www.PSFmagazine.com | February 2019 | 3 2 | February 2019 | Powered Sport Flying We have the new improved Rotax 912 oil filteRs in stock. Benefits include improved filtration during cold start up and new anti back-flow valve. $19.95 Part # 825 012 laRge inventoRy of Rotax parts and accessories with same day shipping on in stock orders placed by 1:00 pm EST. Call 1-800-laRotax Parts: 863-655-5100 Service: 863-655-6229 www.lockwood.aero Phil lockWood Shopping for ROTAX just got easier Visit Lockwood Aviation’s newwebsite at www.Lockwood.aero We’ve revamped our website to take advantage of the latest in internet innovations and technology. More than 4,000 of our parts and supplies are now available for OnLine ShOpping! Using more than 2000 photos of engines, airframe parts, tools and supplies, our customers can completely configure and purchase Rotax Aircraft engines online — including the new 912 iS! USER FRIENDLY REAL-TIME ONLINE INVENTORY 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 Jim Sweeney Willi Tacke © 2019 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 26, Number 1. 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 Howdy, and welcome to another great issue of Powered Sport Flying Magazine! For those of you who are here with me in the Midwest, I hope that you survived the recent polar vortex with minimal (or no) damage. I really can’t wait for flying weather to come back. In the meantime, we’ve got lots of good information for you, so that you can get your fix! First, though, some sad news. Many of you in the rotorcraft world knew Marion Springer, or at least have heard of her. Sadly, she passed away in January. We’ve got a tribute to Marion in this issue. She was a great character, and she’ll be missed! Our condolences go out to her family. The faa has released the new procedures for flying at non-towered airports. We’ve condensed some of the important information for you, concentrating on General Operating Practices. Magni has a “Special Edition” of the M16 gyro, and Toni Ganzmann took one out for a spin in Germany. He’s got a report for us on the flying capabilities, and more. Poor Gene Whiting had some unplanned landings in his powered parachute, and he’s got a short story for us on what happened. Before you begin training to fly any aircraft, there are some things to which you need to give some thought. Roy has his Top 10 list of questions to ask before you begin the process of training. He writes for powered parachutes, but the list is really applicable to all flight training. Jeff Goin, in his Incidents column in this issue, discusses parachutal stalls, and the importance of testing a new (or newly repaired) chute before you try taking off. Chris Pine had an adventure a few years ago that involved a hang glider, and he reminds us of some very important things. David Corbett has written a piece on legal radios for paramotorists. David had a talk with the fcc about this, and he’s given us their answers. We also have the winners of both the Icarus Cup (human powered flight), and the Icarus Trophy. For the latter, the flight was over southern Africa, and so it posed a few unusual challenges! There’s more, but I’ll let you go ahead and begin reading. And before we know it, Spring will be here, and flying can be done without the risk of freezing, and with nothing to see but snow. Until then, take care and keep warm! Editorial
www.PSFmagazine.com | February 2019 | 5 4 | February 2019 | Powered Sport Flying FREE CATALOG! 1-877-4SPRUCE www.aircraftspruce.com 7 7 7 8 2 3 ROTAX 912 iS ROTAX 914 UL TURBO ROTAX 915 iS ROTAX ENGINE HEADQUARTERS The CPS Facility at the Corona Airport has the latest tools & equipment to service all Rotax engines. CPS also provides full service & maintenance on LSA’s. CALL 1-800-247-9653 • WWW.CPS-PARTS.COM BRYAN TOEPFER CPS Operations Manager California Power Systems 225 Airport Circle Corona, CA 92880 951-549-7786 24-Hour Fax: 951-372-0555 Tech Support Hotline: 951-317-8677 SALES • OVERHAUL SERVICES • ROTAX PARTS • ANNUAL INSPECTIONS • TECHNICAL SUPPORT • ROTAX CLASSES Press Pass The faa published Advisory Circular 90-66B last year that clarified how pilots should behave in the air around non-towered airports. This information is particularly important to most all ultralight and sport pilots since we fly almost exclusively out of airports without control towers. AC 90-66B calls attention to regulatory requirements, recommended operations, and communications procedures for operating at an airport without a control tower or an airport with a control tower that operates only part time. It recommends traffic patterns, communications phraseology, and operational procedures for use by aircraft, lighter-than-air aircraft, gliders, parachutes, rotorcraft, and ultralight vehicles. The AC cancels a couple of older ACs from the early 90’s. Importantly, it also includes instructions for how unmanned aircraft should operate near uncontrolled airports. AC 90-66B focuses on entry and departure from the patterns, flying the pattern and radio procedures. Some of the biggest changes are in how to fly, although the AC also offers great advice for radio work. We will focus on General Operating Practices here. Left Traffic. Use of standard traffic patterns (left turns) for all aircraft and Common Traffic Advisory Frequency (ctaf) procedures by radio-equipped aircraft are required at all airports without operating control towers unless indicated otherwise by visual markings, light gun signals, airport publications, or published approach procedure. It is recognized that other traffic patterns (right turns) may already be in common use at some airports or that special circumstances or conditions exist that may prevent use of the standard traffic pattern. Right-hand patterns are noted at airports on an aeronautical chart with an “RP” designator and the applicable runway next to the airport symbol. More on that, below. Collision Avoidance. The pilot in command’s (pic) primary responsibility is to see and avoid other aircraft and to help them see and avoid his or her aircraft. Keep lights and strobes on. The use of any traffic pattern procedure does not alter the responsibility of each pilot to see and avoid other aircraft. Pilots are encouraged to participate in “Operation Lights On,” a voluntary pilot safety program that is designed to improve the “see-and-avoid” capabilities. Unmanned Aircraft. Unmanned aircraft, commonly known as drones, do not require permission or authorization to operate in Class G airspace, at a non-towered airport or a part-time-towered airport when the control tower is not operating, nor are they required to maintain radio communications with other aircraft. However, the remote pic must always yield right-of-way to a manned aircraft and not interfere with