Dec 6th

the project

By monty stone

one day, i had an idea. i went out into the garage and built it. the end.

Dec 6th

Todd Ware's comment on QuikR's wing

By Abid Farooqui

I asked Todd Ware how he likes the QuikR wing from P&M. His comment was interesting and is below:


"Abid. Great stable wing for speed and cross country trips. Is hardly effected by turbulence. However for racing and tight turning.... I was telling the Britts today that to really pitch up around a tight turn feels like I have to bench press a baby cow! They all laughed and said they have a similar phrase for it, "if you're not lifting a steer you may be a bit queer". 

HUGE Pitch pressure, and high roll pressure. After a minute and A half race I feel like I've been at the gym for an hour. 
But that also makes it usually stable at high speeds. It's a well behaved rocketship but hard to turn. 
Also if you are going slow it will pull to the left and if you're going fast it pulls to the right so you're constantly having to wind the role trim knob if you fly at different trim speeds. But of course while racing you just don't have time to do that. So you just go fast all the time. Also while going slow the role pressure increases drastically. 
It's nearly physically impossible to get the control bar within 3 inches of the compression strut. 
If I raced it all the time I would look like Arnold Schwarzenegger. 
But for beginners and normal flying, I think it's a superior wing."


Nov 29th

Continued Operational Safety Report for LSA (including Trikes) by FAA

By Abid Farooqui

Here is the report after 2014. Good read and trends on what is going on with safety and LSA including trikes in the US market. Have a read and feel free to discuss and comment

Nov 25th

2008 Airborne 582 SLSA for sale

By Rebekah Sharf

AIRBORNE XT SLSA 582 TUNDRA • $19,999 • FOR SALE $19,999OBO, Airborne XT582, 310 hours, 15 hours since TBO in August 2015, Lynx helmets, removable winter windshield, upgraded solid axles, trainer bars and back seat steering, LED strobe excellent condition, maintained by Aircore Aviation in Arlington, stored in temperature controlled hangar, flies in northwest Washington (less UV than the southern states). •  located Seattle, WA USA • Telephone: 3606470960 email


Nov 9th

Could a more hybrid delta wing (some rigidity & added-control surfaces) be in the future for trikes?

By Tony Castillo

Prandtl-D Aircraft by NASA's Armstrong Flight Research Center, in Edwards, CA, could this be the future for some of our trikes?


Oct 30th

"chu are in a lot off trobble" ( second bit, not first bit)

By monty stone

where was i, oh yeah, the hit swung me down off the road into the rocks, cactus and pucker brush carelessly left alongside my landing strip.  as soon as my neurons advised me i was gonna die i activated plan 'ohshit' and gassed it hard (at least as hard as a 377 rotax can gas it!), and swung hard right up onto the road just in time to smack my right ( hitherto undamaged) wing into another sign planted alongside the other side of the road , also cunningly desguised as 'alluminum cactus' . (now, in my defense i was only 58yrs old so my logic systems hadn't kicked into the maturity phase, like they are now). i have this entire debacle recorded on tape, boy i used really bad language at that time! anyhow i taxied to the intersection where my buds, ( with my fresh underwear, etc.) showed up followed by an orange pickup with a big orange gumball light on the roof flashing away. you guessed it, the CAA commandante, anxious to meet me!. "why you land on the road", " chu are in a lot off trobble" he demanded. with unusual mental alacrity i answered, " commandante, sir, i had an in-flight emergency, both my wings started to fall off". i showed him both wings with bent and twisted bolluminum tubing, with ripped bedsheet everywhere. he acknowleged that there was indeed reason not to be  flying this device. (there also was a minimum $50 landing fee at the airport.). he said "can you taxi it? i readily agreed, he continued " but chu most wait for a police car, or" chu will be in a lot off trobble." i took the wing off tied it with bits of wire alongside the keel, then found the c/g so far aft the nose wheel was in the air, so i tied a 5g fuel can (full) under the rotax. the cop car showed up, a nice one (for the time) it had all the doors and headlights etc, (this was before hillery's husband came up with nafta and equipped all mexican cops with new white dodge pick ups. i'm proud to be american!). our motley crew set off for town, 9miles, the cop car, lights and siren blareing, a wingless ultralight follwed by a string of gringos on bikes and atv,s.  spectators didn't seem to be unduely alarmed by this spectacle, so it must occur frequently. the cop would't go quite fast enough and my prop was getting really close to his shiny trunk lid, i had no brakes so did the only thing i could. i shouted " onderlay! onderlay". i dunno what it means but he did speed up a bit. i only had rudder one way due to the wing laid alongside it so, with the by now fairly strong crosswind  control was 'iffy' , but eventually we made it to the motel, where i thanked him and gave him $20 for his skilfull 'herdsmanship. and it was a lot less than a new prop and a cop's trunk lid, yep, i woulda bin " in a lot off trobble" monty












