In October 2022, Stilson and his dad purchased 120 acres of land in southern Utah. From the outset, the intent was always to have a runway on the site.

“Location wise, we are about 10 minutes to the south of Beaver, Utah, up in the mountains [in the region of Fremont Indian State Park],” Stilson said. “We’ve named the land Fremont Ridge.”

The first priority for Stilson and his father—both pilots and joint owners of a Rans S-20 Raven—was establishing a place to land.

• READ MORE: Fort Worth Area Aviation Community Expands with Second Airpark

“This chunk of the property which we got had a flat, open area on top of this mesa,” Stilson said. “It was just big enough to be able to put a decent-sized runway, and it took about a month to clear all the sagebrush, cut out the runway, and put down [grass] seed. We started the process in late 2022, and the grass started sprouting up in the spring of 2023. The runway and base stuff have been ready to go for a little bit, but there’s still so much left to do.”

Stilson is hoping to put the grass strip on the map, both figuratively and literally. He said an upcoming priority is to get the runway noted on sectionals, in addition to finalizing plans to make the airport a bucket-list place for other pilots. 

“We put two small container cabins up there and plan to add more,” he said. “There are a lot of other amenities still on the way. We also plan to have a parking area, so people can park their plane once landing. Then we are going to be doing things like installing a pickleball court. The goal is to eventually…create a little pond and have some fishing up there,” and add a large grass field for soccer.

“Then we have 20 acres off the end of the runway that we may potentially turn into an airpark. People could either rent a cabin or just come park their plane and stay for a night. We would like to make it something special and a great pit stop for pilots who might be traveling through or looking to adventure in southern Utah.”

• READ MORE: New App Helps Pilots Connect, Find New Places to Explore

Stilson has slowly been letting the aviation community know about the airstrip. Even without amenities, the unique landing site has been eyed by a number of aviators as a place they want to visit. 

You may wonder: Can I fly into the airstrip? Once the airstrip is added to the sectional, Stilson plans to start allowing others to visit. 

According to Stilson, Utah’s laws make it an easier decision to open up the property for other pilots to enjoy.

“Utah has recreational laws that protect people who open their lands to people who want to recreate on them,” he said. “What I’ve been told is it’s almost smarter to rely on those laws than to try to create any sort of a liability waiver yourself, because these laws are already pretty bulletproof. The way to put it is, ‘land at your own discretion.’ If I put it on the pilot that they chose to land [here], then they take the liability.

“That doesn’t mean I’m not going to make it very clear what some of the risks that come along with landing at this strip. I think most backcountry pilots will have no issue at all,” he said. “The airstrip sits at roughly 7,000 feet, and it can get up to 95 degrees Fahrenheit up there. There’s a lot of risk with part of the runway that is essentially a no-go-around for most airplanes.”

• READ MORE: Development Underway for New 400-Acre Fort Smith Metro Area Airpark

Stilson has been intentional about making the roughly 2,300-foot airstrip as safe as he can. 

“If you don’t have climb performance, it’s going to be really hard,” he said. “I recommend people land the opposite way, which is also a little more challenging because it’s slightly downhill. But at least you have a go-around option. [When landing] you have to hug some mountains and your base-to-final [turn] can be a little interesting, since you have to clear a couple of trees. We are working on doing what we can to make it a little safer, just because it’s somewhat technical.”

The fact that the airstrip sits on a mesa presents another challenge.

“You get that aircraft carrier landing from the winds that can potentially drop you down very quickly if you’re not careful,” Stilson said. “There are definitely a few technicalities to consider. But I think they are not going to be a huge deal, especially because we installed a [SayWeather] system and a windsock. This was a no-brainer for me because I need pilots to be able to get the wind direction and speed, as well as the density altitude.” 

In an attempt to help keep backcountry aviation alive, Stilson said he created this runway to spark a sense of adventure.

“Southern Utah is perhaps one of the most magical places to explore as a backcountry pilot. I’m an avid member of the Utah Backcountry Pilots Association and strive to be a good steward of the beautiful state we live in,” he said. “I hope our small airstrip opens the door to pilots who want to experience the southwest in a unique way.”

The post Perfect Spot: Building an Airstrip on Fremont Ridge appeared first on FLYING Magazine.

Answer:

While the Aero Club of Buffalo, New York, tracing its existence to 1879, might claim the distinction, it owned no flying machines but fostered interest in balloons, blimps, dirigibles, “sky cycles,” carrier pigeons, and gliders in its early days. This eventually included airplanes.

• READ MORE: Do I Need To Learn How To Refuel My Airplane?

Other organizations date from the early 1900s, such as the Aero Club of New England, and the Aero Club of America (later the National Aeronautic Association), of Massachusetts and Washington, D.C., respectively. Some members actually fly, but club activities are directed to fostering events, honoring significant aviators, and awarding scholarships. There are no “club airplanes.”

If you define “flying club” as an organization that actually owns and operates aircraft for use by its members, the prize goes to the Reading Aero Club (RAC), continuously flying since 1929 (incorporated in 1932), and still going strong. Located at Reading Regional Airport (KRDG) in Pennsylvania, the club operates a Piper Archer III and a Cessna 172SP.

• READ MORE: How Can I Get a Special VFR?

Do you have a question about aviation that’s been bugging you? Ask us anything you’ve ever wanted to know about aviation. Our experts in general aviation, flight training, aircraft, avionics, and more may attempt to answer your question in a future article.

The post What is the Oldest Active U.S. Flying Club? appeared first on FLYING Magazine.

