Choosing a Light Sport Aircraft (LSA) – 2 – speed vs range

Posted on April 25, 2015 by Scott

speed vs range After weight, speed and range are two important aspects of specification to consider.

First, a short story to illustrate. Many years ago, a group of us were flying from an airfield near the Gold Coast to the annual ‘Natfly’ event – then held at Narromine in New South Wales. It’s about a 4-5 hour flight, depending on your speed. My aircraft would cruise at around 95-100 knots; there were others in new 120-knot hot ships. So it was lots of ‘see you when you get there Pete, we’ll be in the bar’. All that sort of thing. So they were a bit surprised to find me parked and tied down when they arrived, just over 4 hours later… And it all came down to range. My little plane carried almost 120 litres of fuel and still left weight for a passenger and baggage. And there was plenty of reserve fuel for the flight. The speedy aircraft carried much less fuel and for safety had landed about halfway to refuel. So overall, although a slower cruiser, I got there first – a bit hare & tortoise-ish.

However, it isn’t a simple matter of more fuel or more speed…

To go faster you need a sleek aircraft with less drag. How’s that achieved? A slimmer fuselage profile – less space for people, baggage and fuel. A thinner sleeker (and probably smaller) wing – potentially trickier handling and less room for fuel. Possibly a composite airframe, with no exposed rivet heads to slow you down. Lots of aerodynamic work in the engine bay to reduce drag – more expensive, more chance of overheating on a long climb to smooth air or when you’re not cruising flat out?

And it’s no good being able to go fast in still air if you have to back off the speed by 30% (sometimes more) when the air gets rough. Which means the airframe has to be stronger, which means more weight, which means less for people and fuel. It can be a vicious circle of diminishing gains.

To go further, it’s relatively simple: you need more fuel. But more fuel means bigger and/or more tanks, leaving less space for people and bags. It also means the wings can’t be too slim or small as they are potentially needed for fuel. And in light sport aircraft with their maximum 600 kilos take-off weight limit, more fuel invariably means less weight available for people and bags.

As we used to say in marketing: ‘You can either have it fast, or cheap or high quality. But not all three’. So it is with aeroplanes – every manufacturer is trying for that elusive combination of high speed cruise, slow speed safety & handling, high weight carrying capacity and, last but not least, lowest possible cost. Unless you have an almost unlimited wad of cash (then, surely, you wouldn’t be in the light sport market?) you have to choose your own priority requirements and be prepared to compromise on the others.

Next – something you should never compromise: Safety

Philippines Foxbat video

Posted on April 15, 2015 by Scott

Here’s a short video of, and from, one of the Mindanao Saga Flying Club (MSFC) Foxbats, flying around their local area near Mati City – some area… (Click on the photo to go to YouTube to view).

It’s amazing how the refection of the sea paints the underside of the white aircraft blue-green. Having flown here myself, late last year when the MSFC Foxbats were delivered, I can say it is one of the most beautiful places to fly. All the MSFC aircraft, including their Foxbats, are equipped with ballistic rescue systems so you can relax and enjoy the views of land and sea!

Many thanks to Charmaine Svelte Pallugna for uploading this video to YouTube.

PS – Why don’t you take a winter trip to the sun (all you southern hemisphere residents) at MSFC and go for a flight yourself. MSFC has a great club facility with a huge runway, air-conditioned rooms with ensuites and great food. Not to mention the very hospitable people and experienced instructors! They can even teach you to fly, if you don’t already have a license.

Foxbat & a near miss with a buzzard

Posted on April 8, 2015 by Scott

Subscriber James Pearce sent me this link to a video (click on the picture) which caught a near miss with a buzzard while flying his Foxbat in the UK – I didn’t know such large birds existed in good old Blighty! If you’re like me, you’ll probably miss it the first time round but we get a couple of slo-mo replays later. Makes you realise just how fast a bird strike can happen.

Please be warned – there are some quite strong expletives from the pilot, so maybe make sure there aren’t any very young ears listening.

