www.PSFmagazine.com | September-October 2019 | 3 2 | September-October 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 FLYWHEEL Balance Masters BALANCE MASTERS ROTAX 912 and 914 E n g i n e B a l a n c e r Balance Masters are Manufactured By: Sun-Tech Innovations Northridge, CA Sun-Tech@sbcglobal.net • BalanceMasters.com TEL: 818.882.8431• For Help Call 1-800-786-8324 Balance Masters-Rotax-912-ads 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 4. 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 Well, it’s been a while, but welcome to another issue of Powered Sport Flying Magazine, the only print magazine left that covers the lighter, fun side of personal flight! Moral Support Canine Alec and I had a great time at two events this summer. First we went to the Popular Rotorcraft Association’s Convention in Mentone, Indiana, where I was given a ride by Christine Toevs in her Titanium Explorer so that I could get some aerial shots. (Thanks again, Chris!) Look at the Rotorcraft Section to see my aerial shot of that event. Hopefully, you’ll see more of my pictures of the event in upcoming issues. We then went to the Mt. Vernon, Illinois, lsa Expo, where I also got to see a lot of friends, take a lot of pictures, and say hi to a lot of readers. It tickled me that at both events, Alec was widely recognized! We’ve got a lot of good information for you in this issue. We begin with Dan Johnson, who has a report on the progress of negotiations that lama and usua have been conducting with faa. He then has a report on Oshkosh AirVenture 2019. This has been a sad year for air shows and fly-ins, with yet another one announcing closure. Paul Fiebich, AirBike Ace, has a report on what was likely the last National Bi-Plane Fly-In that will be held. At Oshkosh, Stephanie Gremminger was able to catch up with Jim Ketchell, who was in the process of making a ‘round-the-world flight in his Magni Gyro. His flight was an amazing accomplishment! Roy has his Top 10 tips for a safe takeoff in your powered parachute, although they are just as valid for other types of aircraft. We have two entries from Jeff Goin in this issue. In his Incidents column, he discusses how to improve your odds of losing (or winning, depending on how you look at it) in the Limb Loss Lottery. He also has a quick report on the fly-in held by the Bad Apples in Georgia. From Chris Pine, we have some ideas on ways to give back through aviation. As always, we have press releases with good information, products from our advertisers, and things for sale in the classified section. So, take a break from raking your leaves and enjoy! Editorial
www.PSFmagazine.com | September-October 2019 | 5 4 | September-October 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 Drones and Weapons, A Dangerous Mix The Federal Aviation Administration (faa) is warning the general public that it is illegal to operate a drone with a dangerous weapon attached. Perhaps you’ve seen online photos and videos of drones with attached guns, bombs, fireworks, flamethrowers, and other dangerous items. Do not consider attaching any items such as these to a drone because operating a drone with such an item may result in significant harm to a person and to your bank account. Operating a drone that has a dangerous weapon attached to it is a violation of Section 363 of the 2018 faa Reauthorization Act enacted October 5, 2018. Operators are subject to civil penalties up to $25,000 for each violation, unless the operator has received specific authorization from the Administrator of the faa to conduct the operation. “Dangerous Weapon” means any item that is used for, or is readily capable of, causing death or serious bodily injury. Operators should keep in mind that federal regulations and statutes that generally govern drone operations still apply. Some state and federal criminal laws regarding weapons and hazardous materials may also apply to drone operators or manufacturers involved in certain operations. EAA Flight Training Scholarships Now Accepting Applications Applications accepted through November 1, 2019 The eaa Aviation Foundation is now accepting flight training scholarship applications through November 1, 2019. Applications are open to all ages, for any flight school in the U.S., and any rating or pilot certificate. Applicants need not be an eaa member. More information on the scholarship opportunities and application guidelines are available at eaa.org/scholarships. These are among the numerous scholarships offered through the eaa Aviation Foundation, as well as other programs such as post-secondary education scholarships and the Ray Aviation Scholarships that support flight training candidates through eaa chapters. “Aviation-minded individuals and organizations see flight training scholarships as a way to give back to the world of flight by supporting those who are pursuing their dreams,” said Ken Strmiska, the eaa Aviation Foundation’s Vice President for Philanthropy and Donor Stewardship. “As we see a growing number of success stories associated with these scholarships, we invite others to join us in building the next generation of aviators.” Scholarships are required to be used within one year of the award date. The minimum award is $5,000. Individuals and organizations interested in joining the roster of eaa Aviation Foundation scholarship benefactors and supporters are invited to contact Strmiska at kstrmiska@eaa.org or (920) 426-5901.
