Light Aviation - March 2014

Your Digital Source for Light Aircraft & Services | An AVIATORS HOT LINE Publication Light Sport | Lighter Light Sport | Experimentals/Homebuilts/Kits | Services Vol. 7, No. 3 | March 2014

Puff, the Searey LSA Bestselling book author Richard Bach enjoys his Progressive Aerodyne Searey named “Puff.” 4

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VOLUME 7 NO. 3 |March 2014 Jacob Peed, Director jacob@aviatorshotline.com Carol Harrison, Publisher carol@aviatorshotline.com Amber Busse, Sales Manager ahlsales@aviatorshotline.com Aaron Will, IT Specialist aaron@aviatorshotline.com ACCOUNT EXECUTIVES Michael Moore michael@aviatorshotline.com Felicia Phillips felicia@aviatorshotline.com Rose Stockdale roses@aviatorshotline.com Roxanne Sweazey roxanne@aviatorshotline.com Chris Towlerton chris@aviatorshotline.com DESIGN & PRODUCTION Leane Bodle | Nate Carnahan Sheila Davis | Tracy Royster CONTACT US 1003 Central Ave. | P.O. Box 958 Fort Dodge, IA 50501 800.247.2000 | 515.955.1600 fax 515.574.2199 H www.aviatorshotline.com

Come to the Show Center & See “Puff” The Searey LSA, not the Magic Dragon by Dan Johnson 4

In this issue...

The “Real” LSA Market & Future Growth by Dan Johnson

To adjust your bulk order or for change of address: 800.247.2000 ext 2241 ahlsales@aviatorshotline.com Light Aviation is published by

10

Authorized to Train

Joseph W. Peed Chairman of the Board

by Roy Beisswenger

Gale W. McKinney II President/CEO Sandra VanScoy Vice President of Financial Services Mary Gonnerman Vice President of Operations Jacob Peed Vice President of Business Development Jonathan Berg Director of Information Services Copyright © 2014. All Rights Reserved. Reproduction in whole or in part without written permission is prohibited. Aviators Hot Line recommends you take appropriate caution before buying sight unseen. Aviators Hot Line is not responsible for misrepresentation of advertisers. We suggest you contact your own attorney, the Better Business Bureau, or appropriate government agencies if you experience a problem.

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19

Discover the RV-12 Expo An extensive program of classes, workshops and events designed to appeal to the whole community of 28 RV-12 builders, owners and pilots. by Carol Carpenter

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Your Digital Source for Light Aircraft & Services | An AVIATORS HOT LINE Publication Light Sport | Lighter Light Sport | Experimentals/Homebuilts/Kits | Services Vol. 7, No. 3 | March 2014

n Lighter Light Sport ����������������25 n Services ����������������������������������26 n Advertiser Index ��������������������31 n Aviators Helping Aviators ����32 Puff, the Searey LSA

Click Here to Subscribe ABSOLUTELY FREE! H Bestselling book author Richard Bach enjoys his Progressive Aerodyne Searey named “Puff.” 4

Sole Financial Supporter of LAMA’s LSA Malls

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Come to the Show Center & See “Puff” (the Searey LSA, not the Magic Dragon)

By Dan Johnson

W

elcome to Sun ’n Fun 2014 where the season of recreational flying is officially set in motion at the nation’s first major airshow of the year. This year is extra special as it commemorates a benchmark 40th year of the popular event in Lakeland, Florida. It also marks the return of the much-anticipated Blue Angels U.S. Navy military demonstration team that had to cancel last year due to the federal government’s financial woes.

In 2014, visitors will also experience the second year for the new and dramatically-improved Paradise City, once known to enthusiasts as the Ultralight or Lightplane Area. Alongside a new and sweeping paved road that meanders through Paradise City sits the LSA Mall at Show Center powered

by Aviators Hot Line and “Light Aviation Edition.” This happy place will be a focus for many visitors throughout the week.

Paradise City visitors will be able to examine all manner of affordable airplanes …

4 | March 2014 | www.aviatorshotline.com

Light-Sport Aircraft, light kit-built airplanes, rotary aircraft, electric aircraft, ultralights, powered parachutes, weight shift trikes, paragliders, and more. Visitors to these shows know that walking the grounds is a good way to wear down your shoe soles so many attendees can enjoy a free ride thanks to a pair of six-seat golf carts driven by Paradise City volunteer workers.

The carts, named Paradise City Xpress, will travel around the grounds of Sun ‘n Fun to take on visitors that want to check out Paradise City and see all the action at this airshow-within-an-airshow. The golf carts are provided for the second year by Rotax Aircraft Engines.