manned aircraft operations. A manned aircraft may alter its flightpath or delay its landing or takeoff in order to avoid an unmanned aircraft that may present a potential conflict or otherwise affect the safe outcome of the flight. Because remote pics have an obligation to yield right-of-way to all other aircraft and avoid interfering in traffic pattern operations, the faa encourages remote pics to avoid operating in the vicinity of airports because their aircraft generally do not require airport infrastructure. Since small Unmanned Aircraft Systems (suas) do not operate under part 91, and this AC is intended for part 91 flight operations, additional information regarding unmanned aircraft airport operations operating under 14 cfr Part 107 may be found in AC 107-2. Preflight Actions. As part of the preflight familiarization with all available information concerning a flight, each pilot should review all appropriate publications (e.g., Chart Supplements, the aim, and notams), for pertinent information on current traffic patterns at the departure and arrival airports. New FAA Non-Towered Airport Procedures The FAA updated their 25 year-old procedures in their new Advisory Circular 90-66B
www.PSFmagazine.com | February 2019 | 7 6 | February 2019 | Powered Sport Flying Press Pass Traffic Flow. It is recommended that pilots use visual indicators, such as the segmented circle, wind direction indicator, landing direction indicator, and traffic pattern indicators that provide traffic pattern information. If other traffic is present in the pattern, arriving or departing aircraft should use the same runway as these aircraft. Transient aircraft may not know local ground references, so pilots should use standard pattern phraseology, including distances from the airport. Straight-In Landings. The faa encourages pilots to use the standard traffic pattern when arriving or departing a non-towered airport or a part-time-towered airport when the control tower is not operating, particularly when other traffic is observed or when operating from an unfamiliar airport. However, there are occasions where a pilot can choose to execute a straight-in approach for landing when not intending to enter the traffic pattern, such as a visual approach executed as part of the termination of an instrument approach. Pilots should clearly communicate on the ctaf and coordinate maneuvering for and execution of the landing with other traffic so as not to disrupt the flow of other aircraft. Therefore, pilots operating in the traffic pattern should be alert at all times to aircraft executing straight-in landings, particularly when flying a base leg prior to turning final. No-Radio Aircraft. Pilots should be aware that procedures at airports without operating control towers generally do not require the use of two-way radios; therefore, pilots should be especially vigilant for other aircraft while operating in the traffic pattern. Pilots of inbound aircraft that are not capable of radio communications should determine the runway in use prior to entering the traffic pattern by observing the landing direction indicator, the wind indicator, landing and departing traffic, previously referring to relevant airport publications, or by other means. Wake Turbulence. All aircraft generate wake turbulence. Therefore, pilots should be prepared to encounter turbulence while operating in a traffic pattern and especially when in the trail of other aircraft. Wake turbulence can damage aircraft components and equipment. In flight, avoid the area below and behind the aircraft generating turbulence, especially at low altitude where even a momentary wake encounter can be hazardous. All operators should be aware of the potential adverse effects that their wake, rotor, or propeller turbulence has on light aircraft and ultralight vehicles. Other Approaches to Land. Pilots should be aware of the other types of approaches to land that may be used at an airport when a pilot indicates they are doing so, which may or may not be initiated from the traffic pattern. The more common types of these include a short approach, low approach, or overhead approach. 1. A short approach is executed when the pilot makes an abbreviated downwind, base, and final leg turning inside of the standard 45-degree base turn. This can be requested at a towered airport for aircraft spacing, but is more commonly used at a non-towered airport or a part-time-towered airport when the control tower is not operating, when landing with a simulated engine out or completing a power-off 180-degree accuracy approach commercial-rating maneuver. 2. A low approach is executed when an aircraft intends to overfly the runway, maintaining runway heading but not landing. This is commonly used by aircraft flying practice instrument approaches. 3. An overhead approach is normally performed by aerobatic or high-performance aircraft and involves a quick 180-degree turn and descent at the approach end of the runway before turning to land (described in the aim, paragraph 5-4-27, Overhead Approach Maneuvers). Recommended Standard Traffic Pattern Traffic Pattern Design. Airport owners and operators, in coordination with the faa, are responsible for establishing traffic patterns. The faa encourages airport owners and operators to establish traffic patterns as recommended in this AC. Further, left traffic patterns should be established, except where obstacles, terrain, and noise-sensitive areas dictate otherwise.* Determination of Traffic Pattern. Prior to entering the traffic pattern at an airport without an operating control tower, aircraft should avoid the flow of traffic until established on the entry leg. For example, the pilot can check wind and landing direction indicators while at an altitude above the traffic pattern, or by monitoring the communications of other traffic that communicate that the runway is in use, especially at airports with more than one runway. When the runway in use and proper traffic pattern direction have been determined, the pilot should then proceed to a point well clear of the pattern before descending to and entering at pattern altitude. Traffic Pattern Entry. Arriving aircraft should be at traffic pattern altitude and allow for sufficient time
