Carole is not a person who saw those challenges as insurmountable. Previously, as a corporate executive and journalist, she met every obstacle with gusto. When she started training to fly, her quest to her current role as a United Airlines Boeing 737 captain based out of Newark, New Jersey, could have been derailed many times. It took a solid plan, years of work, and a combination of brains, perseverance, and an infectious positive attitude to make her dream come true.

And she is just getting started. In addition to launching the “100 Pairs of Wings” program following the success of her biography of Bessie Coleman, A Pair of Wings, Hopson is also a mentor in United’s Aviate Academy, through which the airline intends to fulfill its promise of a more diversified workforce.

FLYING Magazine (FM): Explain your early interest in flying—when you first noticed airplanes—and how that impacted your future.

Carole Hopson (CH): I have wanted to fly airplanes ever since I can remember. But this was not a popular career aspiration for a girl coming of age in the 1960s and ‘70s. It felt like a dream that I should keep to myself. And so I did. But it was something that just wouldn’t leave me. Even though I pursued many remarkable fields, I still wanted to follow this path.

FM: Your husband, Michael, was instrumental in helping you move from being a corporate executive and journalist to becoming a professional pilot. What did he do to help you?

CH: The first thing that my husband Michael did was he listened. He never laughed at me, and then he put real money and enthusiastic support behind my training. He bought me a discovery flight and paid for the initial lessons. He also helped me create what he called an “exit strategy.” We put together a financial plan with a timeline to forge my dream into a goal.

FM: Once you decided to train to become an airline pilot,what support system did you have in terms of family life as well as financially?

CH: That exit strategy that I talked about was detailed. Before I up and left my job, I took another position so that I could save the money for flight school. We mapped out which flight schools I would attend and planned for the accelerated courses, as well as cost—both financial and emotional. Then we bought a house and moved from Manhattan to New Jersey so that I could be close to small airports and flight schools. Then we stuck to the plan.

FM: How did that plan work out?

CH: What no one factored in was September 11th. That fateful day changed the lives of so many. Like others, Michael and I decided to have a family, and were fortunate and had two sons. They changed my life more than I could have ever imagined. I never thought I would love anything as much as flying, but my children changed my point of view. I loved my infant and toddler more than anything and stayed home for 14 years raising our boys before getting the training and hours I needed to get to where I am today.

FM: As an international airline pilot, as well as mother, author, public speaker, and philanthropist, what personal skills, tricks, and habits do you use to balance everything?

CH: I call it the law of three because I can juggle three balls at a time: Family. Flying. Book. And then there’s grace. Try to be graceful, try to allow yourself grace, and then pay attention to the task at hand and ask for help.

FM: Explain what the goals of your Jet Black Foundation are as well as the 100 Pairs of Wings Project, and tell us why this is needed.

CH: Jetblackfoundation.org was founded to recruit and train African-American female pilots. Less than one percent of our current pilot workforce is African-American and female. We have to begin to recruit from talent pools that we have never searched before. The 100 Pairs of Wings project will begin in 2025, with a goal to raise funds to put 10 Black women through flight training every year for the next 10 years. This is problem-solving that is good for business and ultimately is workforce development in its purest form.

FM: Why is it important that the aviation industry, corporations, and high-net-worth individuals support your foundation with their donations?

CH: Post-COVID travelers have returned with gusto. Private aircraft acquisition and cargo flying have also seen an increase in demand. Last summer and over the 2022 holidays, we saw record numbers of flights canceled because of staffing shortages, and those staffing challenges will continue. We must begin to think about how we solve business challenges in a different way. Recruiting in brand-new arenas is a solid strategy, and investing in people is the smartest business investment we can make.

FM: What personal or aviation similarities do you share with Bessie Coleman, who you wrote about in your book, A Pair of Wings?

CH: It’s an honor to compare any part of my being with Coleman’s legacy. But for sure I have learned from studying her and have tried to adopt some key principles that I have learned. Coleman gets lots of credit for being beautiful and brave, and she did indeed have these attributes in abundance, but what I learned from her is that she took these raw materials and turned them into problem-solving superpowers. From this observation, I have learned that obstacles have opportunity.

FM: In Michelle Obama’s latest book The Light We Carry she explains her “When they go low, we go high” mantra. As a woman of color coming up through the ranks in the airlines, did you ever have to employ that same philosophy?

CH: I smile as I write this: yes, every day! Learning how to deescalate and focus on the mission is key. I am human, so an insult, a curt response, or a mean look can be a distraction. But I don’t own that; someone else does. I have a job to do and keeping my crew and passengers safe is the only goal. Besides, it’s my decision to keep my control or to give it away. I have decided to keep it.

FM: What is the one big message you want to share directly with young girls and women of color that may read this and become inspired to follow a career path similar to yours?

CH: First, decide that if you love a thing, it’s worth the pursuit. Secondly, find a mentor. And by this I mean a guide, not necessarily a friend who rubber stamps your every move—find someone who has been where you want to go. Learn, teach, and never stop this process. Being mentored—and mentoring someone else—is the best way to continue to evolve.

Quick 6

Is there anyone living or dead you would most like to fly with? 

Two actually, Bessie Coleman and my mom.

If you could fly any airplane or helicopter you have not yet flown, what would that be?

I am thinking tall and small, so a Boeing 787 and a Pitts.

What is one airport you’ve always wanted to fly into?

The next one.

What do you believe has been aviation’s biggest breakthrough event or innovation?

The jet engine!

What is one important life lesson learned from becoming an airline pilot?

Trust in yourself. Only you can give yourself confidence, but anyone can take it away from you.

When not flying or promoting your foundation, you’d rather be…

Spending time with my husband and boys!

The post Just Getting Started appeared first on FLYING Magazine.

The pandemic forced the 2021 NIFA SAFECON (National Intercollegiate Flying Association’s Safety and Flight Evaluation Conference) Championship to be held virtually this year without the flying segments. After completion of the online events, Embry-Riddle Aeronautical University’s Golden Eagles Flight Team from its Prescott, Arizona, campus won the event, making them 13-time national SAFECON champions and the winningest collegiate flight team of the past 25 years.

During the virtual championship between teams from 28 universities, ERAU flight students competed in Aircraft Recognition, Computer Accuracy, SCAN (Flight Planning), Preflight Inspection, and Ground Trainer competitions. All competitors took tests at their schools, with NIFA judges watching via Zoom calls. ERAU’s team had 35 members this past year, with 10 of those being freshmen brought on to the team in late 2020. “NIFA SAFECON is to collegiate aviation what the Super Bowl is to the NFL or the Stanley Cup is to the NHL,” ERAU said.

