Light Sport Aircraft category potentially hinders pilot starts

An Editorial by James Wiebe, CEO, Belite Aircraft

© 2010 by James Wiebe, all rights reserved.  Linkage to this website is acceptable.  Republication, except for short citation, is not.

I want to examine how the attention which has been given to Light Sport Aircraft over the last 6 years has potentially hindered the grass roots of aviation, by cutting off the low end of pilot instruction and flying.

My reasoning is simple.  Light Sport Aircraft, created by the FAA in 2004, has created a segment of aircraft, generally priced over $100K, which are expensive to own.  This has displaced another segment of aviation, which used to be known as ‘ultralights’, which were far less expensive to operate and experience aviation in.

Let’s start this discussion by considering the number of pilots in the country.

There is no argument that there used to be more pilots:  everyone knows that the head count of pilots, over the last few years, has been in a general state of malaise.  Consider the following statistics, which are taken from the FAA’s research:

CATEGORY    2008    2007    2006    2005    2004    2003    2002    2001    2000    1999   Pilot--Total    613,746    590,349    597,109    609,737    618,633    625,011    631,762    612,274    625,581    635,472

                            Source:  www.faa.gov/data_research/aviation_data_statistics/civil.../08-air1.xls

The undeniable nugget of information is that pilot head count was higher 10 years ago.  When the economic effects of the 2009 mini-depression are factored in, it would be surprising if the number had moved in a positive direction in 2009, or, for that matter, in 2010.

There are three interesting trends which must be considered against the pilot trends of the last 10 years:

1)    General Aviation aircraft production was revitalized – this started in 1996, and continued strongly through the last decade.
2)    Light Sport Aircraft, as a category, was authenticated, and began affecting aircraft sales in 2004. 
3)    Ultralight Aircraft traditionally had extended into the weight and operating capabilities of what are now Light Sport Aircraft.  Their capabilities were hindered by the LSA ruling of 2004.

Let’s consider each of these 3 trends in turn.

General Aviation Revitalization

I have personally enjoyed the benefits of GA revitalization, having flown a 2003 T206H built by Cessna for a period of years.  While it was a direct benefit to my computer business, I believe these new Cessnas have had little impact on new pilot starts.  The reasoning is simple economics.  Cessna’s top singles at the time (the Skylane 182 and the Stationair 206, which I flew) are extremely expensive for individuals to own, fly, or rent.  My calculated operating expenses per hour were somewhere in the neighborhood of $200 for my T206H, as I recall.  The Skylane would not have been far behind.

This leaves the 172, and it is arguably one of the most popular trainers in flight school fleets today.   Long before I bought a T206H, I had been a partial owner of a 172, and I have no argument as to is benefits to individuals and small businesses.   But let’s consider the economics:  a 172 for training rental in the Wichita area ranges from $90 to $140 wet, and as a result, a private ticket costs around $8000 and up.

I will not belabor the impact of these planes on general aviation:  if you cut me, I bleed Cessna.  (And I realize that other aviation enthusiast have different colored blood.  Some bleed Piper… or Beechcraft.  All good brands, and there are many more.)  I love the Cessna product line.  I just don’t think Cessna’s product line has provided an increase in pilot starts over the last 10 years.

So let’s consider the second trend.

Light Sport Aircraft

The LSA category was supposed to save the bottom end of aviation, entice increased pilot starts, and be an all around panacea for general aviation.  Here’s the premise:

“In 2004, the aviation industry, EAA, other associations, and the FAA produced new regulations to promote aviation activity, creating a new pilot certification called "sport pilot" and a new aircraft category called "light sport aircraft" or LSA.  Sport pilot training, thanks to a combination of compressed training requirements and restrictions compared to traditional certified pilot, plus cheaper training aircraft, can be accomplished at nearly half the cost of a traditional pilot's license.  Light sport aircraft operating costs will probably end up about half the cost of the least expensive production non-LSA aircraft as well.  This allows pilots to exercise their privileges quicker, and more often, than those operating non-LSA aircraft.  This will enhance safety (builds experience) and allow pilots to afford higher ratings and certifications.”

                                  Source:  http://waltl.spaces.live.com/blog/cns!BCA7C2445E36861F!1056.entry

Undeniably, it has produced a vital submarket within general aviation, and around 1,800 LSA aircraft have been registered through April, 2010.

                            Source:  http://www.bydanjohnson.com/Sidebar.cfm?Article_ID=1274

These aircraft come with significant price tags:  the average aircraft cost within the category is probably well over $100,000.   (The CTLS, which is the top selling US LSA aircraft, starts at about $120K).

Cessna, my favorite aircraft company, is now (barely) delivering Skycatchers at around $110K.  They are already available for rental in the Wichita area for $98, wet.  A private ticket in the Skycatcher will cost around $6500, if you scoot through the program.  A light sport ticket will be less, if you are unrealistically proficient.

That’s neither cheap, nor free.  In fact, it’s expensive.  (My ticket, earned in 1978, cost me about $800.)

