Arty Trost, May 31st, 2011
Rain, rain, rain…and more rain. Only a very few brief windows for flying. I try to keep myself from severe flying withdrawal by reading anything to do with flying and watching movies featuring great flying. Then the phone rings. A good friend of mine in Tennessee has bought a Maxair Drifter – from a friend of mine here in Oregon. He’s going to fly his new Drifter home instead of pulling on a trail. But he doesn’t want to do it alone. If he makes a detour to EAA AirVenture in Oshkosh – do I want to fly along? Read More >>
Arty Trost, April 11th, 2011
In my last post I said I’d write about some of the places I’ve flown internationally – and why I’m so grateful for our comparative lack of flying limitations here in the U.S. I’ll start with my experience in South Korea.
First, let me be very clear that my experiences happened in the fall of 1994 and the regulations have changed since then…but how much, I don’t know. I searched the Web before writing this post but could only find the Korean Civil Aviation Authority website in Korean, not English, and so wasn’t able to track down current regulations. I also found one flying club – Expatflyers.net, which provides LSA training– and a company that gives scenic tours – Aerotourkorea.com – but couldn’t find any of the four ultralight clubs that existed when I was there. Read More >>
Arty Trost, March 14th, 2011
Two seemingly unrelated events got me thinking about how incredibly much freedom we have to fly ultralights—and all private aircraft—here in the U.S.
I was at a meeting of my ultralight club last month, and one of the members began a familiar refrain. He was grumbling about the FAA and how difficult they made things for pilots. “We need to be free to fly!” he groused. “They do everything they can to throw obstacles in our way.” On and on, like a broken record, with others nodding their heads, until the subject shifted to a discussion about whether or not doing crow hops was safe. Read More >>
Arty Trost, October 14th, 2010
“When we last left our intrepid heroine…” (Sorry – I just couldn’t resist. )
In my last post, I was in a hay field, having dead-sticked in after my engine died.
I called a good friend, told him of my predicament, and asked if he’d load up his trailer and come get me. (Ultralight pilots are an amazing group. They are always ready to come to each others’ aid. Even if it means a 3-4 hour drive.) Dave first asked me if I knew what had caused my engine out. I had checked the float bowls, and it wasn’t fuel starvation. Even if I was able to get the engine re-started, I wouldn’t have been able to fly it out—the uncut hay was much too high. So he said he’d round up his wife and son, load the trailer and an ATV, and be on his way. Read More >>
Arty Trost, October 4th, 2010
There is a large annual airshow in Arlington, Washington that takes place the weekend following Independence Day. I’ve been flying there in my Drifter for the past 15 years. The first time I flew to Arlington, I was with 10 other ultralights. In the years since, sometimes there are four or five, sometimes there are two, and sometimes I fly alone. This year was one of the “fly alone” times for the 250-mile flight. I flew my new Talon, knowing that people would be amazed that they weren’t seeing my Drifter. As always, the airshow was a time for seeing old friends, meeting new ones, attending educational forums, and browsing aviation-related vendor booths. Read More >>
Arty Trost, September 20th, 2010
With great regret, I’ve decided to sell my Maxair Drifter and get another LSA. Fellow pilots have been urging me to “upgrade” for years. Many of them are frankly astonished that I’ve continued to fly my venerable Drifter, especially on such long distance flights. (Since 2000, I’ve made a long-distance flight each year; the shortest was two weeks and 2800 miles; the longest was seven weeks and 7500 miles.)
My Drifter was built in 1984 and I’m the third owner. It’s completely open and has been described as a molded plastic seat mounted on an irrigation pipe with a lawnmower engine and wings. However others may disdain it, it’s served me well in the 18 years I’ve been flying it. But its cruise speed is 55-65 mph, although I can push it to 70 mph if I absolutely need to. The pilots I’ve been flying with are all flying slightly faster E-LSAs, and are getting tired of waiting for me on our long distance flights. Another 10 mph will make a big difference in keeping up. Read More >>
Arty Trost, January 21st, 2010
I was standing in line at a hot dog booth at the Arlington, WA fly-in, a wonderful 5-day event full of airplanes, airplane lovers, vendors, educational sessions, and mostly junk food. I couldn’t help overhearing the two people in front of me.
Person #1: “I’ve GOT to start flying! It looks like so much fun, and I’ve put it off too long. There’s an instructor here who can give me lessons in a Light Sport airplane, and I’ve decided to work on a Light Sport pilot license [certificate].”
Person #2: “Why in the world would you want to go for a Light Sport License [certificate] when you can work on a Private license [certificate]? You don’t want an LS license [certificate] – you really ought to get a Private.” Read More >>
AndrewS, December 21st, 2009
In pulling the Czech-made LSA SportCruiser out of the hanger, the first thing I noticed is that the plane is so light that you can practically drag it to the next airport, instead of fly it. But fly it you should. The Sportcruiser is spiffy, fun, easy to fly, and quite capable of taking you places.
I have flown several LSAs and the Sportcruiser lives up to everything the category of aircraft should be. I got checked out at Mid Island Aviation at Islip Airport on Long Island (ISP) and now have half a dozen hours in it. ISP is a big boy airport, where you que up behind Southwest jets to take off. So the first thing you'll discover is that, yes, you can fly an LSA out of an airport that sits in Class C airspace. Read More >>
Arty Trost, November 4th, 2009
Last month a friend in Minnesota sent me an e-mail. “I saw an ad in Barnstormers last week about a Kolb MarkIII for sale in southern Oregon,” he wrote. “But now I can’t find the ad. Do you know anything about it?” I live in northwestern Oregon – hundreds of miles away. But only two weeks before, I had been part of a group of ultralighters (and ultralight-type E-LSAs) that were flying the Oregon coast. And one of them was a friend who owns a Kolb MarkIII– which he was trying to sell! I sent an affirming e-mail and got the two of them in touch. Just another example of the ultralight community – a community that enfolds you regardless of where you are. Read More >>
Arty Trost, October 16th, 2009
Hello, pilots and those who are exploring flying! I’m delighted to play a part in AOPA’s Lets Go Flying program. In this Blog I want to share the lessons I’ve learned through flying. I especially want to encourage you to “live out loud” — to push your boundaries, and explore new possibilities … to soar even if you never leave the ground.
A bit about me: I’ve been flying ultralights and Experimental Light Sport Aircraft for twenty years. I soloed in a Sunburst ultralight in May, 1989. That sweet bird had a five gallon gas tank, 40 foot wings with spoilerons, a 28 hp Cuyuna engine, and a cruise speed of 32 mph. I flew it happily, often pushing it to its 40 mph limit since everyone I flew with flew much faster than I could. They were the “big boys” flying CGS Hawks, Flightstars, Quicksilvers, and other ultralight types. Read More >>