Terrafugia, Inc. Archives - ByDanJohnson.com

Terrafugia, Inc.

Website: http://www.terrafugia.com

Email: info@terrafugia.com

Phone: (781) 491-0812

Woburn, MA 01701 - USA

Aviation Future Shock? Questions & Answers with a Australian Editor

By Dan Johnson || March 21, 2018 4 Comments

Vickers Aircraft’s coming Wave, a powerful LSA seaplane project; it hails from New Zealand.

Recently I had an exchange with Australian Flying magazine editor, Steve Hitchen. He asked some great questions and after giving my responses I realized some of his question were common ones I hear being discussed. So why not share our give-and-take? Steve's questions are in blue.

I'd like to talk about power. With LSA restricted to 120 KIAS, it seems unlikely we'll get much engine development to increase power unless regulations change to either allow an increase in speed or gross weight.

Clubman is a beautiful customization of the B&F FK-9 that has sold well over the last two decades. Their U.S. rep is Hansen Air Group.

LSA are getting more power, to wit, Rotax’s new 915iS with 135-horsepower and the Continental Titan line with 180 horsepower. I do not think this is the end of the horsepower boosts …plus LSA speed and/or weight changes could conceivably follow in the USA but are currently not limitations in other countries that accept the ASTM standards as a basis for approval or certification.

What would be the point of more powerful engines on LSA?

FX1 is a fully updated version of the JetFox97. It makes significant use of carbon fiber construction.

Well, beside pilots’ interest in having more power, aircraft operating at higher elevations and seaplane or floatplanes benefit from more power even when they cannot fly faster.

There's already a lot of technology in LSA thanks to the need to save weight, which has me wondering where the sector is going. Can you provide me with some thoughts?

Well, that topic could take us down quite a lengthy path. Let me offer a somewhat shorter reply.

Lisa’s Akoya is a LSA seaplane with several innovations such as the Seafoils you see cutting the water.

You are right about many tech developments — and on that I point you to an article published recently in General Aviation News' "The Pulse of Aviation." Two thoughts: (1) I believe the LSA sector has reached an interesting level of maturity. The pace of major innovations may have slowed but the most important developments are now common on most LSA (and light kits). This situation is not so different than smartphones that totally upended mobile a decade ago with the introduction of the iPhone. In a similar time period, that industry has also matured and development has lost its torrid pace. (2) The funny thing about innovation is you often don’t know how or when it might emerge. Electric propulsion is one possibility and then we are seeing the first glimmer of a new class of aircraft with a collection of spinning blades or rotating wings. Who can guess where precisely that is headed? Whatever the coming changes, they will work first on lighter aircraft. My article referenced above tries to speculate a bit.

By the way, the use of technology seeks not only to save weight. New methods are used because they can, that is, developers don't need to jump through the regulatory hoops as demanded in Part 23. LSA developers can quickly implement new ideas and materials. Boeing’s Aurora is one of a flock of new developments aimed at the air taxi trade but it could result in a sport model.

Composite versus metal. Is there something else? What type of composites are in common use and what types are under development? What drives composite development? Does metal still have a future in LSA? Is mix-and-match of both the way to go?

One definition of composite is "made of various materials." In the past "composite" implied fiberglass. LSA already rely on fiberglass, aluminum, and steel but add high-tech materials such as Kevlar, carbon fiber, and titanium. Today, the most advanced designs have significantly carbon fiber airframes, partly for weight but also strength as well as aerodynamic efficiency and design beauty.

Terrafugia’s TF-X is a second generation of their “roadable airplane,” now more likely after a substantial investment from China’s Geely auto maker.

However, metal seems here to stay, being highly established and proven. Its advantages in easy repair, easier-to-determine fatigue, and a widespread familiarity of working the material — along with low weight — will keep aluminum in play.

What are the major construction methods? Is there room for the construction method to contribute to the aircraft performance in terms of weight saving? Aircraft like the Ekolot Topaz have fuselages formed in two halves then adhered together like a Revell P-51 model. Is this the way of the future? Is there room for mass production?

North Wing’s smoothly-contoured Solairus Part 103 trike carriage shows how even older ideas can be dramatically upgraded.

That's one beauty of fiberglass and carbon. You can have beautiful shapes and strength with weigh savings. Assembly ease is a factor, too. Those materials will surely persist for those reasons and for future production efficiencies. However, since nearly all airplanes are low-production — essentially hand-built with modest use of robotics, even at the Boeing or Airbus level — prospects for genuine mass production seem distant.

Avionics development has seen technology cascade down from GA, but there is some that has been designed from scratch for the LSA sector, such as AoA Indicators. Which way will the technology flow in the future? Is EFIS going to become standard for LSAs or do the traditional clocks still have a place? Have we reached a pinnacle in LSA simply because the sector can operate without technology such as HUDs?

Drone maker Yuneec’s concept four seat electric aircraft.