Paradise City’s turf runway was significantly improved in recent years. It is more usable than ever for companies to take potential buyers aloft for demonstration flights. Such demo flights will be readily available — see each vendor to get on their schedule and keep in mind these schedules can fill up so

ask early and be patient. One extra special benefit is that Paradise City demo flights can be conducted all day long even during the main airshow aerobatics (except for a 1-2 hour period when military teams demand “sterile airspace” for safety’s sake).

SPECIAL ATTRACTION AT SHOW CENTER

The 2014 LSA Mall at Show Center offers a special treat, specifically famous author Richard Bach’s Light-Sport seaplane, a Searey he has named “Puff.” Richard is not able to be present himself but Show Center will exhibit his aircraft within the LSA Mall.

Last year, Bach wrote a book about his flight from Progressive Aerodyne’s factory in Tavares, Florida diagonally across the United States to Washington state.

His 2013 book was titled “Travels with Puff.” In 2014 he released a new book about his subsequent crash in this airplane. In late August of 2013, Bach was flying his SeaRey to visit a friend when he struck power lines and plummeted to the ground. Fortunately, the incident was witnessed so medics arrived within minutes and he was rushed by helicopter to a medical center in Seattle.

Bach remained in a coma for more than a week. Brain injuries affected his ability to

walk, speak and perform the most basic of tasks. Hard work and determination combined with good medical care have allowed a nearly full recovery permitting both pilot and airplane to return to the air. Bach wrote about the scary experience in a 2014 book, “Illusions II.” Bach has a long background in aviation, having served in the Navy Reserve and the Air National Guard as a F-84F pilot.

He worked at Douglas Aircraft, was a contributing editor for Flying magazine and later became a barnstormer. As part of his exploration of flight, Richard also sampled paragliding. Nearly all of his books involve flight, bringing his son James to state in an interview, “Dad regards flying as his religion.”

“Illusions II” represents an inspirational story from an inspirational author of 60,000,000 books. Bach’s career-starting story about a seagull who did not want to accept the limits imposed on him by nature and society became the Number One best-selling novel of 1972.

“Jonathan Livingston Seagull” was a huge surprise to the publishing industry. No one expected a book less than 100 pages long — a mere 10,000 words with numerous seagull photos — to rise to the most coveted spot on best-selling nonfiction and fiction lists. Yet the short book set hardcover sales records, selling more than 1,000,000 copies in 1972 alone. It went on to sell more than nine million copies in the first five years, 30 million by 1992 and in 2014, sales passed 40 million copies.

In the 1970s, American society was primed and ready for Jonathan’s particular style of rebellion and perfection ... www.aviatorshotline.com | March 2014 | 5

a bird who defied the rules. Some may see an analogy to Light-Sport Aircraft that have disrupted the enterprise of legacy aircraft builders.

Beside Puff the Searey, the LSA Mall at Show Center will offer a collection of LightSport Aircraft and light kit-built aircraft, all within the growing space of Paradise City, which has become the desired location for more exhibitors.

Paradise City took a giant leap forward last year after some earlier years in the doldrums and it promises day-long action for those who stroll a short distance from what Sun ‘n Fun calls the “core area.” As airshow attendees wander through the show’s hundreds of displays they can look to catch a free ride on the Paradise City Xpress ... those twin six-seater golf carts driven by Paradise City volunteers.

While you visit Sun ‘n Fun 2014, hop a free ride and be sure to thank your volunteer driver. As you enter Sun ‘n Fun 2014, look for the big Rotax Aircraft Engine exhibit

6 | March 2014 | www.aviatorshotline.com

right on Doolittle Road just inside the main gate where you can check out their newest 912iS engine introduced at the show. You are encouraged to offer your thanks for again providing the golf carts in cooperation with LAMA, the Light Aircraft Manufacturers Association.

Stop and see the folks from LAMA at Show Center, prominently marked by the big tent at the LSA Mall. No wonder organizers call this show Sun ‘n Fun … an abundance of both will welcome more than one hundred thousand visitors.

ABOUT THE AUTHOR DAN JOHNSON has been called “the leading reviewer of recreational aircraft.” He has evaluated more than 360 aircraft in many leading magazines. A 5,000-hour Commercial, Instrument, Multi-Engine Pilot and former Certified Flight Instructor, Dan’s focus today is on Light-Sport Aircraft, ultralight aircraft, and homebuilt aircraft that Sport Pilots may fly. www.bydanjohnson.com

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Light Sport

The “Real” LSA Market & Future Growth

By Dan Johnson

I

n talks I give at airshows, I’ve begun to focus on what I term the “real” LSA market. Many folks are confused and even our ByDanJohnson.com statistics and articles about market share ranking add to the fog obscuring the big picture. The chart below attempts to burn off that fog and provide a clearer understanding. However, the table — meant for use when I proceeded line by line in a live presentation — needs some explanations.

