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Editorial: In Flight USA Hereby Resolves ….
By In Flight USA Staff
Yep, it is time for those New Year’s resolutions. We all make them, sometimes we even remember them, but the tone turned a bit more serious for the Team at In Flight USA this year. To be sure, our annual “what’s up for the new year” roundtable started off with the usual resolution thoughts, lose 10 pounds, get more exercise, eat healthier food, and be kind to needy flight instructors, but then we got down to business. And 2018 has a lot of business to deal with. We would like to share our thoughts for 2018, as they will possibly affect all our readers.
First, In Flight USA commits to maintaining a format that is more like a monthly aviation newspaper than a slick newsstand magazine. The vast majority of aviation publications have article and news cutoff dates that are as much as 90 days before distribution date. This means such publications are fine for reading about past events but do not carry timely news. In Flight USA typically has an editorial cutoff date that is within five days of distribution, meaning what you read in our pages is happening NOW! We encourage our advertisers, aviation event planners, and those pursuing newsworthy activities to contact In Flight USA by phone or email to let us know what they have going on, so we can help promote your event at no cost.
Our staff monitors aviation press releases daily and stays in tune with news from the Washington “swamp,” so you will be kept up to date. Sure, this means we go through a process every month that looks something like Lois Lane turning in that last-minute report about Superman to her somewhat erasable editor, Perry White, at the Daily Planet (yeah, we are nerds), but it is worth it. Fortunately, our editors are not erasable (depending upon who you ask). So, our tradition of timely ads and news remains, but we have spotted some areas for improvement and expansion.
Homebuilders Workshop: Leading Irma Around
By Ed Wischmeyer
Friday: Spent yesterday, the day before, and this morning getting the house and the hangar ready for Irma. In the hangar, everything that shouldn’t get wet or that could blow away went into plastic tubs and into the back of the car. In the garage, I moved some low-lying tools up off the floor, but it would be too much work to get everything high enough for a bad flood. In the house, the major concern was roof leaks, so I put plastic drop cloths over things that should not get wet… most of them, anyway. And if the neighbor’s pine tree fell on my house, or if the water level got up to the hardwood floors, well, too bad.
A friend who is on the insurance for the RV-9A will fly it somewhere safe, I’ll fly the RV-8 to my sister’s house in Knoxville. Irma is forecast to come up the East coast, so I’ll be well out of the way. A friend helps me hang storm shutters on the windows. They’re numbered, the windows are not, but it makes little difference, they all seem to fit. I go out to the hangar for a final clean up but I have all my baggage with me for the trip. Hey, weather is good, and if I wait until tomorrow morning and the weather is uncooperative, I’ll have no good options. I fly to Knoxville.
Editorial: How Much!
By Ed Downs
The first major aviation tradeshow of the 2017 season is just around the corner, and the timing is perfect for those who want to get away from what will probably be the coldest time of the year. How about a visit to the U.S. Sport Aviation Expo, to be held in Sebring, Fla., on Jan. 25-28? This show is dedicated to recreational flying, featuring an expanding range of S-LSA aircraft and kit planes that can be flown by those exercising the privileges of a Sport Pilot. This category of flying was really taking off in 2008 but took a terrible hit when the economy collapsed. With the economic crisis seeming to level off, the world of S-LSA’s is stronger than ever, with some fantastic planes on the market.
However, there is an “elephant in the room.” When the Sport Plane rule passed in late 2004, expectations had been set that this new category of airplane would drastically reduce the cost of a new plane, perhaps with prices in the low $40K range. Actual prices have ended up starting in the $100K range, often reaching prices of above $150K. What happened? Why can’t you just get a great little airplane for under $20K, like we did in the 1960s? For that matter, why do you have to spend more than $250K for a new Cessna 172? Where do these prices come from?
EAA Proposes ADS-B Solution for Light-Sport Aircraft
Editorial: Cherry Picking
By Ed Downs
Did the title of this editorial get your attention? We hope so, as the real issue discussed in this article, the “State of General Aviation,” would probably have sent you into an immediate “ho-hum” status, deciding to skip the read. But hang in there! “Cherry Picking” will come into play as we take a look at what 2016 may have to offer the GA world, and you may even pull out some usable information.
It is customary for In Flight USA to take a look at our industry in the early part of each year to see how we think things are going. This writer decided to take the task seriously and looked for statistics that would give readers a real view as to what is going on in the world we love so much. But statistics are a funny thing. As one political statistician said, “tell me what you want to prove, and I will pull stats together to prove your point.” This philosophy is exactly what I ran into while dutifully looking for dull facts to present. Regrettably, dull statistics are plentiful, perhaps too much so. But on the fortunate side of the scale, there are four sources that can help one sort through dozens of reports and forecasts.