Oct 30th

"chu are in a lot off trobble" ( part one, first bit, duh, me)

By monty stone

i've ridden dirt bikes in baja, mexico, since 1984, so when in 1993 i announced that i was 'gonna fly my weedhopper ultralight down the 1000mile peninsular no-one figured it worth advising a'gin it. (my mind's made up, don't confuse me with facts). after all, haveing an IQ and hat size similar explains the logic behind this decision. my 'hopper' was duly tied on top of a trailer load of bikes and atv,s with the 2 blade prop secured horizontally to avoid damaging any over-passes on the 1500mile road trip from seattle to san felipe, baja, mex. on arrival in san felipe we unloaded the trailer and while my buddies were busy quaffing mexican beer and watching i 'erected' (it did take close to four hours, shoulda sought medical advice!) my weedhopper' flying surfaces, pretty simple no aelerons to screw with  and with no parts left over decided to test fly it. the temps were arround 100deg f and the black anodized tubing almost too hot to touch the assembly was not fun. my chosen runway was a patch of fairly flat dirt along side some BIG bushes, behind the motel. i never saw the large rock but my left wheel did, the hit swung me (and the plane) hard left into a really big bush. now that 8ft mexican scrub bush had never been attacked by a big prop spun by a 30hp 377 rotax before so amidst a big shower of woodchips etc, i contined the takeoff. my admiring buds renamed my plane 'weedwacker'. (refer to the single digit IQ for this decision!) i wobbled arround the area, unknowingly exciting the local CAA commondante, who, i learned was 'anxious to meet the 'flying gringo'. i landed and paid a local $5 to hide my plane behind a big wall alongside the motel. the next morning my buds and i lined up on the blacktop road outide the motel, which, though rougher than the dirt didn't have bushes and rocks on it. BUT it did have lots of wires overhead, about every 30ft. i couldn't see a gap big enough to squeeze through so swung hard right between two big wooden utility poles and  over relatives of the bush that i had attacked the day before. i climbed up to 300ft, to clear the 299ft sand hill alongside the road and pointed the sharp end south. i had a cb radio strapped to my leg, and with typical msms (monty stone's moronic stupidity) had not tried it with the engine running. couldn't hear a thing, except 'seized up!'. well. my buds were carrying my spare underware etc on their bikes, so i had to try a rescue! by now the breeze was picking up off the water, sea of cortez, gulf of mexico,  so i set it down on the spur road signposted 'the san felipe international airport'. i was kind-of target oriented on the center line of the rather narrow road, completely ignoring the powerlines alongside the road . (i hadn't seen em, more MS.) I set down. that's when a big road-sign, cunningly disguised as an alluminium cactus reached out and grabbed my left wing tip. cont....

Oct 12th

LSA Repairman: Maintenance or Inspection Rating? by Carol Carpenter

By Paul Hamilton

For those who are iterested in the course:


The Light-Sport Rule establishes a new repairman certificate with two ratings (Ref: 14CFR §65.107): Inspection and Maintenance.

There is only one repairman certificate, but two ratings: The “repairman (light sport) with an Inspection rating” (LSRI) and the “Repairman (light-sport aircraft)—Maintenance rating.” (LSRM) The inspection rating is available by attending a 16 hour, two day repairman course. The maintenance rating is only available by attending a much longer 80-120 hour Repairman course.



Experimental Light Sport Aircraft

As a sport pilot flying an ELSA for pleasure, you only need the 16 hour inspection course. Classes are normally schedule on the weekend and offered across the country Successful completion of  the LSA Repairman Inspection course, allows you to apply for an FAA Repairman Certificate for any  Experimental Light Sport Aircraft  which you own or one you purchase  in the future. (Note: this does not apply to Experimental Amateur Built)  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 successfully completed the 16 hour training course for LSA Repairman Inspection in the assigned “class” of the selected

course (airplane, weight shift, powered parachute, glider, gyroplane, or lighter-than-air). There is no expiration date on the certificate of course completion. You do not need to currently own an ELSA.

 (There isn’t any authorization required to perform the maintenance on experimental aircraft.) However, if you fly two different class of aircraft, say, airplane and weight shift, then you will have to take one 16 hour inspection course for weight shift and another 16 hour inspection course for airplane.

The good news: There are no renewal requirements for your certificate, once you earn it, and there are no limits on how many aircraft in the select class you may own. Additionally, all maintenance is already allowed. There is no requirement for a repairman certificate to perform maintenance on your E-LSA. This is important because after your ELSA is certificated you  will have one year until you need to have completed the required repairman inspection course. (It is easy to schedule a 16 hour inspection course at your location. Rainbow Aviation travels with the course based on demand.)


