As a new season of flying is upon us (even while northern pilots may still be still shoveling snow), one company continues their vigorous comeback. Flight Design announced completion of a new product and is offering a second. Based on the same CT-based airframe, the two are notably different.
The German developer of the CT series is now planning to offer the CT Super Sport Injection in North America. CT Super Sport is the popular model sold in Europe with a cruising speed of 120 knots, VNE of 146 knots, useful load of more than 600 pounds (272 kilograms), and an affordable price. "This variation will now be reintroduced to the Americas," reported Tom Peghiny, President of Flight Design USA. "We have sold versions of the CTLS since its introduction in 2008 and wanted to bring back a lighter model primarily for the U.S. and Canadian markets. After consultation with our Canadian distributor, Flight Design Canada we decided to begin importing the CT Super Sport Injection, which is the model equipped with the advanced Rotax 912iS," said Peghiny. CT Super Sport is a derivative of the famous CTSW but has been upgraded with many features of the CTLSi including the 912iS 100 horsepower fuel-injected engine, a single beam composite "no bounce" main gear, a centrally located 10-inch Dynon SkyView Touch EFIS/EMS/Map Screen, and 2020-compliant Dynon Class One Mode S Transponder with ADS-B out. Lightly equipped as described, Flight Design said CT Super Sport Injection has a useful load of over 600 pounds (272 kilograms) can cruise at 120 knots, has a VNE of 146 knots, a maximum range of 700-800 nautical miles (1,481 kilometers) and is compliant as an SLSA in the U.S. and as an Advanced Ultralight Aircraft in Canada, as well as all other countries following the FAA-LSA regulation.
The very sporty CTSW banks over Lake Tahoe, Nevada.
Back On Top — "After a successful 2018, Flight Design is once again at the top of the SLSA 'All Fleet' ranking according to the FAA registration data recently published on the Tableau Public website," the company wrote. "With the new 2018 registration numbers that were released, Flight Design was second total (when including Experimental LSA and Amateur Built kits) and first in Special Light Sport Aircraft (ASTM-compliant, ready to fly)." "We are excited by the news and want to thank our staff and USA dealers," said Flight Design CEO Lars Joerges. "Flight Design was the market leader since the beginning of Light Sport Aircraft category, which was one of the reasons we acquired the company. We also want to thank Dan Johnson for his persistent support of the light end of aviation both by his website ByDanJohnson.com and his leadership of LAMA, the Light Aircraft Manufacturers Association group that represents manufacturers," added Joerges.
Flight Design general aviation is pleased to announce that on 15 November 2018, the Czech subsidiary of Flight Design was awarded EASA Part21G approved Production Organization Approval (POA) under approval number CZ.21G.0065 issued by the Civil Aviation Agency of the Czech Republic. What does this mean? "The approval allows the company to deliver certified aircraft for delivery in Europe and the rest of the world," said Joerges. "This is good news for owners of CTLS-ELA aircraft currently operating under EASA's Permit-to-Fly and for new customers looking for an advanced EASA certified light aircraft," explained Flight Design general aviation COO, Daniel Guenther. "We can now offer owners of CTLS-ELA aircraft operating across Europe to bring their planes back to Flight Design for upgrading and conformity confirmation to allow them to have a permanent Restricted Flight Certificate (RTC)." Planning for the upgrade program is in the final stages and customers will be informed about the details in February 2019. Flight Design observed that the company's CT-series aircraft have been sold around the world since 2008 as Special Light-Sport Aircraft. "CTLSi-ELA brings a well proven platform, the security of an all carbon fiber airframe with an aircraft emergency rescue system and the high technology of all Flight Design aircraft," officials said.
On Wednesday January 23rd, 2019 kicks off with the 15th running of Sebring. This year is also the 15th anniversary of FAA establishing the Sport Pilot / Light-Sport Aircraft sector in American aviation. This accomplishment was the "regulation heard 'round the world" in that many countries have now adapted the ASTM standards for use in their countries making exports from one country to another vastly easier than in the Part 23 certified aircraft world. Sebring has become a premiere showcase for Light-Sport Aircraft and Sport Pilot Eligible (or SPE) kit-built aircraft. We'll do our best to report daily from the event for those that cannot attend. In addition Videoman Dave and I will be transitioning to Warp Drive as we cover the grounds seeking the best video interviews. Click or tap back daily!
As a new season of flying is upon us (even while northern pilots may still be still shoveling snow), one company continues their vigorous comeback. Flight Design announced completion of a new product and is offering a second. Based on the same CT-based airframe, the two are notably different. CT Super Sport Injection The German developer of the CT series is now planning to offer the CT Super Sport Injection in North America. CT Super Sport is the popular model sold in Europe with a cruising speed of 120 knots, VNE of 146 knots, useful load of more than 600 pounds (272 kilograms), and an affordable price. "This variation will now be reintroduced to the Americas," reported Tom Peghiny, President of Flight Design USA. "We have sold versions of the CTLS since its introduction in 2008 and wanted to bring back a lighter model primarily for the U.S.
While Flight Design has released two newer models (the CTLS and all-metal MC), it was the CTsw that helped the German Flight Design company continue to be the market leader, even after four years and nearly 100 new models followed the CT series into the American market. CTsw is one of the fastest and longest flying LSA in the U.S. fleet.
The folks at the CT Flier Forum kick off their 4th Annual CT Fly-in this coming Oct. 14-17 and it sounds like a blast...unless the sight of the Grand Canyon, Monument Valley, Lake Powell, Bryce Canyon and Zion Canyon aren't enough eye candy to get your mojo working. *** Rooms are available at a $49 rate and around 40 aircraft have already signed up so don't delay, scenic flight fans. *** My understanding is any LSA is welcome, but mostly Flight Design CTLS and CTSW owners will be there since it's a CT forum. *** There will also be ground excursions to various places like Hoover Dam and Antelope Canyon, cookouts and such: should be a lot of fun. *** If you go, bring your own tie-downs just in case, and call now to get lodging and let them know you're coming. *** Page Airport — KPGA — is the jumping off place. *** It would be cool to have a shot of 40 CTs on the ground at one time...then again, think of all those LSA in the air! * [UPDATE 9/13/10: Some confusion arose after Jim Lawrence wrote "CT Forum" in identifying the Page, Arizona Fly-in. In fact two CT forums are operating, advised Tom Peghiny, president of Flight Design USA. The link for the one Jim quoted is correct above. Here is a link to another CT forum.
The folks at the CT Flier Forum kick off their 4th Annual CT Fly-in this coming Oct. 14-17 and it sounds like a blast…unless the sight of the Grand Canyon, Monument Valley, Lake Powell, Bryce Canyon and Zion Canyon aren't enough eye candy to get your mojo working. *** Rooms are available at a $49 rate and around 40 aircraft have already signed up so don't delay, scenic flight fans. *** My understanding is any LSA is welcome, but mostly Flight Design CTLS and CTSW owners will be there since it's a CT forum. *** There will also be ground excursions to various places like Hoover Dam and Antelope Canyon, cookouts and such: should be a lot of fun. *** If you go, bring your own tie-downs just in case, and call now to get lodging and let them know you're coming. *** Page Airport — KPGA — is the jumping off place.
The Flight Design team speaks to journalists at AirVenture as they describe new offerings from the LSA market leader.
Given their market leading position, adding an amphibious floatplanes helps the company serve new markets.
The lower photo shows the manual retract handle for the float rudder. The upper photo shows the retract switch with land/water alert system: switch up will show two blue lights (for water); or switch down, showing three green lights (for wheels down before hard surface landing).
Flight Design engineering chief Oliver Reinhardt checks out the new near-full-motion flight simulator in the company's Oshkosh display.
Flight Design has maintained their substantial lead in market share partly through a strategy of steady innovation. The German company and its U.S. partners regularly develop new products and introduce them with pizzazz. The company's press conference and exhibit space at Oshkosh 2010 revealed this methodology. *** AirVenture visitors got to examine the CTLS Lite on amphibious floats. CTLS Lite — unveiled at a significantly-reduced price and dramatically-reduced empty weight — was introduced only three months earlier at Sun 'n Fun. By Oshkosh 2010, that new model sat atop amphib floats that have already recorded a number of flights from water and land. *** The floats are from Clamar and were developed in concert with Flight Design distributor Airtime Aviation of Tulsa, Oklahoma, arguably the nation's largest dealer of LSA. "The Clamar floats match the structure and the feel of the Flight Design planes," said Tom Peghiny, president of importer Flight Design USA. Airtime Aviation indicated the system is presently available only for the CTLS model but work has started to add floats to the CTsw model from Flight Design; hundreds are flying worldwide. *** The Clamar float system is constructed from carbon fiber, kevlar and S-glass, which the developer says "make the floats substantially lighter in overall weight than aluminum or composite floats of same displacement." Gear movements are produced by an all-electric 12-volt system. A visual notification system for gear position (photo) is standard and audio gear warning is available at extra cost. *** Another interesting offering involved a near-full-motion simulator for training. But this one costs only a few thousand making it much more affordable to flight schools. Developed by a Canadian company, Dreamflyer™ uses a deceptively simple yet clever mechanism to capture the motion based on simple gravitational movements of the chair initiated by the user in response to the views on the screen. By using gravitational force to generate motions, Dreamflyer™ eliminates the need for and costly maintenance of hydraulics and motors. *** Staying ahead of the competition by sheer inventiveness, Flight Design remains a company to watch.
Flight Design has maintained their substantial lead in market share partly through a strategy of steady innovation. The German company and its U.S. partners regularly develop new products and introduce them with pizzazz. The company's press conference and exhibit space at Oshkosh 2010 revealed this methodology. *** AirVenture visitors got to examine the CTLS Lite on amphibious floats. CTLS Lite — unveiled at a significantly-reduced price and dramatically-reduced empty weight — was introduced only three months earlier at Sun 'n Fun. By Oshkosh 2010, that new model sat atop amphib floats that have already recorded a number of flights from water and land. *** The floats are from Clamar and were developed in concert with Flight Design distributor Airtime Aviation of Tulsa, Oklahoma, arguably the nation's largest dealer of LSA. "The Clamar floats match the structure and the feel of the Flight Design planes," said Tom Peghiny, president of importer Flight Design USA.
CAFE Foundation has for more than two decades measured efficiency of aircraft using sophisticated techniques and professional equipment. CAFE publishes the results of the Challenge; here's last year's results.
Amid furious preparations for Oshkosh, CAFE Foundation, the efficiency folks, announced teams that will vie for a second year of prizes. CAFE has a $300,000 purse thanks to their partnership with NASA, which is celebrating its 50th Anniversary in 2008. *** It may not surprise you to hear that four of five teams entered will fly Light-Sport Aircraft, and at least one is sure to end in the money as one prize ($10,000) is for "Quietest LSA." Other prizes are a maximum of $150,000 for lowest community noise; two $50,000 prizes, one for "Green," another for safety judged by handling qualities; a $25,000 speed prize; and four $3,750 "Showcase Prizes" covering quietest cabin, best angle of climb, shortest takeoff, and best glide. Winning a couple of the larger prizes is enough money "to actually buy someone their own LSA," said CAFE President, Brien Seeley. *** The teams competing will fly a Pipistrel Virus (last year's big winner of $165,000!--photo); a modified Diamond DA20-A1; a Dynamic WT9; the UFM-13 Lambada, and a Flight Design CTsw. Despite doling out NASA's money, CAFE itself receives no funding from the space agency. A $4,000 entry fee covers some costs. The competition will occur after Oshkosh at CAFE's Flight Test Center in Santa Rosa, California from August 2-10, 2008.
Amid furious preparations for Oshkosh, CAFE Foundation, the efficiency folks, announced teams that will vie for a second year of prizes. CAFE has a $300,000 purse thanks to their partnership with NASA, which is celebrating its 50th Anniversary in 2008. *** It may not surprise you to hear that four of five teams entered will fly Light-Sport Aircraft, and at least one is sure to end in the money as one prize ($10,000) is for "Quietest LSA." Other prizes are a maximum of $150,000 for lowest community noise; two $50,000 prizes, one for "Green," another for safety judged by handling qualities; a $25,000 speed prize; and four $3,750 "Showcase Prizes" covering quietest cabin, best angle of climb, shortest takeoff, and best glide. Winning a couple of the larger prizes is enough money "to actually buy someone their own LSA," said CAFE President, Brien Seeley. *** The teams competing will fly a Pipistrel Virus (last year's big winner of $165,000!–photo); a modified Diamond DA20-A1; a Dynamic WT9; the UFM-13 Lambada, and a Flight Design CTsw.
Crowds gathered around a flock of SLSA at Brainard airport in Hartford CT as AOPA kicks off their fall Expo. One fascination with LSA is folding wings as Remos demonstrated for their G-3.