www.PSFmagazine.com | February 2019 | 9 8 | February 2019 | Powered Sport Flying Press Pass to view the entire traffic pattern before entering. Entries into traffic patterns while descending may create collision hazards and should be avoided. Entry to the downwind leg should be at a 45-degree angle abeam the midpoint of the runway to be used for landing. The pilot may use discretion to choose an alternate type of entry, especially when intending to cross over midfield, based upon the traffic and communication at the time of arrival. Aircraft should always enter the pattern at pattern altitude, especially when flying over midfield and entering the downwind directly. A midfield crossing alternate pattern entry should not be used when the pattern is congested. Descending into the traffic pattern can be dangerous, as one aircraft could descend on top of another aircraft already in the pattern. All similar types of aircraft, including those entering on the 45-degree angle to downwind, should be at the same pattern altitude so that it is easier to visually acquire any traffic in the pattern. Traffic Pattern Altitudes. It is recommended that airplanes observe a 1,000-foot above ground level (agl) traffic pattern altitude. (This is actually a change from past policy where lower altitudes weren’t specifically recommended against.) Large and turbine-powered airplanes should enter the traffic pattern at an altitude of 1,500 feet agl or 500 feet above the established pattern altitude. Ultralight aircraft should operate no higher than 500 feet below the powered aircraft pattern altitude. A pilot may vary the size of the traffic pattern depending on the aircraft’s performance characteristics. Descent and Base Turn. The traffic pattern altitude should be maintained until the aircraft is at least abeam the approach end of the landing runway on the downwind leg. The base leg turn should commence when the aircraft is at a point approximately 45 degrees relative bearing from the approach end of the runway. Runway Preference. Landing and takeoff should be accomplished on the operating runway most nearly aligned into the wind. However, if a secondary runway is used (e.g., for length limitations), pilots using the secondary runway should avoid the flow of traffic to the runway most nearly aligned into the wind. Takeoff and Go-Around. Airplanes on takeoff should continue straight ahead until beyond the departure end of the runway. Aircraft executing a go-around maneuver should continue straight ahead, beyond the departure end of the runway, with the pilot maintaining awareness of other traffic so as not to conflict with those established in the pattern. In cases where a go-around was caused by an aircraft on the runway, maneuvering parallel to the runway may be required to maintain visual contact with the conflicting aircraft. Ask an instructor, Fixed-Base Operator (fbo) employee, or other pilots at your departure airport about special Preferred entry into the pattern when crossing over midfield Gyroplanes. In the case of a gyroplane approaching to land, the gyroplane pilot should avoid the flow of fixed-wing aircraft before making a turn to final for the runway in use to avoid turning in front of another aircraft on final approach. Ultralights. In accordance with 14 CFR Part 103, ultralight vehicles are required to yield the right-of-way to all aircraft. Ultralight vehicles should fly the rectangular pattern as described in the figure. Pattern altitude should be 500 feet below and inside the standard pattern established for the airport. An ultralight pattern with its own dedicated landing area will typically have a lower traffic pattern parallel to the standard pattern, with turns in the opposite direction. All pilots should be aware that ultralights will fly significantly slower than airplanes. Ultralights may also exhibit very steep takeoff and approach angles. Turns may be executed near the end of the runway in order to clear the area expediently. Aircraft like powered parachutes and weight shift control trikes are considered by the FAA to be ‘ultralight-like’ aircraft since their performance characteristics are similar to ultralights. procedures such as noise abatement departure routes or local protocols if they are not apparent or directly communicated by the faa. Not every airport has official noise abatement procedures, nor does every airport consistently share this information with transient pilots. One inconsiderate act, even if inadvertent, can undo months of effort by local pilots and the airport. Turning Crosswind. Airplanes remaining in the traffic pattern should not commence a turn to the crosswind leg until beyond the departure end of the runway and within 300 feet below traffic pattern altitude. Pilots should make the turn to downwind leg at the traffic pattern altitude. Departing the Pattern. When departing the traffic pattern, airplanes should continue straight out or exit with a 45-degree left turn (right turn for right traffic pattern) beyond the departure end of the run way after reaching pattern altitude. Pilots need to be aware of any traffic entering the traffic pattern prior to commencing a turn. Right-of-Way. Throughout the traffic pattern, right-ofway rules apply as stated in § 91.113; any aircraft in distress has the right-of-way over all other aircraft. In addition, when converging aircraft are of different categories, a balloon has the right-of-way over any other category of aircraft; a glider has the right-of-way over an airship, airplane, or rotorcraft; and an airship has the right-of-way over an airplane or rotorcraft.• Alternate midfield entry when crossing over midfield Ultralight aircraft pattern
www.PSFmagazine.com | February 2019 | 11 10 | February 2019 | Powered Sport Flying Light Sport Aircraft The Most Complete lsa Market Data Report Yet If you like Light Sport Aircraft and if you like statistics, you are going to love this article. Our wholly refreshed look at aircraft registrations marks the return of our popular market share rankings and now includes much more information. We also provide more aircraft classes in various tables and charts online and much of this is user-configurable. Yet, as late night TV advertisers might exclaim, “That ’s not all. It gets even better!” I have regularly reported on market share information within the lsa industry. You have always been able to consume all our market share info that includes articles about the industry and enterprise of light aviation conveniently grouped on its own page at ByDanJohnson.com. Now this popular and vital component of ByDanJohnson.com is being relaunched. I will present some of the data here, but there is far more detail for you to see when you go online. Let’s call the new capability LSA Market Info 2.0. Introducing Tableau! Using a new service that our associate Steve Beste engaged, you can check out the ‘Dashboard’ look at the lsa industry at https://tinyurl.com/LSA-Market-Info. At a glance, you can view a quantity of information you’ve The Calendar 2018 SLSA registrations leader is Icon’s A5 (note that registrations are not identical to customer deliveries.) by Dan Johnson never seen before. You will find colorful charts, lists, and maps; but the truly great aspect of this is that you can modify what data shows with a few clicks or taps. You can rearrange the data to your