Recently I interacted with a reader, someone considering a light aircraft for purchase. He inquired about the ability of ultralights or Light-Sport Aircraft to cope with high density altitude. He raised valid and worthy points but showed a certain lack of knowledge about the capabilities of light aircraft. (We are working on a more detailed article on this subject.) Here’s the simple response: light aircraft with modern (read: powerful and efficient) engines tend to perform admirably well in high elevations, higher heat, and high humidity. If you fly almost any of these aircraft in high density conditions you already know they perform sprightly. In contrast, I logged hundreds of Cessna 150 hours from my days as a flight instructor, and — with a similar amount of power as most LSA but also quite a few more pounds — that aircraft definitely does not perform as energetically. So, a higher power-to-weight ratio is good, but do limits exist?
Flight Design Introduces CTLS GT with Rotax 914 Turbo Power
Welcome to CTLS GT 914T
"Flight Design is pleased to announce the availability of the 914T option for the CTLS GT 2020," the German company announced today. "CTLS GT with the turbocharged Rotax 914 plus a large intercooler greatly improves the climb rate, cruise speed and high-altitude performance on Flight Design’s most popular model." CTLS"What? No Rotax 915?"
- “Engine weight and size were perfect for the CTLS airframe with no structural modifications required to the existing airframe.
- “Top speed at altitude was also within the existing CTLS limits, so no long test flight program was required to make the 2020 GT turbocharged variant.
- “Because the 914 has a similar configuration to the often-installed 912ULS and 912iS, no major firewall-forward changes were needed to fit a 915.”
Here's a review of the CTLSi with the 912iS engine. Most of the video regards the airframe that remains the same on the CTLS GT 914T. https://youtu.be/se2Wm6U_MN0