Most pilots know AOPA, the Aircraft Owners and Pilots Association, has been fighting the user fee battle...and they've been doing well resisting the might of the U.S. government. But they must also have a connection with Mother Nature as warm, beautiful weather shined on opening day at Connecticut's Brainard airport. *** On display: StingSport, Skylark, the new Breezer II, Allegro 2000, SportCruiser, Sigma, Thorpedo, Sport Cub, Bravo, Sierra, CTsw, Jabiru J-250, Gobosh G-700S, and Remos G-3. Contrary to earlier info, American Champion brought The Champ, Cessna displayed their Skycatcher mockup, and Cirrus flew their SRS. In all, I counted 17 LSA at Hartford. That amounts to a healthy 19% of all airplanes on display. Two days remain; come pick up a free "Reach for the Sky" LSA info booklet compliments of EAA and LAMA. On Saturday the 6th you are invited to my updated talk on the state of the LSA industry at the Convention Center (11:00 a.m. to noon).
Most pilots know AOPA, the Aircraft Owners and Pilots Association, has been fighting the user fee battle…and they've been doing well resisting the might of the U.S. government. But they must also have a connection with Mother Nature as warm, beautiful weather shined on opening day at Connecticut's Brainard airport. *** On display: StingSport, Skylark, the new Breezer II, Allegro 2000, SportCruiser, Sigma, Thorpedo, Sport Cub, Bravo, Sierra, CTsw, Jabiru J-250, Gobosh G-700S, and Remos G-3. Contrary to earlier info, American Champion brought The Champ, Cessna displayed their Skycatcher mockup, and Cirrus flew their SRS. In all, I counted 17 LSA at Hartford. That amounts to a healthy 19% of all airplanes on display.
In the soon-to-be-announced LAMA decal program, four companies have presently qualified with more in process. From top right, clockwise: IndUS Aviation; Jihlavan (Kappa); Aeropro; and Flight Design. LAMA plans to announce the new program simultaneously at Sun 'n Fun '07 and at Aero '07 in Germany.
Odds are you've heard of LAMA, the Light Aircraft Manufacturers Association, founded in the earliest days of ultralights and gaining renewed importance in this era of Light-Sport Aircraft. Most leading LSA businesses (not only manufacturers) are members; look for the LAMA logo on many websites. *** For 2007, the LAMA business organization has a new trick up its sleeve: a consumer program whereby a qualifying manufacturer can apply a LAMA decal to each LSA produced according to ASTM standards and which has successfully completed a third party compliance verification audit. Sounds pretty dry, yes. But it is critical to lend greater credibility to the ASTM consensus standards. *** A manufacturer declares his airplane compliant. LAMA sends a contractor to assure the standard was properly met. In the future LSA consumers should look for the LAMA decal to know it was built by a company whose compliance documents and processes have been verified. FAA and EAA have voiced very strong support for the audit and decal program.
Odds are you've heard of LAMA, the Light Aircraft Manufacturers Association, founded in the earliest days of ultralights and gaining renewed importance in this era of Light-Sport Aircraft. Most leading LSA businesses (not only manufacturers) are members; look for the LAMA logo on many websites. *** For 2007, the LAMA business organization has a new trick up its sleeve: a consumer program whereby a qualifying manufacturer can apply a LAMA decal to each LSA produced according to ASTM standards and which has successfully completed a third party compliance verification audit. Sounds pretty dry, yes. But it is critical to lend greater credibility to the ASTM consensus standards. *** A manufacturer declares his airplane compliant. LAMA sends a contractor to assure the standard was properly met. In the future LSA consumers should look for the LAMA decal to know it was built by a company whose compliance documents and processes have been verified.
On a gorgeous April 28th, Light Sport Airplanes West brought industry leaders for the Grand Opening of their 5,600 square foot showroom/mall (lower photo). Pictured above (L-R) are Tom Peghiny and John Dunham of Flight Design USA with LSA West owner Mike Fletcher.
Within 24 hours of getting home from Sun 'n Fun, several industry leaders including Evektor America's Jeff Conrad, Flight Design USA's Tom Peghiny, Jabiru USA's Ed Ricks, and BRS parachute's Gregg Ellsworth packed up and headed off to California. What motivated these men to depart so soon after a long week in Florida? They all wanted to support proprietor Mike Fletcher as he and his staff celebrated the Grand Opening of Light Sport Airplanes West. I also flew out to join the party for America's largest LSA showroom and a grand affair it was. Estimates put attendance at 300 (I suspect that didn't include everyone present as some 100 aircraft flew in). Representing the Sportstar, CTsw, and J-250 plus the Remos G-3, TL Ultralight StingSport, and Tecnam, LSA West has an impressive line and a large inventory of LSA in stock. The Salinas, California-based operation also conducts flight training and represents some brands up and down the west coast. Various media people attended inlcuding a writer from Flying magazine) and Salinas Mayor Dennis Donohue spoke at the ribbon cutting ceremony.
Within 24 hours of getting home from Sun 'n Fun, several industry leaders including Evektor America's Jeff Conrad, Flight Design USA's Tom Peghiny, Jabiru USA's Ed Ricks, and BRS parachute's Gregg Ellsworth packed up and headed off to California. What motivated these men to depart so soon after a long week in Florida? They all wanted to support proprietor Mike Fletcher as he and his staff celebrated the Grand Opening of Light Sport Airplanes West. I also flew out to join the party for America's largest LSA showroom and a grand affair it was. Estimates put attendance at 300 (I suspect that didn't include everyone present as some 100 aircraft flew in). Representing the Sportstar, CTsw, and J-250 plus the Remos G-3, TL Ultralight StingSport, and Tecnam, LSA West has an impressive line and a large inventory of LSA in stock.
LAMA board members (rear L-R): Phil Lockwood, Jack Pelton, Tom Peghiny, Jo Konrad, and Tom Gunnarson; (front L-R): Dave Martin, Dan Johnson, and Larry Burke. Visit LAMA's website. Evektor and Czech Aircraft Works are the newest companies passing independent audits.
In a year of facilitating independent audits for Special Light-Sport Aircraft, LAMA, the Light Aircraft Manufacturers Association, completed reviews of six companies: IndUS (Thorpedo); Jihlavan (Kappa KP-5); Aeropro (EuroFox); Flight Design (CT); Czech Aircraft Works (SportCruiser, Mermaid, & Parrot); and Evektor (SportStar). CZAW and Evektor were announced at a press conference at AirVenture Oshkosh 2007; all the others were announced earlier. Successfully audited LSA can display individually-numbered LAMA decals. Customers appreciate and seek independently reviewed products. *** At the same press conference LAMA announced expansion of its board to seven members. New members are Jack Pelton, president and CEO of Cessna Aircraft and Jo Konrad, president of the German Ultralight Association (DULV). These impressive additions join Dave Martin, journalist and former editor of Kitplanes; Tom Peghiny, president of Flight Design USA; Phil Lockwood, president of Lockwood Aircraft Supply; Tom Gunnarson, LAMA president; and myself, serving as Chairman. LAMA co-founder Larry Burke has the title Chairman Emeritus; he remains active in LAMA.
In a year of facilitating independent audits for Special Light-Sport Aircraft, LAMA, the Light Aircraft Manufacturers Association, completed reviews of six companies: IndUS (Thorpedo); Jihlavan (Kappa KP-5); Aeropro (EuroFox); Flight Design (CT); Czech Aircraft Works (SportCruiser, Mermaid, & Parrot); and Evektor (SportStar). CZAW and Evektor were announced at a press conference at AirVenture Oshkosh 2007; all the others were announced earlier. Successfully audited LSA can display individually-numbered LAMA decals. Customers appreciate and seek independently reviewed products. *** At the same press conference LAMA announced expansion of its board to seven members. New members are Jack Pelton, president and CEO of Cessna Aircraft and Jo Konrad, president of the German Ultralight Association (DULV). These impressive additions join Dave Martin, journalist and former editor of Kitplanes; Tom Peghiny, president of Flight Design USA; Phil Lockwood, president of Lockwood Aircraft Supply; Tom Gunnarson, LAMA president; and myself, serving as Chairman.
Near the LAMA motorhome display on the Hartford-Brainard Airport, you'll find these LSA: Sigma; Sportstar; CTsw; G-700S; Jabiru J-250; G-3; StingSport, Breezer, and Skylark; and two Tecnams. Alongside their GA models, Cirrus will show their SRS and CubCrafters their Sport Cub. Neither Cessna Skycatcher nor The Champ are expected to attend.
At Oshkosh I took the chance to speak with several general aviation leaders -- CEOs of top general aviation companies and presidents of leading membership organizations. All have been kind to me with their time and generous with their support for the Sport Pilot concept, but I sensed they didn't yet accept LSA deep down. Minor questions remained. Today that seems convincingly gone. The same not-100%-certain leaders now chorus, "LSA is here to stay." *** Evidence of that is again marshaling for AOPA's season-ending event for general aviation. The D.C.-based organization now counts more than 413,000 members, more than two-thirds of all pilots on the FAA register. The traveling Expo show typically draws well from a region's pilot population. Action starts October 4-6, 2007 at the Hartford-Brainard Airport (HFD). *** For the third year running AOPA is providing a grouped location for Light-Sport Aircraft right where you enter the airplane display area (SLSA exhibitor list under photo). Last year at AOPA's event in Palm Springs, California, the densest crowds among all aircraft displays were around the LSA fleet.
At Oshkosh I took the chance to speak with several general aviation leaders — CEOs of top general aviation companies and presidents of leading membership organizations. All have been kind to me with their time and generous with their support for the Sport Pilot concept, but I sensed they didn't yet accept LSA deep down. Minor questions remained. Today that seems convincingly gone. The same not-100%-certain leaders now chorus, "LSA is here to stay." *** Evidence of that is again marshaling for AOPA's season-ending event for general aviation. The D.C.-based organization now counts more than 413,000 members, more than two-thirds of all pilots on the FAA register. The traveling Expo show typically draws well from a region's pilot population. Action starts October 4-6, 2007 at the Hartford-Brainard Airport (HFD). *** For the third year running AOPA is providing a grouped location for Light-Sport Aircraft right where you enter the airplane display area (SLSA exhibitor list under photo).
The father and son Tom Gutmann team (L-R, Junior and Senior) run Airtime Aviation, one of the country's largest distributors of LSA. The new customer and dealer for New Mexico is Brian Longwill, a 767 captain and F-15/16 pilot. They all pose with CT number 200 in the USA.
Market leader Flight Design seems hot as a pistol and appears to be validating their plan to substantially increase production. South Central U.S. distributor Airtime Aviation delivered N200BL to Brian Longwill, their new dealer operating under the name Longwill AirCraft. And talk about beautiful timing, this also happened to be CT delivery number 50 for Airtime. Putting even a finer point on their accomplishments, Airtime got the first CT approved in the U.S., missing by mere hours being the first SLSA* in the country. *** Longwill AirCraft will base their new CT at a new airport opening in Estancia, New Mexico...east of Albuquerque and south of Moriarty. Longwill aims to attract sport aircraft of all kinds to the facility. *** Finally -- call me lucky or call it a truly fine bit of advance planning, but this is also SPLOG #200. From the mail and calls I get, you love SPLOG and I'm pleased you do. Thanks for all your visits! *Honors for first SLSA go to the Sportstar.
Market leader Flight Design seems hot as a pistol and appears to be validating their plan to substantially increase production. South Central U.S. distributor Airtime Aviation delivered N200BL to Brian Longwill, their new dealer operating under the name Longwill AirCraft. And talk about beautiful timing, this also happened to be CT delivery number 50 for Airtime. Putting even a finer point on their accomplishments, Airtime got the first CT approved in the U.S., missing by mere hours being the first SLSA* in the country. *** Longwill AirCraft will base their new CT at a new airport opening in Estancia, New Mexico…east of Albuquerque and south of Moriarty. Longwill aims to attract sport aircraft of all kinds to the facility. *** Finally — call me lucky or call it a truly fine bit of advance planning, but this is also SPLOG #200. From the mail and calls I get, you love SPLOG and I'm pleased you do.
(Top) Rahul Monga and Anil Kumar, Air Force pilots from India, pose by their Flight Design CT shown against a backdrop of their flight plan map. (R) Monga, in survival suit, made the Atlantic crossing solo to allow more fuel. (L) Icebergs float in the Baffin Sea.
Many other airplane categories have tried round the world flights, but it's now been done by a Light-Sport Aircraft. Flying a Flight Design CT, Indian Air Force Wing Commanders Rahul Monga and Anil Kumar will claim a new record by successfully flying around the world in 79 days. Part of a celebration of the Indian Air Force 75th Anniversary, the two pilots covered a total distance of 40,497 kilometers (25,310 miles) in 79 days flying over 19 countries (Myanmar, Thailand, Vietnam, China, Russia, USA, Canada, Greenland, Iceland, UK, Germany, Italy, Greece, Turkey, Iran, Pakistan, and India).*** During the expedition, Commander Monga became part of very small group of pilots by soloing across the Atlantic in a single engine aircraft. Kumar had to go via airline so the CT could fly longer. Despite missing this exciting segment Kumar expressed appreciation for the CT: "It's a fantastic machine, very reliable...it got us home and there were no problems. We had good support from the manufacturer." *** The duo and their CT weren't far away from AirVenture Oshkosh 2007 but weather had delayed them and they elected to pass the big event in order to stay on the record attempt.
Many other airplane categories have tried round the world flights, but it's now been done by a Light-Sport Aircraft. Flying a Flight Design CT, Indian Air Force Wing Commanders Rahul Monga and Anil Kumar will claim a new record by successfully flying around the world in 79 days. Part of a celebration of the Indian Air Force 75th Anniversary, the two pilots covered a total distance of 40,497 kilometers (25,310 miles) in 79 days flying over 19 countries (Myanmar, Thailand, Vietnam, China, Russia, USA, Canada, Greenland, Iceland, UK, Germany, Italy, Greece, Turkey, Iran, Pakistan, and India).*** During the expedition, Commander Monga became part of very small group of pilots by soloing across the Atlantic in a single engine aircraft. Kumar had to go via airline so the CT could fly longer. Despite missing this exciting segment Kumar expressed appreciation for the CT: "It's a fantastic machine, very reliable…it got us home and there were no problems.
