Aero 2012 is history and here’s the wrap up view from our roving reporter. —DJ ||||
Despite the precarious state of the global economy and contrary to the expectations of many industry observers, I judge 2012 Aero was a success. Held in the picturesque town of Friedrichshafen on the shores of Lake Constance (Bodensee) in Germany it was traditionally a biennial show until 2010, when the organisers took the bold decision to make it an annual event. Having attended every Aero since 2001 I was curious to see how both exhibitors and attendees viewed this major change to the show’s format. [Most European airshows are scheduled alternate years. —DJ] Aero has now been an annual event for a couple of years. I concluded that it is probably is a show too far and that many exhibitors would prefer it to revert to a biennial event. As with many airshows, the cost to exhibit is a significant part of the marketing budget for many companies.
Archives for April 2012
Aero 2012: Day 4 — Engines & More Aircraft!
Aero 2012 concluded and we present a final round of aircraft news to be followed by a wrap up view. All photos by Dave Unwin —DJ ||||
LSA SUPPLIERS & ENGINES
Garmin had a pretty big presence at the show. I spoke to Matt Harran who told me that the newest items Garmin had at Aero 2012 are improved VFR charting for the GPSMAP 795, which includes more specific data from Jeppesen, which can be uploaded onto the unit.
*** Along with the usual two and four-strokes there were some diesels, a hybrid and a couple of rotaries at Aero 2012. More esoterically, there were also some small jets and turboprops, and several electric motors.
••• An Italian company, MW Fly, also had three versions of its B22 on show; the 95 horsepower 22D, 115 horsepower 22L and 130 horsepower 22R. These geared, liquid-cooled flat-fours feature electronic ignition and injection.
••• Although not the usual ByDanJohnson content, Diamond’s DA-52 VII deserves a mention because the new aircraft generated a great deal of interest.
Aero 2012: Day 1 — Early Discoveries
We begin coverage of the Aero 2012 event, brought to you each day that Dave’s Internet connection permits. All photos by Dave Unwin —DJ ||||
Celebrating its 20th Anniversary, Friedrichshafen Germany’s Aero show has grown in both size and popularity. Indeed, many feel it is easily the largest and most important general aviation show outside of North America. Unusually for most other GA shows, it also gives the style-conscious show-goer the unusual option of wearing Lederhosen. I must admit that as I read yet another doom-filled newspaper while waiting for my flight, I did wonder if perhaps this year’s event might be significantly smaller than it was in 2011. *** At first glance, I’d say that it was, although as I wandered around the display halls I was astonished at just how many new aircraft types were being displayed. I’ve always believed that recessions are often essentially “self-fulfilling” prophecies, generated mostly by negative coverage in the mass media.
Aero 2012: Day 3 — Still More New Aircraft!
As Aero 2012 moves toward a conclusion our wandering reporter updates you on several more attractive aircraft. All photos by Dave Unwin —DJ ||||
Having already decided that the Cicare Spirit was pretty minimalist as far as helicopters go, you may imagine my surprise when I saw an even more minimalist machine! This was the Hungarian Hungarocopter, which took helicopter minimalism to an entirely new level! Powered by either a 136- or 165-horsepower Subaru, and with a gross weight of 992 pounds, it definitely looked like flying it would be a bit of a thrill! *** As usual the show featured a fair few curiosities, and my interest was piqued when I spotted a machine that looked very much like a Cessna, with “Skylane” on the tail. As it quite clearly wasn’t a Skylane (being nowhere near big enough) I investigated further and discovered that it was a new-ish German ultralight powered by an 80-horsepower Rotax.
Aero 2012: Day 2 — Rotax P-51?
Dave Unwin continues daily coverage of the Aero event… wandering through the gymnasium-sized exhibit halls of Aero. All photos by Dave Unwin —DJ ||||
As I made my way through the cavernous exhibition halls I was amazed as always at how many new aircraft were showing. Aviation is a curious industry and — be it a desire to run an airline or design an aeroplane — it is obvious that logic often takes a backseat to emotion. The market is already saturated with neat little two-seat aircraft, and yet every year several more appear. *** Czech company TL Sport had a new three-blade, composite, electric constant-speed prop called the PowerMax on display, as well as its Sirius LSA on clean amphibious floats. TL also had a Rotax 912iS in a Sirius. In fact, just about every light sport type seemed to be fitted with the fuel injected engine from Rotax. *** Even some helicopters, such as the Cicare Spirit Tandem, were fitted with a Rotax.