Fig. 1

The chart attempts two tricks. The first goal was to contrast general aviation (GA) with Light-Sport aviation. We compare only to single engine piston GA aircraft as we saw that as the closest match. So the chart has at top left, a figure of 790, which is the number of Type Certified general aviation aircraft delivered in 2012, the latest full year of information at the time of the chart’s creation. Come down one line to see the total of Special LSA airplanes registered in 2012, again noting that LSA report registrations where the GA industry states deliveries; these two stats are not identical but are close enough for the purposes 10 | March 2014 | www.aviatorshotline.com

of this discussion. As you can see, the industry registered 259 aircraft. The term “Ratio” relates 259 to 790, showing LSA registrations to be about a third of GA single engine piston aircraft delivery. The term “Share” means the LSA portion of the sum of 790 + 259 or 1,049 total single engine piston aircraft.

Secondly, however, SLSA “airplanes” are not all the “aircraft” in the LSA fleet.

“Airplanes” refer to fixed wing, three axis ... basically more conventional aircraft.

“Alternative LSA” refers to weight shift, powered parachute, gyroplane, and glider categories that add more registrations. We do not include the latter group in our market share rankings as the FAA database on these aircraft are suspect. The reason is the many different models and names and a general lack of database entry clerk awareness of them coupled with registration applications that likely confuse those clerks with different naming conventions.

For example, a trike with a different wing is a somewhat different model but could use the same or a different name. Powered parachutes can be equally baffling to the uninitiated. Even though we can’t count them reliably (so we skip them, with regrets to those enthusiasts), they are real and they are being sold. They add an average of another 50 or more SLSA per year, which represents a bit over 6% of all GA aircraft sold.

Then, we have to add ELSA or Experimental (not factory built) LSA. More are coming but Van’s Aircraft’s RV-12

Light Sport

presently dominates this field, having registered 203 units by the end of 2012. All told, ELSA add an average of 74 units per year, which is nearly 10% of all general aviation single engine pistons delivered.

Sum these groups and you have an estimated 383 registrations of LSA types in 2012, a figure that is nearly half of the GA single engine pistons and a third of all aircraft manufactured in 2012. Yet, as the late night infomercials boast, “That’s still not all!” Adding to the total of LSA aircraft are many former two seat ultralights that were registered as a kind of special ELSA during a grace period. That period ended some years ago, so no more will be added, but we estimate that at least 4,500 examples are still flying. Add them all and you see more than 8,000 Light-Sport Aircraft, which accounts for about 5% of the entire single engine piston fleet in the USA ... but that still doesn’t fully describe the sector.

We finish the picture by noting that many Experimental Amateur Built (the so-called 51% rule airplanes) can be flown by someone possessing a Sport Pilot certificate or using a higher certificate without a medical to operate as a Sport Pilot. We don’t provide an estimate, but cautiously call this “thousands” more. Many people call these “Light-Sport Aircraft” but they are not; they are EABs. Likewise some folks still call the Sport Pilot certificate a “Light-Sport license,” which is an incorrect term. We prefer to call these “Sport Pilot-eligible” aircraft using a phrase coined by EAA staffer Ron Wagner.

We hope the chart (Fig. 1) helps to clarify the true size of the LSA market. Remember, these figures only refer to the United States. Many thousands more fly in other countries. Next, let’s look to the future.

The graphical chart comes from Barr Group Aerospace. Chart lovers can find many more at http://www.bga-aeroweb. com/General-Aviation.html#MFG focused on general aviation (most of the info is for

larger, working aircraft). The following chart shows the history — including the plunge from 2007 figures to the depths of 2010, a slide of greater than 50%. It also gazes into a crystal ball and attempts to show future trends. Right or wrong, the view of the statisticians behind this chart suggests a strong role for Light-Sport Aircraft at about 23% of all aircraft including jets and Experimentals. Jets are expected to grow as are Experimentals. It looks less rosy for piston and turboprop perhaps as LSA and EABs will capture some of these sales.

Then, we have to contemplate the arrival of a new wave of four seat or larger aircraft from the flock of non-legacy companies currently building two seat LSA ... but that’s a story for another article.