With the help of scores of RAF volunteers, the foundation has grown backcountry flying into a very popular niche of GA, with plenty of pilots utilizing stock or modified airplanes to access airstrips that do not involve a paved runway. And while many of these airplanes are purpose-built for STOL operations, according to RAF president Bill McGlynn, an impressive percentage of RAF members fly light sport airplanes now or have used them in the past for backcountry operations.

“Not all of the over 10,000 people in our database indicate what they fly,” McGlynn explained, “but of those who do, the majority have flown a number of aircraft types and models. About one-third have said they have flown in the past or still fly an LSA as part of their RAF flying experience. That number includes some notable backcountry regulars in the LSA category like the Piper J3, Aeronca Champ, and some newer entries, like the Kitfox, Bearhawk, and yes, even two-seat RVs.”

A veteran backcountry pilot with 22 years of experience, McGlynn explains that to first discuss this niche of GA, you need to understand the definition of backcountry aviation.

“Backcountry flying doesn’t necessarily mean landing in a far-off place, deep in the mountains, high in elevation, removed from civilization,” McGlynn said. “In our world, backcountry can also mean an airfield near a lake or stream maybe 30 miles from your home airport. One of my favorite airstrips is Garden Valley, Idaho (U88). It’s grass, has a river running nearby, great camping with showers, and it’s only 30 minutes from Boise.”

Flying LSAs in the Backcountry

McGlynn said that while backcountry flying is different than “pavement to pavement” flying because it requires you to fly in more demanding environments, it doesn’t mean you need a Cessna Skywagon to do it safely.

“LSAs in the backcountry can be a great choice if the pilot has adequate experience,” McGlynn said. “We encourage pilots to get instruction, but a prerequisite is really knowing your airplane, how it performs at different altitudes and temperatures, on grass and gravel, its slow flight characteristics, and its turning radius. Many LSAs are incredibly nimble aircraft, and all the backcountry requires is a good accommodation of the plane and the place.”

To help LSA pilots find suitable backcountry airstrips, the RAF publishes their online Airfield Guide (https://airfield.guide) so pilots can choose strips that are good matches for their particular aircraft and skill level. The guide includes a Relative Hazard Index (RHI) that quantifies the challenges of each airstrip, with most being able to accommodate a wide range of aircraft types while offering recreational opportunities. “We see LSAs of all types and mods, but most are stock airplanes.

“More important is a well-tuned, proficient pilot who knows their airplane well, selects appropriate destinations, and has received backcountry instruction,” McGlynn added.

LSA Backcountry Performance

McGlynn uses the backcountry strip at Johnson Creek, Idaho (3U2), as a good example of a popular destination for RAF members for summer fly-ins that regularly draws a variety of LSAs. “Particular emphasis has to be paid to weight since Johnson Creek has an elevation of 4,960 feet and with summer heat—even with a morning departure—density altitude must be considered,” McGlynn said. “That said, LSAs get off the turf and climb while leaving a smaller

noise footprint, which is especially important in the backcountry. Johnson Creek isn’t particularly tough, but it requires that a pilot follow the Idaho State arrival procedure, descending

into a tight canyon with a short approach. It’s also a one-way airstrip, arriving from the north and departing to the north, with the pilot having the knowledge that the drainage of the Salmon River takes you to lower terrain. There’s a challenge in all that, along with the reward of an incredible place to camp and enjoy nature along with the camaraderie of other aviators.”

The demands of mountain flying in an LSA or any airplane create a different dimension than how most pilots learned to fly, pavement to pavement. McGlynn said that like IFR flying that requires additional training and skills, flying the backcountry in an LSA is doable, as long as the pilot understands the performance of their airplane, does their homework using the RAF Airfield Guide, and receives proper instruction. “There are important skills that should be honed that go along with that airfield knowledge,” he said. “Many backcountry airstrips require very little additional flying skill, but some can turn black diamond quickly as conditions change.

Before heading to the mountains, it’s best to have a backcountry instructor help you practice at your home airfield, then take you into a backcountry airstrip the first time. The RAF strongly recommends backcountry ethics, meaning you should practice at home so you aren’t annoying other backcountry users with the noise of touch and gos.”

The RAF at 20

When the RAF celebrates its 20th anniversary in 2023, it will be a testament to the lure that backcountry flying offers. Unlike many aviation associations, the RAF is laser-focused on finding and maintaining the many backcountry airstrips in the foundation’s Airfield Guide. “With the RAF, it’s all about where you go,” McGlynn explains. “We like to feature places that are not only fun to fly to, but are even more rewarding once you land. The fun of pitching a tent under your wing, unfolding your chair, and enjoying a cold drink while staring out at an incredible window of nature—that’s what makes pilots long to go again and again. It combines a sense of accomplishment in the flying, with the reward of spending time in a beautiful place.”

The work of the RAF is a massive effort that is not free, and recognition of the need for donations should be on the minds of any aviator who flies the backcountry now or has plans to do that in the future with their LSA. “Our supporters recognize how incredibly special backcountry airstrips are and what a privilege it is to be able to fly to these amazing places that may be either difficult or even impossible to reach any other way. It’s their recognition of that privilege that convinces them to help preserve, improve and even create these airstrips through the RAF, either by their time and effort or through financial support,” McGlynn said.

If you want to experience flying your LSA into the many remote airstrips that the RAF maintains, or help to support the high number of volunteer hours needed to keep these airstrips

open and accessible, you can go here to make a donation, which McGlynn said will “be put directly into an airstrip.” 

The post Taking LSAs to the Backcountry appeared first on FLYING Magazine.

