One of Czech Republic's leading LSA makers, Evektor-Aerotechnic, has upped the ante with its Turbo-powered SportStar MAX, a lovely LSA that I flew with the standard powerplant recently and will have a report in Plane & Pilot coming up soon. *** The new muscle comes courtesy a turbocharged Rotax 914 UL, which takes the MAX way higher than sport pilots can legally fly: all the way up to 28,850 ft.! Can you say pressure suit? Climb rate, already pretty peppy, jumps to 1,320 ft/min, and of course it jumps off the ground a lot quicker too. *** Thinking about mountain flying in the U.S.: you could legally fly this wee beastie at 16,000 feet over the Rockies. Now there's a thought. *** The first Turbo MAX went to a Canadian customer. I'll hope to get an update hop at the Midwest Expo in 3 weeks. *** In a side note for our pilot friends of the Euro persuasion, the MAX just earned its EASA (European Aviation Safety Agency) Permit to Fly, which gives Europilots the right to fly the MAX with a PPL licence, at 600 kg MTOW and with non-commercial pilot training.

Those hard-working stalwarts at Legend, the number one U.S. producer of LSA, keep finding interesting things for folks like me to write about. •Trish Jackson is an Ohio native who flies Airbus freight carriers all over Europe. She learned flying from her mother at age 13 and still remembers a memorable quote mom made on a flight: "Look at these rivers. It's like God carved them out with his finger.” *** Trish owned a vintage Cub at one point in her career, but a couple years ago felt the urge to own one again — a brand new one. She kicked some tires and lit some fires for a year or two, then took a Legend Cub demo flight. *** Last April she joined the annual Legend rite of spring gaggle — a trip I had the distinct pleasure of making in 2008 — to fly formation with a bunch of Legend Cubs from Sulphur Springs, TX to Lakeland, FL for the annual Sun 'n Fun spring flyin. *** That sold her. *** “It was the attention to detail," she says of her decision, "and its open cockpit flying." *** Imagine climbing out of a heavy and into a Cub on the same day...what could keep you sharper than that? • Sass and class: the Legend Cub can be ordered with Garmin G3X displays, a telling meld of classic flying and ultra-modern digital situational awareness that extols the marvelous opportunities we have in LSA flight. *** All those functions -- real-time weather, terrain, METARs, NOTAMs, PIREPs, traffic and more — can come in real handy whether you're tooling around in open class G [airspace] country or joining the pattern at a major commercial airport. *** The Garmin G3X glass cockpit packs a ton of info into its displays, including attitude/directional guidance, electronic engine monitoring, moving-map GPS, airport diagrams, synthetic vision and more. • Looking ahead to the 75th anniversary of the Piper Cub J3 in 2012, what a hoot it would be to fly a Legend Classic J3 into Oshkosh or any other airshow. *** Legend's new Classic is an updated-but-faithful version of the J3, at a $94,000 price. *** Updates include sliding left window, electric start, disc brakes (careful with those!) and other modernizings to enhance safety while staying true to the original, immortal J3. *** Must. Save. More. Money and get my own...I say that a lot about new LSA I get to fly, but since I'm building some skills in a 1946 J3 these days at my local airfield, I'm currently all swooney over the wonderful Cub...all density-altitude-struggling 65 horsepower of her. *** Next time you're at an airshow, stop by and say hello to owners Darin Hart and Kurt Sehnert and stalwart crewfolk like Pat Bowers: they're part of what makes covering the LSA scene such a pleasure.

Landing on water with your wheels down is a confirmed aviation no-no. Land planes that try it often get flipped over upside down, when escaping the cabin becomes a real concern. Every seaplane pilot I know has a mantra he or she repeats, "I'm landing on water so the wheels must be up." Most simply don't want to make this mistake. You can land a seaplane or floatplane on land with the wheels up. The penalty is not as great (and you'll certainly stop fast). But you violate the wheels-into-water rule at your peril. *** Some airplanes, like the new CTLS on amphib floats, or FPNA's Capetown, or SeaRey have a light-alert system to help you and some manufacturers offer an audio alarm. Others use mirrors or have other warning systems. *** So why would someone land a SeaMax in water with the wheels down? Deliberately? And for the camera? Watch the following video to see what a non-event this is. (You also might enjoy hearing the camera audio continue working even when it gets dunked.) *** While you still don't want to repeat this if you can avoid it, the video proves that done with experience, the maneuver may not upset the SeaMax. The amphibious LSA benefits from sitting low in the water so the rotating action of gear hanging down well below the fuselage is less of a problem. *** As the trusty, always-working camera shows, the pilot raised the gear before takeoff. Trying to launch gear down would be a futile effort from all the in-water drag it would impart. Thanks to SeaMax USA for this clip.

Powerhouse digital instrument maker Dynon Avionics just came out with software version 5.4 for its EFIS-D10A, EFIS-D100 and FlightDEK-D180 units which are in widespread use in LSA and homebuilt aircraft. The upgrade addresses refined pitch control, including some new user-adjustable parameters that optimize autopilot performance for each individual aircraft. *** The idea, explained Dynon, is to improve passenger comfort by custom-tuning the response to turbulence. Support is expanded to a wider range of airframes, too.