The LSA rulings had some side effects.  One was the elimination of ‘fat ultralights’, which had operated for around 20 or 25 years, with minimal oversight from the FAA.  Some of the ‘fat ultralight’ owner/pilots were offered the opportunity to license their aircraft as Experimental Light Sport Aircraft. 

“There has been a lot of talk about this one-time ELSA conversion.  It really hits a hot button for ultralight flyers that have enjoyed extremely light regulation for a quarter of a century.  And it puts them in a bind, despite the relative ease provided under the conversion.  The certification process for other experimental aircraft involves an extensive paper trail that includes proof of construction, inspection during construction, prior owners, airframe modifications, kit factory bill of sale, and similar things.  I understand that the paperwork for the ELSA conversion is minimal, and the inspection is very basic.  The bind is this: if they are ultralight pilots they won't be able to legally fly their aircraft after January 31.  Even if they are willing to get a Sport Pilot license, it may take months.  Since there aren't many Sport Pilot instructors or schools yet, it may not even be practical to get the license without significant travel, time away from a job, or other extraordinary expense.  It's no wonder so many ultralight pilot aircraft owners are in denial about the whole thing.”

                      Source: http://waltl.spaces.live.com/blog/cns!BCA7C2445E36861F!1056.entry

And so, in hindsight, the LSA rulings gave us a new aircraft category, which has produced around 1,800 new airplanes.

And with the same legislation, it outlawed thousands of aircraft that were being used for pleasure or for a low level of flight instruction. 

Was this a fair exchange?  For the low end aspiring pilot, definitely not.

Ultralight Aircraft

An ultralight aircraft operates under Part 103 of the Federal Aviation Regulations.  This segment, given up for dead by most, was nearly killed by the LSA legislation of 6 years ago.  Now, thanks to efforts of Belite Aircraft and other companies, it is turning around.

It used to be more – far more. 

All of the instructors who used to instruct in ultralights were forced to move up to Light Sport Instruction.  Here's some of the rules which offered a path for ultralight instructors to move up:

If you are registered as an Ultralight Basic Flight Instructor with an FAA-recognized ultralight registration program before September 1, 2004:

• Applicant must be at least 18 years of age.
•Must be able to read and speak the English language.
• Applicant must meet medical eligibility: Either a third-class medical or current and valid U.S. driver's license.
• Sport Pilot certificate or higher.
• CFI or CFI-SP recommendation.
•Successful completion of FAA-administered Fundamentals Of Instructing (FOI) written test.
• Successful completion of Sport Pilot CFI Knowledge and Practical tests.

Flight experience requirements are waived for BFIs registered with an FAA-recognized ultralight registration program before September 1, 2004. An ultralight instructor must transition to sport pilot instructor by January 31, 2008 if he or she wants credit for his or her ultralight flight time.

                       Source: http://www.ultralightflying.com/qanda.html

In simple terms, this meant that ultralight instruction and experience was no longer available, replaced by sport pilot instruction, at a higher economic rate.

The economic effects of this were noted by the USUA, in a barely noted plea, from earlier this year:

The United States Ultralight Association (USUA) is concerned that industry safety is at risk because the FAA is not allowing a way for their own CFI's to train in experimental light sport aircraft (E-LSA's). On January 31st, 2010, the "final" deadline for transition to the Sport Pilot/Light Sport Aircraft rules passed. Until then, flight instructors were able to provide students primary training using E-LSA equipment. With the passing of the deadline, many CFI's will be forced out of the training business since it will not be financially viable for them to purchase newer S-LSA aircraft as is currently being demanded by the FAA. The resulting loss of practicing instructors will reduce opportunities for those wanting to learn to fly light sport aircraft as well as ultralight aircraft

                  Source:  http://www.usua.org/

And so now, hopefully, I have made my point.

Conclusions

a) General Aviation revitalization has helped aircraft companies and business GA interests, but has not generally benefitted the average person seeking a pilot experience.

b) Light Sport Aircraft has produced a new category of aircraft, with a substantial economic impact.  The resulting product is priced out of the range of most individuals, whether for ownership or rental.  This category of aircraft is now used for personal flying (for which it is excellent) but does not provide a cost effective path for expansion of aircraft instruction.

c) Old ultralight aircraft were once capable of providing low cost introductory aviation experiences, training, and rental, but have been eliminated by FAA decree.  Modern ultralight aircraft (such as www.beliteaircraft.com) are bringing back the grass roots aviation experience for single pilot operation, but the ability to introduce individuals to aviation as been neutered by the LSA legislation.  As a result, the ability of the industry to attract new pilots, who would eventually step up to more ‘serious’ aircraft, has been hindered.

As my Blog says, I believe in flight.  I hope to help others achieve their flight as well.

I told my wife what I was writing my Blog post on today.  She reacted with some surprise -- and then we concluded that some people would agree with me.  What do you think?

Wichita Machinists, Disc Brakes, and Part 103 Ultralight Aircraft

Wichita, KS is the home of Belite Aircraft and also the Aircraft Capital of the World!