Editorial: Spring Has Sprung
By Ed Downs
Earl Downs’ handcrafted Zenith CH601 XL-B. (Earl Downs)To be sure, there is plenty to complain about as this writer once again attacks the keyboard. Civil unrest, recent questionable rulings by the FAA, the second version of the pilot’s Bill of Rights now in process, emerging safety concerns about the basic flying skills of pilots and of course, the high cost of playing with our beloved flying toys. But let’s take a break and just go flying. It is, after all, spring and airshows, fly-ins, and breakfast flights are blooming all over the country. Occasionally this writer actually takes to the air for reasons other than business. Such was the case week ago.
Editorial: Safety Last: Lies and Cover-Ups Mask Roots of Small Plane Carnage
By Ed Downs
Does that title grab your attention? It should, as it is emblazoned across the USA Today web link to an article written by Thomas Frank (with 11 additional “contributors” listed at the end of the article), an investigative reporter for the print publication, USA Today. The print article was entitled, “Unfit for Flight,” but the web version seeks to grab readers’ attention with a title smacking of yellow journalism, (a type of journalism that presents little or no legitimate well-researched news and instead uses eye-catching headlines and photos to sell more newspapers) complete with a full-color photo of a crashed helicopter engulfed in flames. To be sure, the title, photo and article are designed to incite fear and mistrust of General Aviation by the reading and web-viewing public. Written in six short “installments,” accusations are made that General Aviation is an industry full of large companies that do not care about safety, an FAA that is obscuring the facts, longstanding deficiencies in design that go unchallenged and multiple lawsuits that prove just how dangerous General Aviation is. Now do we have your attention?
Kitfox: 30 Years and Looking to the Future
Affectionally known as The Mule this aircraft was originally built as a Kitfox test aircraft for prototype reasons. The Mule ended up being an Bronze Lindy award winner at Oshkosh in 2010 with the 7 cylinder Rotec Radial engine then was the first to fly the new O-233 LSA engine with their electronic ignition. Then followed by the first kit install of the Rotax 912iS and 912 iS SPORT.. then converted from Tail wheel to Tri-gear. (Kitfox Aircraft LLC)Kitfox, the iconic kit plane that first hit the market as what was basically a two place, cabin ultralight, is celebrating 30 years of continuous production. Introduced in 1984, the Kitfox Model I was powered by a 50 hp. two-stroke engine contained in the classic look of a round cowl. It caught on with Model II and Model III versions following during the next five years. The gross weight and engine options were expanded with each new model. All versions had a common feature that remains alive today, the ability to buy the entire kit in a single box, including engine, and assemble it in minimum time. 1989 saw a “new” Kitfox arrive, with the introduction of the Model IV, having a higher gross weight, different wing and completely revised flight control system. The “Speedster” version of the Model IV captured the imagination of every classic aircraft lover and Kitfox was soon outselling the “big three” GA aircraft manufactures combined.
Zenith Aircraft Ships 10,000th Set of Plans
Zenith Aircraft has sold over 10,000 sets of plans and shipped them out to over 50 countries.Zenith Aircraft Company has now shipped 10,000 sets of plans to aircraft builders in more than 50 countries. Most sets of plans are sent with complete or partial aircraft kits, though some go to builders who prefer to scratch-build the aircraft.
Over the past four decades, prolific aeronautical engineer Chris Heintz has developed a dozen aircraft designs. Today, Zenith Aircraft Company markets kits for four of Chris Heintz’ most popular and versatile concepts: the original STOL CH 701 Sky Jeep, the STOL CH 750, the CH 750 Cruzer, and the low-wing CH 650. Additional Heintz designs are built and sold by Zenith’s sister company: Zenair Ltd, in Canada.
Cirrus Aircraft Deliveries in 2013 Drive Strongest Performance in Five Years
Cirrus Aircraft has announced that in 2013 it delivered 276 new aircraft, nearly a 10 percent increase over 2012, marking its best aircraft shipment performance since 2008. With these results, Cirrus Aircraft’s annual market share has grown to an all-time high of 37 percent and the SR22/22T model remains the best-selling four- or five-seat airplane for the 11th year in a row.