interest and the charts will change to depict your selections. For those focused on market share ranks such as this article relates, use our Tableau Market Share Rank for full lists. (Note that the two Tableaus present the data differently. Further note that so much info is available that smartphones will be challenged to show it all.) All data is up-to-date through the end of 2018 —which is by far the fastest we’ve ever presented this information. Through a significant investment of time, Steve made this new dataset easier to compile, so that we can now report more frequently than in the past. Unlike other groups, we do not rely on company reports of sales, billings, or deliveries. Instead we go direct to the faa’s aircraft registration database, the folks who issue N-numbers. As always, we advise you that this information will not precisely match what a company may report for their sales, but over time, the two sets of numbers should become very close. Using professional-grade tech skills, Steve added his personal interest in light aviation to create a wonderful, fresh resource. You can read in precise language how he arrives at the numbers we now report by visiting https://tinyurl.com/LSA-Source. Steve and I went back and forth creating rules to collect the right data from faa’s database and we are satisfied that the current system represents all companies and brands as fairly and consistently as possible. In the interest of accuracy, we are keen to hear from any producer that can improve our information (note that Tableau visitors can identify every aircraft we counted if you care to drill that deep). Because this data display is so different and so comprehensive, we will present additional articles on using this new resource. Now, let’s get to details that readers often seem to enjoy. What aircraft registered the best numbers for 2018? What aircraft are the most popular since lsa were introduced? It’s all here and much more. Rank Manufacturer Main Model* No. of Aircraft Market Share 1 Flight Design CTLSi* 328 10.4% 2 Czech Sport Aircraft SportCruiser* 271 8.6% 3 CubCrafters • CarbonCubSS 245 7.7% 4 Tecnam (also builds GA) P2008* 203 6.4% 5 American Legend • Legend Cub 194 6.1% 6 Cessna Skycatcher 185 5.8% 7 Jabiru North America † J-230* 115 3.6% 8 Remos GX 107 3.4% 9 Aeropro (Aerotrek) A240/A220 96 3.0% 10 Evector Harmony 89 2.8% 11 Pipistrel Sinus 79 2.5% 12 Icon • A5 77 2.4% 13 Van’s • (also many kits) RV-12 74 2.3% 14 TL Ultralight (SportairUSA) Sting S4* 72 2.3% 15 Progressive Aerodyne • Searey 63 2.0% 16 Airborne Edge 50 1.6% 17 Evolution • Revo 49 1.5% 18 Rans • S-7LS Courier 48 1.5% 19 Powrachute • Airwolf 46 1.5% 20 Zenair/Zenith • CH750 44 1.4% All other producers 732 23.1% TOTAL SLSA ** 3,167 NOTES * Many Companies have more than one model counted here. ** ELSA and kits not counted. • U.S. design and manufacturer Special Light-Sport Aircraft Market Shares 2005 through December 2018
www.PSFmagazine.com | February 2019 | 13 12 | February 2019 | Powered Sport Flying Support Our Advertisers Light Sport Aircraft By the Numbers Big Numbers First —For our categories of “Light Sport Aircraft, Light Kit Aircraft, and Modern Gyroplanes,” the total swelled to 8,027 U.S. Aircraft Registrations, a much larger number than our last report (with data through 2016). We report details in two primary ways for two primary periods. The periods are “All-Fleet,” meaning all lsa or other Sport Pilot-Eligible aircraft that have been registered since 2004 when the rule was released; and, “Calendar Year” meaning the January to December period of the previous year. We have been doing both for several years but our reports were confined to fixed-wing or ‘Airplane’ Special Light Sport Aircraft. That is now changing to a broader view that includes all registrations. Here We Go…! All-Fleet Rankings —Our familiar category of fully-built slsa is only a fraction of everything we report now at 3,167 total aircraft or just 39% of all registrations in the new database. Making up the rest of the 8,027 registrations includes Experimental-Amateur Built (eab) (3,666 registrations or 46%), Experimental-Light Sport Aircraft (elsa) (1105 registrations or 14%) and others (89 registrations or 1%). Among slsa builders of ready-to-fly aircraft, Flight Design returned to its lead position in All-Fleet at 328 aircraft, followed by Czech Aircraft Works (271), CubCrafters (245), and Tecnam (203). Trailing these leaders are American Legend (194), Jabiru (115), Remos (107), Aeropro/Aerotrek and Pipistrel (96 each), and Evector (89). (Note: Cessna was omitted after the company ceased selling their Skycatcher and destroyed all unsold examples.) In the Kit/Other category, Zenair/Zenith (904) leads Van’s Aircraft (531) and Rans (510). The trio of leaders produce both slsa and kits, although we are just counting their kits for the purpose of this list. The next six producers have focused on eab kits over slsa versions of their models. In fact some in this next tier haven’t produced an slsa model… yet. For slsa or kits, our rule is to count only aircraft models that meet the definition of a Rank Manufacturer Main Model* No. of Aircraft Market Share 1 Zenair/Zenith CH750 904 18.6% 2 Van’s • (also many kits) RV-12 531 10.9% 3 Rans S-7LS Courier 510 10.5% 4 Sonex Sonex 428 8.8% 5 Kitfox Light Sport 310 6.4% 6 Just Highlander 264 5.4% 7 Quad City Challenger 248 5.1% 8 Progressive Aerodyne Searey 181 3.7% 9 AutoGyro MTO 167 3.4% 10 CubCrafters Carbon Cub 147 3.0% 11 Quicksilver Sport 2SE 129 2.7% 12 Powrachute Airwolf 115 2.4% 13 Arion Lightning 91 1.9% 14 Kolb Flyer SS 66 1.4% 15 Titan Tornado 64 1.3% 16 Magni M-16 55 1.1% 17 Pipistrel Sinus 52 1.1% 18 Aero Adventure Aventura II 32 0.7% 19 Silverlight AR-1 30 0.6% 20 American Legend Legend Cub 26 0.5% 20 ELA Eclipse 26 0.5% 20 ICP (Skykits) Savannah S 26 0.5% 20 Mini-Max AeroMax 26 0.5% 20 Six Chuter Legend 26 0.5% 20 Sport Performance Panther 26 0.5% All other producers 380 7.8% TOTAL KITS 4,860 * Many Companies have more than one model counted here. ** SLSA not counted. Kit/Other Aircraft Market Shares 2005 through December 2018 The 10 Densest Areas of Light Sport Aircraft Where LSA Are Based in the Continental USA