As home to a majority of general aviation aircraft (EG:  Cessna, Beechcraft/Hawker, Bombardier/Learjet, also Spirit Aerosystems and Boeing Military) with notable exceptions of Cirrus and Piper, Wichita has a diverse manufacturing community.   In particular, there are hundreds of small, medium, and large businesses which provide components to the major aviation companies.

Many (but not all) of those companies have been hurt badly by the aviation slowdown of the last couple of years.

This has been an opportunity for Belite:  we've been able to find a machine shop or two who are capable of providing us with very high quality machined parts for our Belite Part 103 ultralight aircraft.

And tonight, I provide just one example:  our new disc brakes, which we are installing on our ready to fly and kit aircraft.  These disc brakes are composed of three major components:  a machined 'tripod' standoff, which works in conjunction with a solid steel 4130 chromalloy axle to attach to the brake rotor and to the wheel; a brake attachment plate, and, of course, a disc brake caliper/rotor assembly, which comes directly from the mountain bike industry as an OEM component.  It works great for our lightweight aircraft.

Here's what the assembled brake looks like (the brake cable is not attached in this photo) (also note the steel spring suspension):

It's a very tight, neat looking arrangement.

The aluminum components are machined from solid billet: 6061T-6, which is a common aircraft alloy.

Let's take a look at each individual component.  Here's the standoff 'tripod':

And here's two more views of the same part:

This 'tripod is used to fix the brake caliper to the wheel.  It's designed to work with our 5 inch wheels, which are now the standard wheel on every Belite aircraft.

Another component is the brake attachment plate.  It's a simple part, and is very strong.  Here it is:

To make all of this work, we do need a disc brake rotor and caliper.  As I mentioned previously, our Part 103 ultralight aircraft are well matched to use a brake from Avid.  Here's the brake:

So let's stack all these parts up and see what it looks like.  You can see the 'Tripod' below the brake rotor:

And let's now put the attachment plate on top:

Obviously a few nuts, bolts, axles, and cables missing.  But hopefully, you get the idea.

Here's one more look at how it ends up on the aircraft landing gear:

Side note:  Look at that nice big fat 5.00 x 5 tire!

We sell these for $350 as a kit and $400 installed on our flyaway airplanes.  The kit includes left and right sides.  (pricing always subject to change without warning.)

You can find them on our Ready To Fly spreadsheet, and also on our Price Your Own Kit spreadsheet.

My thanks to my able assistant Gene Stratton for shooting these pics.

Art Belite

Let me know what you think of Art Belite:

Belite Kit Pricing

We've posted a Belite Kit Pricing spreadsheet online for our FAR Part 103 ultralights, click HERE to see it.  This spreadsheet lets you manipulate any or all of the options to make the kit exactly the way you want it.

You'll notice that all the base kit items are detailed out, and you'll see the pricing value of each line item.  Have a look, and if you're interested in a kit or have any question, send us an email or give us a call.

Line items 1 through 34 are standard in the base kit, while line items 35 through 60 are options.

If you are interested in our Ready To Fly (RTF) aircraft pricing, that post may be found here.

Belite Ultralight Aircraft Stalling Speed

I've run into some interesting discussion out on the social networks discussing or questioning the ability of the Belite ultralight aircraft design to stall at 24 knots.

A quick analysis of the FAR Part 103 rules, as it relates to ultralight aircraft, specifies five critical technical conditions for the acceptance of an aircraft as meeting part 103:

a) Weight, not to exceed 254 pounds, although there are several exemptions.  (Under certain conditions, weight may be as high as 338 pounds, and still meet Part 103.)

b) Stalling speed, not to exceed 24 knots Calibrated Airspeed. 

c) Cruising speed, not to exceed 55 knots calibrated airspeed.  This translates to a True Airspeed of as high as 74 mph (conditions:  10,000 feet; 0 degrees C, 55KCAS) or even higher.

d)  Fuel capacity not to exceed 5 gallons.  Part 103 incorrectly indicates that this is 30 pounds of gas -- which is simply not true.  It can represent up to 33 pounds of gas.  See this link for an explanation.

e)  Single seat operations.  Not much of a technical consideration; this is easy to verify.  If you wanted to get two people in our airplane, each would have to have a butt with a width of 8 inches.

For these FAR Part 103 rules, it is easy to verify a, c, d and e, and thus ensure that your aircraft is a legal ultralight.  (There have also been discussions of why Belite would use a 50HP engine, thus potentially allowing cruise > 55KCAS -- I'll get to that in another post in the near future.)

Ground Handling

Long time readers of the blog are certainly aware of the incident last summer in the Flint Hills, where the right main landing gear axle snapped off after an unfortunate encounter with a pothole in the prairie; resulting in unfortunate (but relatively minor) damage to the maiden ship of the Belite fleet.

I sat on the ground for a period of hours, whilst working on email catchup and generally wondering when help would show up.  (It was hot, I had no water, but I had a cellphone, a Spot, and a good internet connection on my computer.)

That particular aircraft was equipped with solid tie rods on the landing gear.  No bungees, no springs, no nothing, so there was no shock absorber in the landing gear.