ABOUT THE AUTHOR DAN JOHNSON has been called “the leading reviewer of recreational aircraft.” He has evaluated more than 360 aircraft in many leading magazines. A 5,000-hour Commercial, Instrument, Multi-Engine Pilot and former Certified Flight Instructor, Dan’s focus today is on Light-Sport Aircraft, ultralight aircraft, and homebuilt aircraft that Sport Pilots may fly. www.bydanjohnson.com www.aviatorshotline.com | March 2014 | 11

Light Sport

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Rotec Aerosport:

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A New Era

otec Aerosport Pty. Ltd., founded in 1999, has been developing a strong product range over the past 15 years, beginning with the well-known 110 hp R2800 radial engine, closely followed by the more powerful 150 hp R3600 radial engine. Recognising gaps in the market and striving to constantly research and develop further improvements, the company’s team of engineers designed a range of retro-fittable throttle body injection units which replace the regular carburettors on countless aircraft engines. Rotec then added some much needed Jabiru aftermarket upgrades to their product range.

With an ever-increasing demand for the company’s fantastic products they saw the need to expand the factory premises. Rotec recently unveiled their new facility located at Tyabb Airport in South-East Melbourne, Australia. Both impressive and unique, they had definitely knocked the socks off the aviation community while offering tours of the factory for the local air show.

Intrigued customers around the world may be interested to know that Rotec periodically conduct open days throughout the year, fortuitously a customer may even see their own engine under construction!

Having a tour through Rotec’s current workshop is a fascinating mechanical experience. Watching their staff assemble the engines by hand with exceptional precision and attention to detail gives a great appreciation for the passion they have for their products. If you are looking for first class treatment when buying a radial engine or aircraft accessories, Rotec

Light Sport

covers all stops! They even entertain the customer’s curiosity as the engineers take them through the design production from start to finish, and help them custom fit products to their requirements.

Managing director Paul Chernikeeff explains “The new facility is giving our company opportunities that it has never had before. Just last week we finished installing our LCH kit to a customer’s aircraft right in our factory. They literally flew in with their air-cooled heads and flew out with a liquid cooled engine!” Rotec Aerosport is taking orders from very excited customers who are now having the renowned radial engines custom fit to their airframes at their new Tyabb facility.

Rotec Aerosport are indeed the recreational aviator’s one stop shop! Having all engineering and machining requirements you need for your project such as: CAD engineering, CNC machining, welding, pipe bending, laser cutting and in-house engine testing facility. Their passion to design has no boundaries. Even if you are on the other side of the world, their engineers will persistently work with you until you are happy.

The ability to offer such exceptional services sets this company apart from others in the industry and will no doubt continue to impress.

For more information on the Rotec Aerosport and their radial engines, email Sales@RotecAerosport.com or visit www.RotecAerosport.com. www.aviatorshotline.com | March 2014 | 15

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The SD-1 Minisport is our first answer to this problem. With its exceptional performan and safety features, low operational cost, and reasonable price tag, the Skycraft SD-1 Minisport is a step forward in an industry that has taken baby steps for too long.

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Light Sport

AUTHORIZED TO TRAIN

by Roy Beisswenger

S

tudents wanting to learn to fly ultralights, gyroplanes, and very light sport aircraft have a difficult time finding instructors. Part of the reason that instructors are scarce is because aircraft that can be used to train in are even scarcer. Sure, instructors can invest $25-100K to buy new Special Light Sport Aircraft to train in, but most instructors know they will never recover the cost of the new aircraft by flying part time as instructors. But it doesn’t have to be that way. After all, there is a large fleet of two-place aircraft completely suitable for training. Moreover, many of those aircraft were safely used for training for years. But not any longer. Rather than being classified as trainers, now the FAA considers them experimental aircraft. In order to be used for training, the FAA asks (some say requires) that the instructor apply for and obtain a Letter of Deviation Authority (LODA) in order to be used for training. And that is where the trouble is and has been for over a decade now.

Normally, renting an experimental aircraft to a student –even while conducting dual training in that aircraft– is not allowed by the FAA. But in the cases of transition training or training in unique aircraft, the FAA provides for the issuing of LODAs for instructing. The key words are “provides for.” Unfortunately the actual LODAs are not being issued as needed due to a confusing process that even FAA inspectors don’t all understand. It also doesn’t help that many FAA inspectors aren’t familiar with or friendly towards –or even act professionally towards– light aviation.

Despite the cumbersome process, there are some LODA holders. In fact the Experimental Aircraft Association (EAA) has a list of LODA holders. In fact the problem with the LODA process can be found in the raw numbers of that list. Despite the need for LODAs in many categories and types of aircraft including airplanes, powered parachutes, weight shift control trikes, and www.aviatorshotline.com | March 2014 | 19

Light Sport

most importantly gyroplanes, at current count there are only 93 LODAs issued for all categories and all models of aircraft.