Actually, I don’t believe it is accurate to say instrument technology cascaded down from GA. Instead, I think the best tech has cascaded UP, if you will, from lesser-regulated machines. Many airline pilots look at a modern LSA and say, “Wow, this is as good or better instrumentation than what I have in my airline cockpit!” For example, synthetic vision has been around for years already in LSA. Today, EFIS is pretty much standard in all LSA and, to some extent, that is spreading to Type Certified aircraft in the form of iPads that can now show full ADAHARS info plus traffic and weather. Since these can be handheld or yoke mounted, they need no FAA/CAA approvals. HUD is also coming but at more affordable prices. Who can predict what future tech is on the way. AoA has been around for years as well, and commonly the cost to add an AoA system is $200± per aircraft (as the digital screens can easily adapt to minor hardware additions); this is a small fraction of the cost on TC’d aircraft. One thing I feel sure of — the newest tech will appear in the least regulated aircraft first. As one more example, the very first use I know of for GPS, anywhere in aviation, was on hang gliders of all places.

Weight-saving is always an issue for manufacturers. In Australia a land-based LSA can lift no more than 600 kg (1,320 pounds), so what can manufacturers do to increase their useful load? Are we reaching a dangerous situation where the aircraft are getting too light or are too heavy to include some desirable safety features, such as parachutes?

Both airliner-building giants Boeing and Airbus are experimenting with small (1- and 2-seat) aircraft. This is a concept drawing for Airbus’ Vahana that just took its first flight.

Perhaps we are pushing some boundaries if new ideas and materials are not forthcoming. However, they are forthcoming. I’m not too worried about it. For example, crush zone technology in cars did not add weight — in fact removed it compared to other methods — and this greatly added to safety.

Are regulations stifling LSAs? Should LSAs be able to fly at up to 750 kg MTOW (1,650 pounds gross) to give manufacturers more design freedom? Is there anything that has to change to enable more technology to be used in LSA, and if so, what is it?

An airframe parachute is one of several innovations that started in light Aircraft and migrated up to larger aircraft.

As a rule, I’d rather see less regulation to encourage more innovation. Even FAA appears to agree, based on their Part 23 rewrite recently released. Many tend to think regulation makes for safer aircraft, but (1) that is matter of diminishing return — how much safety is gained from more regulation? — and, (2) regulation is not the only way safety has advanced. Insurance companies have demanded improvements that FAA didn’t consider. Media people help improve designs by their critiques. Other industries contribute tech that improves safety, if regulations don’t prevent it. Consumers are another bulwark against dumb ideas and for more creative and cost-efficient safety solutions. Finally, competition stimulates improvements, the best of which quickly flash around an industry. Look how similar airliners or smartphones appear. The most successful ideas tend to be used by everyone in time.

There's a lot there, but there's also a lot to think about. Until the rewrite of FAR23, the LSA sector led general aviation in technology, especially in the use of composites. The new FAR23 is sort of like catch-up regulation for GA, but where does the technology leader, LSA, go to from here?

BRM Aero’s handsome Bristell, seen here in taildragger configuration, is a 5th generation design that shows how far the LSA industry has come in a short time.

You are right that LSA is leading the innovation charge in many ways. Where can the industry go from here? We (LAMA) have spoken to FAA a lot in the last three years as we seek new opportunities within the present regulatory framework. It is perfectly clear that LSA were a significant reason why FAA went ahead with the Part 23 rewrite and use of industry consensus standards. To answer the future question, I again refer you to this recent article. The freshest new tech in aviation may come from outside aviation but I would never discount the passionate, imaginative, and motivated designers and developers operating in light aviation today.

Recently I had an exchange with Australian Flying magazine editor, Steve Hitchen. He asked some great questions and after giving my responses I realized some of his question were common ones I hear being discussed. So why not share our give-and-take? Steve’s questions are in blue. I’d like to talk about power. With LSA restricted to 120 KIAS, it seems unlikely we’ll get much engine development to increase power unless regulations change to either allow an increase in speed or gross weight. LSA are getting more power, to wit, Rotax’s new 915iS with 135-horsepower and the Continental Titan line with 180 horsepower. I do not think this is the end of the horsepower boosts …plus LSA speed and/or weight changes could conceivably follow in the USA but are currently not limitations in other countries that accept the ASTM standards as a basis for approval or certification.

China’s Geely, Owner of Volvo, Acquires Terrafugia’s Light-Sport Aircraft Transition

By Dan Johnson || July 5, 2017 1 Comment

In a familiar theme, a Chinese company has acquired an American aircraft company. Past purchases include Cirrus Design, Mooney, Glasair, and Continental Motors, among others.

Terrafugia's Transition "roadable aircraft" as seen at Oshkosh.

This time news reports say a Chinese company bought a company from the light aircraft space: Terrafugia, maker of the Transition flying car, or as they prefer to call it, a roadable aircraft. Geely is an automaker based in Hong Kong that bought the famed Swedish car maker, Volvo. The Massachusetts airplane developer has put out slick video presentations of their newer-still model, the TF-X, a hybrid electric variation (video at bottom). I suspect it is this newer entry that has both automobile makers excited.

Terrafugia first announced their Transition roadable airplane in 2006, flying a proof-of-concept aircraft in 2009 along with a demonstration before attendees of EAA AirVenture Oshkosh in 2013. The Massachusetts company built a second-generation Transition prototype in 2012. Reportedly a third-generation conforming prototype is under construction for testing in 2017, with deliveries planned to begin following completion of this testing. Terrafugia's newest design is the TF-X (photos) that has fold-out wings with twin electric motors. Unlike Transition — which was presented as a Light-Sport Aircraft, albeit one for which they obtained a weight waiver — TF-X is a much larger aircraft.

