Martin Harms has been promoted to Customer Service Manager at Aerostar International. Formally the production supervisor for hot air balloons, Harms brings an impressive resume of ballooning experience to the job.

Martin has extensive experience in all facets of the sport of ballooning. His 22 + years experience includes crewing, flying commercially for a major beer company, flying passenger rides in the Phoenix, AZ area, working full time in a repair station had for a while, operated his own business specializing in wicker repair.

"The roll of the Customer Service Manager will be expanding." Says Mark West, President of Aerostar. "Not only will Martin be handling all aspects of the customer service position, but also he will be responsible for handling some of the engineering of modifications to systems as necessary." Adds West.

Harms will continue his roll as Repair Station Manager, scheduling annual inspections and repair work for Aerostar. "Aerostar has always been a customer service oriented manufacture. We realize the value of keeping our current and future customers satisfied with their systems. They are our past, our present and our future." Comments Harms.

Debbie Barrow, former Customer Service Manager, resigned her position earlier this fall to spend more time at home with her family and to start a new home based culinary business. Gary Healy will be moving into the Hot Air Balloon Production Supervisor position from the position of Engineering Technician.

Pilotslounge.com, the largest Internet retailer of pilot/aviation supplies (more than 1,000 aviation products), introduced the 3 Com Palm Pilot 3 to their product line, the Palm Pilot 3 by 3 Com Corporation is a small palmtop computer which with the available software can make the aviators life much easier.

The product carries a manufacturer's suggested list price of US $ 369.00 and is available immediately from the Pilotslounge.com On-Line store on their Internet site at www.pilotslounge.com. They are running a special on the Palm Pilot for US $ 361.62.

"With the palm pilot and optional software, the aviator can discard their traditional flight computers and GPS's and have everything in one unit for a fraction of the price" said Rick Mills, Owner of Pilotslounge.com.

The Palm Pilot comes standard with the following features, Address Book, Calculator, Expense Logs, E-mail, Date Book, Memo Pad, To Do List. Optional features are GPS Navigation, Flight Planning, Flight Log and much more. The optional software ranges in price from FREE to US $ 80.00.

The Palm Pilot and accessories are available from the Pilotslounge.com On-Line Aviation Store on the Internet at www.pilotslounge.com. You can also order via phone at 714-921-3020.

We knew that the Aerolite fabric had great potential when it was introduced in 1994. How great, we just didn't know until now. Extensive field and laboratory tests have shown that the Aerolite fabric, despite its slender weight of 1.3 ounce per yard, has outperformed our wildest expectations! This had lead us to increase the pro-rated warranty on Aerolite material from 250 hours/ 5 years to 350 hours/ 7 years on all fabric installed in balloons below the upper equator band. Aerolite material installed above the equator band will continue to be warranted on a pro-rated basis to 250 hours/ 7 years.

Aerolite material was originally developed for the middle 1/3 of a balloon to help decrease the weight of the envelope allowing owners to fly cooler or carry more weight. Another advantage to Aerolite material is that it is easy to handle taking allot of the work out of the milking and packing process. The increased warranty is retroactive to all balloons with Aerolite fabric currently installed. If you are considering the purchase of a new balloon, why not consider Aerolite for your next envelope? Your crew and your back will love you forever.

Designer Chris Heintz’ newest aircraft, the STOL CH 801, is a four-seat sport utility kit plane. With form following function, the high-wing all- metal aircraft looks like the bushplane it is designed to be, with its high tail sections, leading-edge wing slats, large boxy fuselage, and tall, beefy landing gear, and the name of the new aircraft reveals its ultimate purpose: STOL (Short Take-Off and Landing) performance.

The new aircraft is a utility design based on the successful lightweight two-seat STOL CH 701 aircraft developed by Heintz in 1986. Since its introduction, more than 400 short take-off and landing STOL CH 701 aircraft have been successfully flown around the world (with hundreds more still under construction), many being used for light utility purposes. The STOL CH 801 was first introduced to the public at EAA Oshkosh AirVenture on July 29, 1998.

"The four-seat CH 801 is an amazing new design..." – The Flyer magazine (August 7, 1998)

The larger STOL CH 801 has been developed to expand the utility of the two-seat 701 model by increasing the useful load of the new design from 500 lbs. (225 kg) to over 1,000 lbs. (450 kg.) while retaining the original design's short and rough field capability. While the two designs share many similarities in appearance, they actually do not share any airframe parts due to the significantly larger size of the STOL CH 801.