The number 93 is already a scary-small number, but when you break it down by category, you can see that all of the aircraft categories are poorly represented.

There are more airplane LODAs issued than anything else, but still there are only 41 LODAs for that category. Gyroplanes are prohibited by regulation to have SLSA aircraft. That means that the only realistic way for gyroplane CFIs to train is with a LODA. Unfortunately, there isn’t even an authorized LODA-issued trainer for each state, much less each FSDO region.

If you add in the other possible category of aircraft that can be used as training aircraft for ultralights and light sport, the potential numbers of trainers start looking a lot better. It looks especially good for the airplane category with 2549 land planes built and certified as SLSAs, which can be used for rental and training.

Unfortunately, the key word in this case is ‘potential.’ That’s because there are two things going on in the SLSA airplane world. The first thing is that most of those potential trainers are going to private owners who have no intention of doing flight training. The one winning aspect of SLSA airplanes is that pilots can buy and fly a sort of ‘GA-light’ without a thirdclass medical. That has helped create and build that market for Light Sport. But that doesn’t do a lot to mitigate the training needs in the community.

The other ‘problem’ with SLSA airplanes (and this is in quotes because it really isn’t a problem for the SLSA airplanes themselves!) is that the large majority of them do not fly like ultralight airplanes or the ultralight trainers that became very popular for a couple of decades, were built as kits, used for trainers under an exemption and are now largely sidelined for training 20 | March 2014 | www.aviatorshotline.com

purposes by the sport pilot rules. The aircraft may not be able to be used as trainers, but they remain popular (and inexpensive) in the form of Experimental-Amateur-Built (EAB) kits that can still be flown by sport pilots. It is just difficult to find training in these types of aircraft.

RECOGNITION OF NEED It isn’t just another random act of good will on the part of the EAA that the LODA list was published. (By the way, you can find that list yourself at www.eaa.org/ govt/loda.asp.) The creation of the list was originally recommended by the National Transportation Safety Board (NTSB). It was one of several recommendations they made as part of their study titled, “The Safety of Experimental Amateur-Built Aircraft” published in May of 2012. Publication of this list was one of four safety recommendations made by the NTSB directly to EAA. This explicitly shows the value that the NTSB has for training provided by CFIs flying experimental aircraft. Of the seven broad areas of recommendations to both the FAA and the EAA, training focus was two of those areas. And frankly it was probably under-represented at that. But the two NTSB recommendations that show the value of training were: • Improve pilots’ access to transition training • Support efforts to facilitate transition training What is interesting is that the NTSB was narrowly focused on preventing accidents in EAB aircraft. Experimental Light Sport, Special Light Sport, ultralights, powered parachutes, and trikes never were included in their review since most of them are not actually EAB aircraft, despite sharing similar designs and challenges.

The problems for those aircraft include

Light Sport

not just transition training, but also primary training. The simple fact is that there aren’t enough CFIs to go around in the specialty aircraft, and many of them are sidelined because they cannot get a LODA in order to actually instruct.

THE PROBLEM(S) So why aren’t CFIs getting LODAs? There is more than just one big reason, but if you had to identify a single reason, it is because the FAA has created requirements and a process for getting a LODA that is overly burdensome. If you want to reduce an activity, two great ways are to either regulate it or tax it. The FAA — sometimes purposely, sometimes not — has made getting a LODA difficult to obtain. If the FAA wants to encourage CFIs to instruct, they should get into the business of reducing barriers instead of setting new ones up.

Examples? You would like examples? OK. The regulation for obtaining a LODA is very simple. It is just over 100 words: §91.319(h): The FAA may issue deviation authority providing relief from the provisions of paragraph (a) of this section for the purpose of conducting flight training. The FAA will issue this deviation authority as a letter of deviation authority.

1. The FAA may cancel or amend a letter of deviation authority at any time.

2. An applicant must submit a request for deviation authority to the FAA at least 60 days before the date of intended operations. A request for deviation authority must contain a complete description of the pro posed operation and justification that establishes a level of safety equivalent to that provided under the regulations for the deviation requested.

However, that simplicity is deceptive.

The FAA publishes a follow-on order (which unlike a regulation is not subject

to comment by the public) which adds lots of words and restrictions to the process. The additional 2,000+ words are meant to clarify the process for FAA staffers. However, the additional words and a corresponding Web-based Operations Safety System (WEBOPSS) doesn’t do enough to clarify the system and in fact gives FAA staffers a bureaucracy to hide behind if they simply don’t want to make the effort to issue the LODA. One ‘Safety’ Inspector in the DuPage, Illinois Flight Standards District Office (FSDO) recently received a request for a LODA from a gyroplane CFI in his district.