The electric motors that are hidden inside the body during ground operations allow the TF-X to takeoff vertically before morphing, Osprey V-22-style, to horizontal flight, Power is to come from a 300-horsepower engine providing thrust through a ducted fan. Design estimates are for a cruising speed of 200 mph and a 500-mile flight range.

The four-seat TF-X will be semi-autonmous and use computer controls so that passengers can simply type in a destination before taking off.

According to various media reports, the deep-pocketed Geely will fly the Terrafugia design under its Volvo brand, though like the TF-X, these plans remain conjecture at this time. To get itself to the point of being acquired by Volvo-owning Geely, Terrafugia allegedly raised raised around $6 million in capital through five rounds of funding. The acquisition by Geely could accelerate development efforts considering the Chinese firm's financial strength. Readers of this website probably may not care much about autonomously flown aircraft that look part-quadcopter drone and part automobile, but it's interesting to see where thinking way ahead might lead. https://youtu.be/wHJTZ7k0BXU According to London's Daily Mail online, "Just how much the Chinese automotive company paid for Terrafugia has yet to be revealed, but experts say the move could be a step toward the ultimate travel solution for commuters. Still, they estimate it will be another 10-20 years before the radical vehicles hit the streets. In the past, Terrafugia has claimed its designs could be ready to fly within the next few years. Last February, the firm said its concept vehicle TF-X could come to life as a prototype vehicle in just two years, and go on general sale within eight."

In a familiar theme, a Chinese company has acquired an American aircraft company. Past purchases include Cirrus Design, Mooney, Glasair, and Continental Motors, among others. This time news reports say a Chinese company bought a company from the light aircraft space: Terrafugia, maker of the Transition flying car, or as they prefer to call it, a roadable aircraft. Geely is an automaker based in Hong Kong that bought the famed Swedish car maker, Volvo. The Massachusetts airplane developer has put out slick video presentations of their newer-still model, the TF-X, a hybrid electric variation (video at bottom). I suspect it is this newer entry that has both automobile makers excited. Terrafugia first announced their Transition roadable airplane in 2006, flying a proof-of-concept aircraft in 2009 along with a demonstration before attendees of EAA AirVenture Oshkosh in 2013. The Massachusetts company built a second-generation Transition prototype in 2012.

Terrafugia — Transition (09/11)

By Dan Johnson || August 19, 2016 Leave a Comment

Terrafugia -- a name that means escape from Earth -- is the creator of the "roadable airplane" called Transition. The New England company has attracted wide media attention for its unique effort in the LSA space. With a growing order book, Anna Dietrick helps us learn where the project stands as of AirVenture 2011. Come have a look.

Terrafugia — a name that means escape from Earth — is the creator of the “roadable airplane” called Transition. The New England company has attracted wide media attention for its unique effort in the LSA space. With a growing order book, Anna Dietrick helps us learn where the project stands as of AirVenture 2011. Come have a look.

Mainstream Media Awakens to Flying Cars

By Dan Johnson || July 11, 2016 2 Comments

Appearing in the Wall Street Journal's "Journal Report" section on July 11, 2016 is the Terrafugia TF-X. Find out more about this futuristic design at the company website.

Perhaps like many of you, I read the newspaper most mornings. Today I was reading the Wall Street Journal. In one of their special sections was an article about flying cars. As regular readers know, I try to keep up with this niche within our niche of aviation.

Major publication reporters are finally catching up with what we have been observing for several years. People talk about the "mainstream media" disdainfully for a reason. Even though they provide the "news," their realization of all things new is not necessarily that timely. So much is happening in so many fields that mainstream media reporters cannot be expected to keep up with all developments. A website like this one is laser-focused on Light-Sport Aircraft, light kit aircraft, and ultralights. Even a billion-dollar news organization can't stay up on the latest like we can.

In fact, today's "Journal Report" — a subsection of the daily newspaper — was all about aviation. The newspaper presented stories about flying cars, autonomous aircraft (that is, flown without human input), drones, and safety efforts by FAA. This was fun for an aviation nut like me; I am not accustomed to seeing aviation stories in a daily newspaper (well, unless an aircraft crashes... they're always all over that, of course).

When non-aviation writers write about aviation, I can easily see their errors, omissions, or plain old misunderstanding. They are writing about my area of expertise while for them it is one story in a day and they can only report what they've been told. Most have little or no direct knowledge.

One part of the flying cars story mentioned Google founder Larry Page's $100 million investment in Zee.aero, the very secretive company working on what I've speculated is an electric airtaxi.

Can you imagine how far $100 mill would go in the LSA, light kit, and ultralight industry? With a few exceptions (Icon comes to mind), that amount of dough is a substantial portion of — if not more than — what has been invested into the entire industry! Paige has also investing in another company called Kitty Hawk, reported WSJ writer Robert Wall.