NIFA exists as a forum for collegiate aviators to expand their studies and further their careers by participating in competitive and non-competitive events, networking with industry and peers, and applying themselves to push beyond their ordinary curriculum. The organization can trace its roots back to a group of students at Columbia University that formed a flying club in 1919. Their first competition was held on May 7, 1920, and Yale University took first place, assisted by Juan Trippe, future founder of Pan American Airways, flying a war-surplus Curtis JN-4 Jenny.

According to NIFA, Popular Aviation magazine said of the organization, “A National intercollegiate aviation association was organized at Washington, DC in December to put competitive flying activities between colleges in a class with football, baseball, and other major sports. Delegates from most of the leading universities were present.”

“I think the biggest thing I’m proud of in the team is the level of perseverance and the many obstacles that we had to overcome in the last 10 months,” said Shaun Shephard, the ERAU Golden Eagles Flight Team’s head coach. “There were numerous times where we didn’t know what was going to come in the next week, our regionals were pushed until February, we had an extended winter break, and we had a time of shut down in early fall semester. All of our meetings and practices were socially distanced, and we had very little time that the team could come together, so we were always being taken out of our comfort zone.”

In each of the timed virtual events, students were presented with a series of questions that were augmented by Powerpoint presentations prepared by NIFA. Anyone who has ever taken an FAA written exam would easily recognize the kinds of navigation, performance, weight and balance, and other questions the student competitors had to answer. In the Aircraft Recognition category, students were shown photos of various airplane makes and models via a Powerpoint slide deck and given three seconds to view each slide and fifteen to thirty seconds to name the correct manufacturer, model number, and common name.

“I have been reminding the team about what that word team really means is ‘Together Everyone Achieves More,’” Shephard added. “We were successful in nationals not because computer accuracy swept the top five spots or aircraft identification took five of the top six spots, but because everybody continued to push each member of the team to be the best they could when it mattered. We will enjoy this 13th championship, but we are already looking forward to next year to complete a repeat championship.”

ERAU-Prescott won the Judges Trophy with 1,832.5 total points. The University of North Dakota can in a close second, with 1,822 points, and the Southern Illinois University team came in third, with 1,702 points. The next NIFA SAFECON is planned for 2022.

The post Embry-Riddle Golden Eagles Win 13th NIFA SAFECON Title appeared first on FLYING Magazine.

Willford retired in May 2022 after a 32-year career at the Cessna Aircraft Company where he worked in a number of high profile programs. And technically, while Cessna is now part of Textron Aviation, Willford makes it clear that he considers himself a “Cessnan.”

In an interview with FLYING, Willford provides an inside perspective on aircraft design and his career at Cessna.

FLYING Magazine (FM): When did you know you wanted to become an aviation and aerospace engineer?

Neal Willford (NW): My father was a corporate pilot and mechanic, and he started bringing my brother and me to the annual [Experimental Aircraft Association] Fly-Ins at Rockford, Illinois, and Oshkosh, Wisconsin.Though I was around airplanes, I never had a desire to become a professional pilot. I liked building things, andI liked math and science, so engineering seemed like a natural choice. During college, I tried getting a job in the aerospace industry, but it was an absolutely awful time to try to get hired. Fortunately, Boeing in Wichita, Kansas, was hiring, so I landed my first aerospace job there.

FM: How did you end up working on a number of Cessna’s business aircraft programs?

NW: About the time Cessna introduced the CitationJet at the 1989 [National Business Aviation Association] show, Boeing was moving much of [its] engineering activity to Seattle, and I didn’t want to move. When Cessna started hiring engineers to help design the new jet, I applied and got a job there. I was hired to be a design engineer in the propulsion group, and I thrived in that environment. Once the airplane was designed and the prototype was flying, I volunteered to go work on the all-new Citation X, where I was responsible for designing the nacelle and finishing up the APU installation.

FM: Why did you move from Cessna’s business aircraft programs to developing its single-engine piston line?

NW: When Congress passed the General Aviation Revitalization Act (GARA), Russ Meyers honored his promise to re-enter the piston market. I was always a “little airplane” guy, so when the engineering effort really got underway for reintroducing the 172, 182, and 206, I became a group leader in the propulsion group. In my career, I worked on several single-engine programs, including the Next Generation Piston proof of concept, and the Beechcraft Denali and Cessna SkyCourier.

FM: What was your role as Cessna designed its own light sport aircraft?

NW: When Jack Pelton decided Cessna should take a serious look at getting into the light sport market, he tasked a small group of us to make a trip to the U.S. Sport Aviation Expo in Sebring, Florida, in 2006. After Jack watched our head of the Cessna Pilot Centers get a ride in an LSA, he said to me, “We need to do this. Go build one.” I selected a small group of designers, and we flew the LSA proof of concept nine months to the day after Jack said to go build it. I led the engineering effort for what became the Model 162 Skycatcher.

FM: What do you think was at the root of the lower-than-expected sales and discontinuation of the 162?

NW: It is easy to forget that the Skycatcher deliveries started when we were in the grips of the great recession. Many of the orders were taken before then, when the economy was booming, and I suspect that this was a major factor in the lower LSA sales for all manufacturers.

FM: Describe your personal motivation when you are presented with a challenge that seems impossible to overcome.

NW: I’ve learned the importance of being proactive and always having options beyond what you are attempting in order to solve an issue. Much of engineering is problem solving, whether addressing challenges during the design phase or during flight testing. Bill Lear once told his engineers to “stop thinking and try something,” and there’s a lot of truth to that statement.

FM: When you work on a “clean sheet” design like the SkyCourier, how are the performance parameters established?

NW: Sometimes the parameters are defined by the limitations of the category of airplane, such as the airspeed and maximum takeoff weight limitations of an LSA. Input can also come from customer advisory boards as used for the SkyCourier. Without prioritization of desired attributes, it is next to impossible to develop a product that can do everything that a customer wants and meet the expected price point.

FM: From an engineer’s point of view, if you look out 10 to 20 years into the future of GA, what do you see?

NW: The next 10 to 20 years could be very interesting for general aviation. Near term, if the FAA’s MOSAIC program does what is hoped, then there may be opportunities for lower cost airplanes larger than an LSA to be designed and put into production. Longer term, autonomous aircraft for cargo-carrying purposes will likely be accepted sooner than ones designed for carrying people.

FM: What is the biggest challenge facing aviation engineers in the future? And what about all-electric airplanes?

NW: I don’t think the general public realizes that “technically-viable” and “FAA-certifiable” are two completely different things. How successful some of the more promising eVTOL [electric vertical takeoff and landing] companies become in bringing their product to market may depend on if they can successfully navigate FAA certification and still have a viable and profitable product. 

Electric propulsion offers the aircraft designer moredesign flexibility for relocating the propulsion units than can be done with a reciprocating or even a turbine engine. I see hybrid-electric aircraft being a viable interim solution because they still allow the propulsion unit flexibility that an all-electric aircraft provides,without the range and weight challenges that are the result of current battery technology.