Very recently, we've started to offer a solution which improves ground handling over bumps considerably: spring steel landing gear.  Take a look at this pic:

Now this is an improvement.!  The first time I taxiied our aircraft with this landing gear, I felt like I had changed from a 1920's vintage model T to a car with a real suspension and shocks.  All the bumps smoothed out.  Amazing!  Cool!  Fun!  Driving an ultralight on the ground no longer felt like a bumpfest.

Above is a closeup photo of a mud splattered shock absorber spring.  Works like a charm.

We're offering them as optional equipment on our aircraft:  installed:  $200. 

Builders can add them simply by buying a pair of springs, available from MSC, for about $9 apiece.

Would it have made a difference while taxiing in the flint hills?

This product improvement is available on our award winning Belite Superlite ultralight aircraft, or with any of our other Part 103 aircraft.  You can purchase our aircraft as kits or as fully assembled, ready to fly.   See our aircraft at www.beliteaircraft.com, or read more about ultralight aircraft at my blog.

Thorough Belite Superlite Review Published!

We have obtained the right to republish the flight review on the Belite Superlite, written by Scott Severen in Light Sport and Ultralight Flying magazine.  The Superlite is our FAR Part 103 ultralight, and provides superlative performance, while consuming 3.4 gallons per hour of gasoline.  It is available in prices ranging from $28,500+ (assembled and flying), depending on options.  All configurations include the Hirth 50HP engine, which looks like an aircraft engine, and includes dual ignition.  For the money, this is the highest performance small aircraft in the country.

This extensive review covers the flight characteristics of our Superlite plane, along with an excellent description of our assembly facility.
 
Please enjoy the reading and pictures, which you may find here in PDF form.  Alternatively, read the 'text only' version after clicking on this alternative text only link:

My thanks to Scott for writing such a thorough article.

Bunny Hops & Flying POV

I received a call from my daughter earlier today. She's currently a counselor at Camp Quaker Haven and it was the first time I'd heard her voice since she left last week.  She's also our 'corporate cinematographer', and has produced almost all of the videos that Belite has posted on Youtube.

"Hey Dad," she said. "Did you know that I posted another Belite video before I left Wichita?"

No, I didn't know that.

It's great having a cinematographer in the family!  More video to show people what we are doing.

I had taken quite a bit of video, shot from my Point Of View, while flying the Superlite several weeks ago. It does a great job of showing the world flying by while piloting an agile single seat airplane. You can see it here:

Also, we shot some video of our Trike a few weeks ago.  It's just a series of bunny hops, mostly up and down the runway, but it shows the gentle landing characteristics of the Trike. 

(A little off topic:  I flew both of these planes earlier today, in Kansas strong winds.  They handled the wind with no difficulty).

Anyway, here's the video of the Trike doing bunny hops.

The Trike has free castering nosewheel steering.  You turn the airplane by applying either left or right heel brake.  I'm reminded of when I first flew a Grumman Cheetah back in 1978 or 1979:  ground handling works basically the same.

Pictures that nearly got away

Here's some photos that nearly got away...

Benton Airport



My friend Terry Alley's Kitfox Lite



The Kansas country side passes below. Trees and a creek; farmland too.



Someone took this photo of me at Sebring in January. I'm in a Belite Superlite.



A nice in flight photo of a Belite.



Jabara airport, in a photo from last year.



And a wounded Belite, injured in a taxiing accident. (Stupid hole in the ground.) (Stupid pilot for taxiing over hole in the ground.)

Belite manufactures FAR part 103 kits, airplanes, and featherweight avionics.

www.beliteaircraft.com

How to configure a Ready To Fly Superlite 50HP ultralight!

I've created a spreadsheet that allows users to select different options to personalize their Belite 254. Do they want a taildragger, or a trike? Do they want a Superlite, or a really light version? What you may not realize is that these are all really the same airplane. The only thing that varies is the option selection.

The spreadsheet keeps track of option selections, cost, and weight. As a result, you can end up with any type of FAR part 103 ultralight that you want!

Here's our base spreadsheet. Have a look:

Belite Pilot Operating Handbook

Pilot’s Operating Handbook - Belite 254 / Taildragger / Trike

This is not an FAA approved document.

www.beliteaircraft.com


1. Safe operation.

The pilot is responsible for verifying that the Belite is in a safe condition for flight. This responsibility is only that of the pilot, not of any other individual or company.

