As forecasted earlier, Wednesday was a special day. I launched
first at 9:34 (the others waited a little to see how I'd do). Paris was doing
the towing, and it was a sweet downwind run at 65 mph over the ground above the
clouds. Seven miles out just below the clouds I found nice, 100 fpm lift, which
stayed with me and got better as I ran under the first real streets that we've
seen this year.
Pete Lehmann, Gary Osoba, Dustin Martin, and Kevin Carter followed. Pete landed
early. Gary was fast but got to under 300' twice 100 miles out and then decided
to land at Carrizo Springs airport. I decided to land north of Crystal City, 135
miles out, having made 115 miles by 1 PM. About an hour later Dustin and then
Kevin came by. Last we heard Dustin was going to land in Leakey about 200 miles
out with Paris driving for Dustin and Kevin.
Cloud base was 4,000' again (like the last time we were out there) at 1 PM, and
the winds slowed down and became more easterly, even though we went north (which
should make them turn southerly). Not record conditions, but a great day for
cross country flying, especially with such an early start. Flying that
early and staying under a cloud street is just the most fun you can have in
flying (my opinion).
Fall fly-in at Morningside Flight Park, New Hampshire.
Come join us at Morningside Columbus Day weekend October 9, 10, 11 and enjoy
some of the most spectacular fall foliage in the USA. We'll have fun for all
ages, plus a "sky-pirate" themed fun comp for all rated pilots (1 through 5,
both HG and PG) all ending at "Camp Rob" and a newly constructed "pirate ship"
on Saturday evening.
Big 12 ft screen HG/PG video, plus video from the day's competition. "Buried
Treasure" prizes - all topped off with a huge fireworks display.
A new edition of Wills Wing's "Paragliding -- A Pilot's Training
Manual" has hit the shelves. I started working with Mike Meier (who originally
wrote it) over two years ago. I updated it to cover modern gliders and
techniques and greatly increased the subject matter and depth.
The original book targeted beginners through intermediate pilots but this
edition has info that most advanced pilots will find useful. I put a lot of
effort into adding material that I thought was worthwhile while not adding
anything just to bulk up the book (hopefully, you won't find any B.S.).
There are new chapters dealing with towing, competition flying, and an intro to
paramotoring. The existing chapters have plenty of new sections such as
soarcasting, microlift techniques, advanced landing patterns, etc.
Tim Meehan, paraglider pilot and noted computer illustrator, did the beautiful
new graphics and layout. He made large margins that have "post-it" notes and
questions with plenty of writing room for the student pilot.
Originally, I wanted the book to have a companion CD that had video snippets of
launch techniques. Over the course of the 1&1/2 years it took to get the
illustrations done (Tim wasn't getting paid much for this), I decided to make a
DVD that showed more than just snippets. Wills Wing wasn't enthralled with the
idea but I did it anyway, hoping they would be convinced once they saw the final
product. They were. I did the DVD for free because I thought it was the right
thing to do.
Wills Wing is essentially including it for the price of the book, hence the term
"Bonus DVD". It has over 80 minutes of video and selectable chapters to include:
Introduction, Before Flight, Forward Inflations, Reverse Inflations, Launching,
Advanced Maneuvers, Ridge & Thermal Soaring, & Landing Approaches). There is
video not just of "how to" but also common mistakes and analysis.
So far, I've gotten two reviews posted on the big air paragliding forum:
Date: July 08, 2004 06:42 AM Author: JC Brown <
(jcbfly>)
"This is the new standard reference I got my copy a couple of days ago and I'm
still exploring it. It's the most complete book on our sport that I've read so
far. It's written in a simple, easy to understand style, it's up to date, and it
has info for beginner thru advanced pilots. It has an especially good chapter on
how to develop a strategy for a long, safe flying career. If you fly paragliders
this is a "must have" addition to your library.
Date: July 15, 2004 10:26 PM Author: Mike Masterson
<(mmasterson>)
Subject: Just watched the DVD and read the book Brilliant!!
The DVD works as a great companion to the book. Full of entertaining scenes and
valuable info. Showed plenty of footage of how to do things right and some
dramatic footage of when things go wrong.
The book presents the technical info in a progressive and organized manner that
is not geeky, boring or intimidating. I bought 5 of them to see if students like
the book and DVD as much as I do.