FM: Now that you’re retired, what are you flying?

NW: I’ve been a private pilot since 1987 and most of my hours are in the Thorp T-211 Sky Scooter that I built and have been flying for 10 years—it’s the only airplane that I have ever owned.

Quick 6

Who’s the one person living or dead you would most like to fly with?

Without a doubt, Jimmy Doolittle

If you could fly any airplane or helicopter you have not yet flown, what would that be?

P-51 Mustang, especially if someone else was paying the fuel bill

What is one airport you’ve always wanted to fly into?

Put-in-Bay Airport (3W2) on Lake Erie’s South Bass Island

What do you believe has been aviation’s biggest break-through event or innovation?

The availability of low-cost GPS devices

What is one airplane (past or present) you wish you could have worked on as an engineer?

The Travel Air Mystery Ship

When not flying, I’d rather be…

Working on my Model Ts. I’m currently restoring a 1911 Model T touring car.

This article was originally published in the December 2022/January 2023 Issue 933 of FLYING.

The post A Precision Approach appeared first on FLYING Magazine.

FLYING Magazine (FM): When do you first remember developing a love of airplanes?

Brian J. Terwilliger (BJT): I grew up watching the Blue Angels, building and flying model planes, and turning the walls of my childhood bedroom into an aviation shrine. As a boy, I watched my first IMAX film at the Smithsonian National Air and Space Museum in Washington, D.C., and little did I know then that my passion for airplanes would culminate in a career in aviation filmmaking. It was a life-fulfilling moment to return a couple of decades later to premiere Living in the Age of Airplanes in the same IMAX theater!

FM: What is the backstory on how One Six Right moved from idea to production? Was there one instance, conversation, or lucky break that made that film a reality?

BJT: I learned to fly at the Van Nuys Airport (KVNY). The movie started out as a love letter to my home airport but evolved into a story about the value and struggle of all GA airports. After the idea was born, I reached out to the VNY public affairs office for support and access. Tomy surprise, I was met with heavy resistance. I suppose they didn’t believe that I was actually going to focus on the positive! In the end, the airport became a great ally to the film—but it took years.

FM: You have just remastered One Six Right for Blu-ray—tell us about that project.

BJT: One Six Right was filmed using the Panavision/Sony F900 1080/24p digital cinema camera, and because of the technical limitations of DVDs in that era, less than 20 percent of the camera’s resolution could be displayed. We remastered the film so the full 1080p image could be experienced on an HDTV. It took two about six months full time to rebuild the film shot-by-shot using the original HDCAM source tapes. We overlaid the full HD resolution shots over the DVD version and matched the images, frame for frame. After color correction and digital enhancement using the latest software, the result is a stunning version that looks surprisingly modern.

FM: How long did it take to shoot, edit and secure distribution for both of your documentaries?

BJT: Altogether, it took five years to make One Six Right, and six years to make Living in the Age of Airplanes. They were both extraordinary undertakings, but equally rewarding. I led the efforts from fundraising to marketing and everything in between, though more than 500 people were instrumental in making the two films. Countless decisions were made daily that ultimately resulted in less than two hours on-screen.

FM: Describe how the deal with National Geographic came together that leveraged your crew’s ability to travel to shoot the scenes for Living in the Age of Airplanes?

BJT: National Geographic wasn’t actually involved with the making of the film—I raised the film financing independently and shot it on all seven continents years before NatGeo ever saw it. By making the film without a distributor or release date, I was able to retain complete creative freedom to tell the best version of the story. The message and imagery of the film were a natural fit for NatGeo, and I was thrilled to partner with them as the distributor for the IMAX release in 50 cities worldwide.

FM: What sort of logistical challenges were encountered along the way?

BJT: Documentaries typically have small crews, but since this film didn’t include any on-camera interviews, we didn’t need lighting technicians or even a sound recordist. When traveling to 18 countries over a yearlong period, each additional crew member represents an extraordinary amount of additional money for airfare, lodging, food, etc. The magic formula was a crew of four, including me. The logistics were quite complicated, dealing with foreign languages, interpreters, government agencies, and complex permits for ancient and spiritual sites, gaining access to the Louvre, etc.

FM: In Living in the Age of Airplanes, was that your creative vision to create stunning imagery, or just good luck?

BJT: Our goal was to capture the most stunning images possible! The secret—besides a talented crew and the best equipment—was patience and persistence. We often shot the same subject on multiple days and during different times of day until we got what we were looking for. I set very high standards, and my appetite for great images was insatiable.

FM: Describe the coordination involved in both films between your crew and the pilots flying the subject airplanes. How much did safety play into your decisions?

BJT: Safety is always first. The most important goal in every aerial photo mission is arriving back safely. If we got good shots, that’s a bonus. We’re making a movie—no shot is worth an unnecessary risk, and we plan accordingly. I always create shot lists before a shoot, and even more so with aerials. In the case of air-to-air, everything is briefed beforehand and all questions are addressed on the ground. During the flying sequences, I sit in the backseat of the helicopter with a monitor, and there is constant communication between myself, the pilot, the director of photography, and the pilots flying the subject aircraft. It’s a creative ballet in the air.

FM: Following a bouquet of flowers from the grower in Kenya to the wholesale market in Amsterdam to a vase in Alaska in just over 17 hours in Living in the Age of Airplanes was brilliant. How did the idea come together?

BJT: Airplanes not only take us places far and fast, but they also bring the world to us. Of all the things that travel by air, flowers made the most striking example of a time-sensitive product. The logistics were completely authentic down to the FedEx delivery of the Kenyan flowers in Anchorage, Alaska.

Quick 6

Who’s the one person living or dead (or fictional) you would most like to fly with? 

Pete Mitchell

If you could fly any airplane or helicopter you have not yet flown, what would that be? 

The space shuttle

What is one airport you’ve always wanted to fly into?

An aircraft carrier

What do you believe has been aviation’s biggest breakthrough event or innovation?

Astounding reliability and safety of jet-powered airplanes

What is one important life lesson learned from being a filmmaker?

The power of determination and perseverance

When not shooting a film, I’d rather be…

Traveling and collecting new experiences

This article was originally published in the February 2023 Issue 934 of FLYING.

The post Capturing the Essence of Flying appeared first on FLYING Magazine.

At Purdue University’s School of Aviation & Transportation Technology (SATT)—where they had 100 flight slots available for the current school year—the program had more than 1,000 applicants. For the coming academic year, the number of applicants has already surpassed 1,400, according to Mike Suckow, Purdue’s associate head for engagement and professor of practice for the SATT. Before the first book is cracked or the propellers start spinning, competition is fierce to just become accepted in the program.

While all of the students accepted into the Purdue program have been vetted and are considered top candidates, among this group are some “exceptional” students who demonstrate a higher level of personal habits that places them in the top tier of their class and positions them well for becoming successful leaders as they continue their professional pilot career with a Part 121 airline, as an air cargo pilot, or with a charter operator.