Looking very different than the all-metal factories recently SPLOGged, Flight Design's primary production facility in southeastern Ukraine works 98% with carbon fiber.
The Czech Republic featured in the last few SPLOGs may not be well known to Americans, but Ukraine seems yet another world away. Indeed, our jetliner flew almost two hours further east to Odessa and then we took a three-hour car ride to Kherson, home to the primary production facility for German-owned Flight Design. *** The experience of touring their facility was dramatically different than CZAW or Evektor as Flight Designs works almost exclusively with carbon fiber. Now in its second decade of production CT is America's best-selling LSA and its factory has grown accordingly. More than 500 Ukrainian employees -- engineers, designers, managers, technicians, and factory employees -- toil in a sprawling facility not far from the Black Sea. Senior management is German but the entire facility is run by local talent. Interestingly, staff meetings are held in English. Though still Soviet-like in its drab surroundings, the factory pulses with modern activity; on the day I visited, another five CTs left on trucks for Germany where they are final checked, test flown, and prepared for shipment all over the world.
The Czech Republic featured in the last few SPLOGs may not be well known to Americans, but Ukraine seems yet another world away. Indeed, our jetliner flew almost two hours further east to Odessa and then we took a three-hour car ride to Kherson, home to the primary production facility for German-owned Flight Design. *** The experience of touring their facility was dramatically different than CZAW or Evektor as Flight Designs works almost exclusively with carbon fiber. Now in its second decade of production CT is America's best-selling LSA and its factory has grown accordingly. More than 500 Ukrainian employees — engineers, designers, managers, technicians, and factory employees — toil in a sprawling facility not far from the Black Sea. Senior management is German but the entire facility is run by local talent. Interestingly, staff meetings are held in English.
To improve the aircraft's handling qualities, Flight Design increased the size of the leading edge of the vertical stabilizer-compare the diff erence in these photos. It also added a full-span anti-servo tab to the full-fl ying stabilator.
The instrument panel on the 2006 CT was also modifi ed, changing it to a three-section panel, with two panels angled toward the center panel. A satin-aluminum fi nish gives the panel a distinctive appearance and reduces glare. The generous size of the panel area accommodates a wide range of instruments, depending upon the aircraft's mission.
The seats in the 2006 CT are also more refi ned and extend higher up the back to provide more support and a headrest. They're available in black or brown leather. The seats can be adjusted fore and aft as well as up and down to accommodate diff erent sized pilots. The 49-inch wide cockpit provides plenty of room for two occupants.
The Flight Design CT currently leads the LSA parade with more than 85 aircraft delivered to customers since the aircraft earned S-LSA approval in April of 2005. Flight Design of Germany markets the aircraft, which is built in the Ukraine. Flight Design USA of South Woodstock, Connecticut, imports the aircraft into this country.
The pull handle for the BRS ballistic chute is located on the aft bulkhead between the seat backs. Below the handle is the rudder trim wheel and forward of that, on the console between the seats, is the aileron trim wheel.
Baggage compartments, on either side of the aircraft, can accommodate up to 100 pounds of baggage, as long as it's within the aircraft's total weight and balance requirements. The BRS ballistic chute is housed in this area, too.
In the 15 months since the first two special light-sport aircraft (S-LSA) were introduced at the Sun 'n Fun Fly-In in Lakeland, Florida, a wave of S-LSA have taken to the sky. The number delivered to customers is approaching 500 aircraft -- and climbing as quickly as factories can produce and deliver them. The years ahead should see a sharply increasing number of LSA flying in America. The good news for pilots is we won't just have more LSA, we'll have better ones as designers modify and improve aircraft based on customer input and service history. That's one of the benefi ts of consensus standards versus type certification-manufacturers can cram more features into the airplanes and factories may refine production techniques without undergoing costly recertification. The best news is we don't have to wait. "New and improved" LSA are here now. The 2006 CT Because of its distinctive profile, the Flight Design CT is one of the most recognized S-LSA flying. Some of the design's success comes from an effort by its German producer to make the CT a better package, as witnessed by its introduction of a refined 2006 model. Flight Design Germany has been aided in this effort by its U.S. importer, Flight Design USA, and the experienced network of dealers that Flight Design USA has created. And the European-born CT has evolved to meet the expectations of American pilots. Just prior to Sun 'n Fun 2006, I flew both the 2005 and 2006 model CTs, courtesy of the folks at Sebring Aviation, the Flight Design USA distributor for the southeastern United States. Back-to-back flights in the two models offered a clear comparison and updated my previous experiences flying the CT. Close observers should quickly note: Two changes to the tail surfaces. Most noticeable is an enlarged area on the leading edge of the vertical stabilizer. Next, the full-flying stabilator has an anti-servo tab that runs full span. A new instrument panel configuration is standard. A wider, flat-gray panel is now divided into three segments with satin-finish aluminum faces, with two slightly angled panels flanking a center panel. The 2006 model's seats rise higher and offer some head support. The pilot can now trim the aircraft in all three axes using trim wheels, a feature common only on more expensive general aviation (GA) aircraft. The wings of the two models are exactly the same, employing the same flaperons. After reacquainting myself with the characteristics of the 2005 model in flight, I went aloft in the 2006 model with its larger vertical tail and full span anti-servo tab. The aircraft offered by Sebring Aviation had a decked-out panel to make most pilots envious. Regardless of its aerodynamic improvements, the larger vertical tail on the 2006 model visually fills out the aircraft's profile, making the tail volume conform better to the fuselage. The reshaped tail blends nicely with the ventral (below-the-fuselage) fin. Shape, like color, is decidedly personal, but I believe most aviators will find the curves of the 2006 CT to be appealing. I enjoyed flying both '05 and '06 models even more than I expected. The soaring enthusiast in me loved the original long-winged CT's superb glide, but I found it more work coordinating rudder and ailerons in the older model than in either shorterwinged '05 and '06 models. Surprisingly the shorter wing configuration still gives the CT plenty of loft on approach to landing, a reported 14-to-1 glide. The 2006 CT has become a refi ned flying machine. Lots of Elbow Room The cockpits of many European-designed airplanes are too tight for larger Americans. Everybody likes to have a little extra room, especially on longer flights. In the CT's 49-inch-wide cockpit, John and I, both of average build, had plenty of room. I had less at my feet because the nose of the aircraft tapers, but I didn't feel cramped. The CT's seats adjust fully aft, which allowed me to extend my legs fully. The seats in the 2006 CT are also softer and more comfortable than earlier models, and it felt like they offered more lumbar support. The seats also extend up higher, supporting your head, something the seats on the earlier models did not do. Fore and aft adjustment plus height adjustments are available, but you must make these adjustments on the ground where you can visually ascertain that the locking pins are properly seated in the adjustment rail holes. Cockpit Refinements LSA are not ultralights. Ultralights want to be simple and inexpensive, and fewer instruments are employed to stay light. But buyers of LSA are often GA pilots accustomed to fully equipped panels. Recognizing this customer demand, the 2006 CT boasts enlarged space for avionics. The 2005 CT had analog gauges while the 2006 model I flew was all digital. Though a digital cockpit may offer more information, many pilots feel they pick up on data quicker from analog gauges. Yet digital instruments, like the CT airframe, keep getting better, and analog pilots will adapt. Other cockpit refinements include a smaller flap switch in the '06, and this turned out to be good. I tended to over-control the larger lever, flipping it inadvertently back and forth between two settings, which confused the system. A light-emitting diode (LED) readout clearly shows the flaps setting. I am highly supportive of the BRS emergency parachute system that's standard equipment on the CT (as a former BRS employee, I should be), but I have never been a big fan of the parachute handle's location on the aft bulkhead of this aircraft. While that assures a direct routing for the activating housing, it requires the pilot or passenger to reach backward and make a substantial pull of a handle at an awkward angle. A better position might be to have the handle mounted on the instrument panel, but that would require a long activating housing. Pilots will definitely want to rehearse the parachute handle pull motion and instruct passengers about the operation. In addition to its challenging placement, the parachute handle also somewhat interferes with the aileron and rudder trim wheels, which are located nearby. Pilots will acquire a natural feel for them eventually, but they'll need to confirm what they're engaging the first few times they fly the 2006 CT. To open the cockpit door from the inside, push the doorknob toward the outside slightly and then release the three pins that secure the door, which are hidden by the interior door finish. (Flight Design also offers a right-side photo door for those interested in pursuing such a hobby.) The Mecaplex sliding window vents let in the most air when you close the sliding mechanism and use the small, angular flip-out vent. For flying in cool months, CT comes with standard cabin heat, or you can order a higher output system for cold climates. As you prepare to start the CT, you'll run into another good safety idea. Engineers positioned the fuel shut-off lever so you cannot insert the starter key with the fuel selector in the off position. You raise the fuel shut-off for flight (logically) and then put your key in and start the engine. As in most GA aircraft, you use the key switch to check magnetos. Don't Expect a Long Ground Roll As usual, the 100-hp Rotax 912S snapped to a start when I turned the key. After assuring our seat belts were latched and the doors were properly closed, John and I taxied for takeoff. Rudder steering in both '05 and '06 models is solid. On Sebring Airport's long, wide, and unobstructed runways, we had no need to max out take-off performance. Yet even with gentle controls, the CT left the ground with enthusiasm. I doubt our first roll was 500 feet, and we weren't even trying to take off quickly. Off the runway, I noted climb at more than 1,500 fpm, a rate that settled around 1,100, though John and I were not flying at full gross weight. Most of this evaluation flight was done at low altitude- about 1,200 feet MSL. Before we took the CT to its top speed, we experimented with slow flight. Pulling the power liberally, we waited for 63 knots before deploying the flaps. The LED flap indicator blinks your setting until the flaps are deployed to the position selected. Once your chosen setting is reached, the number glows steadily. The CT is smart; John told me that if you select 40 degrees of flaps while flying too fast for safe deployment, a sensor reads the amperage load on the flap motor and stops the flap deployment if the load is too high. As we practiced a few touch-andgoes, I made approaches in the 2005 CT using 40 degrees of flaps while doing a slip that put one rudder pedal on the floor. The plane exhibited excellent handling throughout this exercise. My last landing was done with only 15 degrees of flaps, and the 2005 CT simply did not want to drop out of the sky. It demonstrated a slow, unpowered descent that would buy any pilot time should the engine quit. The landing gear on the 2005 model offered smooth and stable ground operations, and both model years exhibited superb taxiing characteristics, almost like driving an automobile. On the 2006 model, however, I observed a roughness in the ride as soon as we landed, possibly resulting from some gear leg harmonic. The roughness disappeared as we slowed, suggesting it was not simply an out-of-balance tire. (John had checked that possibility.) Even though I'm experienced with hand brakes, I found it a bit cumbersome attempting to work the hand brake and the throttle simultaneously with my right hand on the brake and my left hand on the throttle. Later I developed a technique of using my right forearm to assure holding the throttle at idle, which is where you'd place it before activating the brakes. Sweet, Light Handling As we said earlier, one of the most visible changes to the 2006 CT is its enlarged vertical stabilizer, but how does it help handling? During his evaluation of the new tail on the 2006 model, Flight Design President Tom Peghiny disturbed the controls and watched the airplane's recovery to straight and level flight. My method to gain a feel for the larger vertical stabilizer was to note the speed and accuracy of recovery from slips. The CT comes out of the deepest slip authoritatively. The CT uses a stabilator-a fullmoving elevator and horizontal stabilizer surface. Compared to the earlier CTs I'd flown, I detected less hunting of the nose and a more dampened response to pitch changes-attributes that should make cross-country flying easier on pilot and passenger. A longer anti-servo tab makes this surface much more effective. (Note that an anti-servo tab works the opposite of a trim tab, making the free-moving stabilator not as light in pitch response. A trim tab relieves control pressures whereas an anti-servo tab increases control forces on aircraft with light pitch response.) When the anti-servo tab was extended, it increased elevator forces to bring them in better harmony with the ailerons. I especially noticed this when exiting a deep slip. I had more feel from the 2006 CT's joystick than I did on the 2005 model. Commensurately, in the 2006 CT the slip is not quite as deep as in the 2005 model, proving the larger vertical stabilizer is at work. Compared to the longwinged version with a smaller tail and smaller anti-servo tab, the 2006 CT has significantly improved control feel and harmony. Keeping the ball centered is now much easier