He refused the application. This same FSDO had denied a request for a LODA from another gyroplane CFI a few years ago. In fact there are no actively instructing gyroplane LODA holders in the state of Illinois according to the EAA list. So when a potential pilot could not find a local CFI for gyroplane flight training, that potential pilot went forward and attempted to teach himself to fly and literally died trying. This is an extreme and unfortunate example of the kind of danger the FAA and FSDOs put the flying public in when they discourage flight training.

Other ‘Safety’ Inspectors have turned down LODA applications for a variety of reasons. The most creative reason to date?

A safety inspector in Texas has held up a LODA application because he wanted proof that the CFI had access to an “environmentally enclosed” classroom for ground training. This is a little better than his original opinion, which was that the gyroplane was unstable and that he would rather fly in a “hydrogen blimp” than a gyroplane.

The inspector retracted his comments about the safety and stability of the gyroplane after doing just a little research.

Which brings us to another problem with the LODA process. Safety Inspectors have very little real-world experience with www.aviatorshotline.com | March 2014 | 21

Light Sport

the kinds of aircraft for which LODAs are being applied. Most of the inspectors may not have even flown in one before and are certainly not qualified to judge a training program for the category, the make, or the model of the aircraft in question.

However, in a case of bureaucratic hurdle-making, the LODA process requires that CFIs provide training plans and other documentation with the LODA application.

Never mind that the CFIs already are –wait for it– FAA certified flight instructors in the category. In other words, they have already been trained, tested and ultimately certified by the FAA to conduct flight training.

The submission of training materials has very little to do with the aircraft involved and most FAA safety inspectors (who again are often not rated in the aircraft) are certainly not qualified to judge the materials in the first place.

THE PARADIGM SHIFT REQUIRED Leadership in the FAA knows they have a problem with LODAs and knows that the process needs repair. But of course they have a set of boundaries that they need to work within. As it was put to me by Mark Giron, an Aviation Safety Inspector in FAA Headquarters General Aviation Branch (afs-830), “Considering that the LODA requirement is regulatory for being compensated for the use of an experimental aircraft for flight training, and the fact that it is difficult (though not impossible), and time consuming (though worthy of that time if necessary) to amend regulation, what would you recommend for a process by which the FSDO would issue the LODA? In other words, if you could draft the perfect process, what would it look like?” So the goal is to work within the current framework to solve the problem quickly.

Changes in regulations are possible, but that could take years.

I believe that the tools already exist for a robust training program that takes 22 | March 2014 | www.aviatorshotline.com

advantage of CFIs who are capable and willing to train in experimental aircraft. The FAA has a long-running policy of separating “Carrying persons or property for compensation or hire.” (§91.319(a)(2), the exact regulation of concern) from the benefits of flight training. This is probably due some examples, and I have several.

The very first example is the Sport Pilot rule itself! (§61.315(c)(2)) Under the list of sport pilot limitations it states very clearly that, “You may not act as a pilot in command of a light-sport aircraft for compensation or hire.” However, sport pilots who are also CFIs do that all of the time with the blessing of the FAA. You might wonder if there might be something in the privileges and limitations of a Sport Pilot CFI that says a CFI can “Carry persons or property for compensation or hire.” Me, too. So I looked. If it’s in there, I haven’t seen it. §61.413 says a sport CFI can “provide training and logbook endorsements for” a whole host of things. But it doesn’t specifically say that a CFI can get paid for it. Of course that is implied by the regulation. Or maybe that’s what the FAA means by the word ‘provide.’

And the word ‘provide’ is the same word that is used in §91.319(h), so a lazy writer who already made his word count might stop there. After all, it seems that ‘provide’ means ‘carry persons for the root of all evil’ in FAA-speak.

Actually, the lowest rating that specifically allows a pilot to “Carry persons or property for compensation or hire” is a commercial rating. Yes, a rating that isn’t even available for weight shift control trikes or powered parachutes. And a ‘regular’ CFI needs to first get that commercial rating before they can instruct. However, they don’t need a second class medical to instruct, a third class medical will do just fine. So while a third class medical won’t do for carrying persons or property for compensation or hire, it is

Light Sport

just fine for flight instruction, where evil money regularly changes hands.