"The two-place STOL CH 701 has been a success story largely unnoticed in the U.S." wrote EAA Sport Aviation magazine is its April 1998 issue. "More than 400 have been completed worldwide but only 100 of them have emerged from homebuilder's shops in the U.S. Usually that ratio would be reversed, but the real world use of the airplane has dictated otherwise. A significant number of those being used in Africa and other under-developed areas of the world rarely or never see a paved runway... or any sort of formal runway, for that matter."

Designer Chris Heintz, a veteran aeronautical engineer, explained: "As a two-seater the STOL CH 701 has limited bushplane uses, and I've had constant requests for a larger version of the 701 - an all-metal four- seater that was as simple to build and maintain as the 701 and that offered the same short and rough field capability."

"With 400-plus CH-701s currently flying, Zenair / Zenith Aircraft have certainly established the viability of this STOL design. Their newest aircraft, the CH 801, just expands that design concept to four places, creating a true utility kit aircraft." – EAA Experimenter magazine (October 1998)

Heintz pointed out that there are no plans of discontinuing the lighter STOL CH 701 design, and that the STOL CH 801 is simply a new product being added to his line of successful designs: "While we've seen several four-seat utility kit planes introduced over the past few years, these designs are not based on a proven platform and appear to be fairly complex to build while also being cost-prohibitive for many mission applications. Bush pilots want and need an aircraft that they can depend on and sport pilots want to maximize the utility of their aircraft: Rather than just flying to buy the proverbial $100 hamburger, the STOL CH 801 offers the payload and short-field capability that few aircraft can offer, at a price that's very competitive. The 801 is a SUV [sport utility vehicle] among other kit planes. While being an ideal recreational aircraft for those wanting 4-seats, it also has the capability of a serious bushplane."

With form following function, the STOL CH 801 looks like the workhorse it is designed to be. Not designed to be just another "pretty" aircraft, the STOL CH 801 was developed to provide maximum short-field performance while being easy to build and maintain.

Design Features of the STOL CH 801:

• All-metal semi-monocoque construction, utilizing proven "Zenair easy- build technology," including extensive use of Textron Avdel blind rivets;
• Fixed leading-edge wing slats; Full-length flaperons (combined ailerons and flaps);
• "Above-Cab" wing design for superior visibility;
• All-flying rudder for increased responsiveness at slow flight and superior cross-wind capability;
• Rugged landing gear for rough-field capability;
• Tricycle gear configuration for improved ground handling and visibility;
• Short wing span to allow operation in areas with obstacles;
• "Open Design" to allow for a wide choice of engine installations;
• Overall design and construction simplicity for field-maintainability, including easy-remove cowls for quick access to the engine.

See “Anatomy of a STOL Aircraft” for full details on design features of the STOL CH 801: http://www.zenithair.com/stolch801/design/design.html

The cabin interior is ergonomically designed to provide comfort for four large adults, while being easy to convert for cargo-carrying applications. Large doors on either side allow easy access to the cabin from both sides, and can be quickly removed. The adjustable front seats fold forward for easy access to the rear seats / cargo area. With anticipated applications for utility and mission use, the rear seat area can be converted for cargo use (included 50 gallon drums), or the cabin can be reconfigured for a berth (patient on a stretcher) across the front and back right-hand seats, with the pilot in the front left seat and an attendant (doctor or nurse) in the left rear seat.

Development of the STOL CH 801 actually began in 1988 when Chris Heintz started design of the four-seat aircraft for a South American customer, but a prototype was never completed when the customer postponed the order due to the lack of a suitable powerplant for the design at the time (conventional aircraft engines were deemed unsuitable by the customer due to cost and spare parts availability). The proof-of-concept prototype STOL CH 801 was powered with a 180-hp Subaru automotive conversion, while the second pre-production prototype is powered with the 180-hp Lycoming O-360.

"In response to demand, I've developed the STOL CH 801 with auto- conversions in mind. Operators in remote parts of the world want an engine that will take automotive fuel and they want spare parts availability. Additionally, many modern automotive conversions minimize the engine cost while maximizing performance thanks to lighter engine weights," stated Heintz. "With 180 hp, we achieve the performance you'd expect to find with a similar-size aircraft using 250-hp - that means an aircraft that's more affordable to own and operate"

The prototype STOL CH 801 was built by Flypass Ltd. in Guelph, Ontario. Headed by Art Mitchell, a veteran missionary pilot, Flypass began construction of the prototype STOL CH 801 in the fall of 1997 under the design supervision of Chris Heintz. Flypass Ltd. is the central Canada representative for Zenair kit aircraft designs. It operates a flight school using Zenair aircraft, and houses a builder assistance center at its facilities at Waterloo Regional Airport in Kitchener, Ontario. The prototype STOL CH 801 was introduced to the public in July 1998 at the EAA Oshkosh convention.