So when three LSA pilots from Washington state decided to introduce a fourth sport pilot to the exhilaration that comes from landing on gravel bars in a STOL machine, they named the one-day outing “The Great Gravel Gaggle.”

Zenith CH701 STOL owner/pilot Curt Thompson already knew fellow Zenith owner/pilots John Marzulli (CH701), Walt Cannon (CH701), and Jonathan Fay (CH750) from their involvement in EAA Chapter 84 in Snohomish, Washington, and also the local Zenith builder community. The pilots were instrumental in helping Thompson build his CH701, nicknamed the Clownfish Plane because of its colorful paint scheme that will make you think of Nemo. When they found out Thompson had never landed on the many gravel bars in the area, the Great Gravel Gaggle idea was hatched.

“Jonathan suggested that we get together to introduce me to gravel bar landings,” Thompson said, “and a message was sent out to see if others wanted to join. The weather prediction was very good and the next Saturday looked promising with just a few afternoon cumulus clouds. They all flew in to meet me at my hangar in Arlington [Washington], on Saturday morning and we headed off to the North Fork of the Stillaguamish River, only a few miles away. The other three experienced pilots went in first to check the location. Jonathan started his drone to film the other landings, and I had four GoPro cameras on my plane, so the landings were well documented.”

The group also made a second gravel bar landing on a wide spot of the Skagit River nearby.

Safety First

Thompson was taught that the most important aspect of off-airport landing is making sure that the landing surface is appropriate, and a pilot is not going to bend the airplane with obstructions, like rocks, stumps, and driftwood. “I had overflown this spot a few times and it looked great, but I didn’t want to land when I was by myself because if something [went] wrong, it might be tough to get out,” he said.

On his first gravel bar landing, Thompson said he started further from the landing spot than he needed to, and just did some slow flight along the river until he could see the landing spot on the gravel bar, where the other three pilots were down and parked. “I don’t know my landing speeds so I fly by sound and vibration,” Thompson explained. “The Clownfish Plane has the 100 hp Rotax 912 ULS and has some really good cues about what is going on. On this landing, I went a lot faster than I needed to. This was a very long landing spot so no worries about landing long. I have an angle of attack (AOA) sensor with audible feedback in my headset. On the approach, I just fly so the AOA is just starting to beep in my headset.”

If you want to see exactly what STOL operations onto a gravel bar look like, Thompson has a very good YouTube video of the landing on a gravel bar alongside the North Fork Stillaguamish River.

• READ MORE: Legendary Sport Pilot Shares a Lifetime of Great Stories

Building Your STOL LSA

Based at Arlington Airport (KAWO), Thompson holds a private pilot certificate with glider rating and has put about 600 hours in his logbook. He decided to plans-build his CH701 instead of using one of Zenith’s kits, in order to spread the expense over a period of time. He says it did work out to spread out the costs, but it certainly did not save him any money overall. “I generally made each part at least twice before I got one I liked,” Thompson said. “The plans from Zenith are very good, and I was able to lean on the various forums and online sources to answer any questions. I don’t think I ever had to contact Zenith with a question. I spent eight years building the Clownfish plane, but in two of those years, I didn’t touch it. I would not recommend the ‘plan built’ route—just buy the kits from Zenith, because their kits are very good.”

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One of the things Thompson loved about working with Zenith on the build was that the company will sell any individual part from the kit. “I tried to oxy-acetylene weld some of the parts, but just did not like my weld quality. I used a couple of parts I welded, but most of the critical ones I bought from Zenith,” he said.

A challenge Thompson had to overcome in the build was getting the bubble doors the way he wanted. “I made an oven from some parts from a scrapped electric range, and ‘slumped’ the doors in the oven by holding them in a frame and heating them slowly to just the right amount. I bought plexiglass from various sources but the stuff I found at Home Depot worked best. The two doors on the Clownfish plane were trial number 21 and 22,” Thompson said.

• READ MORE: A Major Disability Could Not Stop This Determined Sport Pilot

Gravel Bar Hopping

The Zenith line of high-wing aircraft has a lot of features that fit the mission of landing on short runways, Thompson said, but he added that experience is key to this type of flying. “I know I don’t push the boundaries of the capabilities of the Zenith CH701 as far as others, and I am getting a little more adventurous as I gain more experience and comfort. I spent a lot of time building the Clownfish plane and I don’t want to bend it up. So far, there has not been any place I have shied away from landing, as long as I know others have landed there before,” he said.

Is gravel bar hopping in a STOL LSA fun? Oh yeah, these four pilots will attest, with owner/pilot John Marzulli calling his CH701 “SEVEN-OH-FUN.” That pretty much sums it all up.

The post Friends Enjoy a Different Kind of ‘Bar Hopping’ in Their Zenith LSAs appeared first on FLYING Magazine.

For one Texas-based fixed-wing pilot, flying an open-cockpit tandem Autogyro from the front seat over the gorgeous scenery of Scotland turned a basic introductory flight into one of these special moments.

Pilot Dean Siracusa jumped at the opportunity to head to the U.K. in late April 2022 and fly a Magni MTOSport Autogyro, a niche flying machine that can at different times be called a “gyroplane” or simply a “gyro.”

As founder and CEO of Flying Eyes Optics, Siracusa has enjoyed so much growth in his headset-friendly aviation sunglasses line that the company recently moved a third time into a larger facility. Siracusa credits this growth to a continuous advertising campaign that includes a strong social media presence. 