• READ MORE: FLYING’s Flight School Guide

And while this article will focus on professional pilot students, Purdue’s SATT covers four degree areas: professional flight, aeronautical engineering technology (which encompasses the A&P), aviation management, and unmanned aerial systems. There are 350 flight students flying a fleet consisting of Piper Archers, Arrows, and Seminoles, plus numerous simulators for Boeing 737-800 NG, Airbus A320, Hawker 900XP, and Piper Archer.

The University’s Degree Program

In addition to the general university subjects, the flight-specific progression is to earn the private pilot certificate in the first semester, and instrument rating in the second semester, with the third and fourth semesters consisting of earning the commercial pilot certificate. Students then earn their multiengine rating in either the summer or during a fifth semester. 

If students acquire their CFI, they are given the opportunity to instruct and build hours through the next three semesters while they move into their turbine transition phase of their degree using the program’s turbine flight simulators.

“A typical student graduates with their [private, instrument, commercial, multiengine, and CFI] and between 400 to 600 hours,” Suckow said. “and approximately 50 hours of advanced turbine jet simulation. Typical interviews start around the 750-hour mark for major airlines, sooner for regionals.”

‘Exceptional’ Students 

It is commonly known that earning a four-year university degree of any kind puts tremendous schedule demands on students. When you add in flight training on top of that, it leaves little wiggle room for error. How do exceptional students manage their life to stay on top of their game?

“Excellent time management skills and focus is the secret sauce for the top performing students,” Suckow explains. “These top students are able to balance their personal lives with their educational goals and needs. This means that when they are flight training, they are 100 percent focused on the lesson and the instruction, and not worrying about the next class assignment. The best of the best can partition the ‘here and now’ from their other obligations and distractions.”

Suckow adds that “it is obvious when a flight student does not show up prepared and expects the instructor to walk them through the lesson. The best students are self-advocates and demonstrate superior self-reflection skills, meaning they have exceptional ownership of their learning.”

Leadership Extends Beyond Flying 

The top students in Purdue’s flight program all share similar traits, Suckow said. These include impeccable time management, a strong work ethic, dedicated engagement in learning, maintaining a balanced campus life, the ability to focus, and they are generally leaders in clubs or student organizations.

“These exceptional students carry these traits on into their career,” says Suckow. “Time has shown us how these students quickly move to becoming decision makers. Based on feedback from industry, these are the traits and attributes they are looking for to join their organization in addition—of course—to possessing strong stick and rudder skills.”

Suckow adds that leadership is a natural trait among these students, along with a willingness to try new things. “Peer pressure can be a challenge in this age range, and the exceptional performers are able to maintain a balanced legal, moral, and ethical framework and perspective,” he says. “These students manage their distractions and schedule their time when there are limited resources to complete a plan of study, and do not have the expectation that the system will bend to accommodate their loss of focus. Exceptional students do not cancel flight slots, they come in prepared so each lesson is set up for maximum learning and practice.”

All exceptional flight students need to do is show up prepared and perform each task with precision. If they stay at it for the duration of their time at university, graduates will be well-positioned to enjoy a long, lucrative career that could very well eventually culminate with a high-salary captain’s position with a major operator.

Unlike many other types of university degree programs where marginal students can sometimes “fake it ’til they make it,” professional flight students at the collegiate level must continuously demonstrate their competency through FAA check rides and written exams. Success depends on exemplary work both in the classroom and on the flight deck, and slackers need not apply. 

The post Top Habits of Exceptional University Pro Pilot Students appeared first on FLYING Magazine.

An example of her determination and willingness to adapt to challenges was her 2014 appearance at the World Advanced Aerobatic Championships. She was sharing a CAP 332SC with others in her group, and when it came time for her to compete, the airplane broke down and could not be repaired. Faced with elimination, she welcomed the generosity of an Italian competitor who loaned her his CAP 232. Her mantra of “be bold, be daring” carried her to fourth place in that program—and seventh overall, and first woman overall—despite competing in an unfamiliar airplane she had never flown.

Based in the Alpilles region of Provence in southern France, Astles has found success with competition aerobatics, and also as a race pilot on the Red Bull Air Racing Circuit, where in 2017, she won the event portion held at the Indianapolis Motor Speedway.

Astles shared with FLYING how she got to this place, and what she does to maintain her competitive edge.

FLYING Magazine (FM): Your record of achievements indicates you’ve always pushed hard towards your goals and persevered through any challenges you faced. Tell us about your work ethic.

Mélanie Astles (MA): If I had to quote keywords to define my work ethic, those words would be passion, determination, and boldness. I focus on my target, clear away the limiting beliefs, and make a plan to go after it. This way, I can change negative beliefs into positive thinking. I abide by Nelson Mandela’s saying that you either win or you learn. My philosophy is that challenges make you stronger, and failures are incentives to make you progress.

FM: We all know aerobatics competition is extremely strenuous on the human body. How do you condition yourself to handle the G loads of this type of flying?

MA: “A great mind in a healthy body” could be my motto. My physical conditioning is intense, with workouts virtually every day and coaching several times a week. Breathing and abdominal exercises are very important to sustain the G loads, and I recently took up yoga, boxing, and stretching. In aerobatics, mental preparation is just as important as physical preparation.

FM: Does your preparation regime for aerobatics extend to your diet?

MA: I don’t follow a strict diet, because as is everything in life, it should be pleasurable. I eat healthy food regularly but occasionally won’t say no to a pizza, a hamburger, or a drink of champagne.

FM: Walk us through your pre-competition preparations. Do you have methods to eliminate outside life stresses from your mind so you can focus on the demands of the routine?

MA: I guess my best friend is music. Before a competition, I like to be by myself with my headphones listening to my favorite music, oblivious to everything else. At that moment, I am already in the air. In aerobatics, mental preparation is essential. I recently had an insight into hypnosis and learned some basics of autohypnosis, which is sometimes practiced by people, like Bertrand Piccard, who have trained themselves to use autohypnosis for short periods of restorative sleep.

FM: Describe the precision it takes to become a successful Red Bull Air Race (now Air Race World Championship series) pilot. What is the focus like, and what margin of error do you have to maintain to excel?

MA: In aerobatics, we have to perform figures in a limited area, and we are given marks by several judges, very much like ice skating. The difference with air racing is that we compete against the clock, so we are judged on speed. Along the runs, we have to find the best track trajectory, avoid penalties, and preferably not hit a gate.The concentration needs to be maximum because the run is only about 1 minute, so precision is essential, as we fly at nearly 400 km per hour very close to the ground or water. The margin of error is nil.

FM: As a woman, have there ever been times in your career when there were indications that the men around you doubted your skill and determination?