Kits for the new STOL CH 801 aircraft are being produced by Zenair Ltd. at it Midland, Ontario, Canada facilities, with first full kit deliveries shipping in January 1999. In the United States and Canada, the aircraft will be marketed exclusively as a kit airplane, meeting the Federal Aviation Administration’s (FAA) guidelines for “amateur-built” aircraft, where the buyer basically builds 51% of the aircraft. However, Zenair Ltd. plans limited production runs for the new design, and will offer the STOL CH 801 in factory pre-assembled “85%” kits, where the full airframe is factory-built, and the buyer need simply install the engine, instruments, controls, as well as exterior paint and cabin upholstery. The standard kit for the STOL CH 801 sells for US$ 18,500.00, while the pre-assembled 85% kit is estimated to sell for US$ 29,500.00 (the kits do not include engine or instrumentation).

Heintz stated that he had a significant number of orders already in hand for the new design, and that Zenair's international dealers had also placed options on additional units, and that initial interest and demand for the STOL CH 801 has been substantially higher than first projected.

Mathieu Heintz, vice president of Zenair Ltd. and a son of designer Chris Heintz, explained that while the new STOL CH 801 aircraft is basically a larger version of the two-seat STOL CH 701, the kit and its assembly processes are completely new:

"The most notable difference is that there are no blueprints or assembly drawings for the STOL CH 801 - we've developed a very comprehensive series of step-by-step photo manuals with hundreds of very detailed photos with brief text instructions. Digital video technology has allowed us to capture all the building steps in minute detail, with the ability to reproduce the high resolution images in simple and logical step-by-step manuals.

"The basic all-metal kit itself is quite revolutionary: In addition to supplying all the pre-formed and cut parts for the aircraft, positioning rivet and bolt holes have been pre-jigged and drilled at the factory. More than 4,000 rivet holes are pre-drilled at the factory in every kit! All the builder has to do is line the parts together, and finish drilling and riveting the assembly together. There's very little need for measuring and setting up, which is why we've used the photo manual approach instead of blueprints.

"Assembly itself is divided into many small modular projects, allowing the builder to focus on one small section at the time before moving on to the next. For instance, the wing is divided into twenty sub-sections. This modular sequential approach allows builders to buy the kit sections as they progress through the project, and minimizes required workspace.

"Our 25 year kit manufacturing experience and state-of-the-art production technology has also allowed us to reduce the actual number of parts in the aircraft, and allows us to do factory sub-assemblies for the basic kit. Our basic philosophy with the kit is to provide all the parts and components ready for assembly, so that they require only basic skills and tools to put together. Furthermore, if an assembly requires a special jig or critical measurements, we'll pre-build the assembly at the factory or supply the jig with the kit. Critical and time-consuming assemblies, such as the control systems, are completed at the factory and supplied ready-to-install. Control deflection templates are sent with the kit to further simplify completion of the aircraft. Like our previous kits, the STOL CH 801 kit is complete, including landing gear, wheels, controls, and so on...

"We're the only kit manufacturer that also builds an FAA type- certificated production aircraft, the ZENITH CH 2000: I can confidently say that we have the best quality control system in the industry, assuring customers that they're getting only the highest quality parts and assemblies. Our Lycoming O-360 engine installation in the STOL CH 801 borrows a lot from the ZENITH CH 2000, using the same engine mount, fuel system, carburetion, and exhaust systems; and we also use the same steerable nosegear system. Customers of the STOL CH 801 benefit by getting proven "certified" aircraft technology and parts without the high prices.

"In summary, we're very excited about the new approach we've taken with the STOL CH 801 kit," explained Mathieu Heintz. "Zenair has developed an exemplary reputation over past 25 years as a manufacturer of easy-build quality kit aircraft, and the new kit system we're using with the 801 will only solidify our reputation. Customers will find this aircraft to be easy and enjoyable to build, even for novice first- timers, and it should take less time to put together than most two-seat kit aircraft on the market."

The first STOL CH 801 wing kit was delivered in October 1998 to Mike Dawson with Art Mitchell of Flypass Ltd., the Canadian distributor for the STOL CH 801. This first kit will be assembled at the Flypass Ltd. facilities in Guelph, Ontario, with the assistance of Flypass staff and volunteers. Once completed, the aircraft will be operated in Venezuela - where Mike Dawson will use the aircraft to assist in mission work.