A good deal of that social media exposure came from YouTube channel sponsorships, so when Dan Millican and Christy Wong, the hosts of the “Taking Off” YouTube channel which Siracusa sponsors invited him to join them in the U.K. to create video content flying an assortment of airplanes, rotorcraft, and gyros, he happily went along to help with the trip.

The “Taking Off” team soon found itself in Inverness, Scotland, where a pair of gyros were waiting at Inverness Airport (EGPE). Siracusa would fly with CFI Nick Phippen of Highland Aviation from the front seat of the tandem Magni to shoot video of the hosts flying a Cavalon, a popular two-person side-by-side gyro. While this could have been just a fun outing, it was much more than that to Siracusa, who had taken a gyro ground school and one hour of flight interaction back home in Austin, Texas, prior to departing for the U.K.

“It’s very cold in Scotland during that time of year, and in an open-cockpit airplane, we had to wear exposure suits,” Siracusa said. “It’s not a full-on dry suit for overwater flying—more like a very well-insulated flight suit. We climbed up to almost 5,000 feet, and when you’re in the front seat of a tandem open-cockpit aircraft with no wings, it’s kind of weird. You’re really exposed to the world, and at that altitude with nothing around you, it’s an interesting feeling.”

Not Exactly an Airplane or a Helicopter

With about 3,000 hours in his logbook, Siracusa had to step back from what he knew about flying airplanes and rotorcraft to learn the unique aspects of flying the AutoGyro. “While I do not have my rotorcraft rating,” Siracusa explains, “I have quite a bit of time in helicopters. So knowing that the gyro is in continuous autorotation was helpful. Unlike fixed-wing airplanes where airspeed is the top priority, with a gyro, it is all about rotor speed. After spinning up the rotor on the ground using a clutch to pull power off the engine, your forward speed is what keeps the rotor spinning and creating lift. One of the most important instruments right in front of me was the rotor speed indicator, because you descend very quickly in a controlled autorotation if power is pulled.”

Siracusa described one such arrival that demonstrated the safety element built into gyros for when/if an engine failure happens. In his gyro training back in Texas, the instructor pulled the power at about 1,000 feet right over the runway numbers, and the gyro performed a steep but slow descent to touch down about 200 feet past those numbers. “It’s dramatic but quite gentle, and when you get close to the ground, you just flare a bit, land, and roll out like a fixed-wing airplane,” he said.

Gorgeous Scottish Scenery

On the Scotland gyro flight out of Inverness Airport, Siracusa was treated to a spectacular view of the scenic Scottish Highlands from his vantage point in the front seat of the Magni. “We spent time over Urquhart Castle, which has ruins dating as far back as the 13th century. This castle sits beside Loch Ness and was one of many castles we spotted, and all looked amazing from the air. And no, we did not see Nessie, a.k.a The Loch Ness Monster, although being up in an open-cockpit gyro would make a great platform to search for her.”

Extreme Maneuverability

One of the major attributes of the Meyers 200 airplanes that Siracusa has owned is the spirited handling, so naturally, the pilot wanted to find out how a gyro handles. He’s flown enough to know that steep turns in an airplane require the right speed and some altitude, or bad things can happen. So when his Texas instructor demonstrated the steep-turning capability of a gyro, Siracusa was blown away. “The maneuverability was what I was most impressed with. We went out to some open fields and were low to the ground doing very steep turns. It was a lot of fun doing these tight, steep turns in a gyro because we were not even going very fast.”

AutoGyros: Get Used to That Vibration

One aspect of flying an AutoGyro is the inherent vibration caused by the spinning rotor blades, which is transferred to the control stick. Siracusa explained that it is not a problem. “The gyro vibrated, but I wouldn’t say it vibrates a great deal more than a small piston helicopter that doesn’t have boosted controls. You’re not gripping the stick like a student pilot or having to yank and bank or anything like that, just a light touch with two fingers and a thumb. You’re kind of just gently guiding it to go left, right, up or down,” he said.

An AutoGyro in his Future?

To better serve his business needs, Siracusa is planning to purchase a Cessna Citation II business jet after owning a Skyhawk, a Grumman Tiger, and two Meyers 200s used for both business and recreational flying. However, after his time in Autogyros in both Texas and Scotland, eventually buying one is something the pilot would welcome. 

“If I had some property here in Texas and I wanted to just go fly around and explore the property or fly down to some lakes or rivers with friends, a gyro would be perfect for that,” Siracusa said. “These really are leisure craft, and while I have friends who have taken gyros across the country, I have airplanes that are better suited for those missions. Burning less than 6 gallons per hour and going about 100 mph [87 knots] in cruise, a gyro is something that would be a lot of enjoyment on a nice weekend to just go out and have some fun.”

The post Fun Flying: ‘Castle Spotting’ in a Scottish Autogyro appeared first on FLYING Magazine.

There is, however, a way to take a pretty good look at what LSAs might become once MOSAIC is etched in stone. You’ll need to travel to Friedrichshafen, Germany, and attend the upcoming 2022 Aero Friedrichshafen trade show (AERO22), known affectionately as “AERO”—much like EAA’s AirVenture is referred to by many simply as “Oshkosh.” This year’s AERO22 show is April 27-30 at the Messe Friedrichshafen convention complex, adjacent to Bodensee Airport (EDNY).

The reason the airplanes found at AERO22 can be considered a possible preview to our post-MOSAIC LSA world is that in the EU, the “ultralight” class of airplanes are in many ways the same airframe and engine combinations as found here as LSAs, only without many of the limitations sport pilots in the U.S. have to contend with. In the EU, what we know as an LSA can fly with higher maximum takeoff weight, go faster because retractable gear and constant-speed props are allowed, and be used for many commercial purposes.