MA: When I was touring with the Red Bull Air Races, I was rather welcomed by the men, everybody was kind and helpful to me. The one problem [I had] was maybe with the media. As the only woman in the sport, I attracted the media, and some of the males resented that, which is a bit understandable. I did not have this feeling of sexism with the other pilots and believe strongly that they saw me as a pilot and not as a woman pilot. And I guess from my results, everybody realized I was not just a pretty face, but was there for fighting and winning!

FM: Throughout your bio and blog posts on your site, you use the word “happiness” frequently. Is flying your happy place?

MA: I always wanted to fly, and when I started flying at 21 years old, the exhilaration was even stronger than I had anticipated. Reaching the sky where I knew I belonged was an intense experience. What other word but “happiness” could I use? My motto of  “Smile On” started when I flew my first Red Bull Air Race in Spielberg, Austria, because I just could not believe this was happening to me. I had a permanent smile on my face, even during my runs. When we get on the course, the clock starts when you hear “Smoke On,” which immediately became “Smile On” for me, and that has remained ever since. It is my peaceful cry which I would like to hear throughout the world.

FM: Tell us about the personal relationship you have with F-HMEL, your Extra 330SC.

MA: F-HMEL is indeed very special to me. When I started competing in aerobatics, I shared airplanes. When I wanted my first airplane, the banks refused to lend me the money. But thanks to the help of one of my sponsors, who helped me build a case with the bankers and stood security for me, I was able to buy F-HMEL, and it has been with me through many competitions. 

FM: Tell us about being an ambassador to the Pima Air and Space Museum in Arizona. What is the importance you place on inspiring young people to become involved in flying?

MA: I am very proud to represent the Pima Air and Space Museum internationally, because it is one of the most beautiful museums I have ever seen. The Pima staff and I share many common values and want to inspire people to join the aviation world by making it feel accessible. I love promoting the museum, it is just so natural for me because the history found there highlights the values I defend.

Quick 6

Who’s the one person living or dead you would most like to fly with? Someone who is dreaming of flying but can’t.

If you could fly any airplane or helicopter, what would that be? The F-15 Eagle, because it’s my favorite fighter.

What is one airport you’ve always wanted to fly into? Oshkosh (KOSH).

What do you believe has been aviation’s biggest break-through event or innovation? Breaking the sound barrier.

What is one important life lesson you’ve learned from being an aerobatic competitor? It is not so much what I do in competition, it is who Ibecome through competing.

When not flying, I’d rather be… Learning new things

The post Melanie Astles Reflects on Perseverance and Precision appeared first on FLYING Magazine.

They might know that the state is home to the National Buffalo Museum or have even visited Theodore Roosevelt National Park. What might not come to mind—unless you are knowledgeable about university aviation programs—is the huge fleet of airplanes and rotorcraft operating under University of North Dakota (UND) livery from Grand Forks International Airport (KGFK).

Jeremy Roesler, the chief flight instructor, airplane, and associate director of flight operations at UND’s John D. Odegard School of Aerospace Sciences, said it is not uncommon for people to underestimate the size and scope of UND’s flight operations at KGFK.

“When people hear that the University of North Dakota is located in Grand Forks, they usually stereotype the program thinking we are a small program in the middle of nowhere. That is far from the truth. In fact, UND conducted over 125,000 hours of flight and ATD training in FY 2022. So far in calendar year 2022 (based on ATC stats posted through the end of October), KGFK was the 25th busiest airport overall and the busiest Class D airspace in the nation,” Roesler said.

The UND Ramp 

If you like the sight of an airport ramp area overflowing with general aviation airplanes and helicopters, UND’s operation at KGFK will make you smile. Parked in every available spot are 68 Piper Archers, 15 Piper Seminoles, a pair of ACA Super Decathlons, a trio of Cessna 150s, one Cessna 172S, a Beechcraft King Air, and a Cubcrafters Top Cub.

Roesler pointed out that these numbers only represent the fleet at KGFK and not the university’s satellite site in Phoenix, Arizona. While both sites operate independently, fleet management and the Part 145 repair station operate together, he said.

UND also does a substantial amount of rotorcraft instruction using five Robinson R44 Cadets, which replaced several other helicopters in the program.

“We first brought in the R44 Cadet in 2017 to replace the aging and expensive Bell 206 fleet for instrument training,” said Wes Van Dell, chief flight instructor for helicopters. “The R44 offered the latest glass cockpit technology and was 50 percent faster than the Schweizer 300’s, allowing it to keep up with the fixed wing traffic in the instrument pattern. At half the price of the Bell 206, once integrated into our fleet, we realized that we could operate the R44 for nearly the same price as the H300s as well. It also almost doubled our dispatch reliability over the older aircraft due to Robinson’s simplified maintenance requirements. That led to our decision to replace all of our rotorcraft with the R44 Cadet.”

Van Dell added that “the R44 is still the most popular piston helicopter in the world and is used for commercial operations from tours to police and electronic news gathering. Many of our students have gone on to fly the R44 for their first commercial job post-UND, and having that R44 experience is invaluable in the hiring process,” he said. 

Simulated Flying at UND

“Virtual Reality Training Devices are an area that is changing fast,” explains Roesler. “UND currently offers six VR devices that are coupled with flight controls to fly an airplane or helicopter. Students can fly a Piper Archer in VR and practice all of the various maneuvers and procedures. Researching and learning the capabilities of this type of training is an active area,” he said. 

Could this type of training be part of future FAA training regulations allowing the time to count toward certification? “Someday,” Roesler answered. “Right now, we utilize VR training as an optional resource for our students, and they have been used to supplement the student’s training.  Students having trouble with a certain aspect of flight training can use the VR devices to help practice.”

Along with the nine Frasca AATDs set up as Piper Archers, UND Grand Forks also offers a Frasca CRJ-200 FTD Training Device and a new ALSIM Airliner Training system. Of the ALSIM simulator, Matt Opsahl, assistant chief CFI (ATD/FTD Training) said, “We are excited for the next chapter of flight training at UND Aerospace. The ALSIM advanced, mid-size jet simulator will give students the upper hand in all aspects of their flight training before they head out for their careers. Being at the forefront of worldwide flight training, this was a logical addition for UND and our students. UND will begin using this device in the January 2023 semester,” he said.

Standardized Avionics 

Roesler said that he feels the Garmin G1000 NXi avionics suite is “without a doubt the best integrated flight deck for collegiate aviation,” and the school strongly believes in having a standardized fleet. “Having the Garmin G1000 NXi in both the Archers and Seminoles allows our students to transition to the Seminole multiengine trainer very easily,” Roesler explained. “Our students are exposed to a full glass cockpit experience because our program is based on training tomorrow’s pilots for the airlines and private/corporate flight operations. The G1000 NXi suite helps to prepare our students for those advanced operations,” he said.