Another example worth noting is the training exemptions to Part 103. Before 2008, many of the sport pilot instructors of today were operating as exempt Part 103 instructors. There was no regulation that allowed for Part 103 instructors and the aircraft weren’t certified, but the FAA recognized the need and allowed instructors to operate. And that isn’t just the past tense, either. The footlaunch ultralight world still has FAA exemptions held by organizations such as the United States Powered Paragliding Association and the United States Hang Gliding and Paragliding Association. There isn’t anything in the regulations allowing for flight instruction in ‘two seat ultralights,’ but it makes good sense from a safety point of view.

The “Carry persons or property for compensation or hire” is not an iron-clad rule when it comes to training and —I like to think— for good reason. So the key is to focus on training requirements since training really is the foundation of safety. Anything that stands in the way of flight instruction really is also getting in the way of safety.

A SOLUTION So the solution is simple. Yes, the regulations require a LODA in order to charge for an aircraft for training. But the regulations don’t require a huge amount of complexity. The complexity has been added in later and it needs to be reduced. After all, the regulations simply say, “The FAA may issue deviation authority providing relief from the provisions of paragraph (a) of this section for the purpose of conducting flight training. The FAA will issue this deviation authority as a letter of deviation authority.”

The regulation does not say that the application has to be one page, ten pages or two pounds. It does say, “complete description,” but a complete description can be done in

a paragraph or two. A complete description doesn’t require lesson plans, maintenance plans, facility plans, environmental impact statements, or an equal opportunity hiring policy. It also doesn’t say that the LODA itself has to level a virgin forest in order to be printed out. A one-page request letter and a one-page LODA would meet the regulatory requirement, especially for simpler aircraft like light sport aircraft. The KISS principle (Keep It Simple Stupid) really does work.

The local FSDO may or may not be part of the issuing process. There are plenty of people who believe that many of the local safety inspectors are hostile to sport aviation and do more to hinder than help sport aviation. Those people would like to remove the authority for issuing LODAs from the local FSDOs. They have good reason to desire that because many inspectors have in fact been hostile and are not fans of sport aviation, particularly gyroplanes.

Alternatively, it may be better to make it easier policy-wise for inspectors to issue the LODA than to not issue it. A LODA should be there for the asking unless a CFI has a poor training record. If a local inspector wants to deny a LODA, they should have to provide a report detailing why they don’t think a LODA should be issued and that report should be available to the CFI along with the right to appeal the decision. That would keep the local FSDO in the loop, but encourage them to be more helpful safety-wise.

But the solution really requires a little bit more than that.

Flight instructors should be able to provide flight training for more than just transition training in experimental aircraft.

And they should be able to take a student all of the way from student pilot status through at least the sport pilot level. That means being able to rent the student an experimental aircraft for the purpose of solo training. As long as a student is progressing through the training and pursuing www.aviatorshotline.com | March 2014 | 23

Light Sport

a rating, training aircraft rental needs to be in the picture. There are at least four reasons for this: 1. If a student has been receiving dual training in a particular aircraft, it is less safe to have them solo in a different aircraft.

It especially defeats the purpose of training in a LODA aircraft when a student has sought out an instructor because the CFI offers flight training in a particular make and model that the student either owns or is planning on purchasing.

2. Solo flight is a big step as it is. It is a common place for students to desert their training program. If the solo is made even scarier by forcing a student into unfamiliar aircraft, more students will be lost at this critical juncture.

3. In order to make flight instruction viable, CFIs need to be able to provide a variety of training services. If a CFI can only take a student partway through the training, they are not going to be doing their students any good and they probably won’t be able to continue instructing very long. Remember, the goal is to get more CFIs actively working with experimental, ultralight, and specialty category aircraft students. These are students that in the past would be trained by exemption holders and not by the local CFI renting the airport’s C172. That exemption system worked and may even be improved upon if the LODA system is overhauled.

4. CFIs should be given credit for what they have achieved. A CFI has invested time, money, and considerable effort to share the gift of flight. Few are making a lot of money at it. Instead they are doing it for the love of the sport. They already have the best intentions, motivations, and the skill set for providing safe training in safe aircraft. That should be acknowledged by the FAA. 24 | March 2014 | www.aviatorshotline.com

NOW IS THE TIME The paltry list of LODA-holding CFIs points to a systemic problem with the FAA’s process for issuing LODAs. Confusing rules, inconsistent FAA Safety Inspectors, and sometimes little benefit from the LODA itself all are contributing to a failure to allow flight instructors to assist students in achieving their goals of flight. At best, this just discourages people and they take up a different sport or hobby. In the worst of cases, it results in students self-teaching and ending up hurt or dead.

It is a problem that is well within the scope of current regulations to be solved and should be solved as soon as possible.