Current changes / upgrades being implemented to production models of the STOL CH 801:

• Belly pod baggage pod option for additional storage capacity.
• Ability for full dual controls, while also allowing a stretcher / bed to be placed along the right side of the cabin.
• Designer Chris Heintz has announced that blueprints for the design will not be released, but that kits will be supplied with detailed illustrated step-by-step assembly manuals. (One of the deciding factors to not release blueprints is the large number of unauthorized - and often sub- standard - copies of the STOL CH 701 being produced illegally around the world).
• US and international sales, distribution and support is being performed by Zenith Aircraft Company (Mexico, Missouri), with the exception of the Canadian market, which is being serviced by Flypass Ltd.

Zenair Ltd. is celebrating its 25th anniversary this year: The company is one of the true pioneers in the kit aircraft industry. The brainchild of aeronautical engineer Chris Heintz, Zenair has been in the kit business since 1974. Through Zenair, Heintz has introduced more than 12 successful new kit aircraft designs. Zenair received FAA type- certification for its ZENITH CH 2000 production trainer aircraft, which it now produces and markets from its 40,000 sq.ft. production facilities in Midland, Ontario, Canada.

Zenith Aircraft Company acquired the rights to manufacture and market Zenair kit aircraft designs from Zenair Ltd. The company was formed in 1992 in Mexico, Missouri, (centrally located in the United States), and is based in new 20,000 sq.ft. production facilities at Mexico Memorial Airport, where it manufactures the ZODIAC CH 601 series and STOL CH 701 aircraft kits.

The Experimental Aircraft Association (EAA) asked the Federal Aviation Administration (FAA) to withdraw proposed rules changes for aircraft mechanics and repairmen, citing additional burdens on those technicians if the rules were adopted.

FAA requested comments for changes in FAR Part 65, 66 and 147 after issuing a Notice of Proposed Rulemaking (NPRM) last year. Some of the major changes would create two tiers of technicians, combine Airframe and Powerplant Mechanic certificates into one Aircraft certificate, and tighten rules on registration and change of address information from mechanics and repairmen.

EAA contends the changes would cause great problems for fixed base operators attempting to find qualified technicians for their operations. The NPRM, as written, would also penalize technicians for administrative errors, such as failure to immediately notify FAA upon a change of address. The new rule would also prevent a technician from specializing in a specific area of aircraft maintenance, such as powerplants or airframes.

"The change in rules would also impact those who own Experimental aircraft and are authorized to conduct the annual airworthiness inspection on their aircraft," EAA President Tom Poberezny said. "Every person who holds a repairman certificate would have to notify FAA or risk having their certificates invalidated. A simple matter such as failing to report a change of address could result in the temporary suspension of their certificates. This rules change has nothing to do with the competence of a mechanic or repairman." Among EAA's other recommendations to the NPRM were the elimination of a new Aviation Maintenance Technician (Transport) rating; allowing any person who has held a valid repairman certificate for at least three years to work as an instructor; permitting manufacturer inspection programs to be used to satisfy individual Inspection Authorization (IA) renewal requirements; and creating a method where maintenance technicians would receive a notification for renewal from FAA.

EAA participated in an advisory panel that helped develop this NPRM. With the diverse range of participants on that panel, however, the final draft contained several provisions that were unacceptable to EAA.

"There was great effort put forth on this proposal," said Earl Lawrence, EAA's Executive Director of Government Programs. "It appears, however, that this proposal was in the working stage for such an extended period of time that many areas are no longer applicable or appropriate. At this point, the best course would be to withdraw the NPRM and make major revisions."

The EAA Young Eagles Program, the most ambitious youth aviation program ever, introduced the world of flight to more than 100,000 young people in 1998. That is the largest yearly total in the six-year history of the program, which is designed to provide free demonstration flights to one million young people by the end of 2003.

More than 460,000 Young Eagles have now been flown since July 1992, when the program was introduced at the EAA Fly-In Convention (now EAA AirVenture) in Oshkosh. Those young people have been flown by more than 22,000 volunteer pilots on six continents. "The past year has been the most successful 12 months in the history of the Young Eagles Program," EAA Aviation Foundation President Tom Poberezny said. "EAA members and other pilots have responded to the challenge of giving young people an opportunity to see what aviation is all about and the possibilities it can hold for them. Everyone involved in Young Eagles can be very proud of this accomplishment and enthused about the program's future."

In 1998, a total of 100,838 young people were registered as Young Eagles - a 5.3 percent increase from the 1997 total. Those young people were flown by more than 8,000 pilots, which included EAA members and other pilots from approved partner organizations, including the Canadian Owners and Pilots Association (COPA), the Civil Air Patrol and numerous other aviation groups.