“It’s safe to say that what’s going on in the EU could be a precursor to what our post-MOSAIC world might look like,” said LSA industry expert Dan Johnson, who has flown across the pond to attend AERO 26 times. 

“The EU and U.S. sort of leapfrog each other when it comes to regulations,” Johnson said. “I have seen this several times. Right now, they’re ahead of us when it comes to features, speed limits, and maximum takeoff weights with their ultralights, but we should move ahead of them when the MOSAIC rewrite is final. And because of a collaborative relationship between governments and universities, innovation thrives in the EU. 

“Even after our MOSAIC rewrite is in the books, they could again leapfrog ahead of us in the future with new ideas we are not yet even pursuing.”

What Could Be Coming Soon

A good example of the differences between EU ultralight regulations and LSA regulations here in the U.S. is the JMB Aircraft VL3, sold in the U.S by Alion Aviation. 

This sleek high-performance model can be ordered in the EU with the Rotax 912ULS, 912iS, 914UL Turbo, or the 141-hp 915iS Turbo engine, with the latter delivering 200 ktas cruise speed on the VL3 with retractable gear, a variable-pitch propeller, and 1,500-pound maximum takeoff weight. This faster version of the VL3 is available now to the U.S. market, but only as an “Experimental Exhibition or 51 percent amateur build with factory assistance” model that would require a private pilot certificate at a minimum to operate and be capable of all kinds of flying, including flight into IFR conditions.

The same VL3 airframe is available to the U.S. pilots as an SLSA, with either 912ULS or 912iS Rotax engine options, but with fixed-pitch propeller and fixed landing gear, and U.S. LSA limitations of 120 ktas cruise speed and 1,320 pounds maximum takeoff weight. While nobody knows what future LSA regulations will look like after MOSAIC, it is possible that aircraft such as the much more capable EU version of the VL3 may end up being qualified for pilots to fly here with a sport pilot certificate.

Additionally, JMB Aircraft just announced that a version of their VL3 flew for the first time in early April at Valenciennes Airfield (LFAV) in France powered by a TurboTech turbine engine. The model will feature full FADEC control, and since no performance targets were released, it is unclear how this turbine VL3 would fit into the FAA’s MOSAIC framework.

AERO22’s 30th Anniversary Show 

This year’s 30th edition of AERO will feature more than 700 exhibitors from 38 countries and is expected to host more than 35,000 visitors, 63 percent of whom hold a pilot certificate, according to the AERO22 website. Show organizers welcome pilots to fly into EDNY in their aircraft, and each will get a one-day free entry to the show, though arrival slots are required. There will be free bus shuttles from the airport to the pilot’s entrance at the Messe Friedrichshafen complex.

Clock is Ticking on MOSAIC Release

Johnson says it is “highly likely” that the FAA will release big news about the MOSAIC rewrite at the upcoming EAA AirVenture Oshkosh show this summer.

“When [the] FAA went to Congress to ask for a bigger budget, the response from Congress was that in order to grant that request, [the] FAA would need to rewrite regulations to incorporate UAVs, air taxis, drones, multicopters, and other related aircraft into our national airspace system. Congress said it had to be done by December 31, 2023, and [the] FAA says it needs 16 months to release the NPRM and read every comment. 

“If you do the math, and if [the] FAA is staying on that Congressionally mandated schedule, that means we are looking at Oshkosh 2022 for the NPRM release. If they do not release it then, that will mean their schedule is slipping,” Johnson said.

The post Aero Friedrichshafen 2022: A Preview of LSA after MOSAIC? appeared first on FLYING Magazine.

FLYING took a deep dive into all things Rotax with Phil Lockwood, considered by many to be the resident U.S. expert on their powerplants. 

Lockwood runs the Lockwood Aviation Group based in Sebring, Florida, a wide-ranging company which includes an AirCam kit aircraft division, aircraft supply, and service divisions, a repair facility, the Sebring Aviation flight school, and a Rotax mechanic’s school.

Rotax Engine Development

Lockwood has been in and around the ultralight business since the early 1980s when many users flew with Rotax two-stroke engines. 

“With the two-stroke engines,” Lockwood explained, “if you knew how to maintain them, and knew when they should be overhauled in a preventative way, they could be run quite reliably. Most of the problems were from people who just didn’t know what to do except put gas and oil in them and run them until they blew up. We didn’t even know the TBO of the engines because we didn’t know how long they should or would last.”

As Lockwood worked on nearly every available model of ultralight engine in his early flying years, he said it became evident that Rotax was making the highest quality product. 

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“They came on the scene out of nowhere and very quickly were dominating the ultralight industry,” Lockwood said. “Their engineers were putting in the work to produce different configurations to accommodate pusher-type and tractor-type airframes, very well-configured exhaust systems, and all different types of installations. It was pretty clear to me early on that these guys were going to be the leaders they are today.”

Dominating the LSA Market

Lockwood said Rotax is the undisputed leader powering the light sport industry today, with an estimated 80 percent market share in new LSA models sold in the U.S. Other estimates put their market share as high as 90 percent. 

That successful run with their reliable four-stroke engine line started in 1989 with their 80 horsepower 912UL engine, which is still available to purchase. A 100 hp version, the 912ULS, is also available. As the company’s market share grew, so did their product line, and now, OEMs and experimental builders can choose not only the carbureted UL and ULS versions of the 912, they can pick the fuel-injected 100 hp 912iS Sport, the 115 hp 914UL, or the company’s largest powerplant, the 141 hp turbocharged 915iS.