than it was in the older versions. Carbon Fiber Performer Since its introduction in the mid- 1990s, the CT has looked the part of a performance machine. Like Jim Griswold's distinctly egg-shaped Questair Venture, performance comes with this fuselage configuration. John and I flew the 2006 CT to 5500 rpm where we averaged 119 knots indicated air speed (IAS) on an upwind and downwind run. This translated to 125 knots true airspeed (TAS) on the day we flew together. The fastest speed was achieved with the flaps reflexed (curved upward) to the 6-degree setting. This sailplane control helps broaden the CT's speed range. John stated that not using the reflex would lower cruise by 2 to 3 knots. When I wasn't trying to evaluate the CT's upper-end performance, I tended to fly it in the low 5000 or high 4000 rpm range. I felt comfortable at this setting. The CT was quieter and smoother. When you raise the rpm to 5500 you experience greater noise and vibration. On the other end of the speed scale, the CT can go quite slowly. Keep backing off on power and the CT won't start sinking. Finally, after you dial in flaperons you can watch the speed come down. Using aileron trim, I got the 2006 model into slow flight-very slow, about 28 knots indicated on the digital readout until it fell to zero. The CT wanted to roll to the left, so I moved the aileron control to the right, which cured the problem. Of course, airspeed readings at high angles of attack are suspect; we didn't necessarily fly at 28 knots, but we were "crawling" above the earth's surface. At these foot-dragging speeds, the CT handled cooperatively. Not quite as light in pressures, the 2006 model gave good response and didn't feel sloppy. When stalls in the 2006 CT were done mildly, the airplane demonstrated almost no nose or wing drop. When done more aggressively, both trials caused this CT to drop a little to the right. I used aileron to bring the wing back, a reasonable maneuver as long as the movement is modest. (Intentional spins and aerobatics are not approved; markings in more than one location reinforce this message.) Voting for CT A year and a quarter after the first SLSA were approved, the CT has taken a convincing lead in deliveries, with more than 85 aircraft delivered. This is an active marketplace, and other manufacturers are also selling large numbers of airplanes. But Flight Design had a head start, starting earlier than others in gearing up production for U.S. consumption. Flight Design of Germany projects it will produce and sell more than 200 CTs in 2007. So far in 2006, Sebring Aviation has delivered eight CTs and has orders for 10 more. John sees no problem in selling his dealership's allocation of 25 airplanes for 2006. Other Flight Design USA distributors say the same thing: "Give us the airplanes; we can sell them all." Just three years ago, I wrote about the CT of that period and called it a higher-end choice for about $70,000. Today, the CT sells for $92,900. The $22,900 increase is in small part covered by a longer list of standard items (see below), but the majority of that price inflation is the reduced dollar value compared to a highervalued euro. Flight Design of Germany, Flight Design USA, and its Keep backing off on power and the CT won't start sinking. Finally, after you dial in flaperons you can watch the speed come down. Using aileron trim, I got the 2006 model into slow flight-very slow, about 28 knots indicated on the digital readout until it fell to zero. The CT wanted to roll to the left, so I moved the aileron control to the right, which cured the problem. Of course, airspeed readings at high angles of attack are suspect; we didn't necessarily fly at 28 knots, but we were "crawling" above the earth's surface. At these foot-dragging speeds, the CT handled cooperatively. Not quite as light in pressures, the 2006 model gave good response and didn't feel sloppy. When stalls in the 2006 CT were done mildly, the airplane demonstrated almost no nose or wing drop. When done more aggressively, both trials caused this CT to drop a little to the right. I used aileron to bring the wing back, a reasonable maneuver as long as the movement is modest. (Intentional spins and aerobatics are not approved; markings in more than one location reinforce this message.) Voting for CT A year and a quarter after the first SLSA were approved, the CT has taken a convincing lead in deliveries, with more than 85 aircraft delivered. This is an active marketplace, and other manufacturers are also selling large numbers of airplanes. But Flight Design had a head start, starting earlier than others in gearing up production for U.S. consumption. Flight Design of Germany projects it will produce and sell more than 200 CTs in 2007. So far in 2006, Sebring Aviation has delivered eight CTs and has orders for 10 more. John sees no problem in selling his dealership's allocation of 25 airplanes for 2006. Other Flight Design USA distributors say the same thing: "Give us the airplanes; we can sell them all." Just three years ago, I wrote about the CT of that period and called it a higher-end choice for about $70,000. Today, the CT sells for $92,900. The $22,900 increase is in small part covered by a longer list of standard items (see below), but the majority of that price inflation is the reduced dollar value compared to a highervalued euro. Flight Design of Germany, Flight Design USA, and its distributors and dealers are not making more money at these higher prices. Even at $92,900, the CT represents a good value among the more refined S-LSA. For that figure you get pattern and color choices, the Rotax 912S 100-hp engine, a three-axis trim system with discrete wheel controls for each, a full instrument package (including airspeed, altimeter, vertical speed, tachometer, hour meter, and slip indicator), the Rotax FlyDat digital engine instrument with numerous functions (or you can select American-made UMA analog engine gauges if you prefer), strobe and position lights, stainless steel exhaust with cabin heat, a Mecaplex sliding window vent, quarter-turn fasteners on the engine cowl, and the BRS emergency parachute system. To assure you know how to operate your new 2006 CT, Flight Design provides each buyer with three hours of flight orientation (included in the price). Overseas shipping to the East Coast is also included in the price, though delivery charges may apply if you take delivery, for example, at Flight Design West based in Reno, Nevada. Those seeking more instrumentation and appointments can choose from options like black or brown leather seating, mode A/C transponder, a choice of Garmin 296 or 396 panel-mounted GPS, one- or two-axis autopilot, King radio packages, David Clark headsets, a PS intercom, or the Dynon 100-120 electronic flight instrument and engine monitoring glass display. Flight Design USA also offers many other optional items to help you customize your CT. With Flight Design Germany working hard to increase manufacturing capacity, and the company's American reps standing ready to sell and service the aircraft, getting a CT shouldn't involve too long a wait. Find your way to the head of the parade and you'll see why CT occupies the lead position. It might be your new LSA.
Notes: 1 Before loading 100 pounds of baggage, the aircraft's weight and balance should be carefully calculated.
In the 15 months since the first two special light-sport aircraft (S-LSA) were introduced at the Sun 'n Fun Fly-In in Lakeland, Florida, a wave of S-LSA have taken to the sky. The number delivered to customers is approaching 500 aircraft — and climbing as quickly as factories can produce and deliver them. The years ahead should see a sharply increasing number of LSA flying in America. The good news for pilots is we won't just have more LSA, we'll have better ones as designers modify and improve aircraft based on customer input and service history. That's one of the benefi ts of consensus standards versus type certification-manufacturers can cram more features into the airplanes and factories may refine production techniques without undergoing costly recertification. The best news is we don't have to wait. "New and improved" LSA are here now. The 2006 CT Because of its distinctive profile, the Flight Design CT is one of the most recognized S-LSA flying.
AeroJones Aviation builds the very popular CT-series of Light-Sport Aircraft for Asia-Pacific markets. CTLSi is the latest version... a 98% carbon fiber design with superb performance, roomy cockpit, great useful load, and a parachute as standard equipment.
BRM Aero manufacturers the handsome Bristell all-metal SLSA. This highly evolved, next-generation Light-Sport was carefully engineered for luxury, comfort, excellent stability, and safety while being fun, fast, and easy to fly.
Aero Adventure offers what is likely the lowest cost boat-hull seaplane in the light aircraft space with a kit that, complete with engine, sells for less than $50,000. Add a long history to its credit and Aventura is a seaplane worthy of a close look.
Vickers Aircraft has created one of the most distinctive new LSA seaplanes yet to emerge. Powered by the 180-horsepower Titan IO-340CC by Continental Motors, their Wave model is like no other seaplane ever introduced with multiple features to set it apart from the crowd.
American Legend has been in the LSA space since the beginning, offering their iconic yellow taildragger. The Texas company offers a full line of LSA and kit-built aircraft including the 180-horsepower Super Legend HP.
Tecnam is the world's leading manufacturer of Light-Sport aircraft offering more models and variations than any other producer. Besides the world's fastest-selling light twin and their new P2010 four seater, Tecnam offers these LSA: P-92 Eaglet, Astore, and P2008.
US Sport Planes offers the all-composite, well-proven Jabiru line, one of the most popular Light-Sport Aircraft in America and the world. Under new leadership in Texas, the fast, handsome, and especially roomy Jabiru models are supported with exceptional service.
Flight Design USA imports CT, one of the best selling Light-Sport Aircraft in American and the world. CT is 98% carbon fiber |with superb performance, roomy cockpit, great useful load, and a parachute as standard equipment ...a market leader for many years!
Seamax Aircraft designed and manufactures a wonderful Light-Sport amphibious flying boat of the same name. Created in Brazil SeaMax is a beautifully finished, high performing aircraft, the first to win FAA acceptance as a SLSA and it sets a high standard for light floatplanes.
Bristell USA distributes the highly-refined Bristell aircraft in North America. The Czech-built aircraft is a 5th generation design with excellent performance, wonderful handling, and a most appealing shape. Other airplanes may look similar but Bristell has gone far beyond.
Kolb Aircraft is one of the most famous and successful names in light aviation. From the two-place Mark III to the Part 103 Ultralight Firefly, Kolb has some of the most charming and best flying aircraft you can afford.
Lockwood Aircraft is the builder of two of light aviation's best-recognized flying machines: AirCam and the Drifter line. Most sport aviators already know the Lockwood brand, a leader in Rotax maintenance and aircraft services.
Aeropilot USA ends your search for a Light-Sport Aircraft that is both familiar and new. Consider L600. This 80%-sized copy of Cessna's 182 is built with modern materials and well equipped but for tiny fraction of the cost of a new Skylane.
North Wing is America's leading manufacturer of weight shift LSA and Part 103 ultralight trikes. The company's wing designs are so good that most other trike manufacturers use them. Aircraft prices are highly affordable by all.
SportairUSA imports the dashing and superbly-equipped StingSport S4 that has won a loyal following from American pilots. More recently, they introduced their TL-3000 high-wing LSA. SportairUSA is a full-line operation with maintenance and training, too.
Aerotrek Aircraft imports the A240 and A220 tricycle gear or taildragger Special Light-Sport Aircraft. A finely finished aircraft at an excellent price, Aerotrek has wide, affordable appeal.
Arion Aircraft has designed and built one of the most beautiful low wing entries in the Special LSA and kit-built aircraft sector. The all-American designed and built aircraft is priced fairly and flies wonderfully ... need you search for more?
SilverLight Aviation created an all-American gyroplane with modern sophistication and equipment, built by a proven expert. Gyroplanes like AR1 fly much like fixed wings but with real advantages.
Glasair Aviation became famous for their Glasair series. Today the Washington state company is focused on the newer Sportsman in several varieties and on Merlin LSA. Later in 2017, buyers can buy a Merlin in fully-ready-to-fly form from this much-admired company renown for its top-tier customer service.
Evektor is Number One and always will be. The Czech company's SportStar was the number one SLSA to win approval but engineers have steadily improved the model far beyond that 2005 version that started the race.
Evolution Trikes developed and continues to refine their Revo, an absolutely magnificent weight shift control aircraft (or trike). Rev is their new very affordable single place machine.
Aerolite 103 is a remarkably well priced (way below $20,000), well-equipped, Part 103 ultralight that flies beautifully. Several hundred are airborne and production has never been more solid. Here is an airplane every pilot can love and afford.
The Airplane Factory (TAF) produces the Sling series of world-circling aircraft (literally) and now this fine-flying, all-metal beauty is available in the United States as a Special Light-Sport Aircraft. Here is an LSA to follow.
Progressive Aerodyne designed and supplies the SeaRey series, arguably the most celebrated of all light seaplanes in America. A close community of hundreds of owners offers camaraderie few other brands can match.
Just Aircraft has delivered more than 300 kit aircraft since 2002, but in 2012 they electrified pilots with the awesome performance of their all-new SuperSTOL. It may look extreme and performs extremely well, but it is truly docile and forgiving to fly.
New FI.R.M. List ByDanJohnson.com ... all LSA Services ... each one verified to have the airplane or expertise you seek. Click on a sponsor logo to go to their dedicated network.
2019 Sebring LSA Expo January 23-26, 2019.
Join ByDanJohnson.com's team and other light and sport aircraft enthusiasts at Aero 2019 -- 10-13 April.
Sun 'n Fun is home to LSA Show Center hosted by LAMA. Come visit a new location in Paradise City -- and take a FREE RIDE directly to the LSA Mall, compliments of Rotax BRPNext Sun 'n Fun April 2 to April 7, 2019.
The Flying Musicians Association (FMA) provides entertainment to pilots at shows and scholarships to deserving recipients. They can use your support.
AviNation works to promote aviation to youth and welcomes your support.
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© 2019 ByDanJohnson.com || Dan Johnson Media Corp.