Those pilots, known as Eagle Flight Leaders, have helped kids gain a new perspective on the world in which they live and the role aviation plays in their everyday lives. The pilots have also become "aviation mentors" and shared their knowledge and experience with a new generation of aviation enthusiasts. The program also brings families out to local airports, where they discover the resource an airport is to a community.

"We've received word of many instances where young people who have received a Young Eagles flight have continued with that interest and earned their own pilot licenses a few years later," said Steve Buss, Executive Director of the Young Eagles Program. "In some cases, those young pilots are now flying Young Eagles themselves and becoming outstanding role models for other young aviation enthusiasts. That's extremely gratifying.

"Through Young Eagles, young people have an opportunity to discover more about aviation, which they may have never considered as an option for themselves previously. While we're pleased about young pilots who come out of Young Eagles, we're just as enthusiastic about the hundreds of thousands of young people - and their families - who come away with a new understanding and appreciation of aviation." The number of young people flown in the Young Eagles Program has steadily increased each year since 1992, as has the number of volunteer pilots and ground support personnel who make the program successful. Young Eagles also is supported by the Eagle Flight Society, a group of aviation companies and private enthusiasts who endorse the goals and mission of the Young Eagles Program.

Discovering more about learning to fly has been made easier through a new website introduced by EAA. The site featuring EAA's Flying Start Program answers the questions most people have when they explore their interest in flight.

By connecting to the website (www.flyingstart.org) aviation enthusiasts can learn more about the Flying Start program, which is designed to assist people who have questions about learning to fly. The website answers many basic questions regarding safety, cost and time involved. In addition, there are lists of Flying Start events and coordinators for all areas of the country, as well as an extensive list of flight instructors and flying clubs.

"People who fly know that it's fun," said Ed Jeziorny, Administrator of the Flying Start Program. "There are literally millions of people who have thought about learning to fly but don't know where to begin or who to contact. Through EAA's Flying Start website, we can help many of those people make their first step toward fulfilling their dreams of flight."

Flying Start is a program developed in 1997 by EAA in association with the National Association of Flight Instructors (NAFI). It brings together people interested in learning to fly with flight instructors, flight schools, EAA Chapters and others who can provide the necessary training and support.

EAA has announced the dates for EAA AirVenture "Oshkosh" event through the year 2008.

EAA AirVenture Oshkosh is one of the world's largest aviation events, held each summer at Wittman Regional Airport in Oshkosh, Wis. The event attracts people and aircraft from around the world, including thousands of showplanes that are judged in 11 separate categories. The dates for upcoming years of EAA AirVenture Oshkosh are:

• 1999 July 28 - August 3
• 2000 July 26 - August 1
• 2001 July 25 - July 31
• 2002 July 24 - July 30
• 2003 July 23 - July 29
• 2004 July 28 - August 3
• 2005 July 27 - August 2
• 2006 July 26 - August 1
• 2007 July 25 - July 31
• 2008 July 23 - July 29

The event will continue to run on a Wednesday-through-Tuesday schedule. Media outlets should keep this list for future reference. Please contact EAA Public Relations if you have any questions on future dates or other matters pertaining to EAA AirVenture.

The Experimental Aircraft Association (EAA) and the EAA Ultralight Council can help Ultralight Basic Flight Instructors (BFIs) meet instructor requirements through a series of refresher seminars at various locations throughout the United States during early 1999. The one-day seminars are open to all BFIs or potential BFIs. The course meets Federal Aviation Administration (FAA) requirements for two-place ultralight instructors and EAA ultralight instructor guidelines.

Each seminar will be held from 9 a.m.-4:30 p.m. (local time) on the following dates and locations:

• Jan. 16 Shelby, Mich.
• Jan. 23 Janesville, Wis.
• Jan. 30 Kankakee, Ill.
• Jan. 30 Fayetteville, Ark.
• Feb. 20 Lynchburg, Va.
• March 6 Yreka, Calif.
• March 13 Phoenix, Ariz.
• March 20 Liberty, Mo.

The seminars include a review of airspace regulations; ultralight training exemptions; radio communications; ultralight vehicle maintenance; fundamentals of instruction; FAR Part 103 review; pre-solo testing and training; and logbook endorsements.

Registration fee for each seminar is $35 per person. Advance registration are encouraged by contacting EAA Ultralight Programs; PO Box 3086; Oshkosh WI 54903-3086. You may also call 920-426-6527 or e-mail to ultralights@eaa.org.