Thanks also to James for his previous video on going around in the Foxbat.

Choosing a Light Sport Aircraft (LSA) – 1 – what about weight?

Posted on April 3, 2015 by Scott

Want to buy an LSA (Light Sport Aircraft)? Well, here are a few ‘buyer bewares’ compiled from stories and experiences of other buyers – the first is weight, probably the single most abused factor when flying light sport (and ultralight) aircraft.

Flying over ‘gross weight’ (ie over the maximum 600 kilos on a landplane LSA) is potentially dangerous and certainly illegal – as you’ll find out if you are ramp-checked. As a result of flying illegally, your insurance will probably be invalid too. It’s no good claiming the seller of the aircraft says it is strong enough to handle higher weights – if you’re over the limit you’re setting yourself up for trouble.

Weight limits on aircraft are a fine balance between strength (stronger usually=heavier) and usable load. Manufacturers set weight limits for a reason – yes, maybe the plane will fly OK over-weight but repeat over-weight flying will weaken the structure much more rapidly. Heavy and/or crooked landings in particular can wreak havoc on the landing gear if the aircraft is over its landing weight limit. Flying too fast into unexpected turbulence can also weaken the wing structure over a period of time.

So, what will your preferred aircraft actually carry? As an example, the A22LS Foxbat factory-quoted empty weight is 295 kilos. That’s a standard spec aircraft with oil and coolant in the engine and the starter battery in place. Plus all the essential instruments for safe flight. In reality, the A22LS Foxbat typical empty weight is around 305-310 kilos or even as much as 325 kilos for one fitted with a ballistic parachute. This is because a whole variety of ‘essential’ extras and options are added by owners: different control systems, VHF radio, UHF radio, extra instruments, transponder, autopilot, fuel injection engine, heavier propeller, wing strut fairings, landing light, strobes, big wheels, wheel spats, cabin heater etc etc.

Deduct the actual empty weight of the aircraft from the maximum gross and you get the usable load. This is the bottom line weight you have available for people, baggage and fuel.

Here are a few things to check before committing your hard-earned dollars:
– what is the real empty weight of the aircraft with all the extra bits and pieces you want added?
– does the original quoted empty weight (before extras) include oil, coolant, battery and all essential instruments? Get a signed statement from the seller to confirm.
– how much does that leave you for:
– people, bags and fuel?
– headsets?
– tie-down kit?
– maps/ERSA/iPad/GPS?
– water to drink & food to eat?
– aircraft weather cover?
– a litre of fuel weighs around 0.72 kilos. After deducting the weight for yourself and a passenger, what weight is left for fuel?
– how many litres is that and how long/far could you fly on that amount?
– or, after filling full of fuel, what’s left for people, bags and all those bits and pieces?

As an example – full fuel (long range tanks) in the Foxbat weighs just on 80 kilos, so a starting rule of thumb for the A22LS model is that it will carry around 200 kilos of people and bags after filling with maximum fuel. Every litre less fuel gives you about 0.72 kilos more for people and bags – eg: 20 litres = about 14.5 kilos.

So in summary – flying over gross weight can cost you, in order: your life, your health, your license, your money. Not to mention grief for your loved ones when something breaks and you are injured or worse. In the eyes of the law, ignorance is no defence.

For those who want to learn more, here’s a link to an excellent article on PilotFriend website which gives a lot more information about the risks of flying overweight: Aircraft weight and balance

Check out your true empty weight, your load, and fly safe!

Aero-towing with the A22LS Foxbat

Posted on March 23, 2015 by Scott

Last February [writes Roger Brown, Chairman of the the Vintage and Classic Glider Club of New Zealand] the Club was to hold its Annual Rally at Taumarunui. However due to unforeseen circumstances the tow plane that we were to be operating with ‘fell over’ less than half a day short of our rally starting. A Recreational Light Aircraft, a Foxbat, was generously offered as its replacement by the Foxbat NZ Distributor [LiteFlight Green]. The Vintage Kiwi team gratefully accepted the kind offer and thus were able to continue with the rally and have a great week’s flying.