text:
Search - The Mogul on DVD
Actor: Danny DeVito
Genres: Action & Adventure, Indie & Art House, Comedy, Television
Sub-Genres: Action & Adventure, Indie & Art House, Comedy, Television
Studio: CineVu
Format: DVD - Color,Full Screen
Original Release Date: 12/15/1984
Theatrical Release Date: 12/15/1984
Run Time: 1hr 40min
Screens: Color,Full Screen
MPAA Rating: Unrated
Director: Norman Jewison
R 2005 1hr 43min
Directors: David Zucker, Jerry Zucker, Jim Abrahams
Ws Dub Sub
PG 2008 1hr 50min
The River Wild
Director: Curtis Hanson
PG-13 1997 1hr 48min
Don't buy this title!!
R. Anderson | Marquette, MI USA | 08/22/2005
"This title is the bootleg title for a film called the The Ratings Game. I'm no sure why Amazon is selling this on their web site.
The quality of this DVD is terrible, I was suspicious when I got it. The DVD case
and the DVD itself look like they were home made.
Having said all this, knockoff or not this is a bad film with a lot of big names in it.
It's like they were trying to make something campy and failed big time. I expected more of Danny DeVito.
It is most certainly a "Bootleg"...
Nicholas DeMaria | Saylorsburg,Pa USA | 03/21/2008
"The original title was "The Ratings Game".The copy sold here on Amazon is definately a "Bootleg" copy released by an unknown production company.The picture is barely watchable and is "hazy" at times.The movie itself is quite funny and well worth 10 or 12 bucks if you can get a decent copy.Bring this one out every 4-5 years or so,otherwise more frequent viewings will cause it to lose its' appeal.The fictional cartoon in the movie titled "Goombah's" should tell you what type of laughs that you'll get with this cult movie from the mid 80's."
If you find another source...
Mr. Ed | Dayton, Ohio USA | 01/10/2007
"If you find another source for this movie, pursue it!
I liked the movie very much, and saw it first produced on Showtime Entertainment. This copy appears to be burn made from someone's TV set.
Good movie for cheesy fun films, poor quality recording.