Related Articles: Multiple Flying Cars; Maverick; Terrafugia; AeroMobile

Perhaps like many of you, I read the newspaper most mornings. Today I was reading the Wall Street Journal. In one of their special sections was an article about flying cars. As regular readers know, I try to keep up with this niche within our niche of aviation. Major publication reporters are finally catching up with what we have been observing for several years. People talk about the “mainstream media” disdainfully for a reason. Even though they provide the “news,” their realization of all things new is not necessarily that timely. So much is happening in so many fields that mainstream media reporters cannot be expected to keep up with all developments. A website like this one is laser-focused on Light-Sport Aircraft, light kit aircraft, and ultralights. Even a billion-dollar news organization can’t stay up on the latest like we can. In fact, today’s “Journal Report” — a subsection of the daily newspaper — was all about aviation.

Flying Car Racing Event & Terrafugia New Weight

By Dan Johnson || June 23, 2016 Leave a Comment

If my title confuses you, regrets. The two are related in my mind but not in present-day fact. Nonetheless, I found both interesting and hope you do, too.

First, the fact. Terrafugia, of current Transition Roadable Airplane or flying car fame, won a weight exemption up to 1,800 pounds. This blows past the 1,680 pound exemption won by Icon Aircraft for their A5 LSA seaplane (only 1,510 pounds of which they chose to use). Earlier Terrafugia was granted an exemption to the seaplane LSA weight of 1,430 pounds but that didn't prove to be enough.

A problem, perhaps the major problem, for Terrafugia is contained in the Federal Motor Vehicle Safety Standards (and let's be just as government as we can be to go with the inescapable abbreviation of FMVSS). You cannot take to the air with any airplane heavier than an ultralight vehicle (254 pounds empty plus certain exceptions) without satisfying lengthy FAA regulations and you cannot put a non-kit car on the road without meeting the considerable requirements of FMVSS. OK, in truth you can't go in the air with an aircraft weighing more than a few pounds, provided that aircraft is a drone, but that's a whole other story of growing federal regulatory intrigue.

After reviewing nearly 300 comments, most of which were supportive, FAA granted Terrafugia a gross weight increase to 1,800 pounds (819 kg) and a stall speed increase to 54 knots (...because Terrafugia argued that increasing the wing size to stay at the LSA standard 45 knots was not feasible for a conforming roadworthy vehicle). So, good for Terrafugia. They can now continue developing Transition, even while pondering their dreamier TFX, that is electric powered, semi-autonomous, and VTOL.

Bert Rutan's Bipod could be an entry (though not confirmed) in the Flying Car Racing event.

Terrafugia was not, however, aware of an event to which the organizer claims to have invited them. Transition design team leader Carl Dietrich wrote, "I don't recall hearing of a "Flying Car Racing" event, but if we were invited, we would almost certainly decline — as much fun as it may be — because our focus needs to be on other things plus Transition isn't designed for racing. I would design a very different vehicle for racing if there was a customer for it.

You can go to the Flying Car Racing website and draw your own conclusions but I must admit this is mildly interesting to me. As I replied to Carl, "I don't see it so much actual racing as capabilities demonstration. Who knows? It may never happen. They're talking about an event in 2017 though I'll give them points for at least planning well ahead. On the other hand, it could generate considerable media interest, I suppose."

Most of what the organizers show is a gathering of anything and everything that might remotely be considered a "flying car." They get more points for finding quite a few candidates but miss some obvious ones, for example, the recently Special LSA approved SkyRunner (video) though that is more off-road than roadable, but who wants to split hairs?

Have I wandered out of the solar system in exploring this topic? Maybe, but it has to do with the types of aircraft normally covered on this website and it could be a media generator (already has been to some extent) so I thought I'd look into it. If it continues to be something, I'll follow up. If it fizzles, well, hopefully you enjoyed looking at it with me.

Flying Car Racing is developed in — where else? — Los Angeles, California. The first invitational is planned for 2017, they stated.

Scarab Aviation Evolution

Here are the teams they invited. Some of these entries intend to be "flying cars." Others are simply vehicles you could drive around on the ground (sort of) with wings atop their carriages.

Three categories have been established: Radio-controlled, Electric, and Unlimited. Organizers note, "Entrants must be able to operate their flying cars legally on the ground and in the air between El Mirage Dry Lake, California and Boulder City, Nevada, USA." They add, "Vehicles that are not street legal may race in restricted trials on and above El Mirage Dry Lake, California. Radio-controlled flying cars will be raced within visual range of a control area on land and in the air." The latter seems in keeping with FAA current insistence on line-of-sight control of airborne drones. No word if FMVSS has an opinion, but they may weigh in later.

The RC group is defined as "Unmanned and human-guided in real-time," while the Electric category is "Manned with electric drive." Unlimited or "manned" types include I-Tec's Maverick (video), Terrafugia's Transition (video), AeroMobile 3.0, the old Molt Taylor Aerocar, Caravellair, PAL-V, the greatly modified Sportsman PlaneDriven PD-1; Scarab Aviation's Evolution, the telescoping wing Sampson, and Zee Aero's flying taxi (or whatever it is; they're being very quiet).

Shown: artwork for Zee Aero's project about which the company is saying almost nothing beyond Google leader Larry Page's involvement. This image was modified from patent application drawings.

Of course, the whole thing could lose energy as did the once-heralded Rocket Racing League. No teams I contacted had committed to attending. In fact, they didn't even know about it so this could be no more than an overhyped dream. Yet, the concept is rather cool, I think, and it would indeed begin to separate the men from the boys by asking all competitors to travel 219 miles. That's hardly an insurmountable distance for any credible entry but reliability could be a challenge for the less developed projects.

