ByDanJohnson.com

Flight Design CT Super Sport – Midwest LSA 2019
sponsored by Continental Motors

News & Video on Light-Sport Aircraft, Sport Pilot Kits, and Ultralight Aircraft

Guest Editorial: Why Consider Buying a Light-Sport Aircraft?

By Scott Severen || 4 Comments (Edit)

Scott Severen is an old friend and a longtime veteran of the light aircraft business. In addition to a long career with wide experience, Scott is a board member of the Light Aircraft Manufacturers Association (LAMA). Most recently, as US Sport Planes, he took over American sales of Jabiru LSA when former importer Pete Krotje reached his planned retirement date. Scott is a great choice to represent this popular set of airplanes. As part of his role for LAMA, Scott stepped and wrote an article I think makes several good points. It follows below. —DJ

Why Buy LSA?

You have many opportunities for flying these days and the different methods to become airborne — to move through the sky — are increasing even as you are reading this. Experience shows two reasons to fly:  (1) for transportation, where the flying device is a tool and, (2) as a recreational pursuit. Often, the two are blended as the complexity, discipline and logistics of the ownership, and operation of a magic carpet can be half the fun. The successful mastery of the systems integration into the airspace system, yielding quick trips across the land can be very satisfying. For many, just getting from point A to point B in the quickest fashion is the objective. For others, the ability to acquire an aerial perspective is the objective …flying 1,500 feet over fields and rivers, catching the smell of a planted crop in the air, or freshly plowed ground, the salt air near the ocean… As the owner of an LSA MRO (Maintenance, Repair, and Overhaul) operation, I interact with many Light-Sport users. One of my customers was eloquent, saying, “There is a profound simplicity to Sport Plane ownership. There is really no need for often complex and expensive maintenance programs as maintenance is straight-forward due to fewer and less complex systems — and I can do much of the maintenance myself, if I choose!  Insurance policies are simple and [can be] inexpensive. The planes don’t take up much room in a hangar, and many don’t need a tug to move them around on the ground as they are easily maneuvered by hand. Recurrent simulator training that can take a week of your time each year? Not applicable to LSA. With 2,000 hour TBOs — the standard for LSA — there is a lot of enjoyment to be had before thinking of serious maintenance.” Is it smart to keep current, always learning about your craft and honing flying knowledge and skills? Of course it is! This is just like on the golf course or in any sport. Is maintenance really required? Of course, and the engine and airframe manufacturers have specific maintenance schedules you should follow. A fascinating provision here is that many repair and maintenance items can be performed on their Special LSA by the owner. These vary by manufacturer and are specifically authorized in the aircraft manufacturers’ maintenance manuals. The better — safer — we do something, the more we enjoy it. Added to the simpler maintenance, Light-Sport Aircraft require a Condition Inspection every year instead of an Annual Inspection so that an A&P can perform this task rather than requiring someone with IA, or Inspection Authorization. If you want to be hands-on, you can take a 120-hour course that allows you to perform all of the maintenance and inspections on your LSA, along with other privileges as well. What is one of the simplest things about LSA? If you have a private pilot certificate, you can simply exercise Sport Pilot privileges without doing anything else! What a simple option: just fly! Some may not realize how advanced are the instrument panels on LSA. Full glass panels seamlessly integrate moving maps, GPS, communication, transponder with 2020 compliance and EFB transfer. Everything you can get in a Citation? Practically, yes. How about IFR capability? Yes, the technology allows it, though flying into IMC (Instrument Meteorological Conditions) is not part of the LSA parameters. However, LSA can be an excellent IFR training platform. Is it all needed for this kind of flying? No, but it sure can add to the fun, and, for those complex, twin and/or turbine operators, having a similar environment can make the transition to flying for fun quicker, easier, and safer. From tail dragging cub clones to Italian styling to German engineering …from sleek, racy, arobatic-looking to having enough cargo space for your wife and to bring your pet along, there is truly the ability to achieve whatever kind of recreational flying mission you have. The FAA has taken LSA seriously, auditing the aircraft manufacturers to ensure they correctly implement quality assurance systems through production, and that they utilize continued operational safety programs to ensure reliability and safety in the field. LSA is still the only place to get brand new, factory built aircraft with the most advanced avionics and technology integration for under $200,000. Some are much less, even below $100,000. To reach 120 knots of cruise speed burning only five gallons an hour is marvelous You can do much for so little! Are LSA practical for flying from coast to coast? In terms of reliability, absolutely! Enjoing fun and adventure, of seeing the United Sates from 1,500 or 4,500 feet, or FL10, well… it doesn’t get any better! You can use small municipal airports, or go to big FBOs you may used to, getting the same service and amenities. You may have some landing fees at places like major airline, Class B airports — and you may need additional training to enter Class B airspace — but that is available and only takes a logbook entry, Many pilots prefer to stay clear of Class Bravo airspace, but qualified pilots can use the system just like a Jet A turbine-powered aircraft. If your thoughts include how to enjoy flying even more, expanding your knowledge of flying, and increasing your adventure… Light-Sport may be a great prescription!