More Than Just Learning To Fly

Roesler said UND typically has about 1,400 students on the flight schedule throughout the semester. And while they do indeed learn to fly, UND Associate Dean Dr. Elizabeth Bjerke explains that the program focuses on much more than just flying airplanes.

“The interest of young people wanting to study aviation is continuously increasing, which is great to see,” Bjerke said. “However, as a flight training program, we can only accept the number of new students that we can effectively train in a given year. Our application window for the Fall 2023 start date was open from August 1, 2022, to November 1, 2022. During that time frame, we received well over 1,000 applications for our flight degree programs and will only be able to accept roughly 65 percent of those that applied. This does make it a competitive process for admittance to the flight training program. However, this is a very cyclical industry, so as we see demand for flight training increasing at the present, we also know that it may simply take a turn in the economy or other outside factors to change this demand overnight.”

Bjerke explained that if students aren’t afraid to work hard and have a passion for aviation, they will excel on the UND campus outside of the flight line. 

“For example, we have over 30 Division I student-athletes in our program, and over 30 percent of our marching band is made up of aviation students. We also have students actively involved in the over 200 student organizations our campus supports, including ones focused on aviation, such as our Women in Aviation, Organization of Black Aerospace Professionals, APLA ACE, and National Gay Pilot Association UND Chapters. Our aim is to graduate students who are more than just a pilot, but also an aspiring aviation professional that has acquired skills outside of the classroom in regards to leadership, teamwork, communication, and a desire to give back to their community,” she said. 

The post UND’s Hardware Keeps Aviation Students Flying High appeared first on FLYING Magazine.

Teaching flight students in university flight programs is no different, says Claire Key, who was LeTourneau University’s (LETU) assistant chief flight instructor until August 2022, and now a check instructor and an adjunct professor in the Flight Science department, along with currently flying as a King Air 350 first officer with WheelsUp.

• READ MORE: FLYING’s Flight School Guide

“One of the hallmarks of an education at LETU is that it’s a tight-knit community where students have a lot of support, both from faculty and staff as well as their peers,” Key said. “Each student enrolled in flight has an instructor who is assigned specifically to them for each curriculum, as well as just a few other students. This lets them build rapport and allows the instructor to tailor their training to them. In addition, new students have peer advisors, as well as academic advisors who help them socially and academically. We also have a training review process that flags any students who may be struggling with a flight course and pairs them with an experienced instructor who takes them through a clinic of sorts to work through their specific challenges. This ensures no one falls through the cracks and keeps us thinking outside the box to tailor training to individual students.”

Key submitted her list of what she feels are the top five challenges LETU’s flight students confront, and on many occasions, she’s had to put in the work to make sure her students make it past these tough phases of instruction so they can stay focused on graduation. Key also shared how she gets her students past these temporary setbacks.

1. Maintaining Motivation

“Flight training is a sprint, not a marathon,” Key said. “There are inevitably going to be challenges that arise along the journey to becoming a commercial pilot, such as weather, family issues, or illness. The number one way we try to help students with this issue is by dividing everything up into small achievable goals. So rather than focusing on the big task of getting an instrument rating in a semester, an instructor can divide the task into different stages and different lessons in that stage. Dividing this large segment of training into more manageable parts helps students remember that they are making steady and consistent progress towards their goals.”

Key added that at the end of each lesson, LETU’s instructors ask students to fill out a self-evaluation where they answer questions to state what went well, what needs work, and list some of the things they learned. “It’s crucial to celebrate their wins and remind them of the progress they have made. This teaches them that they can do it!” she said.

2. Switching Airframes While Maintaining Proficiency

“Throughout the course of becoming a commercial pilot, most students will eventually have to transition to new airplanes,” Key said. “At LETU, students learn to fly three. These transitions can be a real hurdle for students as it can feel like they are starting over in some sense.”

The way LETU’s CFIs (and many others) overcome this challenge is to be very intentional at the beginning of a student’s training about the idea that for any desired performance, such as a Vy climb, there is a corresponding pitch attitude and power setting. 

“This gives students the tools they need to jump into any airplane and start flying!” Key said. “For example, in the C172S [Cessna 172 Skyhawk], a student says they want to do a Vy climb at 74 kias. They set full power and hunt for a pitch that will give them that speed. When they find a pitch attitude that yields the desired performance, we ask them to take a mental picture, or even a real one, with their cell phone at eye level, to remember what it looks like. Now instead of ‘learning how to fly a Skyhawk,’ they can move into a new airframe with the confidence that they already know how to fly an airplane, but with a mission to find new pitch attitudes. 

“Being consistent from the beginning of a student’s training by teaching the foundational concept of ‘pitch plus power equals performance’ is how we can give students the skills they need to transition from airframe to airframe while maintaining excellent flight basics,” Key said.

3. Crosswind Landings

Like most CFIs, Key says landings are one of the toughest things for a student to master. She calls this the “landing plateau,” where a pre-solo student’s landings are close but not quite ready to be done on their own without any instructor assistance.

At LETU, the way instructors deal with this is through tailwheel training.

“For landings, we think this provides an advantage to a student, as they are sitting right on the centerline, and get quick and responsive feedback from the plane if they make a mistake,” Key said. “Another way we help students through the ‘landing plateau’ starts on the taxi out. We teach them to taxi out on centerline, and from there, we add in crosswind correction on the taxi. All that’s missing is the flare. Taking advantage of every small opportunity to practice different components of the landing throughout the flight helps students gain meaningful experiences that helps them put all the pieces together when it comes time for the real thing!”

4. Developing Sound Aeronautical Decision Making

“Aeronautical decision making (ADM) is another area that challenges students,” Key said. “It is common to get bogged down by the demands of a flight situation and fall into hazardous attitudes such as resignation or impulsivity. How we help students improve their ADM is through the use of ‘scenario-based’ training. Right from the beginning, we incorporate different scenarios into a student’s training so that they are flexing this muscle and gathering tools for how to respond in a real-world scenario.”

An example Key described is having an alternator fail, prompting the need to come back into a Class Delta airport with no radios and get light gun signals. 

“Our instructors actually ask air traffic control to give them light gun signals, so the student has seen them in real life. These scenarios build upon each other throughout their training until they are responding to things as complex as simulated engine fires in a multiengine aircraft later in their training. The way to avoid the pitfalls of broken down ADM is consistent exposure to real-world scenarios when the pressure is on.”

5. Stalls

Key acknowledges that stalls can be a frightening thing for some primary flight students. This can cause them to overreact to stalls, she says, when they give up a lot of altitude in a recovery, induce a secondary stall, or, worse, freeze altogether.

“One thing I ask students right at the beginning is to tell me everything they have ever heard about stalls, that way we can address their concerns right from the start. We also might watch a YouTube video of a stall so they can actually see what the airplane will be doing. From there we just expose students to a wide variety of different stalls, all the way to a full stall. We’ll do some in a turn, straight ahead, some recovering to a glide, and maybe even a falling leaf stall. The goal is to show them that they aren’t that scary, and to help them have the presence of mind to respond promptly and smoothly,” Key said.