EASA Awards First Two Restricted Type Certificates
On Day 1 of Aero 2012, Dave Unwin reported hearing many comments about EASA’s halting move toward acceptance of the concept of SP/LSA, which was invented in the USA. The European Union, with an equally proud heritage of aviation, is showing familiar reluctance to embrace what another country has achieved, even when aircraft builders in the EU seek a one-for-one alignment of the rules so that aircraft certified in one country can be sold in another… as happens now with (most) European airplanes being accepted in the USA. *** While the slow-motion drama continues to unfold, EASA is moving ahead with its DOA/POA/TC approach requiring Design and Production Organization approval and a Type Certificate. *** Some companies have seen that a faster way to enlarging their market is to accept EASA’s more burdensome method. They sought to meet the DOA/POA/TC requirements and on Day 1 at Aero, the first two type certificates were awarded.
Cessna Drops 80 Skycatcher Orders in Europe?
This article has been updated; see at end.
According to a French dealer for Cessna, 80 Skycatcher orders have been cancelled. Why? Well, possibly this… *** For many months, my LAMA Europe colleague, Jan Fridrich and others have tried to convince EASA to adopt the U.S. version of LSA rules including acceptance of ASTM standards as the means of certification for these light aircraft. EASA arrived at different rules that demand that producers meet DOA and POA regulations, which are rather expensive and burdensome. (EASA is the European Aviation Safety Agency, roughly the equivalent of FAA for the entire European Union. DOA is Design Organization Approval and POA is Production Organization Approval. In addition EASA demands a Restricted Type Certificate). EASA has accepted ASTM standards via its CS-LSA (Certification Specification [for] Light-Sport Aircraft) but layered on top of this is their DOA/POA/Type Certification requirement. *** A small number of LSA builders — Evektor, Tecnam, Flight Design, and possibly others — have reportedly gained these approvals, so it is possible for companies to comply.
Three If By Sky: Prototype Makes First Flight
*** While at Sun ‘n Fun I heard the good news that the long-in-development Terrafugia Transition® Street-Legal Airplane (that’s it’s latest name) hit the road, then the skies on its first production prototype flight. *** You may remember there was a “Roadable” in the name at one time, but whatever the official moniker, everybody pretty much still calls it “that flying car.”Terrafugia forges on with the first flight announcement, happily picked up in media outlets from science mags to newspapers around the world, which took place March 23, 2012. *** How long until the $250,000-plus car-plane rolls off the production lines? Sometime within the next year is as close as the company is willing to predict, having been at it for a few years now. *** The flight reached 1400’ AGL and lasted eight minutes. Six flight test phases are planned before the craft, which is still targeted for ASTM certification as an S-LSA, is ready for prime time.By the way, if you’re in the Big Apple, you can see the production prototype up close and personal.
Cub Replicas Are Popular… SE5 Nostalgia, Anyone?
In this retro installment, Dave Unwin reviews an 85% WWI fighter. Dave will soon start reporting from the German Aero show. —DJ ||||
Watching the world drift by under a pair of sturdy, wire-braced wings is particularly special. Wind wails in the wires and the engine growls contentedly. Nearly one hundred years after the “Big War,” I flew a scale replica of one of the most famous fighters of that era: the iconic SE5a. *** Looking remarkably realistic from a distance, I drew nearer wondering if the similarities were only skin (fabric?) deep. Knowing the basic data of a full-scale SE, I was surprised when a quick calculation on the back of my kneeboard revealed my ship known as “Z” actually has a better power-to-weight ratio than a real SE5a! It also has a higher wing loading. *** Z is painted to resemble the personal aircraft of one of the war’s top-scoring aces, Major W.
LSA Highlights from Sun ‘n Fun 2012
Whew! It’s over. Man, Sun ‘n Fun can be the busiest six days of one’s life… well, at least until the next one. In this survey article, I want to skim the very top of what I found interesting at the recently concluded show. Each highlight will get fuller coverage. Before starting, though, I owe a couple shout-outs. *** A huge, enormous thanks to Jim Lawrence who kept you up on a daily basis. Accomplishing that means long days shooting photos, interviewing personalities, and working into the night in a motel room with a crappy Internet connection. It may look easy and fun but only half that assessment is true (hint: it ain’t easy). *** Secondly, another thanks-a-million to UltralightNews, my video collaborator. I have the easy job; they will put in an enormous number of hours to edit and finish more than two dozen new videos that I’ll post here as each is done.