“The key driver to this past year’s outstanding performance was Cirrus owners’ and pilots’ strong response to Generation 5 - which was introduced in early 2013 with the new capability to carry 200 lbs more than any previous Cirrus airplane,” said Todd Simmons, Executive Vice President Sales, Marketing and Customer Support at Cirrus Aircraft.
Murphy Aircraft Mfg. Ltd. is For Sale
Murphy Aircraft Manufacturing Ltd. has announced that the company is now being offered for sale. They hope to sell to someone who can take the company to the next stage of development.
Mr. Darryl Murphy, Company Founder and President, said “After thirty enjoyable years running Murphy Aircraft Mfg. Ltd., I am approaching retirement, with the desire to spend more time with family and pursue other interests. To that end I find myself in the position of wanting to sell Murphy Aircraft Mfg. Ltd.”
Murphy Aircraft Mfg. Ltd. was founded in 1985 and has been a world leader in the design and production of experimental light aircraft, having sold close to 2,000 aircraft kits in more than 35 countries. Many of these Murphy aircraft are now flying on floats and skis. The Murphy Moose and Murphy Rebel, with their reputation as rugged, roomy bush aircraft, offering utilitarian high useful loads, are especially coveted for their excellent performance on floats.
Editorial: A New Year
By Ed Downs
Okay, it is February and this should have been in the January issue, but sometimes dates just get away from us. We still have eleven months to go, and it is worth taking a short look at the past year (2013, just in case you lost track) and project what may be ahead.
Our editorial comments in 2013 included concern about expanding UAV operations, some points about professionalism and a lot of talk about the “sequester” and later, the government shut down. Sad commentary was needed regarding the dramatic effects of violent weather (the tornadoes of Moore, Okla.) and the contributions aviation has made in protecting folks in the “tornado belt.” Airshows became a topic as many were canceled due to the FAA’s refusal to provide safety service unless high fees were paid, remembering that such services are a part of the FAA’s basic charter. This amounted to the implementation of user fees (raising funds) by taking an end-run around the Congress. Sadly, we lost a leader in the way of Paul Poberezny, a veteran, leader and co-founder of the EAA.
Homebuilders Workshop - September 2013
More Oshkosh Details
By Ed Wischmeyer
The gating factor for flying to AirVenture on the airlines is not airfare, it’s rental car rates. This year, I was late renting a car, and the rates in Appleton and Madison were both well north of $100 per day. However, Milwaukee still had rates a third of that, so that’s the airport I flew into. And for an extra $10 per day or so, I rented a Mustang.
The Mustang’s speedometer needle turned through only 180 degrees of arc, and the markings looked like they’d been copied from the 1970s – cluttered and hard to read. There were numerical readouts between the tach and speedometer that were clear and crisp, but the radio etc. panel in the center of the car had pixels as big as pizzas and as dim as your old girl friend. With the floaty suspension and the imprecise steering, you kind of herded the Mustang down the road as the slow-shifting automatic transmission encouraged the engine to make raucous noises before acceleration set in.
To be fair, this was a rental car, and there are undoubtedly other versions that are better tuned, but even the high-powered Mustang in the Ford pavilion had the same funky clunky speedometer markings. Disappointing.
My new RV-8 has very precise handling, by comparison, and I’m well on the way to flying it as well as I used to fly the old RV-4. Part of the drill is to do wheel landings and keep the tail up in the air as long as possible, and part of the drill is to not overcorrect on the steering. That’s all coming back, and today’s flight was at a much lower anxiety level than past flights. Now to start getting the G-tolerance back, something that might take a while at age 64. But back to Oshkosh.
Homebuilder's Workshop: Fetching the RV-8
By Ed Wischmeyer
The RV-8 in flight. (Courtesy of Ed Wischmeyer)For quite some time, I’ve figured that the RV-8 was probably what would best meet my needs and desires in a sport airplane. There have been any number advertised for sale, many with over-personalized paint jobs, excessive equipment, and astronomical price tags.
Eventually, though, one showed up on the west coast that looked pretty good, and at a good price. However, there are plenty of homebuilts of all sorts out there with beautiful cosmetics but shoddy wiring and engine installation. Those fears were allayed when it turned out that a long-term friend knew the airplane, knew the builder, and knew the seller. Plus, the picture of the engine installation showed numerous details nicely done. As a bonus, those frustrating piano wires in the hard to reach parts of the cowling had been replaced with Dzus fasteners. With absolutely no bargaining on the price, I mailed off a deposit check.