ABOUT THE AUTHOR Roy Beisswenger is President of the United States Ultralight Association as well as the U.S. delegate to the Microlight and Paramotor Commission of the Fédération Aéronautique Internationale (FAI). He also serves on FAI’s Regulation Experts Group, an international working group that advises FAI on governmental issues.

Beisswenger is President of the Illinois Ultralight Advisory Council (IUAC), which advises state as well as federal officials on light sport aviation issues in Illinois.

Beisswenger holds FAA pilot, flight instructor, ground instructor and repairman certificates. In January of 2005, Roy was the first to receive the designations of Sport Pilot and Certified Flight Instructor-Sport Pilot (CFI-SP) for powered parachutes. He then also became one of the country’s first two DPE’s for powered parachutes as well as one of the country’s first Designated Sport Flight Instructor Examiners. He is the first sport pilot flight instructor to become an FAA Gold Seal CFI. Contact: roy@easyflight.com www.psfmagazine.com www.usua.org

Light Sport

The Ultralight Area at EAA AirVenture Oshkosh:

The Fun Fly Zone!

When attending EAA ® AirVenture ® Oshkosh™ 2014 this summer, enter the ultralight area at your own risk, because you’re likely to encounter fun in Oshkosh’s Fun Fly Zone!

Once again in 2014, activities in the ultralight area emphasize participation, hands-on learning, flight demonstrations of unique flying machines, and much more.

Visitors will be immersed in everything this fun-based segment of aviation has to offer.

“This year is shaping up as one of the most action-packed, fun-filled conventions in many years,” said Timm Bogenhagen, EAA’s ultralight and light plane community manager. “With the many improvements to the area made last year, it’s easier to get there and move around to see all the action taking place.”

Along with ultralights, the Fun Fly Zone is convention home to light planes, powered parachutes and trikes, hot-air balloons, homebuilt rotorcraft, and light-sport aircraft (LSA). Plans are also in the works to commemorate this year’s 10th anniversary of the sport pilot/light-sport aircraft regulations.

The Fun Fly Zone is also the only place you’ll be able to see regular flights of the emerging category of electric powered aircraft.

The Fun Fly Zone ultralight runway is where you can get up close to the many daily aircraft operations, including morning and evening ultralight flying, homebuilt rotorcraft flights, as well as several scheduled

special flight activities such as demonstrations on August 1 of the specially built and modified short takeoff and landing (STOL) aircraft featured each year at the famed Valdez, Alaska, fly-in. There’s also an early Saturday morning balloon launch and balloons will also conduct tethered operations at other times during the week.

Knowledge will also be on display throughout the week as dozens of vendors display their wares in the special exhibitor’s area. Visitors can learn more about fun flying at numerous hands-on workshops and forums in the presentations area.

The Fun Fly Zone will also have special parking areas for all types of featured aircraft, along with under-the-wing camping.

Ultralight chapters will have a specially designated area to meet and promote their unique activities.

The Ultralight barn will continue to serve as Fun Fly Zone headquarters where members can register to camp, shop for AirVenture ultralight merchandise, obtain technical information, and more services.

Also, on Saturday morning, August 2, the ultralight area will become a Fun Run Zone with the start and finish of AirVenture’s popular Runway 5K run that brings together running enthusiasts among AirVenture attendees and local residents for a special event.

Don’t miss the fun! Order your tickets today at www.airventure.org/tickets. www.aviatorshotline.com | March 2014 | 25

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arking a year of rapid growth since launching the availability of the SLSA version of the RV-12, Vanâ&#x20AC;&#x2122;s Aircraft and Synergy Aircraft announce the RV-12 Expo.

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Want to do your own annual inspection on your Experimental Light Sport Aircraft (ELSA) RV-12? Take the FAA approved 16 hour Repairman Inspection Workshop offered by Rainbow Aviation during the EXPO. (June 17-18). The workshop can be taken before you complete your kit and, in fact, this is the optimum time to complete the training. Successful completion of the LSA Repairman Inspection course, allows you to apply

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for an FAA Repairman Certificate for any Experimental Light Sport Aircraft which you own or any ELSA you purchase in the future. Once the aircraft is listed on your repairman certificate, you are allowed to do the condition inspection each year.

You do not have to be the builder. You simply have to have successful completion the 16 hour training course for ELSA Repairman Inspection and be the owner of the aircraft. There is no expiration date on the certificate of course completion. You do not need to currently own an ELSA to take the workshop. In fact, this is a great first step to light sport aviation. Additionally, Rainbow Aviation Service will be presenting a one day workshop on June 19 focusing on the Rotax 912. Pre-registration is required for either workshop.

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