Groups like Terrafugia, I-Tec, and Aeromobile have flown their machines and driven them on roads. Heck, a Maverick traveled by road all the way from Florida to Oshkosh one year. So a 219 trip would be child's play for some but the more questionable entries might not go the distance. I should think a 219-mile trip by radio-controlled model would be rather tiresome.

Then again, anything's possible and this just might make the mainstream media sit up and pay attention. MSM reporters seem to love driverless cars, so who knows? I say, anything that paints aviation and flying in a good light is probably worthwhile. So... gentlemen, start your engines and spin your props. Boogity, boogity, boogity! Let's go racing!

If my title confuses you, regrets. The two are related in my mind but not in present-day fact. Nonetheless, I found both interesting and hope you do, too. First, the fact. Terrafugia, of current Transition Roadable Airplane or flying car fame, won a weight exemption up to 1,800 pounds. This blows past the 1,680 pound exemption won by Icon Aircraft for their A5 LSA seaplane (only 1,510 pounds of which they chose to use). Earlier Terrafugia was granted an exemption to the seaplane LSA weight of 1,430 pounds but that didn’t prove to be enough. A problem, perhaps the major problem, for Terrafugia is contained in the Federal Motor Vehicle Safety Standards (and let’s be just as government as we can be to go with the inescapable abbreviation of FMVSS). You cannot take to the air with any airplane heavier than an ultralight vehicle (254 pounds empty plus certain exceptions) without satisfying lengthy FAA regulations and you cannot put a non-kit car on the road without meeting the considerable requirements of FMVSS.

Of Amphibs and Aircars

By James Lawrence || July 1, 2011 Leave a Comment

A5 flight testing continues. photo courtesy ICON Aircraft

Concept of revised Transition design. photo courtesy Terrafugia

Finding the middle road between air and ground regulations. photo courtesy Terrafugia

Two of the best-promoted and most interesting LSA projects - and two of the most delayed getting to market - are back in the news. Icon Aircraft, a startup company created to produce the sexy composite A5 amphibian, just snagged $25 million in funding to help complete remaining design issues, tool up for production and begin cranking out airplanes. *** The company reports around 500 A5 orders on the books, at $139,000 per. A few months of flight testing remain to be completed, along with a new wing (reportedly for better spin resistance and directional stability), which means the production target date has been pushed back again, this time to the last quarter of 2012. *** Reported among the new crop of investors are Eric Schmidt of Google, Satyen Patel, formerly of Nike and Phil Condit, former CEO of Boeing, and some "undisclosed" Silicon Valley entrepreneurs. The initial infusion of greenbacks will be $15 million, with an option for $10 million more. *** Meanwhile, regarding the flying car... er, "roadable aircraft," the always press-visible Terrafugia recently got a nod from the National Highway Traffic Safety Administration when it granted the company's application for a temporary exemption for its Transition flying car (or driving airplane... oh, heck, it's just easier to say flying car).The exemption relaxes four federal vehicle safety standards requirements for the Transition, acknowledging that complying with the standards at this point in the ever-more-costly aircar would impose a condition of substantial economic hardship on the company and also grant more time to find safe alternatives to current automotive safety standards. *** Nonetheless, these are temporary exemptions. And Terrafugia had asked for a longer time period for two of the four exemptions. *** The company cited its 500 potential jobs by 2015 as partial justification for requesting the exemptions, and the agency took that into consideration as well as the overall occupant safety factor. One selling point was Terrafugia's contention that the Transition increases pilot safety, since it can land at any airport in worsening VFR conditions and continue to the destination by road. Boy, those folks know how to articulate every possible benefit out of their concept. *** The point here would seem to be that the Transition would reduce potential VFR-into-IMC accidents because pilots wouldn't be tempted to continue flights in bad weather in deterioriating weather. Of course, that's only common sense for non-IFR pilots, a legal requirement as well, but as we all know, pilots get in trouble this way all the time, with occasional disastrous results. *** Exemption periods of one or three years included tire and rim selection requirements, glazing materials (windows and windscreen), occupant crash protection (advanced — and heavy — air bags) and electronic stability control systems. One can appreciate the difficulty of having to comply with not only aircraft but also automobile regulations, each set of which is tough enough to meet for one-medium vehicles. *** One teaching point for those inclined to scoff at the need to "bend" the rules: the glazing exemption deals with the potential safety hazard that traditional laminated car safety glass presents to pilots when shattered... it can cobweb something fierce. Imagine you get a bird strike front and center on final approach and can't see forward. You could pull a Lindbergh and look out the side window, but you get the point. *** Significant weight penalty from auto glass is another consideration, so the exemption allows for time to develop polycarbonate materials with comparable protection for the occupants, at less weight, while still resisting shattering or crazing. *** The many design and regulatory challenges have again postponed flight testing of the 2nd, redesigned Transition prototype (the first, which flew briefly, had a canard), until at least March of 2012.

