Winter will soon yield to spring and summer, that time of year when flying from water becomes the delight of many pilots who have sampled this pleasure. Competing for their purchase in the LSA space, we have the FK Lightplanes Floatplane, FPNA A-22 Cape Town, and Legend AmphibCub. Other entries include SeaRey (close to declaring ASTM compliance); Mermaid (production plans uncertain), Icon (still in development), Colyaer Freedom (no U.S. representative), plus two trike amphibs with SLSA status (the Krucker Cygnet and Ramphos Trident). *** All this leaves out the SeaMax, which may actually be the strongest player among present SLSA amphibians. Logging its 10th year in 2009 AirMax has produced 98 SeaMaxes for worldwide sale. At $140,000, SeaMax once seemed rather expensive though today, many high-end SLSA command such prices. *** Consider the general appeal of the seaplane or floatplane compared to a land-only flyer. The seaplane adds many tens of thousands of reasonable landing areas and can access interesting locations unavailable to land planes. Plus, when following a route like a long river, you can reasonably fly only a few hundred feet up for hours, enjoying a view of the planet few people on Earth will ever see. SeaMax USA partner, Malcolm Jones, gained such an experience last year as he flew home from AirVenture, following the mighty Mississippi River through several states. *** SeaMax is a performance-oriented seaplane that's roomy and upscale inside. It takes a bit of training to fly confidently (honestly, like most LSA) but delivers a very satisfying experience of water flying.

How can you do good for aviation and for a fellow American who wants to fly but has challenges? One organization shows the way. By any measure, Able Flight is doing good by enlarging the number of folks who learn to fly. That they do one better by helping people with disabilities learn to fly makes this a sure winner. If you agree, you can help with a donation. *** Able Flight says their mission is to offer people with disabilities a unique way to challenge themselves through flight training, and by doing so, to gain greater self-confidence and self-reliance. I would hasten to add Able Flight also adds to the pilot population... nearly all aviators see this as a good thing. Yet becoming a pilot is only one way people can enter aviation to its benefit. *** "With Able Flight's new Career Training Scholarship, it is now possible for a person with a physical disability to earn an FAA-issued Repairman Certificate for Light Sport Aircraft in only three weeks, and use that certificate to work at an existing maintenance facility or become an entrepreneur and create their own business," stated Charles Stites, Executive Director. "From the time Able Flight was founded, we've been looking for opportunities to help people with disabilities find a career in aviation, a career that will allow them to become self-sufficient," explained Stites. "Our new Career Training Scholarship is an outstanding way to make that possible. A Repairman Certificate with a Maintenance rating (LSR-M, or Light-Sport Repairman able to do Maintenance) allows a person to have a very rewarding career working with Light Sport Aircraft."

It didn't work out the first time. Breezer I wasn't quite mature for market. The import structure was unwieldy adding cost and distancing the customer from the source. As Breezer Aircraft took over manufacturing of the all-metal LSA, Breezer II arrived in 2008 joining new leadership in Europe with fresh representation in the USA. *** As of Sebring 2010, central Florida light aircraft guru Mike Zidziunas -- or simply "Mike Z" -- will become the point man for Breezer Aircraft USA. And he'll handle things differently from most LSA sellers. His plan is more like that used successfully by Cirrus. The source of the airplanes handles the whole country using representatives in various areas as touch points. "I feel that the conventional dealer network is ponderous and it's difficult to control the quality of service," expressed Mike. "To address service after the sale, when we deliver the airplane we offer as part of the purchase of the airplane a 5-hour FITS-style pilot training program. Insurance companies love this. But we also train the customer's maintenance person at their home airport." *** So, recapping: you buy an airplane from Breezer Aircraft USA; Mike will assemble, register, and fly it to your home field. He'll train you for five hours and he'll train your maintenance person. If problems arise, he'll come fix them. That may be too much service provided to sell a large number of airplanes but buyers are likely to feel pampered. Interestingly, this business model is used in the bizjet and exotic car markets as well. *** Read my upcoming full-length pilot report on Breezer II in the April 2010 edition of Light Sport and Ultralight Flying.

