, must see" showcase. Expect another banner year and make plans to join those of us with an interest in gyroplanes, helicopters and experimental aircraft. www.bensendays.com April 4-9, 2017 Sun ‘n Fun. Lakeland Linder Regional Airport, Lakeland, Florida. More than 5,000 aircraft of every size and shape. The focus is on education with more than 450 educational forums, seminars and hands-on workshops. There are more than 500 commercial exhibitors who offer aviation products and services including all the major aircraft manufacturers. For more information call (863) 644-2431 or visit www.sun-n-fun.org FRIEDRICHSHAFEN April 5-8,2017 Aero Friedrichshafen. Friedrichshafen, Germany. Gliders, Model Airplanes, General Aviation, Business Aviation, Helicopters, Ultralight Aviation, and Light Sport Aircraft are all represented at this premier trade show for general aviation. www.aero-expo.com
www.PSFmagazine.com | October-November 2016 | 19 18 | October-November 2016 | Powered Sport Flying Rotorcraft News Win with the PRA The Popular Rotorcraft Association reports that they now have an Indiana gaming license. This allows them to hold raffles with proceeds earmarked for educational activity. Their first raffle drawing was a success with the first winner choosing the Boise A20 Bluetooth headset as his prize. With that success, their second drawing is scheduled to be held at the pra Airport in Mentone, Indiana on Wednesday, December 28, 2016. Tickets are a donation of $10.00 each; buy four tickets for $40.00 and you get five chances to win! You don’t have to be a pra member to win, but you get significant discounts on tickets if you are a member. PRA members get a 50% discount and receive two tickets for each $10.00 tax deductible donation while non-members receive one ticket. (Yet another reason to join the pra!) When you win, you may choose one of the following prizes: 1. $1,000.00 of flight instruction 2. Boise A20 Bluetooth headset 3. Garmin 660 touchscreen gps 4. IFLY GPS = AN iFLY740 5. Solo Shot ground-based video camera with gps tracking system 6. Two GoPro Cameras and attachment accessories 7. Flycom helmet with noise canceling headset 8. MGL V6 panel mount radio In order to participate, visit http://pra.org/default.aspx?p=Win. The drawing will be videoed and posted on YouTube, for those wanting to see the winner chosen. Online Sport Pilot Gyroplane (spy) Ground School 2017 Tim O’Connor, a gyroplane cfi and Advanced Ground Instructor in collaboration with the Popular Rotorcraft Association (pra) and faasteam (faa Safety Team), is making available a live online ground school for the Sport Pilot/Gyroplane certificate. Here is a chance for those seeking the certificate to complete the preparation for the faa Knowledge Test online. The course will total 30 hours of live virtual classroom instruction, and students will be assigned homework. This year is expanded to 10 Weeks and 30 hours of live training with no price increase! The 2017 Session includes: • faa Sport Pilot Knowledge Test Prep • Primer for faa Private Pilot Knowledge Test Prep • Cross Country Flight Planning for Gyroplanes • faa Oral Exam Test Prep • faa Student Solo Knowledge Exam Prep • faa Knowledge Exam Endorsement • faa Ground School Currency Endorsement (aka Biannual Review) • faa wings Safety Team Credits You’ll need a computer with a good internet connection, and headphones with microphone (no speakers please). Students will receive a bundle of materials after they have registered for the class, including exam supplement diagrams, worksheets and practice links. Students achieving a 90% or higher score on test prep will receive a logbook endorsement to take the knowledge test at an faa authorized testing center. Students completing the course will also receive faa Safety Team educational credits for the faa wings program. Students who already hold a gyroplane pilot’s license can use the class for recurrent training or remedial training requirements. Required class materials include: Electronic E6B Flight Computer; Sectional Chart Plotter (must be rotating type), a supply of sectional maps (one must be Cincinnati), one or more faa Airport Directories (one must cover Ohio), a bound notebook; a copy of faa far/aim; a selection of faa handbooks, circulars, fliers and publications relevant to your exam; several packs of both index cards and Post-It notes. Tuition: $250.00 Next Session Dates: January 5 – March 9 Classes