www.PSFmagazine.com | September-October 2019 | 7 6 | September-October 2019 | Powered Sport Flying Press Pass Stephen M. Dickson Becomes New Head of the FAA Stephen M. Dickson was sworn in by U.S. Transportation Secretary Elaine L. Chao as the 18th Administrator of the Federal Aviation Administration (faa). An aviation industry professional with nearly 40 years of experience, Dickson is widely respected and assumes the role of Administrator of the agency during a critical moment for aviation safety. Recognizing Acting Administrator Elwell’s service, Secretary Chao stated, “I’m grateful for Acting Administrator Dan Elwell’s steady and principled leadership during an especially challenging time in the faa’s history.” As faa Administrator, Dickson will lead an agency responsible for the safety and efficiency of the largest aerospace system in the world — a system that operates more than 50,000 flights per day. He will oversee a $16.4 billion budget, more than 47,000 employees, and focus on ensuring that the agency and its employees are the best prepared and trained professionals to meet the growing demands and requirements of the industry. Dickson recently retired from service as the Senior Vice President-Flight Operations for Delta Air Lines. In this role, he was responsible for the safety and operational performance of Delta’s global flight operations, as well as pilot training, crew resources, crew scheduling, and regulatory compliance. He also flew in line operations as an A320 captain, and previously flew the B727, B737, B757, and B767 during his career. Dickson is a strong advocate for commercial aviation safety and improvements to our National Airspace System, having served as chairman of several industry stakeholder groups and Federal advisory committees. A former United States Air Force Officer and F-15 fighter pilot, Dickson is a Distinguished Graduate of the Class of 1979 at the United States Air Force Academy, as well as a graduate of the Georgia State University College of Law, magna cum laude. FAA Acting Administrator Daniel K. Elwell will serve as faa Deputy Administrator upon Administrator Dickson assuming office. World Directory of Light Aviation 2019/2020 Available Now The 2019-2020 edition of the most authoritative guide on light aircraft is now available. The updated edition of the World Directory of Light Aviation was published this summer. The directory provides a unique service in the flying world because it is the only annual guide that covers all of the aircraft that are flown for fun. Anyone wanting to keep up with what is new in sport aviation needs to have current copies of this guide on their bookshelf. Student pilots turn to it as well to learn about the different aviation disciplines and what is available on the market. Certified aircraft, homebuilts, Light Sport Aircraft, microlights, ultralights, trikes, gliders and rotorcraft are covered, along with their descriptions, photos, technical data and prices. Not to mention instruments, engines, accessories, propellers, flying organizations and yes, even more! In total, over 1000 aircraft are specified in a reference that has expanded to 300 color pages. The only areas absent are hang gliding and the para-sports. The section on vertical takeoff and landing (vtol) and multicopter aircraft is twice as big this year as these brand new flying machines –mostly electric– continue to enter the market. The manufacturer index, product index and importer index all help you navigate the directory when you are searching for specific products. The World Directory of Light Aviation is a reference book drawn from the world’s hundreds of thousands of pilots, professionals and other interested parties with important information. The best news is that it is inexpensive, costing only $16.99 plus shipping. You can get your copy today by visiting your local newsstand or visit www.lightaviationguide.com.
www.PSFmagazine.com | September-October 2019 | 9 8 | September-October 2019 | Powered Sport Flying Support Our Advertisers Press Pass Talented Young Artists From Belarus Have Topped All Three Categories At The FAI Young Artists Contest 2019! The annual competition, held by the fai since 1986, saw entries from 24 countries, and this year artists from Belarus were particularly successful, winning first place in each of the three age categories: Junior (6-9 years old); Intermediate (10-13); and Senior (14-17). It was also the first year that artists from a non-fai member country have entered the competition: the fai was delighted to accept entrants from Sri Lanka. Taking inspiration from both nature and technology, this year’s gifted young artists let their imaginations soar into the sky, using watercolor, pencil, acrylics and ink to commit their daydreams to paper. The 2019 winners – each of whom has been awarded with a fai Young Artists medal and a diploma – were Belarusians Marina Shyshonak (Junior), whose technically skilled composition impressed the judges; Darya Kavaliova (Intermediate), whose simple theme was extremely well-executed; and Yanina Rakova (Senior), who incorporated both ancient and ultra-modern technology to illustrate her ‘dream to fly.’ To take part, fai Member countries must first organize either a national competition or another process of selection. The winning paintings from each country are then submitted to the fai International Jury. Belarusian Artists Impress Judges at 2019 FAI Young Artists Contest FAI Young Artists Winners 2019 Junior Category 1.Marina Shyshonak (Belarus) 2. Aleksandr Sorokoletov (Belarus) 3. Sanjivani Jhamb (India) Intermediate Category 1. Darya Kavaliova (Belarus) 2. Daniela Hyksova (Czech Republic) 3. Ezgi Naz Kirac (Turkey) Senior Category 1. Yanina Rakova (Belarus) 2. Karin Saruwatari (Japan) 3. Quanjie Dai (USA) Ezgi Naz Kirac (Turkey) Marina Shyshonak (Belarus) Sanjivani Jhamb (India) Darya Kavaliova (Belarus) Aleksandr Sorokoletov (Belarus)