It has to get better! According to GAMA, the organization which represents the Type Certified aircraft world, "2009 worldwide shipments of general aviation airplanes declined for a second year in a row with a total of 2,276 units delivered, a 42.6 percent decrease over the previous year's total of 3,967 airplanes." However, GAMA numbers include twins and turbines, which include all bizjets. *** A fairer comparison to Light-Sport compares only piston aircraft. Here GAMA says, "The piston airplane segment experienced the greatest decline at 54.5 percent. Shipments totaled 965 airplanes in 2009, compared to 2,119 unit airplanes in 2008." *** Think about those two numbers. They compare to 234 LSA in the difficult year of 2009, down 42% from 2008's 406-unit performance. LSA sales -- as measured by aircraft N-number registrations -- show the ratios between general aviation and Light-Sport. In 2009 LSA sales equated to 24% of GA piston sales; both figures are industry-wide. In 2008 the ratio was 19%, so while significantly off, LSA did slightly better than GA piston sales in 2009. *** LSA registration numbers are down from 2007 (565 fixed wing aircraft registered) and 2006 (491). But discounting economic woes, the figures appear to show that LSA represent somewhere between 20 and 25% of GA piston sales and I predict this share will rise, with LSA becoming closer to 33 to 50% of all piston sales. *** When will that happen? It could be another five years, allowing for four factors: general economic recovery; increased acceptance of the LSA concept; continued adoption of ASTM standards in more countries; and the opening of potentially giant markets like China and India. Some experts believe global interest in LSA will also stimulate U.S. sales.

Here's some notes from a release sent to me from Chris Regis. *** His family's Paradise Aircraft makes the all-metal P-1 SLSA, which I've featured here in the past. *** Paradise started in Brazil in 1985, and has its HQ and a big new factory there, as well as the U.S. presence which Chris wrangles along with his dad, Gen. Mgr. Paolo Oliveira. *** I also did a story then about Dylan Redd, a paraplegic young man who flies a specially-modified all-hand-control P-1. *** Chris is one of the people I look forward to running into at airshows. His constant smile and genuine, sunny disposition bring a lift to the heavy workload that shooting/flying/talking/writing at the shows often is. *** Back to Paradise, which has just partnered with Travers & Associates, an aviation insurance brokerage established in 1950. *** The company covers P-1s based in the USA with favorable rates. *** Chris Travers, Sales Mgr. for the insurance company, says: "Paradise aircraft are one of the most insurable Light Sport Aircraft in the world. The outstanding safety record, parts availability, and docile nature also make them one of the least expensive Light Sport Aircraft in the industry to insure." *** Specifics: "A Paradise P1 valued at around $100,000 will cost approximately $1,400 per year to insure for personal use, which would include $1,000,000 in liability coverage." *** I posted Mike Adams' (V.P., Avemco Insurance) comments here the other day. Insurance underwriters have to make it their job to understand the risks inherent with aircraft coverage, so Travers Insurance's enthusiastic support of the P-1 is not to be taken lightly. *** Chris Travers goes on to say he's impressed with the 33 knot (full flaps) stall speed and stability of the P-1. *** Insurance folk also like welded steel tube crash cages and beefy landing gear too: LSA that have them, including the P-1 (solid aluminum mains), have lower bodily-injury claim rates. *** Travers, like Avemco, quotes rates based on the plane's market value, pilot experience, and other risk factors. *** "Because Paradise Aircraft are typically safe and reasonably priced, our rates tend to be very affordable. We work with sport pilots to put together a comprehensive program based on their experience and how often

they fly." *** I really enjoyed flying the P-1 at Sebring '09. Very stable, easy to land, comfortable, plenty of room behind the seats for storage. The P-1 is a sturdy, proven design worth looking into.

Here's a fascinating example of why I love the Net and how it can affect our lives for the better. *** Surfing around for LSA tidbits to share with you, I came across an excellent YouTube video.
*** The poster (mikehoverstreet) spent a fair amount of time crafting this thorough Anatomy Of An Incident discourse, including a scrolling commentary on post-crash theories as well as his ongoing uncertainty about why the accident happened. *** There are multiple benefits for us here: ** The pilot's no-ego willingness to take responsibility in the service of greater understanding, (even though many commenters place blame on the instructor!) ** Multiple observations and postings that serve up a consensus on the actual cause. ** The value of sharing insights -- both in the video itself and in the many comments, most of which were clearly posted by experienced pilots. *** My challenge to you: After you've seen the video, but before you read the comments posted below, study the crash and the slo-mo versions again until you have your own theory as to what happened. *** Then, read the comments. *** Do they jive with your own conclusions? *** Were you surprised? *** In the pre-web past, how else would we have learned from this incident, unless we read it in an article or were one of the fortunate few in this pilot's circle of acquaintances? *** Viva la Internet!