2. Limitations.

2.1 The Belite’s maximum gross weight is 550 pounds. Do not exceed this weight under any circumstance.
2.2 Under no circumstances exceed 80mph CAS. Do not exceed 80mph under any circumstance.
2.3 Do not use flaps unless speed is 62mph or less.
2.4 Do not taxi in more than 12 knots of wind.
2.5 Demonstrated crosswind component is 6 knots.
2.6 Never takeoff or land with a tailwind.
2.7 Always ensure that sufficient runway is available for takeoff and landing.
2.8 Pilot weight must not exceed 270 pounds.
2.9 All aerobatic maneuvers, including spins, are prohibited.
2.10 Do not exceed 2 Gs of wing loading (positive) or 0 Gs of wing loading (negative). (The carbon fiber wing has been static tested to approximately 3.8Gs positive and -2Gs negative, but this has never been demonstrated in flight.)
2.11 In order to maintain FAR 103 legal flight, ensure that empty weight does not exceed 254 pounds (without parachute) or 278 pounds (with parachute). Also ensure that level flight does not exceed 62mph under full power. (Utilize a ground adjustable throttle stop as necessary, or change propeller pitch.) Compliance is the responsibility of the pilot.
2.12 In order to maintain FAR 103 legal flight, stall speed must be 28mph or less under specified conditions. The wing design used in the Belite design is very heavily undercambered and is an excellent choice for slow stalls and slow flight. It must be possible to demonstrate a stall at 28mph when Belite weight is 254 pounds or less, pilot weight is 170 pounds, and fuel weight is 30 pounds. Compliance is the responsibility of the pilot.
2.13 In order to maintain FAR 103 legal flight, usable gasoline capacity must not exceed 5 gallons (30 pounds). Compliance is the responsibility of the pilot.
2.14 In order to maintain FAR 103 legal flight, cruise speed must be limited to 62mph or less. This may be achieved by engine selection, propeller selection, or by throttle stop. Compliance is the responsibility of the pilot.

3. Demonstrated takeoff performance.

The Belite has demonstrated a ground roll of 330 feet in medium grass and no wind, with a density altitude of 2600 feet. This was achieved with approximately 37 horsepower. Additional horsepower will substantially shorten takeoff roll. Conversely, reduced horsepower will substantially lengthen takeoff roll. At sea level, we estimate that a takeoff roll of 200 feet will be required with 37 horsepower (dry pavement, no grass, no headwind, standard conditions). Takeoff rolls of less than 100 feet have been observed under conditions of increased power and/or headwinds.

An independent comment on our plane & instruments

From Terry Alley:

I went to BeLite's shop last friday to visit with James Wiebe about changing the engine in my Kit Fox Lite to the Hirth F23 like the one he has in his new Superlite. While discussing the performance of his plane, James had a slip of the tongue and said "you ought to fly that and see what it feels like", I thought he would never ask.

After sliding into the cockpit I took a little time to familiarize myself with his new LED Panel. At first I thought it would be a little confusing trying to read all the lights but once I became familiar with their location, they were quite easy to read and seemed very accurate. I especially liked the Inclinometer and the Turn Rate indicator. Those two may have to find a way into my panel. The altimeter is zero'd before taking off and is only a AGL instrument, but what else would you want in a ultralight. I made several turns into and away from the sun and the LED's stayed visible reguardless of direction and lighting.

Now for my comparison between the original Kit Fox Lite which I have the new BeLite Superlite.

Cosmetically they look the same with the exception of mine having a full covered fuse. The interior, again no changes, other than the panel already mentioned. The only noticable difference in feel was the rudder. Belite has improved their design to use push/pull cables to the rudder. While they make the rudder feel a little stiff, the contol was very positive. Everything else felt the same excpet the power.

My Lite has a 37 hp 1/2 VW which I really love except for takeoff performance. On a hot day it will make you pucker up if you have to climb over some trees on takeoff. But the cruise is a nice 65 once you get there. The Belite had the new Hirth F23 opposed twin 50 hp. When I lined up on the runway and added power before I could look down to see what the RPM was, I was airborne. Not only airborn but I continued to climb at 50 mph and at a pretty steep angle of attack. Needless to say I was impressed.

After making some steep turns and doing a couple of stalls I concluded this new bird has the same great flying characteristics as the original Kit Fox Lite (when I say original that is what I mean as mine is serial #001). I decided to test the new spring shocks that James had just added to the gear that day. This a great replacement for the bungees (which I have had one failure on). I came in across the fence at 50 and let the speed bleed off until a did a nice wheel landing at about 35 to 40 mph. At that point, I added power without letting the tail come down and almost instantly I was off the ground again. The next approach I added one notch flaps and crossed the fence a little less than 50 but holding a little more rpm. The speed bled off and I held it off until the airspeed dropped to just below 35 and it settled on all three wheels for a short rollout. The new spring shocks worked great in softening the touchdown with no bounce at all. I thought it was my landing skill but James assured me it was the new gear.

Conclusion: The Superlite is a great little airplane especially with the F-23 in the nose. If you are looking for a safe reliable plane that is a blast to fly, give James a call. And for all the Kit Fox Lite flyers out there, be thankful James picked this plane up and put it back in production. Any part you might need for your plane just became available plus many upgrades.

Terry Alley
Kit Fox Lite
N3169

Sharpness

Chapter One: Clouds

The recent rains and intermittent sunshine have caused the countryside around Wichita to explode with green. Planted fields are already substantially sprouted. Trees have all their leaves. Plowed fields provide a dark, wet contrast.