www.PSFmagazine.com | February 2019 | 15 14 | February 2019 | Powered Sport Flying Light Sport Aircraft light sport aircraft. “All-Fleet” counts cumulative registrations since 2005, when the first lsa model was approved, essentially every aircraft that meets our formula. Calendar 2018 Rankings —Last year, kits beat Special lsa 417 (64%) to 235 (36%) for a total of 652 aircraft registered. Calendar-year leader for slsa, Icon Aircraft, logged 57 new ready-to-fly slsa registrations. They were trailed by brm Aero (15 Bristells) and Pipistrel (14 Sinus). American Legend was fourth (13), barely ahead of Czech Aircraft Works (13) and Evolution trikes who were tied at (12), followed by Progressive Aerodyne (11), Tecnam (10 each), and The Airplane Factory with 9 Slings. Among kit builders, Zenair/Zenith lead with 89 units registered followed by Rans (43), Van’s (39), Sonex (33), Kitfox (24), AutoGyro and Just Aircraft tied with (23), Magni Gyro (19), Powrachute (17), Progressive Aerodyne (13) and SilverLight (12). Above, we reported fully-built aircraft separately from kits and other types in this article but you can combine them using Tableau. You can also arrange in several other ways or look at a single or few brands. Both fully-built lsa and kit aircraft can be flown by someone using a Sport Pilot certificate. Therefore, we include all lsa-like aircraft that are technically not a Special Light Sport Aircraft—Experimental Amateur Built kits, for example — as “Sport Pilot Eligible (spe),” a term coined by a former eaa representative, Ron Wagner. Not only can we rank Special lsa and spe kit builders separately — as we should; they are very different business models — but we trust you observed that we can also include weight shift control trikes, powered parachutes, motorgliders, and Lighter-than-Air: all the classes of lsa besides fixed-wing airplanes. We further accommodated modern-style gyroplanes as spe kits because they are strong sellers and could qualify as Special lsa if faa decides. We were never able to include all aircraft types in the past due to data entry challenges that Steve Beste solved by his rigorous definition and execution of how we collect the numbers. You Rank Manufacturer Main Model* No. of Aircraft Market Share 1 Icon • A5 57 24.3% 2 BRM Bristell 15 6.4% 3 Pipistrel Sinus 14 6.0% 4 American Legend • P2008* 13 5.5% 5 Czech Sport Aircraft SportCruiser* 12 5.1% 5 Evolution • Revo 12 5.1% 7 Progressive Aerodyne • Searey 11 4.7% 8 Tecnam (also builds GA) P2008* 10 4.3% 9 The Airplane Factory Sling 9 3.8% 10 Flight Design CTLSi* 8 3.4% 10 Vashon Ranger R7 8 3.4% 12 Aeropro (Aerotrek) A240/A220 6 2.6% 13 Aeroprakt A22LS Foxbat 5 2.1% 13 ICP (Skykits) Savannah S 5 2.1% 13 Powrachute • Airwolf 5 2.1% 13 Rans • S-7LS Courier 5 2.1% 17 Jabiru North America † J-230* 4 1.7% 17 SODA Super Petrel 4 1.7% 19 SeaMax • M-22 3 1.3% 19 Skyrunner • MK 3.2 3 1.3% All other producers 26 11.1% TOTAL SLSA ** 235 NOTES * Many Companies have more than one model counted here. ** ELSA and kits not counted. • U.S. design and manufacturer Special Light-Sport Aircraft Registrations for 2018 are free to comment on this technique, but rest assured we discussed this at some length before arriving at our current methods. As a product of these major changes, these reports now reflect a larger number of aircraft than ever before to show the real impact light aviation is having on U.S. and global aviation. Perhaps you remember, from previous reporting, that the usa accounts for about 20% of all lsa-like aircraft worldwide, the mirror opposite of Type Certificated general aviation aircraft where America is home to 80% of the global fleet. I wrote ‘accurately’ and we do believe we have done this correctly. However, when you get into kits the problem can be more difficult because a kit-built aircraft may be registered with the model name “Bob Jones Flyer,” when in fact it was an airplane built from an Avid Flyer kit but modified in ways that our theoretical Bob wanted to immortalize by assigning his name to the model. That’s perfectly OK with faa but makes identifying it somewhat harder. Still, we believe this release of information represents the most complete picture of light aviation in America… ever! We hope you enjoy and will study the information as much as you like. Feedback is welcome; use the comment feature on ByDanJohnson.com. Rank Manufacturer Main Model* No. of Aircraft Market Share 1 Zenair/Zenith CH750 89 21.3% 2 Rans S-7LS Courier 43 10.3% 3 Van’s • (also many kits) RV-12 39 9.4% 4 Sonex Sonex 33 7.9% 5 Kitfox Light Sport 24 5.8% 6 Just Highlander 23 5.5% 7 AutoGyro MTO 23 5.5% 8 Magni M-16 19 4.6% 9 Powrachute Airwolf 17 4.1% 10 Progressive Aerodyne Searey 13 3.1% 11 Silverlight AR-1 12 2.9% 12 Six Chuter Legend 8 1.9% 13 Quicksilver Sport 2SE 8 1.9% 14 Tango Tango 2 7 1.7% 14 Titan Tornado 7 1.7% 16 ELA Eclipse 6 1.4% 16 Sport Performance Panther 6 1.4% 18 Arion Lightning 4 1.0% 18 Bearhawk LSA 4 1.0% 20 Aero Adventure Aventura II 3 0.7% 20 American Legend • Legend Cub 3 0.7% 20 Avid Flyer 3 0.7% 20 Brako GT 3 0.7% 20 Kolb Flyer SS 3 0.7% 20 Quad City Challenger 3 0.7% All other producers 14 3.4% TOTAL KITS** 417 * Many Companies have more than one model counted here. ** SLSA not counted. Kit/Other Aircraft Registrations for 2018
www.PSFmagazine.com | February 2019 | 17 16 | February 2019 | Powered Sport Flying Light Sport Aircraft Hmmm? How Can Duc Hélices Sell More Props? Hey, I Got It! …Multicopters! Imagine you are in charge of marketing for French propeller manufacturer Duc Hélices. The boss stops by your office and asks, “How are we going to sell more props?” You begin to cite statistics (maybe even my website and its market share data). With more worldwide sales of lsa and lsa-like aircraft (chart), sales could be good, you say. Successful twin-engine airplanes like Lockwood’s AirCam or Tecnam‘s Twin that swing two propellers per aircraft certainly add to sales. (Rotax enjoys this, too.) Yet in the tech world, a 10% or 20% increase is nothing. Those hard-charging Silicon Valley companies have gotten used to things improving by orders of magnitude. “How can we increase sales by ten times,” demands the boss? “Well, hmmm…” you thoughtfully reply, “I think I have an idea.” Enter Multicopters The little single place Kitty Hawk Flyer pictured above is one of several examples. Qualifying as a Part 103 ultralight, it may also be a multicopter you can actually buy and fly in the near future. Those many breathless stories in mainstream media about autonomously flown air taxis may paint a very different, possibly exciting image of the future of flight, but they may also be years, or decades, away. Vehicles like Kitty Hawk’s Flyer could get to the market much sooner, assuming faa throws up no roadblocks — I don’t see the agency doing that, as drones have registered more than a million units, giving faa extra duties but also knowledge, and leverage. Indeed, the drone/multicopter development must be music to the regulators’ ears. Multicopters are also music to ears of prop makers. While Sensenich sells many propellers to Florida’s airboat operators (who wear props out faster than an airplane), Duc Hélices has jumped into the rotorcraft and multicopter market. Good for them! More revenue from tech-billionaire-supported companies means more business for Duc, which should help them keep innovating for the light aircraft