conducted: Thursdays, 7pm–10pm Eastern. Enrollment is currently open. To register or for more details contact gyro.pilot@yahoo.com. Gyroplane Review by Ira McComic I’m a natural-born Texan of many generations. Long before ancestors on one side of my family came here in covered wagons, ancestors on the other side of my family lived here in teepees. It’s possible some of my forefathers may have scalped other ones. Because of my Texas heritage, I feel “ranger” has a certain ring to it, suggesting the legendary Texas Rangers lawmen of the frontier, the same-named baseball team of today, and that masked man with the white hat and silver bullets, the one and only Lone Ranger himself, famed for ridding the range of rustlers and ruffians. So naturally, when two new American Ranger gyroplanes arrived in my home state, I felt they had come to a fitting place. Specifically, they migrated from their birthplace in Florida to a small Texas town named Anahuac (anna-wack), east of Houston. Established in 1831, Anahuac had a role in fermenting the Texas war for independence fromMexico. Today, the Chambers County airport in Anahuac is the base for the Lone Star Rotorcraft Club, three members of which have formed a four-state dealership for the newly introduced American Ranger gyroplane, designated the AR 1. Although the AR 1 in many ways mirrors a trend for modern-day gryroplanes in the US, it discontinues that trend in one important respect. For the past decade or so, the most common configuration for gyroplanes introduced in the US has been a two-place, open cockpit, tandem seater with a Rotax four-cylinder engine. And nearly all of these gyroplanes, available from distributors and dealers in the US as ready-to-assemble kits, are produced by companies from other countries, gyroplanes like the Autogyro mto Sport, the Magni M-16 Trainer, the Magni M-22 Voyager, the Titanium Explorer, the ela G8 Cruser, and the ela G8— ahem—Ranger. Gone are the days when most kit-built gyroplanes in the US originated from American companies, The American Ranger AR-1 Gyroplane Red and gray AR1s together at Sun 'n Fun
www.PSFmagazine.com | October-November 2016 | 21 20 | October-November 2016 | Powered Sport Flying Gyroplane Review aircraft like Bensens, Ken Brocks, Air Commands, Dominators, Butterflies, and Sparrowhawks. Although the AR 1 patterns this configuration trend in modern gyroplanes—it’s a two-place, open cockpit gyroplane with tandem seating and offers either a Rotax 912 or 914 engine—it discontinues the trend in one regard: its country of origin. The AR 1, introduced officially this March at Bensen Days in Florida and exhibited at this year’s Sun ’n Fun, is produced in the US, its nationality heralded in the first part of its name: American Ranger. American Ranger kits are manufactured by Silverlight Aviation, a Florida company that was formerly the US distributor for the Halley Apollo AG1 gyroplane produced in Hungary. In fact, the American-made AR 1 is a derivative of the Hungarian AG1, but the AR 1 has been improved from that direct predecessor; and, as well, addresses in both function and styling, features found in similarly configured competitors from other countries. For example, nearly all of the modern gyroplanes introduced in the past decade have incorporated more aerodynamic styling than those of the Bensen-day era. Instead of the wind-in-the-face, bugs-in-the-teeth experience of earlier gyrocopters, modern gyroplanes typically have at least partially enclosed cockpits and windscreens. The AR 1, like most of its latter-day brethren, has a partially enclosed cockpit with windscreens for both the front and rear seat. But whereas most of these other gyroplanes are satisfied with bulletshaped fuselages whose smooth surfaces are as featureless as the flat plains of the Texas Panhandle’s Llano Estacado, the AR 1’s fuselage is more stylish, featuring an eye-catching, decal-accented indentation running most of the outside length of the fuselage, extending from a tapered end near the front, widening and deepening as it sweeps toward the back, there melding into a meshed screen opening. The whole aesthetic arrangement is a blend of form and function that serves to scoop some of the in-flight airflow around the fuselage and direct it to the engine radiator sitting in the air path beyond the opening. Furthermore, the fuselage doesn’t end immediately behind the back seat, but extends several inches farther