I am looking it all over; I am sitting in my airplane, looking out. To the north, I am struck by the dark charcoal clouds. They are hanging over the fields -- providing even more enunciation of color, dampness, wetness, nature. 500 feet off the ground; perhaps a little more. Occasionally my altitude wanders lower.

The clouds are like slashes of charcoal across a matte paper.

It has rained heavily. A creek is roaring between its banks -- all waters are thick brown. A bit of foam dances up to one bank, but somehow is repelled away. The vision recedes behind me.

I cross the Kansas turnpike. I see a plaza between the lanes. Cars can pull in; get gas; eat at the McDonalds, and go on their way. I wonder who is looking up from the cars, and what they think of my airplane. I'm sure almost all are puzzled: my airplane looks like a dragon.

A few days ago, a trio of deer had run across a field while I circled my dragon above them. Did they see me? I saw them.

I am, in some oblique sense of the word, wasting time.

I find myself once again flying over my friend Terry's home. I don't see his truck; I do see his airstrip. The airstrip is oddly hidden, because of the depth of the grass. (Terry, it needs to be mowed.)

Glancing at the gas gauge, I see 60% fuel remaining. Lots of time to continue to waste.

I can feel a bit of vibration coming up through the heels of my shoes. I've not noticed it before. Like many other pilots who've mused over an odd vibration or sound, I start to think about what could be wrong.

Nothing. Nothing is wrong.

Looking south, I can see 30 or 40 miles to the horizon.

Looking to the north again, the sky is a little hazier. The north horizon is not nearly as sharp as the south. There is more humidity in the air.

An odd thing happens: it starts to rain. Just lightly; but enough to patter the windshield. The doors are not installed on this airplane, and even so, I remain dry.

I have my leather coat on. I'm also wearing a stocking cap, noise cancelling headphones, and light gloves. It's a perfect combination. I can feel the wind beating on the sleeves of the coat as they rest on the sides of the fuselage. My torso and head stay in calm air.

Now I'm even more relaxed: I've pulled my feet off the rudder pedals. The airplane now moves wherever I want it to using just the control stick.

Above the clouds, the sun is shining. Below the clouds, there is ample evidence of the sun and its working: green-ness; creeks; fields; rain; cool flyable air; much more.


Chapter Two: Technicalities

The Belite uses a 5 gallon tank. The purposes of my flight today was to verify instrument functionality and to also nail down fuel consumption. We I flew the plane for exactly one hour and then measured the reserve. I had 1.6 gallons of fuel remaining.

This means that the Superlite fuel consumption with a Hirth 50HP F23 engine @ 5800RPM is about 3.4 gallons per hour. This allows 1 hour and 25 minutes from full to dry tank. Based on a cruising speed of about 60 mph, this gives a reachable radius of about 75 miles in calm winds. I may be able to improve this a little; I've ordered a cruise prop to go with my engine.


Chapter Three: Crosswinds

Our airstrip is 2600 feet long and about 75 feet wide. Beyond each side is an ample unmowed area.

A few days ago, we had a very blustery crosswind.

I looked at the runway a little differently. I walked across it, and picked up some grass. Tossing it up, and looking diagonally backwards, I saw a new runway, constructed by landing on the existing runway diagonally.

"I know what you are doing," said Doug, who runs his small business out of a hangar close to mine and had walked up behind me.

Doug practices whenever possible in one of his helicopters (he's a dealer). He understands the importance of practice, and he saw that I was trying to increase my practice time by overcoming the crosswind blues.

Comfortable with my new 'make-do' runway selection, I took off into the sharp crosswind. I started making circuits around the pattern and the field, re-creating the new pattern.

My new pattern works beautifully. I land without event, diagonally across the existing runway. I take off again. I land in some slightly taller grass. The feeling of moving through the grass on touchdown is ... I struggle for the right word. Great?! Wonderful!? Smooth?? These are not the right words.

There is no adequate word. Landing in the taller grass makes me feel like an adventurer. I don't know how to put that into one word.

This reminds me of when I landed in the flint hills, nearly a year ago. I remember the flow of the grass in the wind, and the feeling of gentleness, as my airplane settled into the thick grass on touchdown.

I take off and land again. Each landing builds confidence.


Chapter 4: El Dorado

The lineman at the El Dorado airport can't believe his eyes: He's never seen a plane as small as mine. We full my gas tank up with 100LL. Total bill, about $8.

Smallest plane he's ever seen; smallest gas sale ever as well.


Chapter 5: Instruments

I occasionally glance at the instruments on the panel. I like what I see! The clouds have completely blocked the sun; I flip the switch over to the 'dim' setting. The LEDs in the panel have a soft glow.

I roll the plane into a turn to the left; the turn gyro shows the turn. I note that my trim tab on the rudder is not quite set correctly: the slip indicator shows a constant 'one dot' slip to the left. I see that I have 30% of my gas remaining: perhaps it's time to land. I've throttled back and the airspeed is showing 55. All is well.

These instruments provide a sharpness about the condition of the airplane: I know my range; I know my speed; I know if I'm straight and level; I know how I'm doing. I like what I see.