redpajama_set_name: RedPajamaCommonCrawl


I am currently 19 weeks far along and now weighs 130 lbs. I've been putting up weight lately and my pre-pregnancy clothes no longer fit. So I went shopping for new jeans, dress and underwear the other day. I was glad Victoria Secret had ongoing sale in their store and was able to find the right sizes for me. I know pregnant women gain weight so it didn't bother me as much as when I was not pregnant. It's just a bummer sometimes though to see lots of friends on Facebook that are currently on different types of weight loss programs such as 7 day fat burner extreme and are successfully losing weight for the summer. But anyway, I know I can start my own weight loss regimen as well hopefully next year.
Hey Jenn, does the 7 day burner reall work? Am I also friends with them in FB? Would probably try it if one of them actually used it and worked. LOL!


text:
Kristine Marie Jensen, better known in Denmark as Frøken Jensen, (1858–1923) was a Danish housekeeper and cookbook writer. She is remembered in particular as the author of the early Danish cookbook Frøken Jensens Kogebog ("Miss Jensen's Cookbook"), which has been popular for its traditional recipes since its publication in 1901.

Background
The popularity of Jensen's cookbooks is in part a result of the interest in gastronomy in 19th-century Denmark at a time when wholesome ingredients had not yet given way to the effects of industrialization. Jensen was by no means the first Dane to author a cookbook. As early as 1837, Anne Marie Mangor (1781–1865) had published her Kogebog for smaa Husholdninger (Cookbook for Small Households). Inspired by French and international dishes, the Copenhagen restaurateur, Louise Nimb (1842–1903), wrote the highly successful Fru Nimbs Kogbog in 1888. At the beginning of the 1890s, writing under the pseudonym of Fru Constantin, Mathilde Muus (1852–1935) was also beginning to publish her recipes in housekeeping journals.

Biography

Born on 17 July 1858 in Randers, Jensen was the daughter of Christian Jensen, a hauler, and Petrine Sørensen. Orphaned at the age of seven, she grew up in the care of her grandmother. On leaving school, she went to Copenhagen where she took a course at N. Zahle's School before spending a year in England.

In 1890, she became a housekeeper for Jørgen Conradt Melchior, a recently widowed headmaster with five children. The family lived in Copenhagen's Nørregade, close to Melchior's school. When the school ran into difficulties and closed in 1908, Jensen remained as part of the family, acting as a foster mother for the youngest son, Lauritz Melchior. Partly thanks to her support for his singing lessons, he was later to become a famous opera singer.

Jensen published her first and most famous cookbook in 1901. Titled Frøken Jensens Kogbog (Miss Jensen's Cookbook), it ran into a second edition the same year. In 1902, she published Frøken Jensens Syltebog (Miss Jensen's Pickling Book) followed by Five o'clock tea which contained a number of bread and cake recipes she had brought back from England. She went on to publish Hvad skal vi ha' til Middag (What should we have for Dinner, 1903), Husholdningsbog (Housekeeping Book, 1904), Grønt- og Frugtretter (Vegetable and Fruit Dishes, 1906), Sommer- og Vinter Dessert (Summer and Winter Desserts, 1916) and Svampe paa 100 Maader (Mushrooms in a 100 Ways, 1916). She also contributed articles to newspapers and magazines.

Frøken Jensens Kogbog is considered by many Danes to contain all the authentic recipes for traditional dishes as well as for baking bread, cakes and biscuits. It has been reprinted dozens of times and new editions can be found in most Danish bookshops today. When Danes prepare meals for special occasions, for example at Christmas time, they frequently follow Frøken Jensen's detailed descriptions. The cookbook, which was reprinted 27 times during Jensen's lifetime, is to be found in almost every Danish kitchen to this day. In Denmark, the only Danish author to have outsold her is Hans Christian Andersen. Over a million copies of the work have now been sold.

Kristine Marie Jensen died on 7 February 1923 in Copenhagen. She is buried in Holmens Cemetery.

References

Further reading

External links
Online 1909 edition of Frøken Jensens Kogbog in Danish

1858 births
1923 deaths
People from Randers
19th-century Danish writers
Danish cookbook writers
Women cookbook writers
Burials at Holmen Cemetery
19th-century Danish women writers

redpajama_set_name: RedPajamaWikipedia


text:
Dead Ever After is a fantasy novel by Charlaine Harris. It is the thirteenth novel in The Southern Vampire Mysteries series. On May 14, 2012, Charlaine Harris' Facebook administrator announced that Dead Ever After would be the final book of the series and it was released on May 7, 2013.

Plot
The protagonist of the novel is Sookie Stackhouse, a telepathic waitress who works at a bar, of which she has recently become part owner.

At the end of the previous novel, Deadlocked, Sookie used (and  used up) a  magical artifact  called  a cluviel dor to save the life of Sam Merlotte, who had been  killed by his girlfriend, Jannalynn.

The situation as the novel begins is that Sookie's relationship with Eric Northman, a vampire who is her lover and, in vampire terms, her husband, has cooled suddenly. Meanwhile, Eric's maker had negotiated a marriage between Eric and another vampire, without Eric's consent. However, due to vampire practices, Eric was obliged to go through with the marriage. He had been hoping Sookie would use the cluviel dor to get him out of the marriage, and was upset at Sookie (and jealous) that she used it in the heat of the moment to save Sam instead. During the novel, Eric progresses with his marriage, while Sookie feels endangered by Eric's fiancée, whose jealousy could mean trouble for Sookie. Meanwhile, Sam, who is Sookie's friend and co-owns the bar with her, and for a long time was Sookie's boss, is having a hard time dealing with having been suddenly brought back to life.

Soon Sookie has additional problems. Arlene, who used to be a co-worker and friend of Sookie's, and who once tried to lure Sookie to a painful death as part of a human-supremacist organization that opposed all supernaturals and people like Sookie who consorted with them, has been freed from prison by a mysterious group who it appears has it in for Sookie. At their instigation, Arlene visits Merlotte's bar and asks Sookie for her job at the bar back. Then Arlene's body is found, and Sookie is arrested for her murder.