This is my own personal view of having used the Foxbat as a glider tug for that week and the increasing use of Recreational Light Aircraft in that role here in NZ.

General overview
In all of my years of gliding, I guess there have not been many tow planes that I have not been towed by. However they can be easily grouped into the two main aircraft types that are generally used here in NZ for towing duties as a degree of comparison with the Foxbat. I have also had a couple of tows behind a high wing Tecnam and several tows with a FK9 Recreational Light over the years so am reasonably familiar with that type of aircraft operation.

1. Piper Pawnee 235/250 hp. Designed as a working agricultural aircraft, (spraying and fertiliser), it is an aircraft that certainly has the capabilities of towing any glider required in any conditions.

2. Piper PA18a Super Cub 150/180 hp. Designed primarily as a private utility aircraft that has also been used for flight training and agricultural work, it has the capabilities of towing any glider required in most conditions.

3. The Foxbat A22 is designed as a low cost Light Recreation Aircraft, but is capable of towing a selection of gliders as required, as I see it.

The Foxbat A22 Specification.
However it is interesting to look closely at the Foxbat’s specs. Because, other than its lower weight and much lower horse power, its wing loading, and speed range is not far short of a big Piper Pawnee which came as a surprise. A design envelope of +4 -2 g would certainly give some confidence. Place into that equation a max cross wind component of 14 knots, a cruise duration of 6.25 hrs plus reserve, a VNE of 120 knots running on 95 mogas and with a 100hp Rotax combined air / liquid cooled engine and you do have a very handy two-seater light weight aircraft indeed. With an impressive fuel economy which would certainly be one of its big selling points along with an engine life of 2000 hrs TBO, with an achievable initial outlay cost, a Recreation Light aircraft has to be a very tidy package indeed as far as any gliding club treasurer is concerned.

But like the Pawnee and the Cub, it also an aircraft that was not specifically designed to go towing gliders, but it can, and does, and like any towing aircraft, will perform well as long as it tows within its own performance parameters.

Actual Operations at the Vintage Kiwi Rally.
The Vintage Kiwi Rally at Taumarunui attracted some 14 sailplanes including an ASK 21 and a Grob Twin Astir MK3. Other than three pilots who had towed behind a Recreational Light Aircraft before, the rest were flying a little in to the unknown. We used the shorter towrope that came with the aircraft that was successfully used launching at the Drury Champs a couple of weeks beforehand. This worked very well and allowed the Foxbat to easily climb out at 400 – 500 ft per min rate of climb. Obviously with only 100hp on hand there were no real margins to play with in this towing environment, as Taumarunui airfield is surrounded by hills and very high country, so very accurate flying was required by all. Reminded me very much of towing behind a Tiger Moth, same overall skill set applies – accuracy. There was really was no wind for the whole week (only when a thermal came through) and the ground temperature was some 28 – 30 Degrees C – very warm.

The Foxbat was utterly reliable and performed very well. Overall it did a total of 48 launches. On one day it did some 14 launches. We were able to launch the ASK21 with two POB, but felt more comfortable with launching the Twin Astir with only one aboard which is where it was felt the Foxbat’s limit was, with this operation, from this airfield, in these hot arid conditions. However, that decision may well have been changed if this combo were flying from a flat and more benign area, such as Matamata as an example.

However, we did have one ‘upset’ at 600ft and one aborted take-off to be fair. The ‘upset was caused by a very powerful King Country thermal that tossed the Foxbat badly off line. The glider pilot released straight away – problem solved. The aborted take-off was caused by low acceleration and a bad wing runner. The glider released – problem solved once again. However after a slightly different approach to the operation by the tow pilot and wing runner, there were no further issues and every one continued to be launched behind the Foxbat absolutely trouble free. I am told that the visibility from the Foxbat is apparently awesome, especially on its way down after release, when one can initiate a very steep descent profile because the engine remains at a constant temperature (no air cooled potential spiking issues here).