sector we all love. Look again at the Flyer. Here’s a small, light, single-place aircraft with — count ’em— ten props whirring in dizzying circles. Ten props per plane! “Now we’re talking,” exclaims the boss! Duc Hélices News At the Aero Friedrichshafen 2018 show in Germany, Duc Propellers lifted the veil on their latest innovation as they presented a prototype of rotors for multicopters …evtols, flying car, air taxis, and who knows what next. Last spring, Duc Hélices announced, “Our new branch, dedicated to the design and the realization of helicopter and multicopter rotors, is running at full speed.” The company added, “A very large investment was required to finance four years of studies for the development of multicopter blades.” They cited a new propeller production press and a series of qualification and validation tests including “ form control; mechanical analysis of tensile strength/flexion/torsion; vibration tests; tests of aging; and fatigue.” Complete and ready, Duc Propellers Company now offers literature and products for: • Complete rotors for multicopter (composite blades and hub rotor head) • Helicopter blades (up to 9 meter or 29.5 foot diameter) • Full anti-torque rotor (rac blades in composite and hub) The company also proposes to evaluate special blades or complete rotor systems at the request of the customer. “Thanks to our know-how, Duc Propellers Company aims to become a key player in the manufacture of blades for all sorts of rotary-winged aircraft.”• by Sam Morley Human-Powered Flight Niall Nails It British microlight pilot Sam Morley is hugely impressed by the annual Icarus Cup for human-powered flight. Airglow in flight by SamMorley
www.PSFmagazine.com | February 2019 | 19 18 | February 2019 | Powered Sport Flying Human-Powered Flight Niall Paterson has just cycled a figure of eight around two pylons set 350m apart. No big deal, I hear you say; except he did it in an aircraft, not on a bicycle. And if it wasn’t enough becoming the first in the UK to complete the so-called Jacobson Figure of Eight, he then kept going for another turn. Niall’s feat in Aerocycle 3 was, for many, the highlight of the annual Icarus Cup, at Sywell Airfield, for human-powered aircraft. One spectator said he’d waited 60 years to see such a flight. The event has been organized for the past four years by the British Human-Powered Flying Club, with a total of £3000 ($3822 usd) in prize money. As you can imagine, with a power source of one human, the aircraft in the competition have to be extremely light. Airglow, for example, has a wingspan of 29m (95 feet) and weighs just 42kg (93 pounds). This makes them very flimsy and susceptible to wind, so they can only be flown very early in the morning or late in the evening. They have no ailerons and have a huge turning circle, so flying has to happen on a large airfield. As a result, it’s probably the world’s most impossible sport, relying on the confluence of extreme physical power, difficult engineering, tricky piloting and in this case the British weather. The world’s first true human-powered flight was in Sumpac, the Southampton University man-powered aircraft, in 1961. It was flown 64m (210 feet) by Derek Piggott. After that the sport advanced rapidly, and in 1979 Paul MacCready’s team flew the Gossamer Albatross across the English Channel, winning the £100,000 ($127,346 usd) Kremer Prize. Two Kremer prizes remain: £50,000 ($63,673 usd) for a 26-mile marathon course completed in under an hour, and £100,000 $127,346 usd) for a sporting aircraft challenge stressing maneuverability and handling in relatively high winds. Flying hpas is difficult, time consuming, and frustrating but unique, and despite how impractical it is, somehow worth it. I am having microlight lessons and have flown 10 hours in a C42, but I didn’t fully get hpas until I first saw Airglow take off. As it gathered airspeed, the wings lifted into an elegant crescent dihedral, then a few moments later the aircraft lifted off the ground. It felt like magic. Niall told me that whenever he makes a flight, the first thing that goes through his mind is: “I am doing something that should not be possible.” John Boyce, who has over 30 years experience in everything from twin-engine aircraft to microlights, said: “I’ve always said I can jump in any plane and make a reasonable job of flying it. Not so Airglow!” “The control stick is a tiny microswitch, much like on a model controller. It ’s incredibly sensitive in pitch and incredibly insensitive in roll, which is achieved through yaw, as no ailerons.” “So you have to balance the tiny fore-and-aft movements which have instant response with big bold left and right ones which have massive lag. “And to make the job of taming this beast a bit harder, while performing surgical movements with one hand, the rest of your body is engaged in an Olympian workout, legs thrashing at full power and lungs bursting.” John Boyce in Airglow Zak Moore flying the Aerocycle Image by David Brown Support Our Advertisers “If you back off the power with your legs, you have to immediately compensate with pitch or you will stall. I know; I did it. And you’ve got about five seconds to get the hang of flying it before you wreck its fragile skeleton.” This year the winning team was Aerocycle 3 with 10,790 points, and Airglow came second with 6943 points. Human-powered flying may be aviation’s most niche sport–more people have gone into space than have flown an hpa–and the ratio of flying time to hours of build is probably 1:1000. Finding pilots is also challenging. I asked John how he prepared for the event. “Lots of hill climbing. You have to be fit, that ’s for sure, but I soon realised there’s a lot more to it than being a strong cyclist. You need to apply the power smoothly, otherwise the airframe just shakes and flexes, absorbing all your precious energy instead of transferring it to the propeller,” he said. Even with just two aircraft in the competition, this year counts as one of the most successful in hpa achievements, with a total of 13 pilots flying. Team Airglow helped to introduce a record number of five new pilots to the sport this year, and Aerocycle 3 formed an international team featuring two American pilots. As John Boyce said: “The aircraft are things of great beauty, and if you can switch off from the frenetic activity which accompanies every launch, you find yourself marveling at the graceful curve of the insect-like wings which take the lonely pilot aloft.” “Every successful flight in an hpa is a small miracle of aviation.” Anyone interested in joining in, volunteering for or sponsoring the Icarus Cup can contact the British Human-Powered Flying Club at bhpfc.info@gmail.com.• Weight saving efforts could be found everywhere, including the joystick flight controls.