www.PSFmagazine.com | September-October 2019 | 11 10 | September-October 2019 | Powered Sport Flying Light Sport Aircraft by Dan Johnson And now for 2020... FAI Young Artists Contest 2020 Theme Announced: “Flying Yesterday And Tomorrow” The dream to fly is thousands of years old. Ancient stories from around the world tell us of those who wanted to take flight. Their stories of successes and failures started to become reality in the late 1800s, when men and women used the growing technological know-how to build the craft that, up until then, had only been possible in our dreams. Early balloonists excited the world with flights covering 25 miles in under three hours. Now, they have the option of taking a few hours journey or one of thousands of miles over many days in balloons specially designed and equipped to go long distances. Gliders have increased distances and heights as well. While the first glider pilots jumped their gliders from hills and mountains, today’s gliders are towed high into the air and can travel for hundreds of kilometers or more. The first airplanes were made of cloth and wood, and those early crafts were powered by engines that produced around 12 horsepower. Today, metal and composites are the materials designers use to make flight faster and safer. In fact, some modern racing planes’ engines produce over 3,500 horsepower, and a modern commercial airliner with multiple engines creates over 95,000 horsepower! While the physics of flight remains the same, the technology is always advancing. Each generation has learned from those that have come before, adding to what is possible while holding true to the love of flight that is in the heart of all aviators. The dreams of flight have become the reality of today’s sports aviation. The hang gliders, balloonists, racers, and aerobatic pilots fly above us and show what is possible today. What does the future hold? Where will the young aviation dreamers of today lead us? It is time to get out your favorite artist supplies and give free rein to your imagination to create your work that combines the flights of the past with the dreams of the future in this year’s “Flying yesterday and tomorrow” art contest. In order for your school or child to compete, contact the United States National Aeronautic Association at https://naa.aero. Below: Quanjie Dai (USA) Left: Karin Saruwatari (Japan) Right: Yanina Rakova (Belarus) Below: Daniela Hyksova (Czech Republic) Update on the FAA’s Plan to Change Light Sport Aircraft Regulations Many have asked about progress on faa’s proposed rewrite of the Light Sport Aircraft regulations. Following a lengthy teleconference at the end of June 2019, lama, the Light Aircraft Manufacturers Association, provided another update. The update to industry covered a lot of ground but here we’ve tried to make it a quicker read. Two key points: First, faa is in the early stages of this rulemaking; at least minor changes are certain. faa itself does not know all the specific details of the proposed rule at this time. Secondly, the steps reported here come from actual rule writers but their effort has support from top faa leadership. Driven by a Congressional mandate, we know this will go forward. LSA Is a Success Story For 15 years Light Sport Aircraft and their producers have proven themselves, lama argued. faa concurred; the agency has often referred to the safety record as “acceptable,” reasonably high praise from regulators. “A lot of [the rule change] is based on the [generally positive] experience with lsa,” faa noted. They also said the revised regulation will be “less prescriptive, more performance-based.” This is seen as a deregulatory effort by the agency. Regarding the much-anticipated max weight increase, faa refers to a “Power Index.” This term means a formula-based method to replace maximum takeoff weight in the definition of a lsa, involving wing area, horsepower, and takeoff weight. faa is also looking at up to four seats, “ for personal use and for flight training.” Airspeeds — referring to maximum horizontal and never-to-exceed speeds (Vh and Vne) — may be higher than in the current rule, but will still be limited. Neither will faa be prescriptive about (that is, tightly defining) power plants. The 2004 version of the lsa rule prohibited electric motors because rule writers wanted to discourage turbine power and therefore specified reciprocating engines, which knocked out electric. faa will now consider both electric and hybrid.
www.PSFmagazine.com | September-October 2019 | 13 12 | September-October 2019 | Powered Sport Flying Light Sport Aircraft Yet the faa was clear, “Movement of people for hire (such as the multicopter air taxis proposed by numerous companies) is not part of this.” The faa is also reviewing what type of mechanics (LSR-M or A&P) can do what kind of work on specific systems of aircraft (examples: in-flight adjustable prop or electric propulsion systems). When Will the New Rule Emerge? One of the most-asked questions is when will this rule be announced, meaning when will an nprm (Notice of Proposed Rulemaking) be published for public comment. The faa Reauthorization Act of 2018 includes a deadline of 2023 for implementing a key mandate that suggests the longest it should take. Once an nprm is published, a comment period follows to hear from the public; after which faa needs time to address the concerns raised during that comment period. After closure of that comment period, the faa has 16 months to publish the Final Rule. Throughout the lama/faa teleconference some ideas were repeated by faa personnel… • “The former (current) regulation ‘was unnecessarily restrictive’.” • The faa wants the revised regulation to “allow the industry to do more.” Update on lama’s Specific Requests Over the last few years lama made several specific requests: aerial work or commercial use of lsa; fully built gyroplanes (only kits have been permitted); single lever control for in-flight adjustable props; and electric propulsion. lama also supported the idea of increased weight. Each of these was explained via a detailed white paper submitted to the agency followed by more discussions with faa executive management over several meetings in Washington DC. “All of these requests are on the table,” faa acknowledged in the June teleconference. Of course, this does not mean all are certain to be included, but they represent a “huge opportunity [for industry and for pilots].” Gyroplanes — Special lsa (fully-built) gyroplanes are part of what is being considered for the new regulation but this remains a work in process. lama presented new arguments, assembled safety data that faa requested, and kept up the pressure resulting in its inclusion in the proposed new regulation. Weight Increase — Yes, weight will increase. The often-mentioned “3,600-pound gross weight” number is irrelevant, however, because faa will use the power index as mentioned above. Under this more performance-based approach, lsa manufacturers would have more flexibility in making trade-offs among these parameters to meet a new power index limit. That new limit is intended to allow for up to a safe, robust, four-seat airplane. “All this is seen [within the agency] as relieving on industry; enabling, not tightening the screws,” said faa. Aerial Work/Commercial Use — The topic of for-hire work in lsa involves another group —Flight Standards Service. Most of the proposed changes originated with Aircraft Certification Services office. “The Flight Standards people are considering [aerial work],” said the faa. This important topic has been a