[Click here to view a short video about the Foxbat glider towing at the Gliding Club of Victoria, Benalla Airport.]

The Big Question that I have always asked myself is, “Can a Recreational Light Aircraft fit into the NZ Gliding Club scene as a ‘stand-alone’ club work horse?”

For me, the jury is still out – I have to say mainly due to my still limited overall exposure to operating with such an aircraft. However as far as the Vintage and Classic Glider Club were concerned, it did perform very well with the range of gliders that turned up for that week, and slotted into our operations like a ‘pro’. However we were operating in very good pristine conditions. How a Recreation Light would have performed with a descent gusty cross wind, and with some real wind bouncing off the many hills that surround the airfield I am not sure.

Ho Kookaburra wever, a club such as Aviation Sports based at the Whenuapai Air force base in Auckland, who have operated a FK9 for a few years now would be far better placed to comment. The Taranaki Gliding Club at Stratford is another club to have gone down the Recreational Light direction having just unpacked their new Eurofox Recreational Light to take over from their big Pawnee, which has now been retired. It should be flying shortly.

The Canterbury Gliding Club has also recently received their new Recreational Light to supplement their operation I understand. So there is defiantly a move into that direction and the next 12/24 months or so will more truly reflect on their towing abilities, as well as their true maintenance and operating costs as the towing hours and cycles start to build up.

However for a small – low hour – club it could also turn out to be the actual saving of such a club just in the sheer economics of operating such a tow plane, all things considered. For a bigger club it would certainly price average their launching and operating costs for their members to benefit from.

Service life span as a tow plane? Who knows, but really who would have thought that clubs would still be operating tow planes that date back to the 1960’s and are still towing with them some 54 years later. I certainly would not have put money on that one, I have to say.

The Vintage and Classic Glider Club of NZ Inc. wishes to thank Ian Williams, and Jim Lyver for bringing the Foxbat down all the way from Mercer and to tow for us. And of course to Doug King, the owner and NZ Distributor for the Foxbat for allowing a group of people whom he had never really met before, to commandeer his aircraft so as to have a wonderful weeks’ – ‘boys with their toys’ – gliding in the heart of the King Country and its amazing soaring areas. We were truly grateful for your support.

Roger Brown, Chairman, The Vintage and Classic Glider Club of NZ Inc.

SportStar flight test – comparison with Foxbat

Posted on March 19, 2015 by Scott

Here’s a completely unsolicited flight report on an Evektor SportStar with references to the Foxbat. The flights were conducted early this year at Jandakot Airport, Perth by ‘Birdseye’ and posted on the Recreational Flying Forums – thanks to him for the review.

“Well after a visit to look over the Sportstar a week or so ago, I went for a first ride today. A big plus that the BoM advance forecast of 39C and sunny was crap and the day turned out around low thirties, overcast with light winds and smooth air. Who could ask for more when trying a new ride for the first time? Not only that, but WA’s busiest airfield was more like a morgue than a honeypot.

First impressions on taxying out were reminiscent of the Foxbat; same firm rudder. However, without the doughnut golf buggy tyres and variable ground surfaces, it wasn’t at all bad. Then again on similar surfaces the Foxbat may have felt the same. Instantly the low wing visibility made me feel more comfortable, probably due to my earlier power and later glider flying. Had the sun been blazing down, I might have liked the Foxbat more, but the neat sunshade was available in the Sportstar if required.

All the engine management stuff, run up etc. was quite natural. l liked the fuel selector which was reminiscent of the Cherokee. Still some venting issues to consider in its operation, but nice and easy to hand. Panel was close to the trad six pack which I loved and lay out was clear and switches/controls were easy to hand. I’m by no means a luddite and in fact many class me a a techno and lover of gadgets, but I don’t easily relate to the low end glass screens that seem to be the vogue. I’ve used high end EFIS/HSI setups and like them, but these pretty terrain projections etc. really do turn me off due to their ability to distract. Just Too much encouragement to young players to look inside the cockpit. TCAS is great, but not for VFR flyers to rely upon.