That 141 hp turbo Rotax is now being used in the Sling TSi, with excellent results, according to Lockwood. “The TSi is a very good four-place airplane, and Sling is seeing nearly a 1,000-pound useful load in that model by using the 141 hp Rotax engine,” he said.

Physics and Engineering

How Rotax engines came to be the gold standard with LSA manufacturers really comes down to engineering, Lockwood said. 

“Right from the very beginning, Rotax has been focused on making lightweight engines with great power-to-weight ratios,” he said. “They’ve designed engines that can cruise at 5,000 to 5,500 rpm all day long and go to TBO like that. From the metallurgy to the lubricants they use, it is all designed to allow the engine to run at high rpm.”

Lockwood explained that pure physics is behind the success Rotax has found. 

“You look at a 100 to 125 horsepower Lycomings or Continentals, and the Rotax engines are making that kind of power on about half the displacement, allowing for much lighter and more compact engines,” he said. “Many legacy aircraft engines do not have tight control over mixture cylinder to cylinder, so they must run rich of peak. The Rotax engines are very smart, with dual-path [engine control units] controlling the fuel injection. This allows for fully automated precise control over the fuel mixture which improves fuel efficiency, reliability and longevity providing super-efficient lean of peak operation.”

The flight school Lockwood operates has been running “nine series” Rotax engines for a long time, he said, and they typically run to their 2,000-hour TBO. “We go 100 hours on our oil change intervals. And as long as you’re using unleaded fuel, we don’t do much to the engines in between the 100-hour service intervals.”

Austrian Quality and Future Developments

While Rotax has factories in China and Mexico that can build the engines for some of their other applications, Lockwood said all their aircraft engines are only manufactured in their Linz, Austria, plant. 

“The build quality of the Rotax engines coming out of Austria is very high. If you ever have a chance to go to the main factory in Austria, do so, because it is very impressive,” he said. 

As to what is in development for the Rotax aircraft engine line, Lockwood only said “they seem to be quite committed to the aircraft engine market. And now they have quite a long history and are continuing to develop new engines. So exactly what is coming? I don’t know. But it appears they’re moving forward with higher horsepower engines.”

Lockwood and His AirCam

It is hard to write about Phil Lockwood without discussing his AirCam kit airplane. Let’s recap quickly how this open-cockpit, twin-Rotax kitplane came into existence. 

After becoming known for his bush flying in the world of conservation and wildlife photographers and filmmakers, Lockwood was approached in early 1993 by a National Geographic photographer and another conservation photographer who asked Lockwood to fly them on missions in the Congo region of Africa. 

“I had done my previous Africa bush flying in Namibia, which is mostly desert with places to land everywhere,” Lockwood said. “These Congo missions were over dense rainforest in the northern part of the country with 100-foot-high mahogany trees and very little opportunity to land. I made some initial drawings of the prototype AirCam using two 64 hp Rotax 582 engines for redundancy; they liked the safety of the two engines, and we completed it in six months.”

Lockwood shipped that first AirCam to the Congo in five DHL shipping crates, and it was so successful, he decided to put more than 22,000 engineering hours into developing the AirCam as a kit. By 1999, he began selling AirCam kits, and the popularity of the design continues today. The first AirCam prototype flown for the Congo missions is now in the EAA Aviation Museum in Oshkosh, Wisconsin.

The post A Deep Dive into Rotax LSA Engines appeared first on FLYING Magazine.

It is this high cost of admission to the sky that has propelled Long Island’s Mid Island Air Service (MIAS) to find success training new sport pilot students in modern light-sport airplanes. Because of the lower cost and shortened FAA flight time requirements for a sport pilot certificate, prospective student pilots can stretch a smaller budget to achieve their dream to fly. 

MIAS has been around since 1946 when Lou Mancuso Sr. (the grandfather to MIAS’s current President, Michael Mancuso) started training pilots in Deer Park, New York. Michael, a corporate jet pilot when the FAA introduced the LSA rule, said to his father, “Dad, LSA is going to be the next big thing.” 

They immediately began researching LSA models, and over the years have offered Remos, Tecnam, and SportCruisers, before finding the BRM Aero Bristell currently on their flight line. 

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Today, MIAS is busy training new sport pilots, many who finish that training and eventually add on more complex ratings and certificates. FLYING spoke with MIAS’s chief flight instructor and general manager, Evan Damadeo, to take a realistic deep dive into exactly what it takes to earn a sport pilot certificate in terms of cost and time commitment. A graduate of Embry-Riddle Aeronautical University, Damadeo has been a CFI since 2009 and is proud that MAIS maintains a 95-percent-or-higher first-attempt pass rate with the FAA. 

Taking the First Steps to the Sky

Damadeo said every student interested in sport pilot training with MIAS first goes through a one-on-one FaceTime or Zoom call to discuss everything. The school strives to be transparent right from the start. 

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“We use this opportunity to gauge the interest of the student both for their long- and short-term aviation goals,” Damadeo said. “At our school, we care more about the safety of the industry and our students as a whole rather than trying to be a pilot mill. We believe in demonstrating our commitment both financially and personally to helping our students achieve their dream of flying. 

“For many of our students who start with sport pilot, cost is a factor in their initial decision.”

The Flight Training Budget

According to Damadeo, the average price in the U.S. to earn a private pilot ticket is about $22,000 when a student finishes at the lower end of the FAA national average of 65 hours flight time. MIAS sport pilot students can complete the training for about $10,000 less. 