priority for lama because it could become a vital activity to keep manufacturers healthy by expanding their capabilities and the markets they can serve. Pilots could also gain, as this would provide more compensated flying jobs and business opportunities. Electric Propulsion — Not only is electric fully on the table, but hybrid power involving both gasoline and electric is envisioned as well (though astm standards for hybrid have yet to be composed). Notably, the discussion did not involve batteries. Single Lever Control (in-flight adjustable prop) — The concept for Single Lever Control (slc) is that the prop adjusts automatically based on information supplied by instruments and the engine such that the system ‘knows’ what prop pitch might be optimal. A pilot puts the throttle where needed (full forward for takeoff) and the prop adjusts. At altitude, the system also knows this and can adjust to a cruise setting. While slc is more complex and currently more costly, lama believes continued development will lower costs. However, slc does not raise the workload of the pilot, thereby staying with the “simple, safe, and easy-to-fly” mantra. lama is “very pleased with the faa’s open attitude and willingness to consider important changes that industry and the flying community seek.” Great News for Gyroplanes Such as Magni Gyro For more than 15 years one class of Light Sport Aircraft has been held down in America even while it has been burgeoning in other parts of the world. The class is lsa gyroplanes, for a decade and half prevented from selling a fully-built model in the usa. How well is the category doing in other parts of the world? The answer draws on reports from dominant engine producer, Rotax Aircraft Engines, which has reported for years that the class of aircraft buying the most engines has been gyroplanes. Considering the many fixed-wing designs which also use that engine brand, Rotax’s statement carries tremendous weight. The story about why gyroplanes were denied the full privileges of Special lsa — and therefore have to be built as Experimental Amateur Built (eab) kits in America — is a long, sad story… but it is one that appears to be ending, thank goodness! As described in a recent article about faa’s plans for revised regulation of lsa (as well as other non-lsa segments), the leash around the neck of gyroplane producers is set for release. When the revised regulation is issued — possibly in 2021 — fully built Special lsa gyroplanes are expected to be approved. In the U.S. market today, Magni ranks as the #2 seller, according to registrations captured on our Tableau Public page (see the table on the next page). M24 Orion Italian company Magni Gyro calls their M24 Orion model an “enclosed side-by-side two-seat factory built gyroplane.” Currently in the usa, all models of Magni gyroplanes must be built as kits but until the new regulation arrives, dealers in the usa are prepared to assist this relatively modest effort. Support Our Advertisers
www.PSFmagazine.com | September-October 2019 | 15 14 | September-October 2019 | Powered Sport Flying Light Sport Aircraft Gyroplane Market Penetration in the USA Rank Make Principle Model Reg'd 1 AutoGyro MTO 176 2 Magni M-16 59 3 Silverlight AR-1 36 4 ELA ELA 10 Eclipse 26 5 Tango Tango 2 21 6 Celier Xenon 11 7 Titanium Explorer 9 8 Halley KFT Apollo AG-1 5 9 Brako GT 3 10 DTA Voyager II 1 10 C2A 1 Orion is structurally based on a “chrome-alloy aeronautical 4130 steel that is tig welded,” said Magni. The fully enclosed model has a carbon fiber fuselage, undercarriage, wheel pants, and rudder. Integral fuel tank, manufactured in epoxy resin reinforced with fiberglass, holds 21.5 gallons, a fuel capacity that allows flights of up to four hours at a cruise speed of 75 to 95 mph. In an article in ByDanJohnson.com you can read about a flight from Texas to Cuba by a pair of Magni gyros, proving the range capability of these flying machines. Power on M24 Orion comes from a turbo Rotax 914, providing 115 horsepower from the four-cylinder, four-stroke, water-cooled engine fitted with a mechanical rotor blade prerotator. Orion’s three-blade carbon fiber propeller can be optimized by ground adjustable pitch. Magni goes beyond some gyro producers — the company makes its own 28-foot diameter, two-bladed rotor from composite materials. Orion’s instrument panel is equipped with rotor revolution counter, altimeter, air-speed indicator, vertical compass, a digital engine monitoring system, and fuel level gauge. Additional optional instrumentation can be added as desired. For controls, Orion offers full dual joystick and pedals for each occupant. Standard equipment includes electric trim. M24 Orion is attractive and roomy inside. For carriage, Orion is equipped with three easily-accessed baggage compartments. Its cabin heating system combined with full enclosure allows M24 to remain comfortable even on cold winter days. From either seat the view is enormous, a key benefit of gyroplanes without nearby wing structure to block your view. Orion would definitely be more comfortable for long flights or in chilly weather but the open cockpit M16 Trainer or M22 Voyager models deliver an even more expansive view. Combined with a gyroplane’s unique handling and performance, these machines make wonderful viewing platforms. Magni’s “Plus” Series In the last year, Magni Gyro introduced use of the new Rotax 915iS turbocharged 141 horsepower, fuel injection-powered engine. Models with the most powerful Rotax yet are designated by the suffix, “Plus.” “An innovative and avant-garde choice,” Magni said, “[915iS] brings to the whole range a considerable increase in cruising and climbing performance, with fuel consumption comparable to the Rotax 914.” One of Magni’s American customers, identified only as M.B., wrote the company to say, “As the proud owner of the first Magni M16 Plus in the usa, I can tell you the performance is like none other. Takeoff, climb and speed performance exceeded my expectations. This gyroplane has incredible power reserve, more than enough for every aspect of flight. Takeoffs are breathtaking, cruise is smooth and landings are gentle. The Magni M16 Plus is an incredible flying machine!” One final comment of worthy note: In late 2016, the Magni Gyro factory in Besnate, Italy produced the company’s 1,000th gyroplane. See lots of video experiences in Magni gyros at www.magnigyro.it/en/experience. Come along for a flight as we perform a Video Pilot Report for ByDanJohnson.com in an M16 Magni gyroplane with representative and expert gyro pilot, Greg Gremminger. You will clearly see a series of interesting in-flight maneuvers. Posing by their deluxe M24 Orion are Luca Magni (R) and sales director, Chiara Curioni, seen at Oshkosh 2019.