www.PSFmagazine.com | February 2019 | 21 20 | February 2019 | Powered Sport Flying Airplane • Claim Number: 18757 • Sub-Class: ral2t / Microlights: Movable Aerodynamic Control / Landplane / Flown with two persons / Thermal Engine • Category: Not applicable • Group: Not applicable • Type of Record: Distance in a closed circuit with limited fuel • Course/Location: Location to be precise later • Performance: 210.00 km (130.49 miles) • Pilot: Tymofii Iakovliev (Ukraine) • Members: Roman Huzii (Ukraine) • Date: 10/17/2018 • Current Record: 202 km (126 miles) (8/23/2000– Patrick Watermann, Switzerland) Airplane • Claim Number: 18758 • Sub-Class: ral2t / Microlights: Movable Aerodynamic Control / Landplane / Flown with two persons / Thermal Engine • Category: Not applicable • Group: Not applicable • Type of Record: Distance over a closed circuit without landing • Course/Location: Location to be precise later • Performance: 1,010.8 km (628.1 miles) • Pilot: Yuriy Yakovlyev (Ukraine) • Members: Anna Iakovlieva (Ukraine) • Date: 10/18/2018 • Current Record: 616 km (383 miles) (8/23/2000– Patrick Watermann, Switzerland) Setting a Record 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. For Microlights, it is called Section 10 and can be downloaded for no charge from the microlight section of www.fai.org For Rotorcraft, the part of the Sporting Code you need to refer to is Section 9. It can also be downloaded for no charge. Then, contact the National Aeronautic Association (NAA) to learn more about how you can set your own record! Visit them at www.naa.aero Fai has received the following 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.) USUA News World Records and Attempts Support Our Advertisers Airplane • Claim Number: 18759 • Sub-Class: ral2t / Microlights: Movable Aerodynamic Control / Landplane / Flown with two persons / Thermal Engine • Category: Not applicable • Group: Not applicable • Type of Record: Speed over a closed circuit of 1,000 km • Course/Location: Location to be precise later • Performance: 123.8 km/h (76.9 miles) • Pilot: Yuriy Yakovlyev (Ukraine) • Members: Anna Iakovlieva (Ukraine) • Date: 10/18/2018 • Current Record: No record set yet. Powered Parachute • Claim Number: 18760 • Sub-Class: rpl2t / Paramotors: Paraglider Control / Landplane / Flown with two persons / Thermal Engine • Category: Not applicable • Group: Not applicable • Type of Record: Distance in a straight line without landing • Course/Location: Krakow (Poland)–Zakrzewo (Poland) • Performance: 427.07 km (265.37 miles) • Pilot: Krzysztof Romicki (Poland) • Members: Wojciech Strzyzakowski (Poland) • Aircraft: Hadron / Dudek powered by Polini Thor 250 • Date: 10/17/2018 • Current Record: 406.99 km (252.89 miles) (2/24/2018)
www.PSFmagazine.com | February 2019 | 23 22 | February 2019 | Powered Sport Flying USUA News Weight Shift Control • Claim Number: 18808 • Sub-Class: RWF1T / Microlights: Weightshift Control / Foot-launched / Flown with one person / Thermal Engine • Category: Not applicable • Group: Not applicable • Type of Record: Distance in a straight line without landing • Course/Location: Suratgarh–Barmer (India) • Performance: 465.33 km (289.14 miles) • Pilot: Sanjeev Kumar (India) • Aircraft: Fox Ex-16 / Aeros powered by A.B.C. Mosquito • Date: 12/12/2018 • Current Record: 313.13 km (194.57 miles) (2/17/2012–Parmjit Singh, India) Weight Shift Control • Claim Number: 18809 • Sub-Class: RWF1T / Microlights: Weightshift Control / Foot-launched / Flown with one person / Thermal Engine • Category: Not applicable • Group: Not applicable • Type of Record: Distance in a straight line without landing • Course/Location: Suratgarh–Barmer (India) • Performance: 425.92 km (264.65 miles) • Pilot: Mankesh Singh (India) • Aircraft: Fox Ex-16 / Aeros powered by A.B.C. Mosquito • Date: 12/12/2018 • Current Record: 313.13 km (194.57 miles) (2/17/2012–Parmjit Singh, India) Weight Shift Control • Claim Number: 18810 • Sub-Class: RWF1T / Microlights: Weightshift Control / Foot-launched / Flown with one person / Thermal Engine • Category: Not applicable • Group: Not applicable • Type of Record: Distance in a straight line without landing • Course/Location: Suratgarh–Barmer (India) • Performance: 401.00 km (249.17 miles) • Pilot: Ravinder Singh (India) • Aircraft: Fox Ex-16 / Aeros powered by A.B.C. Mosquito • Date: 12/12/2018 • Current Record: 313.13 km (194.57 miles) (2/17/2012–Parmjit Singh, India) Weight Shift Control • Claim Number: 18811 • Sub-Class: RWF1T / Microlights: Weightshift Control / Foot-launched / Flown with one person / Thermal Engine • Category: Not applicable • Group: Not applicable • Type of Record: Distance in a straight line without landing • Course/Location: Suratgarh–Barmer (India) • Performance: 382.45 km (237.64 miles) • Pilot: Amit Mohan Sharma (India) • Aircraft: Fox Ex-16 / Aeros powered by A.B.C. Mosquito • Date: 12/12/2018 • Current Record: 313.13 km (194.57 miles) (2/17/2012–Parmjit Singh, India) The Mosquito Motor Harness The Mosquito harness is a power unit that allows a normal hang glider to become a footlaunched powered aircraft. While on the ground, two legs extend below the engine, keeping the propeller from striking the ground. Once airborne, the pilot closes the leg zipper on the harness and the two extended legs automatically fold along the harness for least possible drag. The landing is very easy. The pilot can flare or run out the glider, whichever is most convenient. It is just important for the pilot to remember to open the leg zipper–which extends the legs– and to switch off the engine. Support Our Advertisers Powered Parachute • Claim Number: 18823 • Sub-Class: rpl2t / Paramotors: Paraglider Control / Landplane / Flown with two persons / Thermal Engine • Category: Not applicable • Group: Not applicable • Type of Record: Distance over a closed circuit without landing • Course/Location: Madrid (Spain) • Performance: 124.05 km (77.08 miles) • Pilot: Martin Carpio Garcia (Spain) • Members: Blay Olmos Quesada (Spain) • Aircraft: Mustang Light / Airfer • Date: 12/27/2018 • Current Record: No record set yet. The Airfer Mustang Light