I look back at the ground. There is so much green, and so much sharp definition between fields, prairies, creeks, horizon, and clouds.

I can't wait to fly again.

What altitude did James reach in the Superlite???

Today was an extraordinarily beautiful day in Wichita. Light winds; blue sky; puffy cumulus. The airport was buzzing: two helicopters, a tow plane, at least two gliders, a C182, a Aeronca, and the Belite Superlite Sun N Fun winner.

I wanted to test some instrumentation; buzz a friend's house (with his permission); and test fuel consumption in the Superlite. Also, I wanted to climb a long ways up and see what the world liked like.

All successful. The icing on the cake was throwing a roll of toilet paper at my friend Kevin. (A couple of hours later: somehow it reappeared on my front lawn.)

Even though it was a T-shirt day on the ground, I wore my leather coat in preparation for much colder weather up high. When I got up there, I loitered over the gliderport for a long time. I shot video of KAAO (Jabara airport) off in the distance; and although I did not have a true altimeter with me, the video says it all. Very chilly.!



If the blog video won't open, it is also posted on youtube:

http://www.youtube.com/beliteaircraft#p/u/0/peTwoxkIxg0

How high was I?? I'd appreciate your guess.... The Jabara runway is 6101 feet long!

Please place a guess in the comments. Thanks!!

Pics of new avionics while in flight

This will be a short post. I went flying tonight for about an hour in the Belite Superlite Dragon. I wandered near Augusta to try and find Terry's strip -- sorry Terry! Didn't bring a GPS and couldn't find it. Turned around and headed back home.

I took some photos of my new panel while in flight. You can see that the inclinometer (ball) is centered, I've got gas in the tank, the volts are about right, my turns aren't too fast, and I'm about 800 feet off the grand.

I'm having a little trouble with the CHT/EGT gauge -- hopefully I'll have that squared away in the next couple of days.

Did anyone see the dragon fly overhead?

Belite Receives Sun N Fun Grand Champion Ultralight Award

The Belite Superlite, dressed in Belite's new Dragon paint scheme, was given the honor of "Grand Champion Ultralight" at the 2010 Sun N Fun airshow. The picture shows James Wiebe, CEO of Belite Aircraft, receiving the award from Sun N Fun official Leonard Kress. The Superlite's new featherweight panel was noted as being a key feature that caught the judge's eyes.

Sun N Fun is an annual aircraft fly-in and airshow, in its 36th year. Attendance in years past has been about 160,000 people, with 4,500 planes flying into the event. The event is busy with aircraft 'movements', logging 40,000 to 50,000 movements in a typical year.

Pictures of the Superlite may be found here .

More pictures may be found here .

And a very nice takeoff video of the personal flying dragon may be found here.

Featherweight Avionics

Gene and I have made several panels for a variety of our aircraft. They were a mixture of basic instruments: airspeed indicators, altimeter, engine gauges, inclinometers. Basic stuff.

I'd run into a few problems with instruments breaking; also a few problems with inaccuracies. I was tired of weight. I started to think about ways to improve that panel. My 30 years of experience in electronics kept nagging me: I just had to develop some good, inexpensive, state of the art instruments.

A lot of very good companies produce fantastic, expensive stuff. Almost all of the direction of the industry has been towards more integration and more expense.

Why not break that trend?

Why not design basic electronic instruments that replace old fashioned steam stuff, that cost less, that works better, that weigh about a dozen grams, not a dozen ounces or even one or two pounds, and that more quickly alerts (using bright LEDS) to marginal conditions such as low fuel or redline speed? How about instruments with no dials to twist?

Well, that's what I did.

We introduced 10 new instruments to the market. I won't pick at the details of each here (see our avionics page for details). I'll just mention the key points of one of them.



Let's talk about our Turn Rate Indicator:

1) It truly has a solid state gyro in it, and it's incredibly sensitive.

2) It's designed to show a standard rate turn. And several other turn rates.

3) It uses different colored LEDS to quickly show when a turn has begun.

4) The LEDs are bright, easily observed in a bright cockpit.

5) You can see them with sunglasses on, even polarized sunglasses (unlike many LCD screens.)

6) And unlike mechanical gyros, it's inexpensive (about $150).

7) And also unlike mechanical gyros, you can buy it in a tiny box (3 x 2 x 1 inch) which you can velcro to any panel. It runs off an enclosed 9v battery for about 14 hours.

8) Or you can buy it with a standard 2 1/4 inch cutout bezel.

9) Or you can buy it with an even smaller 1.75 inch square bezel.

This is how we approached the design of each of our instruments: Lots of installation and use options, bright LEDs, simple operation, really low costs. Great for experimental, homebuilt, patch flying, ultralights, and perhaps a few other markets as well. (Helicopters? Yes. Gliders? Absolutely.)

My daughter Jennifer prepared a great video demonstrating the Turn Rate Indicator. You can see the video here. If that doesn't work, go to belite's channel on youtube and you'll find several more of our avionic and flying videos.