www.PSFmagazine.com | September-October 2019 | 17 16 | September-October 2019 | Powered Sport Flying Vashon Ranger —Making Waves Among Light Sport Aircraft; Questions Answered Sometimes a new Light Sport Aircraft producer bursts on the scene in dramatic ways. Think of Terrafugia and their folding wing flying car, or Icon and its sexy A5 lsa seaplane. Others enter from different positions of strength. One of the newest of these is Vashon Aircraft with their Ranger R7. While organized as completely separate companies, Vashon shares common ownership through the name John Torode, the founder of Dynon Avionics. The two businesses work hard to stay separate but it’s clear one success might help the other, just as John’s earlier success in the tech industry lead to Dynon being formed. When you check the Tableau Public tally of market share information at ByDanJohnson.com, you can select to show only Light Sport Aircraft, Sport Pilot kit aircraft, or modern gyroplanes, or any combination, but the link defaults to all aircraft. When you look you’ll find Vashon ranking well in 2019 and continuing to up their production game. The company presently has 20 Rangers on the faa registry. Vashon Ranger faqs The success of Ranger R7 begged the answer to some questions submitted to the company by Kent Misegades of Seven Lakes, North Carolina. Kent posed the questions to Ken Krueger, chief engineer of the Ranger R7, to get the following answers. Krueger formed his own company called Sky Designs after leaving Van’s Aircraft. Kent’s questions are shown in colored text. Howmany have been sold and delivered since AV18? We’ve delivered 14 airplanes since AV18 and we have a sizeable backlog of customers who’ve put down deposits. What are your estimated production numbers in 2019, if this is something you wish to divulge. We’ve produced 12 aircraft so far in 2019 and are working to get the production rate to four aircraft per month. Where are the delivered airplanes based, in a general sense. How are they being used? Most aircraft are personally owned and used for sport flying, although our very first customer airplane went to a flight school at our home airport near Seattle. Our customers are spread across the usa, and we’ve delivered airplanes to Arizona, California, Florida, Georgia, Kansas, Kentucky, Massachusetts, and Ohio. We also have one airplane in Canada. Is there interest among flight schools to replace C150/ C152? As already mentioned, our first delivery was to a flight school, but, yes, lots of interest from other flight schools and flying clubs. Is the R7 only for those interested in Sport Pilot/lsa? Emphatically, no. One of our design goals was to have an airplane that appeals to many different segments of the market. Ranger’s cabin is large and comfortable, everyone who’s flown in the airplane has praised its flying qualities, and I think we’ve done a nice job of integration with Dynon avionics. Plus our price point is quite competitive. Light Sport Aircraft What have you learned since AV18? With the increasing number of customer airplanes flying, we’re gaining a better understanding of what customers want and the environment they are operating their airplanes in. Also we’re learning that it takes effort to efficiently build the airplanes while maintaining consistent quality. What new topics are you focused on at AV19? Product awareness, we are here to let folks know about the Ranger and Vashon Aircraft. As the aircraft itself is maturing, that allows time for us to develop necessary accessories like towbars, windscreen/cabin covers, and the like. What has changed in the specifications/pricing/offers since AV18, i.e. obvious from your web site and literature? Nothing, pricing and options remain the same as last year. Do you have any anecdotes from customers/operators and how you have addressed requests/problems (the true indicator of excellence). We’ve had a couple of ground handling mishaps with customer airplanes which resulted in bent metal. It was gratifying to go through the process of assessing the damage, deciding which parts would need replacement, and seeing the repair process move so quickly. With our pre-painted metal and since all the parts are manufactured on cnc machines, the speed and accuracy with which repairs can be made is pretty amazing. More Questions... How are purchased aircraft delivered to the customer? Do they receive any introductory flight or light maintenance training? Customers can either travel to Paine Field, near Seattle, to pick up their new airplane or we can deliver it. In any case, included with each airplane is up to ten hours of transition training with one of our cfi’s. What sort of manuals come with the aircraft? The Pilot’s Operating Handbook, Flight Training Supplement, Maintenance Manual, plus manuals for the engine, prop, and other equipment on the airplane. What has the reliability record been so far? Good overall. No major airframe or powerplant issues. What are the sales/support/service channels for the R7? Right now, all this is handled through our main office in Woodinville, Washington. Any plans for a kit version? Tailwheel version? Float version? Other powerplant? No current plans to offer a kit version, or tailwheel version of the Ranger. As for powerplants, we will be staying with the Continental O-200-D for the time being. We are, however, pretty excited that our prototype airplane, N219VA, has been mated to a set of Edo 1320 floats and is now flying off Lake Washington. The airplane was designed from the beginning to be a floatplane and, as such, it looks great both on the water and in the air. What is the ‘sweet spot’/advantages of the R7 compared to the competition? Affordability both in terms of purchase price as well as operational costs, integration of modern avionics, and the well proven direct-drive, air-cooled engine. What positive surprises have you experienced since AV18, beyond sales? For instance positive