Two of the best-promoted and most interesting LSA projects – and two of the most delayed getting to market – are back in the news. Icon Aircraft, a startup company created to produce the sexy composite A5 amphibian, just snagged $25 million in funding to help complete remaining design issues, tool up for production and begin cranking out airplanes. *** The company reports around 500 A5 orders on the books, at $139,000 per. A few months of flight testing remain to be completed, along with a new wing (reportedly for better spin resistance and directional stability), which means the production target date has been pushed back again, this time to the last quarter of 2012. *** Reported among the new crop of investors are Eric Schmidt of Google, Satyen Patel, formerly of Nike and Phil Condit, former CEO of Boeing, and some “undisclosed” Silicon Valley entrepreneurs. The initial infusion of greenbacks will be $15 million, with an option for $10 million more.

Oshkosh First Day

By James Lawrence || August 12, 2010 Leave a Comment

Oshkosh has been deluged with a record downpour the last few days, which complicated arrivals because of the soggified grass fields...where most of the planes park and campers do their camping thing. *** Many airplanes were turned away over the weekend but nothing deters the Airventure show, which must go on. *** Several things already buzz, then out to the field for me to discover more and get things rolling (I got here late last night from the wonderful DC-3 Fly-In 4 hours south of here - half of the flying DC-3s in America, 35 total, turned up to be admired by thousands of visitors - a wonderful show.) *** Back to Oshkosh and LSA-centric events: *** <> If two flying cars aren't enough - the Terrafugia Transition and I-TEC Maverick I've reported on in the past- here's another one: the Caravella. It's an intriguing work in progress and they're exhibiting at the show. *** <> Oshkosh never fails to deliver sheer wonderment but here's one for the books: a rocket-powered helicopter (terms you don't expect to hear together!). Read about it here, but the short tell is hydrogen peroxide powers rotor-tip jets to get things going. Endurance claim is 1.5 hours! Can you say LSA green helicopter in one breath? This amazing project deserves a closer look. *** <> Sonex Aircraft, which is working on its own electric-powered project, introduced the Onex, a single-seat, homebuilt E-LSA. I'll have pix soon. The bird has folding wings a la the F4U Corsair warbird (makes trailering legal) and will be powered by an AeroVee engine. *** Off to the show!

Oshkosh has been deluged with a record downpour the last few days, which complicated arrivals because of the soggified grass fields…where most of the planes park and campers do their camping thing. *** Many airplanes were turned away over the weekend but nothing deters the Airventure show, which must go on. *** Several things already buzz, then out to the field for me to discover more and get things rolling (I got here late last night from the wonderful DC-3 Fly-In 4 hours south of here – half of the flying DC-3s in America, 35 total, turned up to be admired by thousands of visitors – a wonderful show.) *** Back to Oshkosh and LSA-centric events: *** <> If two flying cars aren’t enough – the Terrafugia Transition and I-TEC Maverick I’ve reported on in the past- here’s another one: the Caravella. It’s an intriguing work in progress and they’re exhibiting at the show.

Light-Sport Flying Car Frenzy

By Dan Johnson || July 23, 2010 Leave a Comment

Call them "flying cars, flying motorcycles, flying dune buggies," or "roadable aircraft." Regardless of the correct term, a growing wave of these car-to-airplane machines are in various stages of development and most will be at AirVenture 2010. One of the newest entries is a kit with the lowest projected price among the group; all others are fully built and carry larger price tags. Check out the Caravellair, a three-wheel motorcycle adaptation portrayed on their website. They are predicting a kit for $50,000 but they need investment to get to finish development and get to market.

The better funded Terrafugia effort is leading the sector and recently basked in the warmth of media spotlights after winning a weight exemption from FAA. Their PR success may be boosting the fortunes of the others. We've written about two four-wheelers: Transition — which first flew in March 2010 and is presently undergoing further flight and roadway trials — and Maverick — a cool dune buggie-esque configuration that looks like a hoot to drive on the ground; it is reportedly on the verge of winning SLSA approval and is likely to be the first of these projects to win an airworthiness certificate. Both four wheelers will be at Oshkosh and here's the AirVenture opportunities for the three-wheeler projects.

Taking a cue from Boeing, which kept its 747-8 home from the Farnborough show to pursue flight testing, Sampson Motorworks will not show their daring Switchblade as they did the last two years, but developer Sam Bousefield will give a forum on July 27 at 4 PM in Pavilion 08. The company's beautiful website has some great artist concept drawings and gives evidence of their work.

Joe Caravella, a father and son team, will conduct a forum on their project Monday July 26 at 10 AM in the 002 GAMA Pavilion. Afterwards, Oshkosh trekkies can pay a visit to the company's exhibit in space 97. Hope we see you in Wisconsin — come by the LSA Mall and say "Hi!" If you can't make Oshkosh, keep checking here for the latest LSA news.

Call them “flying cars, flying motorcycles, flying dune buggies,” or “roadable aircraft.” Regardless of the correct term, a growing wave of these car-to-airplane machines are in various stages of development and most will be at AirVenture 2010. One of the newest entries is a kit with the lowest projected price among the group; all others are fully built and carry larger price tags. Check out the Caravellair, a three-wheel motorcycle adaptation portrayed on their website. They are predicting a kit for $50,000 but they need investment to get to finish development and get to market. The better funded Terrafugia effort is leading the sector and recently basked in the warmth of media spotlights after winning a weight exemption from FAA. Their PR success may be boosting the fortunes of the others. We’ve written about two four-wheelers: Transition — which first flew in March 2010 and is presently undergoing further flight and roadway trials — and Maverick — a cool dune buggie-esque configuration that looks like a hoot to drive on the ground; it is reportedly on the verge of winning SLSA approval and is likely to be the first of these projects to win an airworthiness certificate.