*** Ian Jordan, Chief Systems Engineer for Dynon, had this to say about the upgrade: “The autopilot now flies just as an experienced pilot would, with crisp, appropriate inputs that really seem to understand the airplane.”

People tried to call it Oh-nex, but the giveaway is the single seat. I got it... One-ex. The clever name is adapted from the company name and one of its models, Sonex, and fits with the Waiex and Xenos. All are variations on a very successful theme (1,600 kits sold), and like the other models, Onex can be powered by the AeroVee engine. Along with a modestly priced airframe kit, the company's own low-cost four-stroke engine helps to constrain the budget. *** A primary goal with Onex was to make ownership even more affordable, a challenge for a company that already boasts low prices. Onex is still in development so no performance numbers or costs have been finalized. But with a two-place Sonex at about $25,000 for all components including engine, Onex could be as low as $20,000, says the manufacturer. In 2010, that's pretty amazing for an 80-hp single place that ought to perform like crazy and is suitable for most positive G aerobatics, says designer and general manager, Jeremy Monnett. *** Onex is not only inexpensive to buy, it won't cost as much to store. With its wings folded, the Sonex team can stuff five airplanes into one T-hangar (see the diagram and more on their website). Those folded wings are eight feet wide, so it can be trailered home and it stands just seven feet tall so it'll fit in most home car garages. *** But why go single place when most buyers seek two seats? Well, for one, Sonex observes 90% of sport flying is done solo. Plus, less material helps push the price down as low as possible. A few preliminary specs: Wing 78 square feet; empty weight 540 pounds; gross weight 850 pounds; stall 45 mph; and, never exceed 216 mph. *** As Sonex states, Onex is "Sport Pilot compatible" but you'll need to register it Experimental Amateur Built. *** Though they'll fly somewhat differently than Onex, you can read my review of the Waiex and Zenos that was published in Kitplanes magazine (from 2005).

In the last month, I've received many calls and emails from more than a dozen flight schools. Here, I will try to reduce the confusion — and some alarm — regarding IFR (flying by instrument reference) and LSA. *** ASTM's F37 committee is comprised of people with technical knowledge and they have done the nearly-impossible: start with a blank sheet of paper and create aircraft certification standards for the LSA sector... in just five years, and on the leanest of budgets. These volunteers from many countries created a series of standards, one of which is the Design and Performance Standard. Following a positive vote by committee members, all have been accepted by FAA. *** For more than three years another subcommittee has tried to create an IFR standard that has yet to find agreement. Until consensus may be found and to provide an interim defensive position for the committee and for manufacturers, F37 added a point to the revised but yet-to-be-accepted-by-FAA D&P Standard. The ASTM committee revised the standard to prohibit use of a SLSA for flight into IMC, that is, into clouds or no-visibility situations. This does not prevent flight in the IFR system -- filing and flying IFR into controlled airspace by qualified pilots with a current medical. And, importantly, it does not affect any LSA approved under earlier standards, that is, any LSA currently in flight school operation assuming that LSA is properly equipped with the correct instrumentation, lighting, and powerplant. Flight at night is not affected by this decision and remains acceptable in a suitably equipped LSA for a qualified pilot with medical. *** In the future (after FAA accepts the newest D&P Standard version) a LSA builder will be able to equip a LSA with instruments specified in FAA regulations permitting qualified pilots to file and fly IFR but only into VMC (Visual Meteorological Conditions). *** An interesting contrast: Numerous FAA personnel with whom I've recently spoken support the use of LSA for IFR training including into IMC (though not all FAAers nor ASTMers agree!). FAA regulations governing LSA do not prevent IMC ops. *** This is a complex topic that will continue to stimulate debate. The important fact to remember: No presently registered SLSA, nor any issued an airworthiness certificate before the new ASTM standard gains FAA acceptance, are prohibited from IMC flight if properly equipped and flown by a qualified pilot. *** Additional info on the revised standard: IFR training in visual meteorological conditions (VMC) may be conducted by qualified pilots in a SLSA that meets the equipment requirements of part 91, sections 91.109, 91.205, and — for an airplane operated in controlled airspace under the IFR system — 91.411 and 91.413. However, if the aircraft is not approved for IFR operations under a type certificate, operations in instrument meteorological conditions (IMC) are prohibited by the proposed ASTM standard. [UPDATE 9/1/10: A point of clarification is needed for this story — thanks to the sharp eye of Jeff van West, editor of IFR Magazine. *** I stand by all the preceding info as correct but I did not state that the manufacturer has ultimate authority over how their airplanes (or engines) may be used. Before or after the ASTM committee prohibition of flight into IMC, if a manufacturer said it does not want its airplanes flown IFR, that's the end of it... no IFR for that brand. *** As with the ASTM committee, however, any manufacturer can change its mind, amend the Pilot Operating Handbooks (and other related documents), and begin offering IFR aircraft. In the same way, the committee may reverse itself on the IMC prohibition once the IFR standard is approved by committee and accepted by FAA.]