To help her with these issues, Sookie is visited by her demon godfather, Desmond Cataliades; his niece Diantha; his great-great grandson, the telepath Barry Horowitz; and the witches Amelia Broadway and Bob.

One day, Sookie stops by Merlotte's and runs into Sam. The two end up having sex for the first time.  While both Sookie and Sam are delighted at the prospect of this relationship, Sookie tells Sam they must take it slow.  She wants to be sure he's not a rebound relationship.  He agrees.

Later that week, Sookie, Sam, Jason and Michele go to Stomping Sally's to dance.  Sookie is kidnapped by Johan Glassport and Steve Newlin, then thrown into the back of a van being driven by Claude Crane.  While they're driving through the countryside, she manipulates them into a fight and Claude swerves off the road into a corn field.  She runs from her kidnappers into the safety of a large group of people from Stomping Sally's, who have chased behind the van in an effort to save Sookie.  Johan and Claude are shot dead, but not before Claude smashes the skull of Steve Newlin.  He dies hours later, after confessing that he and Johan killed Arlene.

Sookie is the (one and only) bridesmaid at Jason and Michele's wedding. After the ceremony, she finds her seat next to Sam, who tells her how pretty she looks.  Later that night, when he drops her off at her home, he suggests he spend the night and she  declines.  After Sam is gone, she admits to herself that they will probably be together by Christmas, though she won't be destroyed if their relationship doesn't work out.

Reception
The book reached the top of the U.S. Bestsellers list on Thursday, May 16, 2013.

Some fans were highly displeased by the novel's ending. Charlaine Harris decided not to go on tour to promote the book.

Notes

2013 American novels
2013 fantasy novels
American vampire novels
The Southern Vampire Mysteries
Novels by Charlaine Harris
Ace Books books


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Investors urge Mexico's Pemex to step up on ESG
Standing before an onshore oil well in his home state of Tabasco last March, President Andrés Manuel López Obrador made familiar promises to halt the privatization of energy in Mexico and save the country's oil industry for the people.
"We're rescuing Pemex and we're rescuing the nation," he said, nodding to the national oil and gas company.
His state-led vision for the country's energy policy and Pemex celebrates the past. But it is threatened by a more 21st century concern: the lack of a concrete environmental, social and governance strategy as its peers pivot towards a greener future.
This could become a problem for Pemex, which is fully state-owned but has debt pile of more than $ 100bn, as debt investors are increasingly screening out companies that perform badly on ESG metrics, bondholders have said.
Greenhouse gas emissions at the oil behemoth, which was created in 1938 after Mexico expropriated US and UK oil assets, rose in 2019 and 2020. In 2020, greenhouse gas emissions in extraction and production were 31.6 tonnes of CO2 equivalent per thousand barrels. That is more than one-third above that this year's target of 23.34 tonnes per thousand barrels.
Environmentalists demonstrate against energy reforms and Pemex outside Mexico's Supreme Court © Alfredo Estrella / AFP / Getty
Most oil and gas majors ae not achieving overall emission reductions, but many are improving on carbon intensity and have longer-dated targets than Pemex, said Jonathon Smith, manager for oil and gas research at Sustainalytics, a unit of Morningstar.
Sustainalytics placed Pemex 253 out of 261 in a ranking of how well oil and gas producers are managing ESG risks. The ratings and data provider judged Pemex's exposure to risks associated with emissions and worker safety as "severe".
Recent results from ExxonMobil, Chevron and others show that despite promises of a greener future decades down the line, betting on oil can still be highly profitable for investors when prices rise.
Part of the attraction of Pemex is the higher return on offer in comparison with the Mexican government or its peers. Pemex's latest 10-year bond, which it sold in December, offers a yield of more than 7 per cent, while a 12-year dollar-denominated sovereign bond issued in January pays a yield of around 4 per cent.
While investors such as Fidelity, Capital Group and BlackRock all hold north of $ 1bn in Pemex debt, a clearer ESG plan is regarded as crucial to luring in more investors that might push up prices and help reduce the company's borrowing costs.
"The incremental spread you get on their bonds is multiples higher than any other quasi-government oil company. . . the ESG overhang is adding to the pain, "said Akbar Causer, emerging markets portfolio manager at Eaton Vance. "As more managers have ESG restrictions, more managers are unable to hold Pemex's debt in their portfolios."
Although Latin America is home to some of the energy industry's last fossil fuel holdouts, analysts agree that Pemex lags behind other regional national oil companies such as Brazil's Petrobras and Colombia's Ecopetrol on ESG matters. Despite some skepticism, it is also starkly at odds with plans by large groups such as Shell, BP and Total that have all set net zero emissions targets and are investing in renewables as they manage the energy transition.
"If they [Pemex] want to remain a viable company for the medium to long term they have to implement ESG, "said Aaron Gifford, emerging markets sovereign analyst at T Rowe Price, one of the largest holders of Pemex bonds.
Although Pemex's emissions targets are not well published, Gifford and others have seen some signs of improvement in the last couple of years. The group has started to mention ESG briefly in quarterly reports such as including an indicator on natural gas flaring, is engaging privately with investors and said in its most recent quarterly earnings that it had identified 209 environmental risks, although it provided little detail.
"It is clear that they are coming around to the fact that this is an urgent matter. . . for now we are all just kind of waiting for actual measures and longer-dated targets, "Gifford said.
Alex Collins, an emerging markets corporate analyst at Pemex bondholder BlueBay Asset Management, said he had been engaging with the group for 18 months on ESG.
He said he thought they did want to do more, but had a long list of other priorities. "They do care, they're just doing a 4D Sudoku," he said, referring to the puzzle game.
Neither fund manager has plans to divest, but BlueBay warned that their clients increasingly ask them to screen out poor performance on ESG.
Pemex's primary ESG issues are around emissions and the environment as well as its record on accidents and worker safety, analysts said.
Pemex did not respond to a request for comment.
Now, the president's nationalist vision is making it even harder to allocate the focus and capital for a climate-focused transition.
After he was elected in 2018, López Obrador inherited Pemex with a huge debt pile built up over years of declining production and bad investments. It also had massive quarterly losses and was in the throes of a major reform instigated by a previous administration that opened it up to private competition for the first time in its history.
Many analysts believe the best business strategy would be for the company to focus on its more profitable exploration and production arm, while making a credible plan to address ESG.
But López Obrador has instead prioritized the downstream business in his quest to make the country energy "self-sufficient". He wants to stop exporting crude and importing petroleum products and instead extract, refine and use them locally.
The government has been criticized for its doubling down on fossil fuels, including trying to pass a constitutional reform to guarantee more than half the electricity market to state company CFE. Critics have said the reform would make electricity more expensive and halt private investment in renewables.
"It's a strange bet to say the least," said Carlos Elizondo Mayer-Serra, a professor at Monterrey University of Technology and a former Pemex board member. "It's a president and a team that does not really understand the implications of developed countries' fight against climate change."
At the end of last year, Pemex said it would effectively stop crude exports by 2023. "The doubling down of Pemex's strategic shift toward lossmaking downstream activities underlines how ideological considerations continue to eclipse commercial logic," Nicholas Watson, managing director at Teneo, said after the announcement. "The plan is unrealistic and is unlikely to develop in the official timeframe."
Pemex's chief executive Octavio Romero Oropeza offers little challenge to the administration. An agronomist with no prior oil sector experience, he is a longtime collaborator of López Obrador.
The president has followed through on pledges to financially support the company, something bond investors have long paid keen attention to.
The government cut a key tax rate Pemex pays to 40 per cent in 2022, down from more than 65 per cent in 2019. It also recently agreed to buy back some bonds and swap others to the tune of more than $ 3bn.
"The financing side is where they focused the most this year. . . I would say there they've made very good progress, "said Simon Waever, a strategist at Morgan Stanley. "On fundamentals, it's a bit more challenging. . . clearly the biggest challenge is getting production up in line with their plans but for now capex just isn't enough. "
Around one-third of the company's capex this year will go into the new complex at Dos Bocas in Tabasco, according to an investor presentation from June. Last year, it bought out partner Shell's stake in their Texas Deer Park refinery.
The Dos Bocas refinery under construction in Paraiso, Tabasco state © Cesar Rodriguez / Bloomberg
The former is a flagship project in the president's native state that is officially due to open in the summer, but analysts doubt it will be ready to produce before 2023. An activist has filed a legal challenge against the project, claiming it was built on environmentally protected land.
In tandem with the financial support, the finance ministry promised a reformulated business plan for the company, but it faces a tall order to placate investors and analysts who want to see progress both on ESG and the fundamental strategy.
"Its going to be interesting to see what exactly this whole thing is. . . plan really entails, "said John Padilla, a partner at Latin America-based energy consultancy IPD.
"If it does not address ESG, if it does not address the refining dynamic, if it does not address the fundamental issues that you've got with production then it's just more window dressing."
Additional reporting by Joe Rennison
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Daily Ratings & News for Global Payments
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$0.10 EPS Expected for Mitek Systems, Inc. (NASDAQ:MITK) This Quarter
Churchill Downs (NASDAQ:CHDN) Stock Crosses Above 50-Day Moving Average of $111.69
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Analysts Set Lindblad Expeditions Holdings Inc (NASDAQ:LIND) Target Price at $18.00
Brokerages Set Cushman & Wakefield PLC (NYSE:CWK) Price Target at $20.38
Global Payments Inc (GPN) Director Alan M. Silberstein Sells 700 Shares
Posted by Chloe McGuire on Apr 17th, 2019 // Comments off
Global Payments Inc (NYSE:GPN) Director Alan M. Silberstein sold 700 shares of the business's stock in a transaction dated Monday, April 15th. The stock was sold at an average price of $138.96, for a total value of $97,272.00. Following the completion of the sale, the director now directly owns 40,355 shares of the company's stock, valued at approximately $5,607,730.80. The sale was disclosed in a legal filing with the Securities & Exchange Commission, which is available through this hyperlink.
Global Payments stock opened at $138.82 on Wednesday. The company has a debt-to-equity ratio of 1.20, a quick ratio of 1.03 and a current ratio of 1.03. The stock has a market capitalization of $21.83 billion, a PE ratio of 26.75, a price-to-earnings-growth ratio of 1.46 and a beta of 1.20. Global Payments Inc has a 52 week low of $94.81 and a 52 week high of $139.82.
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Global Payments (NYSE:GPN) last posted its quarterly earnings data on Wednesday, February 13th. The business services provider reported $1.33 EPS for the quarter, topping analysts' consensus estimates of $1.25 by $0.08. Global Payments had a return on equity of 19.11% and a net margin of 13.43%. The business had revenue of $1.04 billion for the quarter, compared to analyst estimates of $1.04 billion. During the same period in the previous year, the company posted $1.07 earnings per share. The firm's revenue for the quarter was up 12.3% on a year-over-year basis. Analysts anticipate that Global Payments Inc will post 5.72 EPS for the current year.
The company also recently declared a quarterly dividend, which was paid on Friday, March 29th. Investors of record on Friday, March 15th were paid a dividend of $0.01 per share. The ex-dividend date of this dividend was Thursday, March 14th. This represents a $0.04 annualized dividend and a yield of 0.03%. Global Payments's dividend payout ratio is 0.77%.
Institutional investors and hedge funds have recently modified their holdings of the stock. Ranger Investment Management L.P. bought a new position in Global Payments during the fourth quarter valued at about $26,000. Legacy Advisors LLC bought a new position in Global Payments during the first quarter valued at about $44,000. JOYN Advisors Inc. increased its stake in Global Payments by 58.7% during the fourth quarter. JOYN Advisors Inc. now owns 346 shares of the business services provider's stock valued at $36,000 after acquiring an additional 128 shares during the period. Bessemer Group Inc. increased its stake in Global Payments by 35.7% during the fourth quarter. Bessemer Group Inc. now owns 407 shares of the business services provider's stock valued at $43,000 after acquiring an additional 107 shares during the period. Finally, Private Capital Group LLC increased its stake in Global Payments by 164.1% during the fourth quarter. Private Capital Group LLC now owns 544 shares of the business services provider's stock valued at $56,000 after acquiring an additional 338 shares during the period. Hedge funds and other institutional investors own 98.80% of the company's stock.
A number of brokerages have weighed in on GPN. Zacks Investment Research cut Global Payments from a "buy" rating to a "hold" rating in a research report on Tuesday. SunTrust Banks boosted their price target on Global Payments to $155.00 and gave the stock a "buy" rating in a research report on Tuesday. Atlantic Securities cut Global Payments from an "overweight" rating to a "neutral" rating and set a $133.36 price target for the company. in a research report on Thursday, March 21st. Wedbush boosted their price target on Global Payments from $135.00 to $144.00 and gave the stock an "outperform" rating in a research report on Wednesday, March 13th. Finally, Jefferies Financial Group began coverage on Global Payments in a research report on Thursday, February 28th. They issued a "buy" rating and a $150.00 price target for the company. One research analyst has rated the stock with a sell rating, six have assigned a hold rating and seventeen have given a buy rating to the company's stock. The company presently has a consensus rating of "Buy" and an average target price of $135.64.
ILLEGAL ACTIVITY NOTICE: This report was first posted by Chaffey Breeze and is the property of of Chaffey Breeze. If you are reading this report on another domain, it was stolen and republished in violation of international copyright law. The original version of this report can be read at https://www.chaffeybreeze.com/2019/04/17/global-payments-inc-gpn-director-alan-m-silberstein-sells-700-shares.html.
Global Payments Company Profile
Global Payments Inc provides payment technology and software solutions for card, electronic, check, and digital-based payments. The company operates in three segments: North America, Europe, and Asia-Pacific. It offers authorization services, settlement and funding services, customer support and help-desk functions, chargeback resolution, terminal rental, sales and deployment, payment security services, consolidated billing and statements, and online reporting services.
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Moxibustion & The 24th Chinese Solar Term — Da Han
The twenty-fourth Chinese Solar Term is called 'Da Han', 'The greater cold'. The coldest time of a year. It's the sixth Solar Term in Winter of the year. It falls on 20/01/2021. The 23rd and the 24th Chinese Solar Term are the coldest period of time each year in the Northern Hemisphere.
The extremity reached, the course reversed. In the Northern Hemisphere, temperature gets to the lowest level of the year. The Yin Qi (Ying Energy) in Nature reaches its peak and the Yang Qi (Yang Energy) rises very slowly but steadily between Winter Solstice and the end of this period of time. There is correspondence between man and universe. So, The same energy exchange happens in human body as well. This is a good time to do some moxibustion treatment to help the energy alteration and prevent getting ailments.
The following acupuncture points could be used with moxibustion therapy for regimen and healthcare during this period of time.
Da Zhui, also known as 'GV 14', 'Great Hammer', 'Large Vertebra'
Shen Shu, also known as 'BL-23', 'UB 23'
Yao Yang Guan, also known as ' GV3, DU-03'
Shen Que, also known as 'Spirit Gate', 'CV 8', 'Ren-08'
Guan Yuan, also known as 'CV 4', 'Ren-04', 'Origin pass', 'Gate of the source', 'Gate of origin'
Zu San Li, also known as 'ST 36', 'Stomach 36'
San Yin Jiao, also known as 'SP 6'
Yong Quan, also known as ' KD 1', 'KI-01', 'Gushing Spring', 'Bubbling well'