When CFIs take the initiative to work through these and many other challenges primary students face, forward progress can be made faster. Whether the student is from a university or the flight school at your local municipal airport, teaching the art of flying can be complex and rewarding. Ask any CFI, and they will tell you that watching a student’s first solo or seeing them achieve the milestone of earning their private pilot certificate is why they do what they do.

The post Top Five Challenges of University Flight Students appeared first on FLYING Magazine.

That’s the situation Fox Valley Technical College (FVTC) finds itself in. With campuses in Oshkosh and Appleton, Wisconsin, EAA’s big annual summer aviation family reunion is a neighbor every college program teaching aviation students would love to have. With as many as 600,000 happy people attending AirVenture each July, every year of the big EAA show brings in another crop of children and young adults who are getting their fire sparked for a career spent in the air.

Jared Huss, FVTC’s director of aeronautics, has served in many capacities in his 25 years in the aviation industry and knows the school’s proximity to AirVenture is a huge plus. He holds an ATP certificate and has been an airline pilot and contract corporate pilot, along with numerous positions as an aviation educator. When it comes to finding motivated new students, Huss does not have to look far.

“Being co-located with the aviation organization that brings the largest aviation gathering in the world to our community is truly special,” Huss said. “We have the unique opportunity to share the same airport where EAA AirVenture takes place each year. The end of July is always one of the most exciting times of the year that reminds our students why they’ve chosen this career path. I can’t think of a more immersive way to give our students the overwhelming experience of what it means to be a part of such a welcoming, fun-loving, tight-knit family like we find in our aviation community. Having this wonderful aviation community gather right in our backyard and being able to share our community together each year is something that we will always treasure.”

FVTC recently celebrated 30 years in aviation training and offers two main paths of training: aircraft maintenance and flight. Along with programs for airframe & powerplant technicians and aircraft electronics, FVTC operates 10 aircraft—seven Cessna C172S Skyhawks and three Beechcraft Be76 Duchesses—and currently offers two degrees in professional pilot training; an Associate Degree in Aeronautics-Pilot Training and a Technical Diploma in Aeronautics-Professional Pilot, which serves upwards of 70 to 80 flight students. All flight training at FVTC operates from the S. J. Spanbauer Aviation & Industrial Center, located off Oregon Street on the east side of Wittman Regional Airport (KOSH).

Part of AirVenture

Since the beginning of the FVTC aviation program in 1991, the school has had a presence at EAA Airventure. “We’ve enjoyed venues ranging from the exhibit hangars to sharing FVTC Aviation under our own tent, to sharing the wonderful space in the Education Center where we are located near other flight schools, universities, and employers that we collaborate with to help connect students to amazing careers in aviation. It’s wonderful to have such a great venue for our students to explore the gateway to the world of aviation careers right across the airport,” Huss explained.

Huss added that FVTC’s collaborations with EAA extend far beyond that one glorious week in July. “EAA and FVTC have enjoyed many years of collaborative partnership and continue to grow and evolve in new ways together to support the growth of our aviation community. We’ve worked together on initiatives ranging from shared opportunities for aviation students, to collaborative grant efforts, legislative work, promotion of aviation to youth groups through various activities, and more,” he said.

One has to look no further than Kyle Anderson, an FVTC Aeronautics-Pilot Training graduate and current airline pilot, to see how EAA’s annual summer show can fire up local young people. 

“EAA (AirVenture) for me was the main reason I wanted to pursue a career in aviation,” Anderson said. “I literally learned how to walk at EAA, and haven’t missed a year except for 2020 due to Covid. I can remember some of my earliest and fondest memories involved sitting on the flight line eating ice cream with my Grandpa and watching the airshow planes make their passes. I went through the AirVenture academics tent my senior year and found FVTC’s booth where I began talking with their representatives. Upon learning the more affordable costs, the number of ratings you can earn, and the locality of their flight school to my home, it was perfect. Fast forward, I now fly the Embraer E175 for Skywest Airlines. I can say I learned to fly at one of the most famous airports, one that was the birthplace of my love for aviation.”

Operations at the Summer’s Busiest Airport

Anyone who has ever been lucky enough to attend AirVenture knows the sky can become thick with every imaginable type of flying machine at various times. Huss explained that FVTC has a long-established plan to avoid flight training conflicts with all that traffic.

“As you can probably imagine, the airport and airspace around KOSH become quite active in the days leading up to and including the week of AirVenture,” Huss said. “As such, we stop flight training operations mid-week the week prior to AirVenture and resume in the days following the event. Aviation students and staff find themselves taking a step back from the day-to-day and get to go out and enjoy what AirVenture is all about. You won’t hear a lot of complaints from a bunch of passionate aviation enthusiasts with some extra time on their hands to watch airplanes and take part in the greatest aviation gathering in the world!”

Huss noted that each year at AirVenture, students, faculty, and staff from FVTC take part in AirVenture in many ways, from working their booth in the Education Center or presenting topics at one of the many seminars that take place daily.

Only One of FVTC’s Collaborations

KOSH is considered by many to be the focal point of general aviation in the U.S., and FVTC’s campus on the east side of the airport means working with many other companies is a logical collaboration.

“FVTC works closely with Basler Turbo Conversions right next door to our Aviation Training Center, Air Wisconsin Airlines is right up the road, and Sonex Aircraft is right there on the field,” Huss said. “There are countless other flight departments and operators that we serve throughout our district and the region as a whole, an important one is Gulfstream, located at Appleton (KATW). With Gulfstream’s significant growth and additional opportunities at the Appleton location, FVTC has been stretching and exploring ways to best meet the surging needs of the aviation maintenance workforce. Gulfstream has been very supportive of these efforts, and several grant opportunities that FVTC has pursued have been awarded.”

The post Fox Valley Technical College Is ‘Oshkosh’ in Your Backyard appeared first on FLYING Magazine.

One advantage to flying an LSA is that they can be flown with a sport pilot certificate, with only a valid driver’s license needed as proof of medical competency. While flight training prices vary throughout the country, it is generally accepted that a sport pilot ticket can be earned for about half the cost of a private pilot certificate.

Let’s take a look at some of the LSAs that are available in the U.S. market today.

The Major Players

For efficient flying that comes with spectacular ramp appeal, Bristell’s Classic LSA is one of the best looking in this category. Owners can see great performance numbers and fuel mileage behind a variety of available Rotax engines, and with a heavy-duty wing spar suitable for flight training and comfortable seating for two, this model makes a great cross-country flyer. 