The flying? Well I enjoyed the conventionally placed stick and other controls. The electric trim responded quickly and I didn’t spend so much time waiting for it to catch up. The down side? It happened quicker than expected, but I don’t see that as an issue. Otherwise the aeroplane was nicely balanced, easy to trim and gave good performance on its 912 ULS motor. Once practicing steeper turns the low wing massaged my comfort zone; a clear view into the turn gave me confidence that a high wing doesn’t. Just personal preference? Maybe, but its something I felt many years ago switching between a Beagle Pup (say ahhhhhh, a lovely plane in fact much like the Sportstar) and a C150.

Forward visibility was rather better, to the point where I had to check myself from drifting up due to the angle presented by the panel. On climb out only a small nudge was needed to check for a clear path ahead.

So, how does somebody write something like this without upsetting somebody? Maybe not compare directly, just focus on the strengths of each? It would be nice to try a broader range of modern LSA aircraft, but with the incredible range that’s just not practicable. My summary is that both the Foxbat and Sportstar are great aeroplanes, with small differences in their purpose and hence varied attraction to pilots. The Foxbat will get you down on a proverbial fag paper and nobody should ever fear a forced landing in one. Its a little unconventional in areas, that some, including myself may have a problem with. Most will I’m sure be more than happy.

The Sportstar is another well built aeroplane, that will perform at the low end close to the Foxbat, possibly without the pin point short field performance. It suits more what I intend to use the aeroplane for and to me is better for no more than that. 10/10 for both!”

A different point of view (2)

Posted on January 11, 2015 by Scott

Apologies to those of you who couldn’t access this last post – I don’t know why the link doesn’t work. Hopefully, this link will work OK: CLICK HERE

A different point of view

Posted on January 10, 2015 by Scott

Gordon Marshall of Sky Sports Flying School at White Gum Farm near York, Western Australia, sent me this link to a short Foxbat video on YouTube. As you’ll see, it is taken from a different point of view. Pilot is Andrew Cotterell – now on his second Foxbat – carrying out low level runway inspections at White Gum Farm.

This aircraft has flown several hundred hours – nice to see such a clean bottom!

Upcoming attractions for your aviation diary

Posted on January 6, 2015 by Scott

As it’s 2015 already, here’s a brief list of some upcoming air events for your diary. If you know of any others in 2015 worth a mention – please let me know and I’ll publish an update.

January 11 – Amelia Earhart Family Fun Day, Kyneton Airport, Victoria, Australia

January 14-17 – Sport Aviation Expo, Sebring Florida, USA

February 24-March 01 – Australian International Airshow, Avalon Airport, Melbourne, Australia
Look out for the Foxbat Australia static display area EX9 next to the ADF near the main entrance. Also, I’m hoping to have the Interstate Cadet on display at the AAAA display area.

March 15 – Clifton Airfield Fly-in, Clifton, Queensland, Australia

March 27-29 – Antique Aeroplane Association of Australia National Fly-in, Echuca, Victoria, Australia
I’m planning to take the Interstate Cadet to this fly-in, which has literally dozens of older aircraft attending. Come and have a family day out!

April 21-16 – Sun ‘n fun Expo, Lakeland, Florida, USA

July 20-26 – EAA Airventure, Oshkosh, Wisconsin, USA

September 2-7 – Antique Airfield Annual Fly-in, Blakesburg Airfield, near Chicago, Illinois, USA

And don’t forget – the Aviation Museum at Temora, New South Wales, Australia, has something going on most weekends during the year. In particular, look out for their ‘Warbirds Downunder’ show, currently scheduled for 21 November 2015. Come and have a look at their static and flying displays of old aircraft – many of which have been restored to better than new flying condition.

Build a Carbon Cub in 8 minutes

Posted on December 23, 2014 by Scott

Spotted this time lapse video of building a Cubcrafters Carbon Cub. Interesting how small the workshop is – just shows, you really can build one in your garage!

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