Editorial: It Would Have Been a Good One
By Ed Downs
A funny thing happened on the way to this month’s editorial view. The topic was going to be a treaties on words buried in the text of Title 49 of the United States Code of Federal Law. Title 49 deals with transportation in the U.S. and defines the fundamental responsibilities of the FAA. Within Title 49 is the Code of Federal Regulations Title 14, known by us aviators as the Federal Aviation Regulations. Title 49 contains five basic mandates with which the FAA must comply, including the need to “protect the right to navigable airspace.” Yes, flying in the U.S. is a right, not a privilege. Not all “rights” in this country are contained in the Constitution’s “Bill of Rights.” Many are buried deep within millions of legislative legal words, often lost and alone. The danger to aviators, and many others, is that these rights can be quickly, almost secretly, taken away by amendments added to almost any legislation working its way through congressional committees. This month’s rant was going to warn readers of just how important it is to actively support and understand this “right to fly,” remembering that the United States is the only country in the world that views their airspace in this manner. Then this writer’s cell phone lit up.
On the Cover - January 2012
Flight Design’s CTLS in flight over Page, Arizona. (Dan Payne)This month’s In Flight USA cover is provided courtesy of Flight Design acknowledging all Light Sport Aircraft that will be the highlight of Expo at Sebring, Fla, scheduled for Jan. 19-22. The cover photo by Dan Payne is of Flight Design’s CTLS and was taken in Page, Arizona. The owner of the plane is Larry Jefts from Hawaii.
Light Sport Flying With In Flight USA - July 2011
Strange Plane?
By Ed Downs
No, the title does not mean to imply that the airplane you are about to fly is “strange,” but that you are strange to the airplane. In other words, that slick little S-LSA in which you are about to take a demo at AirVenture is just fine, but you may not be.
Many of those reading this month’s column will do so while at EAA AirVenture 2011. A subset of that “many” will be touring the wide selection of S-LSAs on display, with some of you signed up to take a “fly-to-buy” demo. The question is, are you really ready to fly that LSA for the first time and give it a fair evaluation? How are your skills when it comes to jumping into an airplane that is quite different than anything you have flown before?
Light Sport Flying With In Flight USA - June 2011
Re-Tread
By Ed Downs
No, not old tires, although many of us “re-treads” appearing in this month’s sonnet do have some “spare tire” issues. The re-treads being referred to are former pilots who have decided to give flying another go. Sport Pilot has opened doors that some may have thought were closed. This writer was reminded of the “re-tread” market, just the other day, while teaching a class at Yingling Aviation, an historic Cessna dealer located in Wichita, Kansas. During our lunch break, I wandered over to the Cessna Skycatcher final assembly hangar to look at new planes on the assembly line. While looking through a viewing window and talking with one of my students, a young line attendant approached us and asked if we would like to join a retired couple (in tow by the line attendant) and go into the hangar for a closer look. Of course, we joined them. It turns out, no sales personnel were available and the line attendant was doing his best to talk about the C-162. My offer to help promote the plane (very familiar to me) was readily accepted. Joe, the retired guest, was considering reentering aviation after a 40-year hiatus, but knew nothing about Sport Pilot or LSAs. Skycatcher pricing, performance and simplicity left Joe quite impressed, especially after we discussed just what he would have to do to re-enter flying. Of primary importance was the ability to get back into flying without the need to participate in the FAA medical bureaucracy.
Light Sport Flying With In Flight USA - May 2011
Is Your Tower Asleep at the Mike?
By Ed Downs
The answer to the question posed in the title of this month’s column might be, Sport Pilots don’t care. To be sure, recent weeks have set the media ablaze with stories of fear and trepidation, as brave, but apparently helpless, pilots are forced to land their airplanes without the critical and essential words from the FAA of “cleared to land.” Media experts (really?) would have the general passenger public believe that landing without a tower in operation to utter those empowering words, “cleared to land,” leaves all aboard in deadly peril. Okay, perhaps this writer is being a bit dramatic, but having a general belief that landings can not be made safely without a tower clearance does not do recreational flying any good from a PR standpoint, when citizens discover that their local community airport is “uncontrolled.”
Homebuilder's Workshop - May 2011
The Steps of Iowa
By Ed Wischmeyer
When I got my new (to me) RV-8A, the boarding step was broken and needed to be replaced. No problem, says I. I’ve owned an RV before. I’ve bought used homebuilts before.
I should have known better.
But on with the show. The first part of the process was to drill out all of the rivets holding the old step on, some going through the steel step assembly, some going through the wing root fairing, some through both. Drill ‘em all out, tug on the step, and, ta, da! Nothing.
Oh. There’s a bolt inside the fuselage. Okay…