“The cost of training for 20 hours of flight time, 15 hours of dual flight instruction, our enrollment, and about 15 hours of ground knowledge training to obtain a [sport pilot certificate] comes to $5,949.99 with MAIS,” Damadeo said. “The check ride is an additional $800 plus rental of the airplane for another two hours bringing the total to $7,041.99. 

“These prices do fluctuate slightly with fuel and review of everyday costs,” he said. “We see our average sport pilot student complete in about 40 hours total time with us, and end up licensed for about $12,000.”

Damadeo added that MIAS recommends their students attend some kind of training (ground, simulator, or flight) at least three times a week to make sure they are continuously moving through the program and minimize the chance for regression.

The Right Airplane on the Flight Line

All flight schools experience some degree of student “washouts,” Damadeo said, with older learners usually citing “life or family issues” as the reason they quit, and younger students pointing to lack of adequate funding. MIAS tries to mitigate this by offering their current fleet of BRM Aero Bristell LSAs, which keeps students interested longer. The airplanes not only train sport pilots, but as a Part 141 flight school, MIAS also uses them in the school’s private and commercial pilot training programs. 

“All of our planes are equipped with Rotax 912ULS/IS engines burning anywhere between 4-5 gallons per hour, Garmin G3X avionics, and Dual Axis autopilots,” Damadeo said. “This allows the Bristell to count as a technically advanced aircraft (TAA) so our sport pilot students are training in the most advanced aircraft possible.”

There is, however, another big reason MIAS is able to minimize washouts. 

“I believe that using modern LSA airplanes with glass panels and more technology goes a long way to keeping younger flight students interested and helps to prevent washouts,” Damadeo said. “Our Bristells are much simpler aircraft to understand and to fly. We generally have to prevent our customers who might have thousands of hours in Cessna and Piper legacy airplanes from trying to over-control the aircraft because you need such little control pressures.”

While sport pilot might not be a perfect fit for every flight student, it makes perfect sense for someone looking for a more affordable ticket to the sky. As long as a student has not failed an FAA medical or has a reason that would prevent them from obtaining a third class medical, they can fly a modern LSA using only their driver’s license as proof of acceptable health. Couple that with the significantly lower cost and necessary training hours compared to going straight for a private pilot certificate, and flight schools like Mid Island Air Service are finding success when they offer modern light sport airplanes on their flight lines.

The post For Many, Sport Pilot Is the More Affordable Ticket to the Sky appeared first on FLYING Magazine.

As the sport aviation administrator at the DeLand Municipal Airport, Filip and a team of volunteers are in the final stages of planning the DeLand Sport Aviation Showcase, which runs November 11 to 13 at the DeLand Municipal Airport (KDED). This will be the fifth “showcase” event she has planned at DeLand, following the five U.S. Sport Aviation Expos that she ran at the Sebring Regional Airport (KSEF).

Filip and her teams have worked hard to shine a big spotlight on the world of sport aviation, which includes light sport aircraft as well as:

• Ultralights
• Gyroplanes
• Trikes
• Rotorcraft
• Powered parachutes
• Paragliders

A Veteran Advocate

Since 2002, when she joined the initial board that created the Sebring Sport Aviation Expo events, Filip has been a strong advocate for the light-sport-aircraft category and the sport pilot certificate.

“The sport pilot certificate and light sport aircraft are attainable and affordable ways for even the newest aviation enthusiast to get into the air; it is the least expensive form of general aviation,” Filip said. “It took the FAA nearly 10 years to develop the light-sport rule, and that has made it easier for the design of new planes to be available for the aviation community.

“These planes are better than before, as the planes are easier on the environment, are more efficient, and have enhanced avionics.”

Filip is again preparing to host the 2021 DeLand Sport Aviation Showcase, an event that was twice postponed as a result of the COVID-19 pandemic. Originally scheduled for late 2020, the show was pushed to January 2021 before it was eventually canceled. Not knowing what the public health situation would be through the year, DSAS organizers set a new date for November 2021 and are now going forward with the show.

Unlike larger airshow events held in Wisconsin and Florida, the DeLand Showcase was designed to focus only on the sport-aviation industry.

“Showcase is an intimate show in nature,” Filip explains, “and was designed specifically for the exhibiting aircraft to fly all day, every day. Showcase’s exhibitors line up their aircraft and each has about eight minutes to take off, perform fly-bys, do touch-and-gos, and demonstrate landings.

“Later in the day, STOL exhibitions feature each aircraft showing what those airplanes are capable of in short takeoff and landing (STOL) performance. For the buyer, it is a great way to visually see just what the different models can do.”

Because of the smaller nature of the DeLand show, attendees have plenty of opportunities to speak directly with exhibitors to discuss airframes, engines, avionics, and related parts and services.

“Year over year, it has been proven that Showcase sells more sport aviation airplanes on the Showcase Field than at the larger shows. Yes, the customers will look at the products at either Sun ‘n Fun or AirVenture, but many times the sale takes place at the DeLand Showcase. The 2019 Showcase had a reported $2 million in sales and services reported during the three-day event,” Filip said.

One of the most visible elements of the DeLand Municipal Airport is the DeLand Sport Aviation Village (DSAV), a 40-acre tract of land dedicated by the city of DeLand to be developed to promote the sport-aviation segment of general aviation.

“The Sport Aviation Village is what enticed me to come to DeLand,” Filip said. “We already have numerous aviation-related businesses on the field, and anticipate our first major manufacturer to move into DSAV in early 2022, with eight additional commercial lots complete with infrastructure, airside and public entrances/exits, customer parking, and utilities, as well as an additional 20 T-hangars in the design phase in the village.