In the past, I have given students training books and said: don't read this
part, ignore this, this is wrong, don't worry about this. Not with this book and
DVD. It will inspire the student to get with their instructor and practice all
the things they read and watched.
It doesn't pull any punches on the potential danger of the sport. The DVD even
shows that famous crash footage of a pilot launching in high winds, jamming the
speed bar, getting a violent and huge assymetric with 180 rotation and surge to
impact.
Plus the footage of the time that the pilot had the huge assymetric, near stall,
then massive surge where he was slung over the top of the wing and flew on. This
book is how a training manual should be.... Full of information, not boring and
not an insult to instructors.
Draft Announcement from my notes during the press conference
today. I haven't seen the actual documentation for the rule to date.
The hyperlinks below were announced during the press conference today. I just
tried to access both pages and I believe these pages are being updated by FAA
now. Both links take you to a page on the FAA's website.
You may refer to FAA's new website for an explanation of the new rule and FAQ's
about sport pilot:
The Sport Pilot rule was announced by FAA Administrator Marion Blakey this
morning at 10:30 AM during a live press conference in Washington DC. I attended
the conference by telephone. Marion Blakey commented that the Sport Pilot
Certification will make it safer, less expensive and less time consuming than
ever before to get into aviation.
FAA estimates there are 15,000 unregulated aircraft in the USA today. FAA will
regulate Light Sport Aircraft and Experimental Light Sport Aircraft in much the
same way general aviation is regulated – very systematically. Ms. Blakey
publicly acknowledged and thanked the three recognized ultralight associations,
Experimental Aircraft Association, United States Ultralight Association and Aero
Sports Connection.
I believe the name of the rule was officially referred to today as the
“Certification of Aircraft and Airmen for the operation of Light Sport
Aircraft.”
An FAA official specifically commented the following during the press conference
today, “Experimental Light Sport Aircraft and Light Sport Aircraft can be used
to tow non-powered ultralights or gliders.” This means the aircraft currently
used to tow hang gliders are eligible to be certificated as Experimental Light
Sport Aircraft. Aircraft manufactured after the rule goes into effect will be
certificated Light Sport Aircraft. I believe a three year grace period was also
announced today. There may be incentives to certificate in this new category
sooner.
In a follow-up question during the conference I asked FAA for clarification on
the pilot requirements for towing non-powered ultralights or gliders. An FAA
official responded, “A private pilot's certification is required to use an ELSA
or LSA to tow non-powered ultralights.” This includes hang gliders and
paragliders. In fact, a pilot will be required to maintain a private pilot
certification to tow “any object.”
To avoid confusion, a private pilot's license will be required to tow hang
gliders or paragliders and you may use a certificated ELSA or LSA to do so.
USHGA expected this requirement to be included in the final rule.
I'd like to clarify the following point right up front. I've been asked by
numerous pilots if they will be able to apply the hours logged in an aircraft
used to tow a hang glider towards the eligibility for the private pilot
certificate. If the aircraft doesn't have an “N” number (and the vast majority
of aircraft used to tow don't) the hours logged will apply to “some things.”
Hours logged in any “N” numbered or FAA certificated aircraft definitely count
towards eligibility for the private pilot certificate. It is my understanding
USHGA's ATP rated pilots or pilots who tow hang gliders) will be able to use
your logged hours towards the qualifications for a private pilot certificate. It
is also my understanding that pilots will be able to perform the check ride in
the same aircraft. An FAA Designated Pilot Examiner (DPE) will need to conduct
the flight. This pilot examiner will obviously have to be familiar with these
aircraft and willing to do the check ride.
The DragonFly or Trike Pilots will need a private pilot certificate to tow a
hang glider. Tug pilots can apply their logged airtime in the tug or trike
towards the eligibility requirements for a private pilot license. They can also
do the check ride in a tug or trike. We need an FAA Designated Pilot Examiner to
do this check ride. I assume there will be pilots in our sport or familiar with
our sport/aircraft who will obtain these certifications for check-out flights.
The pilot will not be able to do the check ride in the tug for their private
pilot's license until after the aircraft are “N” numbered. The aircraft does not
need to have an “N” number for the pilot's logged hours to count towards the
eligibility requirements. Tug pilots will need to take the FAA written and
practical tests in addition to meeting the airtime requirements.