comments from customers? One customer has commented to us that he has to budget at least a half-hour to fill up his airplane. This is because wherever he stops, folks come out to look at his Ranger and ask questions. How well is the vinyl wrap holding up? Can a customer get any design he wants? (We don’t have mountains down here in the South.) The wraps are holding up well to environmental conditions such as sun, heat, cold, moisture, and bug splats. Vinyl has been in use on cars for many years now, so it is very much a known quantity in terms of durability. It isn’t a whole lot different than paint, however, in that you still need to be careful when installing/removing the cowling to avoid causing damage. As for custom designs, yes, customers can get anything they want. There have been a few custom-wrap airplanes delivered and it was fun to see people getting creative with their design.•
www.PSFmagazine.com | September-October 2019 | 19 18 | September-October 2019 | Powered Sport Flying AirVenture 2019 Oshkosh 2019 The weeklong celebration of flight known around the planet as ‘Oshkosh’ is now history. Although eaa was challenged by inclement weather before the show and as it opened, the weather gods smiled on the event and provided a wonderful week with all the action you can imagine. eaa announced attendance numbers identifying solid growth over last year, to 642,000 attendees*. That’s a ways from the 800,000 back a couple decades but is solid growth from recent years. Especially as eaa had to work hard to overcome weather issues before the event, the organization is to be commended for handling a huge number of details with professionalism. The week of Oshkosh brought outstanding weather and only brief periods of rain. Those of us from hot states enjoyed the mild temperatures and beautiful cloud-dappled blue skies. So, after getting back in the saddle after an intense week, here are a few stories of interest. One point about the logo for the story. The logo was seen in many locations and was widely misinterpreted by those who thought eaa was celebrating 50 years of the event. Wrong. The signage was celebrating that the event has been in Oshkosh, Wisconsin for 50 years but the event itself is now 67 years old. The number 642,000 introduces different counting methods. I understand this number to mean the number of people passing through the gates; however, one person entering for several days is counted each day. Taken to task a few years ago, Sun ‘n Fun now reportedly counts discreet individuals so the Florida show seems to have smaller numbers. Oshkosh is clearly a good deal larger but not as much as their reported numbers make it appear. Either counting method can be defended but this is comparing apples to oranges. And whatever the numbers, our glimpses of Oshkosh while zipping around doing videos and gathering story material strongly suggested great attendance in 2019. Rotax Meets a Need with 915iS True to form as you might expect, Rotax followed through on a question I asked 15 months back. As reported in my review of the 915iS and 912iS, the company’s top man strongly hinted at a fixed pitch version of this engine. Thomas Uhr has since moved up higher in the organization but at a journalist event last year, he answered a question about fixed pitch on the 915 engine. He did not then answer directly but said, “Every engine that Rotax has produced has been able to use a fixed pitch prop. Take from that statement what you will.” by Dan Johnson Sure enough, the new powerful engine from the Austrian company will be available for use with fixed or ground adjustable propellers by fall of this year. Good on Rotax and the well-spoken Mr. Uhr. Some countries allow constant speed or in-flight adjustable props but not the usa. faa specified no in-flight adjustment in the current regulation. We believe this will change with the new regulations being crafted, but that could be some years in the future. Until then, only fixed pitch can be used on American Light Sport Aircraft. Rotax is enjoying good success with the 915iS fuel injected, turbocharged, intercooler power plant. More than 400 engines are now flying on aircraft and the number of airframe producers using the new engine continues to grow. The 915iS is also an important engine for the larger, up to four seat, aircraft to come in the lsa world as well as on kit-built aircraft and some models preparing for approval under the new version of Part 23 certification (that will use industry consensus standards modeled significantly after the lsa set of standards). High from Low (wings, that is) Two leading companies exclusively using low wings will be introducing high wing models in the near future. One is a trade secret for now, but another was announced at Oshkosh. What’s interesting here is that both companies have exclusively made low wing models in various configurations. Neither has made a high wing. One of these is also planning to use the new, powerful Rotax 915iS engine for their new design (although both producers are using that power plant in one of their low wing models). The one I can talk about is South Africa’s The Airplane Factory Sling TSi HighWing. What’s interesting is that this entry offers more seats and more capabilities. For the immediate future, Sling TSi HighWing will have to be built as a kit, but as I have reported, faa will allow four-seaters as basic Light Sport Aircraft. Again, someday perhaps in the future… Once again, taf founder Mike Blythe is ahead of the game. He was the first producer I personally observed getting excited about what he could do with the 141-horsepower Rotax 915iS. Barely a couple years after I saw his mind working, he not only built the low wing Sling TSi but the new model promptly flew around the world, literally. I expect to see a plan for the high wing TSi to also make the globe-girdling flight. Magni Gyro has fit the 915 to models designated with “Plus.”