back, forming a partial enclosure that streams airflow around the engine. This seamless extension of the fuselage has indented intakes higher up, one on each side, to shepherd airflow into the enclosure and around the power plant. Above the intakes, where the engine’s twin carburetors might otherwise extend directly into the slipstream, the partial panel has rounded bulges covering them, the bulges sleekly tapering into a forward-facing point, a graceful synergy of practicality and design. As another example of the AR 1’s aerodynamic styling, its main landing gear struts, aluminum leaf springs, lie within before when I was attempting to balance on the mains. I was over-controlling with pitch, anticipating more sluggishness in the aircraft’s response, yet the AR 1 seemed aggrieved that I would expect that kind of behavior from it. On climb out, as a way of apologizing for the misunderstanding and to demonstrate my increasing trust in the aircraft, I took my feet off the rudder pedals, and at full throttle I didn’t notice any significant roll or yaw. After a surprisingly fast climb, I tried some moderate maneuvering at higher airspeeds and found that even in steep banks, only a touch of rudder pedal kept the yaw string happy. As soon as I learned that the AR 1 was like a good cutting horse—I barely had to think about what I wanted it to do and it did that—we got along fine. With me in the front and Silverlight test pilot and cfi Greg Spicola in the back, I cleared the airport boundary but didn’t waste time climbing, leveling the aircraft and setting the throttle for 5300 rpm. At 400 feet, the AR 1 zipped along with an indicated airspeed of nearly 90 mph. I was warming up to the aircraft, making lazy turns, a few steep ones but nothing extreme, while Greg sat in the back letting me do the flying, but when he spotted a herd of feral hogs in a clearing below, he couldn’t resist taking the controls to give them chase, and that’s when I saw just how agile this aircraft can be in the hands of an able pilot. Greg zoomed down toward the tusked porkers, sending them running toward the thin cover of brush, raced past them, turned tight, spinning on the mast, and zoomed down on them again, herding them back into the open. I rode along, the experience taking me back to my days of flying Cobra gunships, but unfortunately, there’s no footage of this aerial sortie. A gun camera, let alone actual armament, isn’t even an optional feature with the AR 1 yet. Like many other gyroplanes, the AR 1’s rudder pedals serve a dual purpose; not only do they control the aircraft’s rudder, they’re also linked to the aircraft’s nose wheel and are used to steer the aircraft on the ground. It’s a common design with gyroplanes, but that combined purpose can sometimes lead to trouble during landings. For example, if airfoil shaped composite fairings, which not only reduce drag but produce some lift at higher airspeeds, their effect contributing a small percentage to airspeeds over 68 knots. And as a practicality, the strut fairings can be partially retracted, sliding a few inches into the fuselage body, which is flared at that point to receive them, a convenience for accessing the main gear wheels; for example, when servicing the brakes, or as demonstrated when one of the Anahuac AR 1s had a flat, to replace a tire tube. Combined with its aerodynamic sleekness and its larger tail area, which is set ten inches farther back than most other two-place tandem gyroplanes, there’s little to no coupling between power and yaw or power and pitching for a large part of the AR 1’s flight envelope. The aircraft’s larger rudder, combined with the vertical fins on the ends of the horizontal stabilizer, helps reduce that coupling. Although I understood that concept in theory, it took me a while to discover it in practice. Taking the AR 1 Flying During my first takeoff in an AR 1, a silvery beauty bearing serial number 3 and equipped with a Rotax 912uls engine, I was overly aggressive with the controls when the main gear lifted off, expecting the somewhat greater manhandling that some other gyroplanes require to compensate for torque roll. I suppose, though, I should have taken the hint about using a lighter touch on the controls a moment Opposite page: The AR1 has a lot of detail that is both functional and attractive. Above: A comfortable cockpit. Right: The fairing easily pulls back in order to repair or maintain the landing gear.