I hope this helps. Sue Gardner confirmed this information with me today by
telephone. She stated, “Pilots who are already covered under the towing
exemption will be able to use their logged airtime towards the eligibility
requirements for a private pilot certificate. Pilots won't be able to begin this
process until January and they have 3 years to get it done. They will want to
certificate their aircraft sooner if they want to use it for the check out
flight too.
The operating limitations for the ELSA include operating limitations that
dictate we can use the existing fleet of tugs or trikes to tow hang gliders
indefinitely. These aircraft will not have to be retired until we determine they
aren't airworthy.
Sue indicated that there is a section about towing in the rule. You should be
able to review the rule at those links.
www.sportpilot.org provides a portal to the FAA's website.
One more thing. If a pilot is working on a certification from one of the three
recognized ultralight associations, I believe their logged airtime will count as
well towards the eligibility requirements for a sport pilot license or a private
pilot license.
I hope this helps. Mike Meier, Bill Bryden and I will be attending a special
meeting with Sue Gardner and others at Osh Kosh next week.
Did I make it clear that Part 103 aircraft do not have to comply with the new
sport pilot rule? If your aircraft is “legal” under Part 103 now the aircraft
will not have to be certificated in the light sport aircraft category. The pilot
of a Part 103 legal aircraft does not have to obtain a sport pilot license. Hang
gliders, paragliders, powered harnesses, are all legal under Part 103 therefore
they are not affected by the new rule.
Powered Parachutes, Gyroplanes, Balloons, Lighter than Air Ships, powered weight
shift and fixed wing aircraft are affected by the Sport Pilot Rule.
I think there is still some confusion about the status of the back seat in our
tugs under the new rule. Light Sport Aircraft can carry a passenger so the back
seat is no longer an issue for tug owners and operators. These aircraft can be
used to tow, carry a passenger or for rentals.
Tug pilots will need to complete a check-out flight for aircraft in a different
category used to tow hang gliders. The relevant categories for our operations
are the weight shift and fixed wing or airplane categories. It is my impression
that tug pilots will not need to do check out flights with a Designated Pilot
Examiner for changes in make and model or type. Changes in category are what
matters.
If a pilot wants to certify someone to fly a Light Sport Aircraft or and
Experimental Light Sport Aircraft the instructor will need to obtain a sport
pilot instructor certification. If the Light Sport Aircraft or Experimental
Light Sport Aircraft is not being used to tow, a sport pilot instructor can
certify another sport pilot to fly this aircraft. If the LSA or ELSA is being
used to tow hang gliders or other objects pilots will need to be certified by a
Designated Pilot Examiner (DPE) who is certified to issue a private pilot's
license. LSA or ELSA instructors can not issue a private pilot certificate. They
can only issue sport pilot certifications.
Sport Pilots can fly Light Sport Aircraft or Experimental Light Sport Aircraft
but sport pilots can not use the LSA or ELSA to tow “objects. A private pilot
license is required to use a LSA or ELSA to tow.
Some of the requirements for LSA or ELSA:
Gross weight = 1,320 pounds (600 kilograms)
Floatplanes = 1,430 (650 kilograms)
Maximum Full Power Speed = 120 knots (138 mph)
Stall Speed = 45 knots (52 mph) · no more dual stall speeds
Fixed Prop - may be ground adjustable
Fixed Gear - amphibians allowed "repositionable" gear
Two Place - pilot and one passenger
Day VFR
Driver's License Medical Approved - however, if you have received a letter with
the word "denied" from FAA, not from your doctor, you must get a one-time
special issuance or FAA authorization · even if you have been denied in the
past, you can try again for special issuance (medicines have changed, for
example) · more on this as EAA continues to analyze the new rule
Owner Maintenance Approved on ELSAs - no changes - if you are operating an
Amateur-Built or Standard category as an LSA, maintenance remains as it was
without change
No Recertification of aircraft required or permitted (this means ultralights are
converted to ELSAs; all other aircraft certification and maintenance remain the
same)
Rule Effective Date = 9/1/04
Questions about the new rule can be directed to me at
<Jayne> or at 800-616-6888 or at
719-632-8300.
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