Even though the concepts are simple, the electronic technology has been a tough at times to tackle. In order to protect the work that has been done, we recently filed 9 patent applications on our technology. As a result, our designs are 'patent pending', which is a great thing as well.

The entire instrument panel pictured at the beginning of this post weighs about 12 ounces. That includes the basic metal plate, and all of the instruments. This is one of the developments that continues to ensure that our aircraft are the best and that our avionics (and aircraft) customers have the easiest to use, lightest, least expensive and most comprehensive goodies in the cockpit.

I appreciate your feedback. I was given several great ideas for additions to this new product line at Sun N Fun -- we'll work on some of them and hopefully show even more avionics at Oshkosh. In the meantime, this is great new stuff.

Finally, these avionics are 'on sale' for this first week of their introduction. You can order them with discount code SUN10 on our webstore through the end of 2010 Sun N Fun, (april 18) and this will give you a 20% discount!

We are also intent on adding distributors, both here in the US and overseas. Interested? Let me know.

On the eve of four announcements

It is Sunday evening; my wife and I have comfortably settled into our rental home in Lakeland Florida. Sun N Fun starts in two days. Tomorrow, we're sending out four news releases.

We're exhausted. Our staff and us have been working nearly around the clock for the last couple of weeks, trying to get everything ready and buttoned up for the show.

Most of my time has been spent on the development of a suite of avionics -- you'll be able to read about them soon enough. I've already concluded that once you fly with our new air speed indicator, you'll never use any other air speed indicator again. Ours is designed from the ground up for slow experimentals and ultralights. But it's just one of ten or so new avionics we're introducing, and it is by no means the coolest. Enough said on the avionics, or I'll spill the beans prematurely.

I asked for feedback on the Trike several weeks ago. You responded; and we completely redesigned it. Take a look at the pictures which have been posted on flickr
and you'll see that the Trike is now identical to our conventional taildragger model. And you can switch back and forth easily!

The Trike pictured is powered by a MZ202 engine with 45 horsepower. It uses carbon fiber wings, and tips the scales at about 250 pounds. Amazing.!

That's all for now.

See you at Sun N Fun in two days!

James

Need input on the Trike

The Trike demonstrator has not flown since we returned from Sebring. It sustained some very minor damage as we were loading it into the truck for the return home; the Superlite was a higher priority for us to work on after we got back. Also, the move into our new workshop location had consumed four weeks of our energy.

Based on the number of inquiries on the Trike, I know people want it and it's important to get this new plane up and running.

So here's my comments, and I want your feedback:

1) We redesigned the fuselage on the Trike to use an aluminum tail boom. You can see the black powdercoated tailboom in the photo above. It looks cool. It was supposed to save weight and reduce production complexity. It doesn't really save any weight, and the additional welding complexity on the tail feathers and rear landing (now main) landing gear largely offset welding savings on the rear fuselage. Should we use the original steel welded fuselage? Or stick with the aluminum boom?

2) The main gear of the Trike were designed from the ground up to use fiberglass rods. Although strong, this involved creating a couple more weldments that require fabrication. It would be easier to use an 'A' frame rear main gear similar to, if not identical, to our existing gear on the taildragger models, and forget the fiberglass rods. In other words, changing the gear design will save some money, and make this plane more affordable.

3) The nose gear works great; but we've discovered that the strength of the aluminum on the gear is a little marginal. Nothing really to discuss here; we're rebuilding the nose gear with some stronger aluminum.

4) The ground clearance is a little high, making taxiing tips slightly more likely.

5) I think many people want this with a bigger engine (think MZ-201 with 45HP) and light wings (think carbon fiber) so that it's weight legal in part 103. This would be an option, but would cost $$.

I have to make decisions on all of these over the next two weeks.

What do you think?

Flying the Superlite...

The first hints of spring are emerging in Wichita. Finally, we are seeing temps in the 50's and 60's. Yesterday was such a day, which was perfect timing as the Superlite was ready to fly again.

Since Sebring, we moved into a new shop out in the countryside. We've seen deer, all kinds of birds, it's great to have wide open fields and a grass strip right next to our workshop door.

The lift strut was redesigned; the new approach is easier to fabricate. Our thought process has been to ready the airplane (and wings) for some heavy loading tests.

So I flew the plane, late yesterday afternoon and early this morning. The tests were meant to explore the top cruise speed of the Superlite and to verify stall behavior.

I flew several passes at an altitude of about 2000 feet. Winds appeared calm at altitude, with runs in both directions producing GPS verified speeds of about 57 knots -- 2 knots too high. We will either reduce engine power by another 50RPM or substitute a climb prop (at which point this little bird will no longer climb like a bottle rocket, it will climb like an space rocket).

I noted that the indicated air speed for 57 knots was around 73mph. I'll be substituting another air gauge in the near future to resolve this gross inaccuracy.

I then did several power off stalls with full flaps. Indicated air speed was around 33 mph -- remember, the gauge reads way high -- and the stalls were just a gentle bump.

When we get the Superlite tuned up, focus will return to the Trike. Both birds will be at Sun N Fun for show and flight!