Terrafugia Granted a Weight Exemption!

By Dan Johnson || June 17, 2010 Leave a Comment

Flying Higher -- Terrafugia petitioned FAA for more weight and got an exemption.

Transition first took to the air on March 5th, 2009.

Transition must meet not only ASTM standards for Light-Sport Aircraft but also FMVSS requirements to drive legally on roadways.

Terrafugia's team is proud to win the exemption; now they can pursue development vigorously.

Many said it would never happen. And certainly, it took time. But Terrafugia's team of engineers and visionaries succeeded in getting a weight increase exemption for their Transition roadable aircraft. LSA land planes are limited to 1,320 pounds (600 kg) by FAA regulations. Seaplanes are allowed another 110 pounds (50 kg) for the float gear or amphibious hull. *** On May 27, 2010, FAA granted Terrafugia the same parameters as seaplanes primarily as the Transition must also meet federal highway standards (wipers, rear-view mirrors, impact capability, and much more). The Terrafugia team was ecstatic. "We were extremely pleased that FAA recognized the potential safety benefits of bringing a product like Transition to the market and incorporating the features needed to operate on the road with the Federal Motor Vehicle Safety Standards," said CEO Carl Dietrich. *** In the official exemption document, FAA Small Aircraft Directorate Manager Kim Smith wrote, "The Transition roadable aircraft is unique and must simultaneously meet both sets of standards for ASTM and FMVSS." The agency specified this exemption is only available for the Terrafugia Transition. *** "We had been targeting a useful of 430 pounds for a 100-hp engine (the minimum under ASTM standards)," explained Dietrich. "Now, we can increase that. We are reviewing right how to produce appropriate expectations. We need some of the extra weight for required features to operate on the road but some of the exemption weight increase will allow us to offer more payload to customers." *** It can be challenging to stay within LSA weight limits. Several leading Light-Sport producers have shaved ounces wherever they could and still only offer modest useful loads. "Without the exemption, we would have been forced to use very expensive components to keep within LSA weight parameters," Dietrich clarified. "Now we can use more reasonably-priced components. That's important as we know the market demands an affordable price for any product." The CEO spoke for his whole Terrafugia team and added, "We were really encouraged to see the support we got from AOPA, EAA, LAMA, Women in Aviation and others." All photos courtesy Terrafugia

Many said it would never happen. And certainly, it took time. But Terrafugia’s team of engineers and visionaries succeeded in getting a weight increase exemption for their Transition roadable aircraft. LSA land planes are limited to 1,320 pounds (600 kg) by FAA regulations. Seaplanes are allowed another 110 pounds (50 kg) for the float gear or amphibious hull. *** On May 27, 2010, FAA granted Terrafugia the same parameters as seaplanes primarily as the Transition must also meet federal highway standards (wipers, rear-view mirrors, impact capability, and much more). The Terrafugia team was ecstatic. “We were extremely pleased that FAA recognized the potential safety benefits of bringing a product like Transition to the market and incorporating the features needed to operate on the road with the Federal Motor Vehicle Safety Standards,” said CEO Carl Dietrich. *** In the official exemption document, FAA Small Aircraft Directorate Manager Kim Smith wrote, “The Transition roadable aircraft is unique and must simultaneously meet both sets of standards for ASTM and FMVSS.” The agency specified this exemption is only available for the Terrafugia Transition.

Ticket to Ride… er, Fly… Well, Both… Maybe

By Dan Johnson || December 26, 2009 Leave a Comment

"Roadable LSA" -- Flying cars of the past didn't meet with much market success but this new-millennia edition using LSA rules, modern materials, and sharp young engineers using CAD software might reinvent the category. Terrafugia's Transition has flown successfully.

You've surely seen news coverage of Terrafugia's Transition, the "roadable" LSA from a brain trust of award-winning MIT engineers in Woburn, Massachusetts. This modern version of the well-worn flying car concept has attracted plenty of media attention, and deservedly so, I think. I have been reviewing all their materials and info for an article to appear in Light Sport and Ultralight Flying magazine and I'm impressed with the task's complexities. *** Step one is the effort to create a powered-folding-wing, four-wheel aircraft that flies as the designers wish. That's hardly a trivial project especially as the folding wing must work in such a way that you can then drive down the road without removing those wings. (In comparison, Icon's A5 also has powered folding wings but they stay full length, sweeping back against the seaplane's fuselage.) *** Step two is making a road-capable drive train using the same Rotax 912 powerplant. Now, others have accomplished such things, perhaps, but did those projects meet a set of rules called the Federal Motor Vehicle Safety Standards? After reviewing what's involved, my guess is they did not. The long list of required items includes such as airbags; roll cages; crumple zones; crash-capable bumpers; head restraints; highway-speed brake systems; pothole-tolerant suspension; plus features like rear-view mirrors; automotive lighting including turn signals; and windshield wipers. (Whew!) *** Step three... since all that hardware adds weight -- and since none of those things are needed on a LSA -- Terrafugia has petitioned FAA for a higher weight limit. No decision has yet been reached by the agency.

