flying area while flying the Remos, doors off.
This past weekend I called upon a friend (who happens to be a private pilot working toward his instrument rating) and invited him to join me for a late afternoon leisure flight in the Remos G3. He would be my third passenger since certification. Admittedly, it’s more fun for me to have someone along so I always have my passenger radar on, but I’ve also tasked myself with sharing this great experience with others whenever possible. With this particular friend it also meant a chance for me to debunk a myth or two among some pilots about light-sport aircraft. My guess was that he was one of those in the aviation community who don’t give LSA the time of day. Maybe it’s a snap judgment on my part, but it seems like many who gain their wings as adults at conventional flight training schools and airports without any outside influence (Read: didn’t have the good fortune of growing up around taildraggers and country airstrips) tend to lack the appreciation for stick and rudder flying of the smaller airplanes. LSA, tricycle or taildragger, offer just that.
Sure enough, on the drive out to the airport he shared with me that he did have some skepticism about LSAs, but it was a beautiful day to go flying no matter and he was excited. And it was gorgeous. Sky clear. 70 degrees F. I wanted him to have the full experience of my kind of local flying so the first thing I made sure to do after preflight was to take the doors off the Remos (Note: I prepared him by suggesting that he both wear long pants and bring along a jacket … the usual shorts and top would not suffice like they did last weekend — hints of a Florida Winter were upon us!). Now, I’ve known my friend for more than 25 years and I was betting that he would get an unexpected kick out of the stick and rudder recreational flying at 1,500 or so feet above the quiet farmland and along the calm lakefront just west of the uncontrolled airport.
We had a ball just tooling around. So much so that he told me later that he was surprised how stable the Remos was. A sensible man, the fuel use didn’t go unnoticed either. Which brought us to a crossing point. He said that no matter how much he would love to fly himself to business meetings in Atlanta or South Florida, he can’t justify the expense to rent the Cessna 182T since it costs more than buying a commercial airline ticket. Sad for him because being able to pilot his own way means more time logged and less dust collecting between his leisure flights, which he laments aren’t often enough. When he noticed the Remos sipping less than 4 gph of mogas during our local flight that set him to thinking. (Wanting to be completely transparent with him, I warned him that he should bank on 5 gph for cross-country flights.) Of course, he wouldn’t necessarily want to fly a an LSA to Atlanta at 110 knots or so, but to South Florida? Heck yeah! Affordable and fun.
True, he recognized there are obvious limitations to consider with LSA that he doesn’t have to with the 182 — like being able to only carry one other person and maybe not all the baggage he’d like. But, I reminded him that those “extras” aren’t doing much for him of late — like getting him into the air as often as he likes — so the tradeoff might be worth it. Fueling that passion to fly as much as you reasonably can is the goal, right?
At the end of the day, my mission was accomplished. My hope is that he will tell his instructors and other pilot friends of the same mind how much fun he had and how surprised he was at how much he liked the Remos and that he was considering getting checked out in an LSA. Then maybe one of them will give an LSA a try and see how much fun they can be to fly. And then he or she will tell someone else... So it goes.
What do you think about LSA? Are you checked out to fly one? Or are you curious about them? Are you skeptical? If so, what has fostered this skepticism? Has the economy made you consider moving to an LSA? We want to hear!
All Comments
I' ve been flying LSA for 4 years now, and enjoying it. My Sportstar is a great plane to fly, as I usually keep my trips under 2 hours one way. I also only use 4 to 5 gallons per hour as well, which is way better than the 172 I used to take, and even in that plane I rarely had more than 1 passenger.
Connie:
I learned to fly in ultralights, so from the beginning I appreciated the value of light aircraft. Later I earned my private ticket and flew Cessnas, including the 182. It's a great airplane and, if I ever win the lottery, I may buy one. Until then, however, I will stay affordably current in my LSA.
Chuck
Tavares, FL
That sounds great Connie. And where was that maze, by the way. I think it deserves a visit on the ground.
The last time I checked into a Remos here in Ocala, it was renting for $110+/hour. Not exactly a bargain. Especially not so for one who learned to fly in a J-3 for $7/hr. or a C-150 for $10/hr. Granted, that was slightly farther back than yesterday, or even yesteryear, but $110?
Burr
Ocala, FL
Not USA resident, but nevertheless owner of an aircraft similar to your LSA, an ALPI Pioneer-300, retractable gear ( not permitted on US LSA's ) variable pitch prop. 130 kts cruise, 35 kt.stall,4 gals/hrwith 4 hours endurance available, owner maintenance approved, cheaper on the wallet.
AND --- it's FUN !!
Speaking as a CFI who's been at it for a good long while, who's been flying and providing training in LSA since long before they magically morphed into LSA, I have to admit to more than a bit of skepticism (if not quite cynicism) on the subject. Nothing to do with LSA, per se, but the notion that 20 hours of training (even if the required proficiency could be achieved--not bloody likely IMHO) is adequate to routinely produce safe pilots is ludicrous on its face--sounds like happy sales talk to me. 35-hour Part 141 courses are a little better, but not much, and even 40 hours is a nearly impossible goal for most. The national average for Private Pilot training completion is something like 70 hours, to say nothing of the huge percentage who never finish. Could it be that a major reason for the high dropout rate is unreasonable expectations fostered by bait and switch advertising? The proficiency requirements aren't that different, PP vs LSP.
So, inquiring CFI's (me anyway) want to know: how long did it take you to solo; how long to complete your training; did you feel like you got the training you needed to be a safe and comfortable pilot; have you sought additional training now that you've completed the LSA course--and if yes, what kind and why?
FWIW, I have more to say on the subject at http://mysite.ncnetwork.net/ressxbx3/id29.html
BTW, whatever happened to Recreational Pilots?
Jerry
Arlington, WA
Chuck and Alan, the econmy isn't hurting the sport pilot cert OR LSA awareness, is it?!
Burr, the maze is near Zellwood, called Scott's Corn Maze longandscottfarms.com. And you can fine a Remos or piper sport rentals in the area for $100 wet. And if part of a flying club for even a little less. LSA are more affordable to go in on for group ownership. I'm even entertaining. Heck, buying a used champ or cub would be even more affordable.
Jerry, I spent 25 hours in the Remos before soloing. I had 15 prior to that in a Piper Cadetq when I was training in Vero quntil I realized it would take me forever to finish my private training if I kept having to commute. When I brought my training home I decided to do sport pilot certificate. And now I plan on working toward my private cert by this time next year. But first I'm going to enjoy my sport pilot license for a bit. And get my taildragger endorsement and the seaplane rating... in LSA.
Until there is better governing in the LSA communitiy, I will stay on the sidelines. http://www.velozia.com/?p=1387
The only benefit I can see for Flying LSA is that a medical is not required for flight in low-performance aircraft. An older 2-place aircraft like a Cub or Ercoupe that qualifies will let someone of dubious health continue to fly when it is questionable if he/she might not be able to pass a future medical. Also, the additional curriculum required for a private pilot's license is information that could prove vital to the safe continuation of a flight. JMHO.