www.PSFmagazine.com | February 2019 | 25 24 | February 2019 | 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. February 14-17, 2019 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 February 23, 2019 2019 Ultralight/Sport Plane Safety Seminar. American Farm Heritage Museum, Greenville, Illinois. Safety seminar will cover a broad range of subjects including regulatory issues on Sport Pilot, engine maintenance, safety and equipment. There will also be displays representing aircraft and accessories. www.safety-seminar.com Saturday, Feb 23, 2019, 10am-3pm Planes, Trains & Automobiles. Plant City Airport, Plant City, Florida. Admission is free, parking is $5. It's a chance to see real airplanes, remote control planes, model trains in operation and on exhibit, and classic and exotic car displays. Antique railroad maintenance equipment, train artifacts and memorabilia will be on display for guests to explore. Kids ages 8-17 can take free EAA Young Eagles Program flights, and Boys Scouts will have an opportunity to earn their aviation merit badge at the event. Food and merchandise vendors, K-9 demonstrations, live entertainment, and a children's play area. Contact Peggy Wilson (813) 754-3707, or visit www.plantcity.org. Calendar February 23-24, 2019 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. For directions, schedules, and information see www.washington-aviation.org. March 4-13, 2019 Rotax Service and Maintenance Training Courses. Corona, California. During this 10-day period, California Power Systems will be offering service and maintenance courses for the Rotax line of aviation engines including: 2 Stroke Maintenance 9 Series Service 9 Series Maintenance 2 Stroke Maintenance Renewal 9 Series Service Renewal 9 Series Maintenance Renewal 9 Series Heavy Maintenance For specific dates, prerequisites, pricing and more, call 1-800-AIRWOLF (247-9653) or visit www.800-airwolf.com March 12-21, 2019 Rotax Service and Maintenance Training Courses. Lyons, Wisconsin. During this ten-day period, Leading Edge Airfoils will be offering service and maintenance courses for the Rotax line of aviation engines including: 2 Stroke Maintenance 9 Series Service 9 Series Maintenance 2 Stroke Maintenance Renewal 9 Series Service Renewal 9 Series Maintenance Renewal 9 Series Heavy Maintenance For specific dates, prerequisites, pricing and more, contact Brett Lawton at (800) 532-3462 or at info@leadingedge-airfoils.com March 15-17, 2019 9th Annual Palm Bay Para-Flyers Fly-In. Palm Bay, Florida. Escape the cold and come to Florida for the Palm Bay Para-Flyers Fly-In. Organized by Eric Dufour and 82-year-old veteran PPG instructor Don Jordan, it is the first Southeast gathering of the year. Don't miss this opportunity to get some sun and fly with friends! To register, contact Eric Dufour at info@paratour.com. Learn more at www.ppg-flt-trng.com. March 16, 2019 24th Annual Wisconsin Light Aviation Safety Seminar. EAA Founder's Wing, Oshkosh, Wisconsin. Topics covered include pilot safety, engine and aircraft maintenance, and weather. This free seminar counts towards the faa Wings program. Coffee, donuts and lunch will be available for a modest cost. Contact: Steve Krueger, phone: (715) 204-2928 • e-mail: kruegerfly@aol.com or visit www.av8safe.org March 16, 2019 St Patrick's Day Fly-In. Dublin, Texas. The Second Annual St. Patrick's Day Gyroplane, Light Sport and General Aviation Fly-in will be held at the Dublin Municipal Airport. Both 100LL and Ethanol Free MOGAS available. Primitive camp sites and possible 110 power for some on a first come first served basis. Dublin hosts a very large St. Patrick's day celebration each year that includes a 5K run and many other events in the downtown area. There is plenty of farmland in the area for yanking and banking! For more information, contact Brad Stanford at (254) 445-4404 or visit www.dublinaero.com March 23, 2019, 8:00am to 4:00pm 17th Annual Wisconsin Powered Parachute Association Clinic. EAA's AirVenture Museum, Oshkosh, Wisconsin. Powered Parachutes and Powered Paragliders on display. Visit www.wisconsinppa.org March 30-31, 2019 Seaplane-A-Palooza. Lake Dora, Tavares, “America’s Seaplane City”. The weekend-long event will be action-packed for pilots, family members, friends and aviation enthusiasts of all ages. Seaplanes will be arriving throughout the weekend, starting on Friday. Contact Matt Elia: melia@tavares.org Office: (352) 742-6267 Cell: (352) 455-8349 150 E. Ruby Street, Tavares, FL 32778. www.tavares.org. March 25-29, 2019 Rotax Service and Maintenance Training Courses. Sebring, Florida. During this six-day period, Lockwood Aviation will be offering service and maintenance courses for the Rotax line of aviation engines including: 9 Series Service 9 Series Maintenance 912iS Installation Training For specific dates, prerequisites, pricing and more, call (863) 655-5100 or visit training.lockwood.aero. March 26-30, 2019 45th Annual Bensen Days. Wauchula, Florida. The 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. Visit www.bensendays.com. April 2-7, 2019 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.
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