www.PSFmagazine.com | September-October 2019 | 21 20 | September-October 2019 | Powered Sport Flying LAMA’s Dual Award For only the second time, the association awarded two persons their highest honor, the Presidents Award for Outstanding Individual. A few years ago, a rare tie produced a dual award. This year, voting for the 28th year of the lama award resulted in another dual award. Hundreds of members of the business community for light aircraft offered nominations. The person with the most of those nominations wins; it’s a very simple system to recognize hardworking, creative people who helped move light aviation forward. One of this year’s winners was Kerry Ritcher. With his father, Wayne, Kerry founded three aviation companies. He started manufacturing aircraft in 1977 and his enterprises have produced a total of more than 3,000 aircraft, continuing to the present. His best-known design is the SeaRey from Progressive Aerodyne based in Tavares, Florida. A Private Pilot with over 12,000 hours, Kerry has designed a dozen varied aircraft including Hi-Nuski; Cobra; King Cobra; Sea Wolf; Carrera; Carrera 180; Buccaneer SX; Catalina; Colibri; SeaRey; Stingray; and, SeaRey lsx/ls. The latter are in active production by the company he founded. The second award recipient is also a member of the lama board of directors. Scott Severen started flying hang gliders in 1973 and has since been active in several aviation enterprises. He also assisted many organizations supporting light aviation including the U.S. Ultralight Association; the Airpark Owners and Operators Association; the eaa Ultralight and Light Sport Aircraft Council, and the lama board. In 2004, Scott joined IndUS Aviation, and was instrumental in the effort to be the first American-designed aircraft to earn slsa certification. Severen presently owns and operates US Sport Planes, involved in lsa sales, brokerage, factory authorized maintenance and major structural repairs in Denton, Texas. In 2018, he took over as the North American representative for the Jabiru line of Light Sport Aircraft. Scott is a private pilot and has accumulated over 2,000 hours in numerous types of aircraft. Part 103 Success Story More than one fixed-wing producer of conforming Part 103 aircraft expressed strong, continuing interest in these lightest flyers. Kolb and U-fly-It are both so busy building their 103 models that they are not focused on two-seaters. Aerolite does not have a two-seat model and no plans for one. Kolb has the Mark iii but the action is in their Part 103 models, said Kolb boss Bryan Melborn. The good news continues… The arrival of Badland‘s Part 103 entry F-series in five variations adds to such popular choices as Kolb’s Firefly, U-Fly-It’s Aerolite 103, Just’s True 103 (still in development), and models from Team Aircraft and Fisher Flying Products. This listing of Part 103 prospects is not meant to be exhaustive and leaves out players like Evolution’s Rev trike or Infinity’s Challenger 103 powered parachute, plus others. The point being, Part 103 appears not only to be surviving, but thriving! Oshkosh even had an entrepreneur who has organized to provide support to Canada’s Lazair. Watch for a video on this interesting development and see the nearby image if you are not familiar with this once-popular ultralight aircraft. Badland introduced their Part 103-compliant F-series at Oshkosh 2019. Support Our Advertisers Especially while most lsa run well into six figures, Part 103 pilots enjoy the greatest freedom in aviation. The simple rule has been unchanged since 1982 and allows flight in an ultralight vehicle without a pilot certificate, N-numbers, or aviation medical. A producer can sell you a ready-to-fly model without getting faa approval. As with lsa, ultralights overcame early issues to become solid members of the aviation fleet. Other countries have similar regulations. This uniquely covered Kitfox caught my eye
www.PSFmagazine.com | September-October 2019 | 23 22 | September-October 2019 | Powered Sport Flying AirVenture 2019 Old Becomes New — Van’s Brought a Light Aircraft Surprise to Oshkosh 2019 Cruising the grounds at Oshkosh, looking for aircraft to report, I looked around the all-new Homebuilt Area. This group has long occupied a fairly spacious grassy area in a good location south of the Warbirds Area, said to be Oshkosh’s biggest draw. However, for 2019 eaa relocated the area, bringing vendors closer to the densest customer traffic, which may encourage more attendees to examine their aircraft. Several exhibitors I spoke to seemed content with the new location. The new area had the usual collection of vendors, many of which qualify as Sport Pilot kits that can be flown with the certificate that needs no aviation medical. Quarters looked rather tight compared to past years, with airplanes somewhat shoehorned into the allocated space. Like all changes — and eaa has made a huge number of them in the fifty years the event has been held in Oshkosh — visitors and vendors will adapt quickly enough and soon we’ll forget the old ‘North 40’ where homebuilt kits once displayed. As I strolled through the new area, I passed by Van’s Aircraft, already thronged by the many enthusiasts for this biggest-of-all kit builders. The Van’s model that caught my eye looked to be almost ultralight