www.PSFmagazine.com | October-November 2016 | 23 22 | October-November 2016 | Powered Sport Flying Gyroplane Review the pilot is making an approach to landing, cross controlling the aircraft in a slip to compensate for a crosswind, the rudder is deflected off center and, as well, the nose wheel is turned from the straightahead direction. Should the nose wheel touch down cocked off to one side and remain so, the aircraft could dart off in that direction, leading to catastrophe or at least embarrassment. It’s advantageous if a nose wheel has some incentive to align itself with the fuselage upon touchdown, and the AR 1’s nose gear has that. Its front wheel fork is raked rearward so that the rolling axis of the wheel, directly above where the wheel touches down, is behind the swivel axis of the fork, which is higher up, by about three inches. This trail, as it’s called, produces a positive caster angle and a force that tends to cause the nose wheel to straighten itself out when rolling on the ground. Although some other gyroplanes besides the AR 1 employ trail, including the Titanium Explorer with its raked fork and the Magni M-16 with a vertical fork and a slanted offset at the bottom for the wheel, not all gyroplanes do. For more about caster, rake and trail, see “Where the Rubber Meets the Runway” by Roy Beisswenger in the June 2014 issue of Powered Sport Flying. The AR 1’s prerotator drive train—similar to that of the mto Sport, the ela 8, and the Titanium Explorer— has a horizontal shaft stretching over the top of the engine to a ninety-degree gear box connecting to a vertical shaft rising parallel to the mast; yet with the AR 1, the prerotator is activated differently. Compared to the prerotator of the mto Sport and the ela 8, which are pneumatically activated—as is the Titanium Explorer’s prerotator, albeit with a manually activated backup—the AR 1’s prerotator is entirely mechanically activated with a belt powered by the engine connecting to a pulley on the prerotator’s shaft. The tension on the belt is directly controlled by the amount of pressure the pilot applies to the handgrip mounted on the pilot’s cyclic at the front seat station. As elegant as a pneumatically actuated prerotator is for spinning up rotor blades, and for a pilot, almost as simple as just flipping a switch, an air leak in the system can be difficult to track down and fix. That’s the thought behind the Australian-produced Titanium Explorer having a mechanical backup for its prerotator; it reduces the risk that an Aussie gyroplane pilot might become stranded in the outback if his pneumatic system were to spring a leak and otherwise leave him to the fate of hungry dingoes or perhaps revenge-minded Kangaroos resentful that he’s wearing boots made from one of their beloved uncle’s hide. Compared to a pneumatically assisted prerotator, the AR 1’s mechanism is a more hands-on task for the pilot, yet it allows a better feel for the rotor as it spins up and the ability to finesse the process with gentle caresses on the handgrip during prerotation, a form of foreplay before flight for rotorcraft. Notably, the Magni M-16, which is produced in Italy—a country perhaps only coincidentally populated by notoriously amorous people—also uses a mechanical prerotator, although one actuated via a flexible cable rather than a shaft. The AR 1’s instrument panel suited me almost perfectly. The gauges are all analog, which I prefer rather than digital, especially for flight instruments. In my view, analog instruments enable a quicker grasp of trends; a glance at a needle’s position tells me instantly where a needle lies within the instrument’s range as well as whether the needle is holding steady, trending up or down, and as well, how fast it may be trending. With digital instruments, it’s necessary to not only observe the numbers displayed, but also to perform some mental arithmetic to calculate whether the number is greater or smaller than the last look and by how much. When taking in instruments several times a minute, those mental calculations add up and become tiring. The AR 1’s flight instruments—airspeed indicator, altimeter, and vertical speed indicator—are centered high on the panel and within peripheral vision when a pilot’s eyes are outside the cockpit. The engine instruments, lower and toward the outside of the panel, are appropriately located, consistent with being scanned typically less often. With the AR 1 that I flew, there was a barren area in the center of the instrument panel, plenty enough room to accommodate a gps with a relatively large display. The AR 1’s combined throttle and hand brake mechanism is similar to that of other modern gyroplanes I’ve
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