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Furman reflects on Bafana's AFCON exit
AFCON 2019 Football
Bafana Bafana midfielder Dean Furman has commented on their African Cup of Nations 2-1 quarter-final defeat to Nigeria at the Cairo International Stadium on Wednesday evening.
The Super Eagles progressed into the semi-finals through Samuel Chukwueze and William Troost-Ekong's goals, and Furman gave his thoughts on the heartbreaking events.
Also read: AFCON 2019 Match Report: Nigeria 2-1 South Africa: Super Eagles leave it late to secure semi-final berth
"They kind of sat off us in the first half and we didn't move the ball quick enough to hurt them. Then they get their goal, and again they sat off and waited for us to make mistakes," Furman said in post-match comments, as per SuperSportTV.
"In the second half, we decided to play higher up the pitch, we pressed them higher like we did the other night against Egypt and it worked for us, we came alive, got the goal and it seemed like there was only going to be one winner."
Bafana came into the second half with a bit of a game change which saw them equalize. Ekong did however restore Nigeria's lead late in the match to secure the victory.
Furman admitted to being disappointed, however asserted that Bafana should be proud of their accomplishment of eliminating the mighty Egyptians and getting this far.
"It looked like they (Nigeria) were tired and to get that goal at the end, that one is going to hurt for a while, but we can hold our heads up, we fought out there, we fought for every ball, it could have very easily gone our way," he added.
"I think everyone in this team can be proud of themselves, the way they acquitted themselves, the way they came out here. We showed flashes of brilliance, especially in the last game. At times tonight, some of our attacking play was great again, maybe not to the level of the Egypt game.
"We caused them problems without really having that final ball, but the boys can go away with their head held high. Hopefully, from this experience, Bafana Bafana is ready to mix it with the big teams on this continent," concluded Furman
Also read: Baxter coy of his future after Bafana's AFCON exit
Following Bafana's AFCON journey coming to an end, they are expected back in the country on Saturday, July 13, while the Super Eagles wait on the winner between the Ivory Coast and Algeria clash to vie it out for a berth in the final.
Tags: 2, African Cup of Nations AFCON tournament, Bafana Bafana, Dean Furman, Furman
Wits sign former Sundowns defender
'Chiefs need to restructure' – Radebe


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Hirono to Oppose Kavanaugh Nomination
WASHINGTON, D.C.- Senator Mazie K. Hirono today announced that she will oppose the nomination of Brett Kavanaugh to serve on the Supreme Court:
"I will be voting no on Brett Kavanaugh's confirmation to the Supreme Court of the United States.
"Donald Trump long ago announced his intention to nominate a judge off of a list prepared by the Federalist Society and the Heritage Foundation. When it became clear he chose the one person from that list who believes Presidents should not be subject to criminal investigations or civil suits, I knew that nominee would have a very heavy burden of proof. Given his lengthy record of partisan political activity, I could not give him the benefit of the doubt.
"I have spent the last six weeks reading Judge Kavanaugh's opinions and dissents from his time on the U.S. Court of Appeals for the D.C. Circuit, law review articles he has written, and speeches he has made. I have also reviewed the relatively few documents from his federal service that Judiciary Committee Senators have been allowed to see. It is clear to me that he is not a fair-minded judge and would not be a fair-minded justice.
"He is primed to overturn or narrow Roe v. Wade and the Affordable Care Act. He favors big business and polluters nearly every chance he gets, deciding against protections for the environment, workers, and women. He reveres executive power, thinks the judiciary is all-knowing, and has contempt for the people's representatives in Congress.
"These are not normal times. A President who has been named as an unindicted co-conspirator in a crime intended to influence the 2016 election has chosen a nominee deliberately to protect him from the consequences of his actions.
"At this moment of danger for our democracy, the American people do not need a rubber stamp for Donald Trump on the Supreme Court."


text:
const GlobResource = Jymfony.Component.Config.Resource.GlobResource;
const path = require('path');
const { expect } = require('chai');

describe('[Config] GlobResource', function () {
    it('should iterate with pattern', () => {
        const resolved = [ ...__dirname.split(path.sep).slice(0, -2), 'fixtures', 'Iterator' ].join(path.sep);
        const itr = new GlobResource(resolved, '/**/*.txt');
        const result = [];

        for (const file of itr) {
            result.push(file);
        }

        expect(result.sort()).to.be.deep.equal([
            resolved+path.sep+'TESTFILE.txt',
            resolved+path.sep+'Testdir'+path.sep+'Subdir'+path.sep+'another_dir'+path.sep+'test_file.txt',
            resolved+path.sep+'Testdir'+path.sep+'bazbaz.txt',
        ]);
    });
});

redpajama_set_name: RedPajamaGithub