You’ve surely seen news coverage of Terrafugia’s Transition, the “roadable” LSA from a brain trust of award-winning MIT engineers in Woburn, Massachusetts. This modern version of the well-worn flying car concept has attracted plenty of media attention, and deservedly so, I think. I have been reviewing all their materials and info for an article to appear in Light Sport and Ultralight Flying magazine and I’m impressed with the task’s complexities. *** Step one is the effort to create a powered-folding-wing, four-wheel aircraft that flies as the designers wish. That’s hardly a trivial project especially as the folding wing must work in such a way that you can then drive down the road without removing those wings. (In comparison, Icon’s A5 also has powered folding wings but they stay full length, sweeping back against the seaplane’s fuselage.) *** Step two is making a road-capable drive train using the same Rotax 912 powerplant.

Terrafugia Escapes Terra Firma on First Flight

By Dan Johnson || March 18, 2009 Leave a Comment

The proof of concept Transition will continue flight and drive testing. A second Transition will go through the ASTM review process for Light-Sport Aircraft certification.

Massachusetts-based Terrafugia announced today the first flight of its proof of concept Transition "roadable aircraft." The maiden flight occurred on March 5th and followed six months of static, road, and taxi testing. Transition made its first escape from Earth at the Plattsburgh, New York airport, flown by retired Air Force colonel Phil Meteer who reported, "Transition flew like a really nice airplane." *** Terrafugia said their Transition can cruise 450 miles at 115 mph and can drive at highway speeds on the road. Designers say it fits in a standard home garage. Transition uses front wheel drive on the road; both ground and flight modes are powered by the 100-hp Rotax 912S. Terrafugia CEO Carl Dietrich said that transforming Transition from plane to car takes the pilot a mere 30 seconds. Then you can drive your airplane off the airport to a local gas pump and fill up at a substantial discount to 100LL avgas (see inset photo of Dietrich at gas station). *** For more information, contact Terrafugia via email or call 781-491-0812. Find Transition specs or photos. Refundable airframe reservations are being accepted at this time.

Massachusetts-based Terrafugia announced today the first flight of its proof of concept Transition “roadable aircraft.” The maiden flight occurred on March 5th and followed six months of static, road, and taxi testing. Transition made its first escape from Earth at the Plattsburgh, New York airport, flown by retired Air Force colonel Phil Meteer who reported, “Transition flew like a really nice airplane.” *** Terrafugia said their Transition can cruise 450 miles at 115 mph and can drive at highway speeds on the road. Designers say it fits in a standard home garage. Transition uses front wheel drive on the road; both ground and flight modes are powered by the 100-hp Rotax 912S. Terrafugia CEO Carl Dietrich said that transforming Transition from plane to car takes the pilot a mere 30 seconds. Then you can drive your airplane off the airport to a local gas pump and fill up at a substantial discount to 100LL avgas (see inset photo of Dietrich at gas station).

“New Wave” LSA, Part 1 — Terrafugia Transition

By Dan Johnson || October 4, 2008 Leave a Comment

In addition to the Icon A5 and the MySky One, the Terrafugia (translation: "escape from Earth") Transition is a clean-sheet design. Ready for road trials, first flights by Transition are expected to follow this fall. Check Transition specs.

Recently, I visited three brand-new LSA developments. All are American. All are propelled by young engineers and enthusiasts. All are remarkably sophisticated. All companies have been successful at raising funds. And, perhaps most notably, all projects were started specifically because of the emergence of the Light-Sport Aircraft rule. *** All three are emphatically not reconfigured European microlights or vintage American designs...not that I have any objection to such aircraft. I am simply encouraged by fresh new designs from fresh young faces. Aviation needs that! *** My first example (others soon) is the Terrafugia Transition. Called a "roadable aircraft" rather than a "flying car," Terrafuguia does what others have done but in a new, far more practical way. Compared to the Transition, Molt Taylor's Aerocar is so last century. Transition folds its wings without leaving the cockpit. The company has produced a professional video that explains the concept and the award winning people behind it. *** Transition can cruise airborne at 115 mph or achieve highway speeds. Wingspan is 27.5 feet or 6.75 feet when folded (it fits in a regular garage stall). Using the 100-hp Rotax 912S for ground and air power, it can fly 460 miles on 20 gallons of fuel.

Recently, I visited three brand-new LSA developments. All are American. All are propelled by young engineers and enthusiasts. All are remarkably sophisticated. All companies have been successful at raising funds. And, perhaps most notably, all projects were started specifically because of the emergence of the Light-Sport Aircraft rule. *** All three are emphatically not reconfigured European microlights or vintage American designs…not that I have any objection to such aircraft. I am simply encouraged by fresh new designs from fresh young faces. Aviation needs that! *** My first example (others soon) is the Terrafugia Transition. Called a “roadable aircraft” rather than a “flying car,” Terrafuguia does what others have done but in a new, far more practical way. Compared to the Transition, Molt Taylor’s Aerocar is so last century. Transition folds its wings without leaving the cockpit. The company has produced a professional video that explains the concept and the award winning people behind it.