Special Light Sport Aircraft


Owners of a Special Light Sport Aircraft (SLSA) must attend at 15 day workshop (15 day/120 hrs).  Successful completion of the Repairman Maintenance Rating allows you to perform the maintenance, the annual condition inspection, and the 100 hour inspections (required only for aircraft used for hire)  on any Special Light Sport Aircraft and or any Experimental Light Sport Aircraft in the assigned “class” of the selected Course. This is an FAA approved workshop and an FAA certificate is issued after successful completion. You do not have to own the aircraft. You do not even need to be a pilot and you may charge for your services.


Unlike the Repairman-Inspection rating, a person with the Repairman-Maintenance rating can perform maintenance and inspections on anyone’s S-LSAor E-LSA and charge for his/her services. For this reason, he is sometimes referred to as a “Sport

Mechanic.” There are no prerequisites for the training course. In fact, a Repairman with a

Maintenance rating need not even be a pilot.

However, the Repairman with a maintenance rating may not perform the annual inspection on amateur built aircraft or standard certificated aircraft- only Light Sport Aircraft.

The S-LSA repairman maintenance rating training course is designed using modules of

instruction that can be customized to the specific class of S-LSA the repairman will

maintain. There are three required “core” modules, and five elective “class” modules. The minimum training time for each class is:

Airplane: 120 hours, Weight Shift: 104 hours,

and Powered Parachute: 104 hours. Participants may take the three core modules and add an “elective.”

Below is a list of the modules pertinent to the

various class of LSA.

Core Modules:

Module 1 (16 hours) Regulatory

Module 2 (35 hours) Airframe

Module 3 (45 hours) Engine

Electives Modules:

Module 4 (24 hours) Airplane class

Module 5 (19 hours) Weight Shift

Module 6 (19 hours) Powered Chute

Module 7 (64 hours) Lighter-than-air

Module 8 (40 hours) Glider

For example, if a person attends a course to

obtain a Repairman-Maintenance rating to work on airplanes, he/she would take a 120-hour course consisting of modules 1, 2, 3, and 4. If he later wanted authorization to work on weight shift aircraft, he would only need to take module number 5. If he was only interested in weight shift, he would take 1,2,3,and 5. Unfortunately, if someone takes a 16-hour course before taking a 120-hour course he/she does not get any credit for having taken the 16-hour course. Interested in a new career? The job opportunities for the repairman with a maintenance rating are huge. Light Sport manufacturers and dealers in the light sport industry will all require a LSRM. Additionally, flight schools will need LSRM for the required 100 hour inspections. Not to mention the opportunities for new Light Sport Maintenance facilities. Also, there are other little known- advantages available to a Repairman with a maintenance rating:

The repairman may also keep a portfolio of

his work and apply for authorization to take theA&P written and practical exams for general aviation after working in the field for 30 +months under his/her own supervision.

Additionally, the LSRM is a stepping-stone to the DAR (Designated Airworthiness Representative.)

For more information on the repairman

courses or transitioning your ultralight before

the deadline visit Rainbow Aviation Services

website at or email, call Carol Carpenter

at 530-824-0644.



Sep 21st

Techniques for 180 back to airport with power-out on ascent

By Glade Montgomery

It seems that it's pretty common for engines to fail right during the ascent stage, very shortly after takeoff and when at only a few hundred feet (or, of course, sometimes less).  Based on this, I thought it might prudent to simulate the circumstance by going into my normal steep climb, then immediately dropping into idle, and at various altititudes, to see what was the mininum AGL at which I can manage a 180 back to the runway (or at least to the grass that is parallel to it), and to see what technique would be most effective. 

What I found is I can do it within about 350 AGL, so long as I use a particular and somewhat dramatic technique.  Immediately upon loss of thrust, I pull in hard on the bar, pulling the nose downward from its formerly somewhat steep pitch upward, to a point where it seems I am staring almost straight at the ground.  It's in this extreme nose down configuration (and before significant downward speed builds) that I can rapidly rotate the aircraft around back toward the runway.  If done just right, I can complete the rotation (and round out from the resulting dive) with a good margin of safety (in truth, while doing this I pretend like the floor is 100' higher than it really is, so I have an added margin of safety). 

I've tried other methods.  When pulling the nose down to just normal glide pitch and turning with various degrees of bank, I always lose significantly more altitude (by the time the turn is completed) than via the method above described.  Based on this, I suspect the best method may be the one I discovered.  It's counter-intuitive: when the ground is the very thing you are afraid of (and altitude is your most precious commodity), dive for it (and while turning).  But, within a particular altitude range while on first ascent, I suspect it may be just the ticket. 

This "dive-for-the-ground" technique also has the benefit of reducing any chance of stall (and/or stall/spin) to just about zero.  I believe it's well known that when seeking to minimize altitude loss in these kinds of turns (by keeping the nose up), pilots often lose sufficient speed, and the aircraft stalls fatally.  When you instead dive for the ground, any possibility of that mistake is pretty far removed. 

I am curious if anyone else has tried this technique?  Have your tried this and others, and yet found others are better?  Or have you found similar to me?