Knocking around the 'Net looking for signs that Light Sport is alive and well... *** Michael Combs is nearing the end of his 19,000 mile odyssey — what a vision. Latest word from PR dude Dave Gustafson is that the Flight for the Human Spirit in a Remos GX has made it to my old west coast stompin' grounds. Five jewels of the left coast — San Diego, Burbank, San Luis Obispo, Monterey and San Jose — were on the itinerary for one magical flight day over one of the most beautiful stretches of coastal landscape in the world. God speed Michael, 18,000 miles and 45 states and you're nearly done. • Imagine the human experience he's having, flying all summer, meeting all the great people he's met. I'm jealous, I admit it. • BTW, pilots are encouraged to fly along for any portion of Michael's Flight. *** Slow recovery? Double-dip recession? Not as far as Skyraider Aviation is concerned. This hustling sport pilot flying club and training center is plenty active at Denver's busy Centennial Airport as well as at it's Erie Municipal location nearby. A new PiperSport just joined the training and rental fleet — that's bound to perk anybody up — to share duties with two Gobosh 700s, an Evektor SportStar and a Remos G-3. • The outfit has operated for four years and claims to be the first in Colorado to offer specific Sport Pilot training. *** Loosely-Connected-to-Light-Sport-Dept. — Another of those weird and wonderful experimental alternative-powered aircraft just made its maiden flight. *** AeroVironment, the braintrust company begun by the late Dr. Paul MacCready, who gave us Gossamer Albatross, the first successful human-powered aircraft, back in the '70s, has begun flight test on Global Observer,an unmanned hybrid-electric surveillance prototype that will eventually be powered by a liquid hydrogen fuel system. • It launched from California's famed Edwards Air Force Base and flew for an hour at 4,000, controlled from a ground LRE (Launch and Recovery Element, officialese for a flight sim-like control booth) with a retired Air Force light colonel at the controls. Can you say "X-Box?" • Here's an interesting image phrase the company uses: "The future is unmanned." Indeed, it's pioneering all kinds of hand-launched small electric-powered surveillance aircraft for the military. • Global Observer will ultimately fly between 55,000 and 65,000 feet for up to a week at a time for disaster relief, reconnaissance and surveillance. Expect some sophisticated tech fallout that will in time trickle down to general aviation from projects like this. *** Not to be outdone by the West, a local news organ in the Greenville, South Carolina area reports that Spartanburg's downtown aircraft have discovered Light Sport aircraft and anticipate it will "fuel growth" at the airport. The report compares the initial purchase price and operating costs between LSA and GA aircraft. • Although it was a bit wide-eyed in its example of an LSA that will fly at 120 knots for 9 hours straight, the story clearly gets the advantage the public is beginning to perceive from our piece of the personal flight pie, and that's a good thing. *** Finishing up back on the west coast comes a news story, this time from Yakima, WA, that profiles a retired LSA pilot who flies his Challenger II from nearby Prosser Airport. The article accurately chronicles the inception of the Sport Pilot rule and claims Light Sport training is the biggest student draw at the airport — a "miniature boom in activity" — an increase of 50% in operations since 2007. *** In this economy, it's good to see the word is getting out and people remember that instead of moping around, there are still plenty of affordable ways to get out and enjoy life — like flying an LSA!

Flight Design has maintained their substantial lead in market share partly through a strategy of steady innovation. The German company and its U.S. partners regularly develop new products and introduce them with pizzazz. The company's press conference and exhibit space at Oshkosh 2010 revealed this methodology. *** AirVenture visitors got to examine the CTLS Lite on amphibious floats. CTLS Lite — unveiled at a significantly-reduced price and dramatically-reduced empty weight — was introduced only three months earlier at Sun 'n Fun. By Oshkosh 2010, that new model sat atop amphib floats that have already recorded a number of flights from water and land. *** The floats are from Clamar and were developed in concert with Flight Design distributor Airtime Aviation of Tulsa, Oklahoma, arguably the nation's largest dealer of LSA. "The Clamar floats match the structure and the feel of the Flight Design planes," said Tom Peghiny, president of importer Flight Design USA. Airtime Aviation indicated the system is presently available only for the CTLS model but work has started to add floats to the CTsw model from Flight Design; hundreds are flying worldwide. *** The Clamar float system is constructed from carbon fiber, kevlar and S-glass, which the developer says "make the floats substantially lighter in overall weight than aluminum or composite floats of same displacement." Gear movements are produced by an all-electric 12-volt system. A visual notification system for gear position (photo) is standard and audio gear warning is available at extra cost. *** Another interesting offering involved a near-full-motion simulator for training. But this one costs only a few thousand making it much more affordable to flight schools. Developed by a Canadian company, Dreamflyer™ uses a deceptively simple yet clever mechanism to capture the motion based on simple gravitational movements of the chair initiated by the user in response to the views on the screen. By using gravitational force to generate motions, Dreamflyer™ eliminates the need for and costly maintenance of hydraulics and motors. *** Staying ahead of the competition by sheer inventiveness, Flight Design remains a company to watch.