“My goal is to provide a place where all involved in ‘Flying for Fun’ can have a home where they know they’re welcome and most importantly, a place where they can thrive.”

Looking to the Future

Like everyone in the Light-Sport/Sport Pilot industry, the upcoming FAA rules rewrite known as MOSAIC is on Filip’s mind all the time.

“There is a win-win for sport aviation out there waiting to happen, and for those of us that would like to see a comprehensive plan in place, we’ll keep dreaming and believing,” Filip said. “It will happen—patience just needs to prevail.

“In the meantime, I encourage DSAS attendees to hear Saturday’s keynote speaker, Dan Johnson, president of the Light Aircraft Manufacturers Association. Dan has spent many, many hours advocating on behalf of our industry, and can give expert information on the most recent news and direction of the MOSAIC rules rewrite,” she said.

While AirVenture and Sun ‘n Fun are certainly much larger events than the DeLand Sport Aviation Showcase, neither focuses solely on the world of sport aviation. If you have an interest in recreational flying or earning your sport pilot certificate, this show is the place to be if you want to see the latest and greatest makes, models, and products in this category. Registration and admission info can be found here.

Dan Pimentel is an instrument-rated private pilot and former airplane owner who has been flying since 1996. As an aviation journalist and photographer, he has covered all aspects of the general and business aviation communities for a long list of major aviation magazines, newspapers and websites. For 10 years until 2019, he hosted the popular ‘Oshbash’ social media meetup events at EAA AirVenture Oshkosh.

Have an idea for Dan? Send it to editor@airplanista.com.

The post Filip a True Friend of Sport Aviation appeared first on FLYING Magazine.

There are lots of ways that you could celebrate National Aviation Day, but is there a better way than getting in the cockpit of one of the most beautiful airplanes in the world? If money or time were no object, what would you want to spend the day surfing the clouds in?

Here’s what we’d pick:

Douglas DC-3

While the DC-3 has been out of production since the mid-1940s, there are many beautiful examples still flying. However, with a dwindling number of usable engines and the possible end to the 100LL fuel needed to feed them, the days of this historic airplane taking flight might be numbered—unless those engines get an upgrade to Pratt & Whitney PT6s.

North American P-51D Mustang

Part of the allure here comes from the visceral, hollowing whistle of the legendary World War II fighter’s 12-cylinder Rolls-Royce Merlin engine as it passes by at more than 400 mph. It’s also stunningly beautiful. Its long, slim nose, teardrop canopy and belly air scoop make it instantly recognizable. It arrived in Europe in 1944, becoming the Allies’ primary long-range escort fighter. In all nearly 8,000 were built.

Piper J-3 Cub

Things that are beautiful don’t always need to be paragons of design. Sometimes, the elements, however homey and simple, blend into a whole that is inexplicably, well, perfect. The Piper J-3 Cub (not the first Cub and certainly not the last) achieved the status of the light airplane archetype, its yellow painted doped fabric covering and black lightning bolt zip along the side creating a brand that was at once globally known and locally grown. Its recognition went beyond the airstrip. For a time “Piper Cub” became the popular parlance for “airplane,” for even non-pilots recognize a beautiful airplane when they see one.

Beechcraft Bonanza

When the subject of legendary light airplanes comes up, one of the names certain to be mentioned early in the conversation is the Beechcraft Bonanza. The latest model, the G36, bears a passing resemblance to the revolutionary original, which Beech Aircraft began selling way back in 1947. But today’s Bonanza is a very sophisticated platform, one that has enjoyed a wealth of improvements, from spinner to tail, over its 65-year production span. No other airplane has been able to achieve such a lengthy production record.

de Havilland DHC-2 Beaver

This is an airplane worshipped by bush pilots and rightfully so. As big as the Beaver is, with room for up to seven passengers, it requires only light control input and the three engine control levers in the center of the glareshield give the airplane a unique look and feel. The airplane’s rugged tailwheel design and ability to haul a heavy load make it impossible to beat in the backcountry. The sound of the Beaver’s nine-cylinder Pratt & Whitney and the beautiful shape of the fuselage put a smile on the face of anyone who loves airplanes.

Beechcraft King Air

Ten years after the successful Beech King Air 90 took to the skies, Beech Aircraft Corp. introduced the King Air 200 series in 1974. Powered by Pratt & Whitney’s reliable PT6, the twin-engine turboprop airplane was designed to carry eight to nine passengers. Known for its excellent carrying capacity, speed and durability, the 200 and 300 series were originally marketed as the “Super King Air” family. Beech has delivered more than 2,000 King Air 200s and another 600 Beechcraft 1900s—a model derived from the B200. It is no wonder the series is still alive after more than four decades.

Gulfstream G600

You want speed? The G600 has a maximum operating speed of Mach 0.925. It can achieve a long-range cruise speed of Mach 0.85 with eight passengers on board. During its testing, it made speed records for 11 city pairs. The cockpit also includes the Symmetry Flight Deck. Are we having fun yet?

Van’s RV-3

You might forget your first kiss, your first love or possibly even your first name, but you’ll never forget your first flight in an RV-3! (The RV-3 is the Van’s design that got the ball rolling.) Richard VanGrunsven’s first commercial design may well be his best. Originally designed in the late ‘60s, kits first became available by 1974. With a fully cantilevered wing and tail, the RV-3 set a new standard for performance in homebuilt aircraft and for ease of building. The only drawback of the RV-3: It has only one seat.

The post Here Are 8 Aircraft We’d Love to Fly appeared first on FLYING Magazine.