Tecnam’s Astore looks impressive on the ramp or in the air and is offered with an analog panel at the base price with optional avionics packages, including either a Dynon SV1000 or Garmin G3X panel. A Rotax 912 ULS engine allows the Astore to easily cruise at the 120 knots calibrated airspeed (kcas) LSA limit on about 4.5 gph fuel burn. 

Sling’s LSA is a proven design with numerous world circumnavigation flights completed by a range of pilots, and the model delivers “highly responsive” flight controls that “give it the distinct qualities of a fighter jet,” according to Sling. A range of 750 nm comes from the Rotax 912 ULS or 912 iS powerplant, and a refined interior and avionics from Garmin round out the Sling’s standard equipment list. 

Other best sellers are Flight Design’s F2 and CubCrafter’s Carbon Cub SS. A single 10-inch Dynon SkyView display anchors the glass panel of the F2 and “sport seats” assure a pleasant ride for short hops or long flights. An electric pitch trim system and a full array of Whelen LED exterior lighting has helped fill Flight Design’s order book. 

For serious backcountry fun, the Carbon Cub SS is hard to beat. With a takeoff distance of 60 feet in perfect conditions claimed by the factory and a leisurely 32-knot stall speed, this model will get its lucky owners into the smallest of off-airport strips when STOL performance is required. A Titan CC340 180 hp engine up front delivers where it counts.

Amphibian LSAs

Dominating the light sport amphibian market are two very popular models, the Icon A5 and SeaRey Elite SLSA. Both provide those seeking fun in the air and on the water with well-finished, capable airframes, and the latest in glass avionics. 

Icon’s A5 is perhaps the most dramatic design on the LSA market—with an interior that looks like it was lifted from an exotic automobile built by hand in an Italian hill town. The line between aircraft and automobile is blurred, and with folding wings making the A5 trailerable, this fun ride has become popular in recent years. 

While styled in a more traditional way, SeaRey’s Elite SLSA has been a consistent seller for years and offers lucky owners a well-built airframe and plenty of power to operate in high and hot environments. With a spirited 350-foot water takeoff run and 1,100 fpm rate of climb behind a turbocharged 115 hp Rotax 914 ULS engine, the Elite gets in and out of most any lake or waterway. 

A Few Global Surprises

One of the most important attributes of LSA manufacturers worldwide has always been their ability to innovate. And because this niche of aviation is extremely popular in the European Union where the types are flown as “ultralights,” there are dozens of makers producing beautiful LSAs that are made “across the pond” and imported into the U.S. market. 

Take the Viper SD4 from Czech-Republic maker Tomark Aero. From the slick lines of the all-metal airframe to a seriously well-developed interior, the SD4 could be the best-looking LSA you’ve probably never heard about until now. Another contender for that title is the JMB Aircraft VL3 series, currently certificated under the European Union Aviation Safety Agency (EASA) regs for ultralights. Certain versions can be operated in the U.S. under the S-LSA rules, or in the experimental/exhibition category. 

Another make/model that will make you say, “Why haven’t I ever heard of this airplane before?” is the Fusion 212 SLSA manufactured by Magnus Aircraft. This Hungarian-built SLSA is as good as it gets in LSA styling, but underneath that sleek skin, a big surprise is waiting. Due to a very strong airframe, the Fusion 212 became the first and only SLSA to be certified by the FAA for upset recovery training, intentional spins, and basic aerobatics (+6/-3 Gs). This adds a valuable layer of training functionality to this fuel-efficient SLSA, making the 212 attractive to flight schools.

Most Affordable LSAs

When the light sport category was created by the FAA in 2004, it was one of the most significant changes to regulations in the agency’s history. One aspect of the then-new “LSA” and “sport pilot” aircraft and pilot certification categories was that there would be a vast number of very affordable new airplanes coming into the marketplace. In reality, most LSAs today are loaded with glass panels and features buyers desire, which has driven base prices up. There are, however, a few models that still carry a base price under $90,000, so let’s take a look at two of them. 

One of the most attractive buys for a new SLSA is the Pipistrel Alpha Trainer, a well-equipped machine with a base price of $88,443. The Alpha Trainer is a great buy at that price, owing to its long list of standard features that include a Rotax 912 UL2 80 hp, four-stroke carbureted engine, Garmin GTR 200 radio with built-in intercom, Garmin GTX 335 transponder with ADS-B out, a Garmin Aera 660 GPS, and a standard ballistic parachute rescue system. 

Because the Alpha Trainer is meant to handle the daily abuse of hard landings thrown at it by new student pilots, the airframe is tough and durable. With its 13.2-gallon fuel tank, owners will see around 380 miles of range (with reserves) at normal cruise speeds of just under 110 knots. 

Also in the sub-$90,000 price range is the BushCat from SkyReach. The BushCat was designed to handle the rugged African bush country with a design made for easy assembly and repair in remote areas. For a very attractive $87,500 base price, the ready-to-fly BushCat SLSA offers a lot of features you might not expect in this price range, including full flight controls, a strong aluminum tubular frame, a 24-gallon “crack safe” fuel tank, and height-adjustable seats. Power for the BushCat comes from either the Rotax 912 UL 80 hp or Rotax 912 ULS 100 hp engine, and with its strong “bush country” pedigree, dropping in next to a pristine stream in Idaho or Montana to catch your dinner suits the BushCat well. 

Build It Yourself

For those pilots who are skilled in engineering—or at least eager to learn—and know their way around a shop full of tools, building an experimental/amateur-built (E/AB) kit airplane that can be flown with a sport pilot certificate might be the best way to reduce base price while receiving maximum performance. 

Kitfox Aircraft makes several versions of kits for sport pilots such as their Super Sport, Speedster, and STOL STi, which delivers a remarkable 175-foot landing roll. All three can be built for an average build time of about 1,000 hours, according to the factory. Zenith Aircraft also makes some well-proven kits that can be flown by sport pilots, including the CH650, CH701 STOL, and CH750 Cruzer. With a 100-foot takeoff and 125-foot landing, Zenith’s CH750 STOL is popular among builders with eyes on the backcountry. 

The RV-12iS E/AB kit from Van’s Aircraft delivers the builder/owner with a solid performer that is also produced from the factory as a fully built SLSA. Like the entire RV line from Vans, it is not uncommon to see an RV-12iS pilot sporting that famous “RV grin” because of the model’s nimble handling.

MOSAIC: A Question Mark

The FAA is now working on its Modernization of Special Airworthiness Certificates (MOSAIC) regulations rewrite, and while details remain to be fully spelled out, it is believed that the final rule will open up what makes/models of airplanes could be flown with a sport pilot certificate. If the current weight and speed limits are expanded, it could mean that larger, faster, and more capable four-seat airplanes—like a Cessna 152 or 172, or a Piper Cherokee—could be flown with a sport pilot certificate. The FAA is working towards a December 2023 deadline on MOSAIC, after which the impact to the LSA market will be seen.

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