— This article will also appear on the LAMA website.

Scott Severen is an old friend and a longtime veteran of the light aircraft business. In addition to a long career with wide experience, Scott is a board member of the Light Aircraft Manufacturers Association (LAMA). Most recently, as US Sport Planes, he took over American sales of Jabiru LSA when former importer Pete Krotje reached his planned retirement date. Scott is a great choice to represent this popular set of airplanes. As part of his role for LAMA, Scott stepped and wrote an article I think makes several good points. It follows below. —DJ Why Buy LSA? You have many opportunities for flying these days and the different methods to become airborne — to move through the sky — are increasing even as you are reading this. Experience shows two reasons to fly:  (1) for transportation, where the flying device is a tool and, (2) as a recreational pursuit.

LSA National & World Record Attempted

By Scott Severen || Leave a Comment (Edit)

Michael Combs and his Remos LSA.

Michael and his Remos benefited from guidance by big Texas provider, US Aviation.

Michael and his son Daniel Routh attempted the world record flight together.

In a valid but failed attempt, LSA pilot Michael Combs tried to set a Coast-to-Coast record and came up just 91 miles short (out of 1,954) when thunderstorms blocked his route. He reports he'll try again. He flew the first attempt with his son, Daniel Routh. *** Many of us think about our activities with our airplanes but Combs looks at it quite differently. After facing a life-threatening illness that almost took his life in 2003, Michael realigned his priorities. He pursued learning to fly. *** Michael found US Aviation in Denton, who supported his dream by providing flight training in a Remos. He later solicited Remos Aircraft, who agreed to sponsor "Hope One," (N82GX) a nicely equipped Remos GX. In April of 2010 — not long after after his first solo flight — Michael headed off on a true piloting adventure of a lifetime. He embarked on a quest to land in each of the 50 United States in his LSA as a Sport Pilot. His mission meant day VFR all the way landing at more than 200 airports and logging 32,000 miles. His goal is to reach 50 million people with his central message: "It's never, ever too late to follow your dreams!" *** Setting records and gaining media attention seen by the non-flying public is part of the program. On Saturday June 30th, he attempted a new Coast-to-Coast national and world record in a Light-Sport Aircraft. While we've had round-the-world flights, we haven't heard much about LSA records. What does it mean? *** Michael's flight is sanctioned through the National Aeronautic Association (NAA), America's aviation record-keeper and Fédération Aéronautique Internationale (FAI), the world aviation record sanctioning body. The record specifies a flight from one place to stated destination, and the flights have to be more than a certain distance. Various aircraft classes are available, depending upon weight. Michael's Remos fits in the under-1,000 kilogram class called C1B. His record is attempted in an unmodified Light-Sport Aircraft under the restrictions of the Sport Pilot certificate. The maximum time to achieve a world record is determined by dividing the total straight line flight distance by the slowest flap speed of the aircraft, which for Michael's Remos calculates to 43 hours. The Straight Line Distance is 1,954 nautical miles, with an Actual Calculated Flight Distance of 2,030 nautical miles involving eight fuel stops, and one night stop. *** Such record attempts are challenging in many ways. Once you take off the meter is running. The challenge is to overcome the speed restriction while adhering to the limitations of the Sport Pilot Airman Certificate. That means no night flying, but the meter is still running while you sleep, and of course, you must cope with weather. *** Michael had a delayed take off from near San Diego due to clouds. Literally, 15 minutes before his Go/No-Go time, conditions improved enough for a special VFR departure. That started him about and hour and a half late. He experienced some weather along the route that forced a stop in Abilene, Texas instead of his home base at US Aviation in Denton, Texas. The next morning, Hope One made good time, and was still within the time restriction at 91 miles from the destination. After flying VFR through fairly violent weather, he was forced to scrub record attempt as the destination airport was socked in under lightning and thunderstorms. *** So, the clock ran out without setting a record, but Michael made a valiant attempt. Safety and sanity must prevail, as they did, so he can make another attempt and continue to inspire people to follow their dreams. Check Michael's record attempt where you can see more of his exploits. Then, stay tuned for the follow-up attempt. Maybe this will inspire all of us to do more following our dreams!

In a valid but failed attempt, LSA pilot Michael Combs tried to set a Coast-to-Coast record and came up just 91 miles short (out of 1,954) when thunderstorms blocked his route. He reports he’ll try again. He flew the first attempt with his son, Daniel Routh. *** Many of us think about our activities with our airplanes but Combs looks at it quite differently. After facing a life-threatening illness that almost took his life in 2003, Michael realigned his priorities. He pursued learning to fly. *** Michael found US Aviation in Denton, who supported his dream by providing flight training in a Remos. He later solicited Remos Aircraft, who agreed to sponsor “Hope One,” (N82GX) a nicely equipped Remos GX. In April of 2010 — not long after after his first solo flight — Michael headed off on a true piloting adventure of a lifetime. He embarked on a quest to land in each of the 50 United States in his LSA as a Sport Pilot.