I was stimulated to blathering by a couple comments on my 2-part post on Santa Monica Flyer's Charles Thomson the other day. *** Thanks always for all comments: very helpful and thought-provoking. *** Comment from Anonymous:

Bad rap for the 172 in general. It's one of the safest airplanes to fly, and it has the track record to prove it. *** I like the Piper, but let's give it a few years in the air and then compare it to a 172. *** Sounds a little like the arrogance of youth. You might want to be careful with that while you're in the air.

Another Anonymous said...

Awesome looking plane! I want to come fly it. Good luck to you!!

*** Thanks to both of you. Starting off, I never meant to give the impression Charles Thomson was bad-rapping the C-172. He was justifiably critical of the Skyhawk that broke in flight and delivered him directly to the scene of a nasty crash afterward. *** Fortunately there were no major injuries. *** But imagine losing power at 1,000 over dense suburban L.A...no thanks. *** Obviously Charlie was knocking that particular airplane, and old trainers in general, not the C-172 in particular. *** It's no secret our economically-challenged GA training industry has increasingly been forced to use often-dilapidated airplanes just to stay in business. *** And of course many fresh versions of the 172 abound since Cessna, as a quick trip to Wikipedia confirms, reintroduced the design in 1996. (Yikes. It's been that long already?) *** More than 43,000 Skyhawks in total have been built! There's no bad-rapping such an incredible success story: it's the most-produced civilian airplane in history. *** I share the universal high regard for the C-172 and C-150/152 designs. Got many hours in both types myself. They've done their job magnificently! *** Still, let's do some straight talking. Of the scores of Cessna 172 photoships I've rented for P&P shoots over the years, the majority were, well, kinda ratty. *** Most were flight training airplanes. Often they smelled bad, looked worse, parts were falling off, paint was turning to powder, screws inside and out were missing, and while they weren't unsafe (I'm still here), they sure were way past their prime, (or midlife...or even seniorhood.) *** That's not a rap against the airplane. *** It is a rap against the extended service life too many schools are forced to put on those airplanes. *** Of course, why would a flight school spend $200,000 or more on a new 172 when so many used Skyhawks and 150/152s are available for far less? *** That rationale extends to LSA too: If schools can pick up three or four decent C-152s or 172s on the used market for every new $100,000 LSA, why wouldn't they continue to do so? The economics here are a no brainer. *** Still, we're talking about perceptions here. *** If you're 16, or 18, or 21, do you want to learn to fly in an airplane twice as old as you are? Or if a young newbie's school has newer 172s, but he/she can save $25 or more per hour of instruction by learning in an LSA, which choice do you think they're likely to make, at least for primary instruction? *** The notion of students, young and old, being turned on by shiny new airplanes is a human one. We can be excited about that, because God knows GA needs fresh juice. *** As the commenter above points out, we don't know how LSAs will hold up. *** That's not really at issue though. Sure, the stellar training longevity of Wichita Tin may never be equalled by any LSA. Right now, the job is to keep GA alive, and growing again. *** So let's get down with the idea of turning students on to flight again. *** I submit that Light Sport can, and already is, doing exactly that.

Most of our tandem Special Light-Sport Aircraft -- Legend Cub, Courier, SportCub, Savage, Hornet, Hawk, and SkyArrow -- are recreational airplanes. Except for the last one (Italy's smooth, composite Sky Arrow) most might also fall into the "bush" category in that they are slower-flying, fabric-covered, rugged aircraft suitable for landing on unimproved airstrips. *** A brand-new tandem, not yet officially a SLSA, is the MySky MS-1, which I call a "performance tandem." MS-1 aims to go as fast as the category allows (120 knots) using its beefy 120-hp Jabiru 3300 powerplant. MySky's entry also plans a deluxe interior not found in most currently-approved tandem SLSA. *** Recently I trekked to California to fly a few hours in the A-16 Sport Falcon from AviaDesign. Company principal, Dave Saunders, has enjoyed a long, successful career creating structural improvements for larger aircraft, including several Beech models, and he has now turned his attention to Light-Sport Aircraft, partly as it means less dealing with FAA and its bureaucracy. *** I'll report more as this aircraft comes to market, but regarding my experience flying A-16: ** entry is about as easy as it gets, thanks to the "air stair" (just like some larger aircraft have; see photo); ** the interior is spacious and comfortable, more so than many other LSA; ** handling is predictable with no bad traits I could uncover; ** the airplane is well equipped and expects to have a price somewhere in the $110,000 range though this decision is still being reviewed; ** visibility is enormous, with the pilot sitting about four feet in front of the wing. Even the aft seat has good room, very good visibility, and full controls... it turns out my smoothest landings were from the rear.