sized (it isn’t an ultralight: RV-5 carries a few too many pounds of weight, too much fuel, and has too-speedy cruising speeds). (Re)Introducing RV5 Truthfully, Van’s Aircraft Vice President and Chief Engineer Rian Johnson was only displaying a personal project. RV-5 was never offered for sale and won’t be now. Yet the light aircraft enthusiast in me noticed it right away. Probably like most other attendees I wondered, “What is that?” “Of course, we want people to focus on our current popular kits such as RV-8, -10, and -12,” Rian quickly added, “but I thought Oshkosh visitors might enjoy seeing a bit of Van’s history.” RV-5 dates way back to 1975 when it was built by Dick VanGrunsven and eaa 105 chapter members to evaluate several design concepts. Among the goals of the group, Rian explained, were light weight and fuel efficiency. RV-5 was never intended for production. RV-5’s wings swing back over the flat aft fuselage for easier transport or more space-efficient storage. No control linkages need be disconnected thanks to a clever center-mounted mixer that stays in place when folding the wings. “Some years back, I was up in a loft storage area looking for something and uncovered a dusty airframe. When I asked Dick about it, he asked, ‘Do you want it?’ Be careful what you ask for,” Rian noted, although he did eventually tackle the restoration project, marrying the airframe of RV-5 to the canopy of RV-2. The single seat design is small. A very lean Rian said he weighs 138 pounds and RV-5 is even somewhat snug for him so this is not an aircraft for pilots who tip the scales beyond faa’s 170-pound reference weight. That hardly matters, however, as this is not an active project for anyone but Rian. Needing only 40 horsepower to perform enthusiastically, RV-5 is powered by a Rotax 447. Carrying 10 gallons of fuel, burning three gallons an hour at a 90-mph economy cruise, RV-5 has a range of nearly 300 miles. RV-5 Specifications (Provided by Van's Aircraft) • Empty Weight . . . . . 312 pounds • Gross Weight . . . . . . 577 pounds • Length . . . . . . . . 16 feet 7.5 inches • Cockpit Width . . . . . 19 inches • Wing Span . . . . . . . 20 feet • Wing Area. . . . . . . 75 square feet • Top Speed. . . . . . . 120-125 mph • Cruise at 75% Power. . . 100+mph • Stall “Dirty”. . . . . . 41 mph • Takeoff Distance. . . . 175 feet • Landing Distance . . . . 300 feet • Climb Rate. . . . . . . 1,200+ fpm Support Our Advertisers Coolest Rig Seen At Oshkosh The eaa is known for sponsoring contests of all types, with judging and awards done during the event. But here is something I found on my own. If you’re a good, red-blooded American pilot, I don’t see how you could not love this setup. Your luxurious motor home towing your Corvette and your Aerotrek A240 in a custom-built trailer that you can handle by yourself. I hope I didn’t drool on it as I looked it over. Built for recreation, this highly-customized trailer is towed behind the owner’s motor home. It can hold his Aerotrek A240, requiring the tricycle gear model so as to fit the owners Corvette underneath. A clever system of ramps and winches allows him to load the aircraft and the car with no assistance. Both sides also open up to make it easier to stow the airplane ramps once the aircraft is secured and to allow proper tie-down of the Corvette. As a former Corvette owner, a former motor home owner, and a lover of the Aerotrek aircraft, this setup looked to be about as close to aviation heaven as mere mortals can get. So, this apparatus gets my award for the Coolest Rig seen at the show. So much more happened at the show and I will be reporting on it. But this gives you a taste of the 2019 experience.•
www.PSFmagazine.com | September-October 2019 | 25 24 | September-October 2019 | Powered Sport Flying Powered Paraglider • Claim Number: 18882 • Sub-Class: rpf1t / Paramotors: Paraglider Control / Foot-launched / Flown with one person / Thermal Engine • Category: Not applicable • Group: Female • Type of Record: Distance over a closed circuit without landing • Course/Location: Cervera–Caspe– Barbastro–Cervera (Spain) • Performance: 309.93 km (192.58 miles) • Pilot: Karen Skinner (Spain) • Aircraft: Qubik / Niviuk powered by Polini Thor 250 • Date: 03/23/2019 • Previous Record: 130.3 km (80.96 miles) (08/17/2011–Edina Sz. Koleszár, Hungary) Gyroplane • Claim Number: 18973 • Sub-Class: E-3a / Autogyros: take-off weight less than 500 kg • Category: General • Group: 1: piston engine • Type of Record: Speed over a recognized course • Course/Location: Popham, Basingstoke (United Kingdom)–Nome, Alaska (usa) • Performance: 4.4 km/h (2.73 mph) • Pilot: James Ketchell (United Kingdom) • Aircraft: M 16 / Magni • Date: 06/06/2019 • Current Record: No record set yet. 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.na a.aero World Records and Attempts FAI has ratified the following Class R (Microlights) World record. The Fédération Aéronautique Internationale, the National Aeronautic Association, the United States Ultralight Association and Powered Sport Flying Magazine all congratulate the Pilot on their splendid achievements. Fai has received the following Class R (Microlights) and Class E (Rotorcraft) 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
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