Day 2 at AERO: The Show Gets Busier and So Does Our Correspondent!

Day Two of AERO at Friedrichshafen, and after a slow start footfall-wise yesterday there were considerably more visitors thronging the massive Messe today.

Aura Aircraft

The day started with a visit to the Aura Aircraft press conference, where the French airframer announced that it was signing a deal with the Deutsch aeroclub to use its Integra E electric two-seater as a glider tow plane. As a very experienced tug pilot and having been Tug Master at two different gliding clubs. I found this initiative both extremely interesting and very exciting. Noise and pollution are two very hot topics in Germany—and indeed most of Europe, and while all the gliding clubs are keen to promote the sport as being both green and sustainable, critics will always point to the noisy, gas guzzling Piper Pawnees and Robin DR400s and observe that it isn’t as green as they claim. 

This initiative is certainly very laudable and could have significant implications for the gliding community. However, with my Tug Master’s hat on, and the experience of logging around 20,000 tows in a wide variety of different tugs I couldn’t help but think that the relatively heavy airframe and its 241-hp engine meant that the power to weight ratio may not be enough for some of the heavier two-seat sailplanes, which can weigh up to 850kg (1874 pounds). This is certainly a project I will be following with considerable interest. 

JMB Aircraft

Belgian airframer JMB had many different permutations of its extremely speedy (up to 200 knots TAS) VL3 retractable on display. Needless to say several of the aircraft on display were powered by either 912, 915 and 916 Rotax engines, but there were also a couple powered by the TurboTech TP 90 turbine engine. This machine looked particularly striking in its digital camouflage, and certainly generated a considerable amount of attention from showgoers. Although currently I doubt it would be available in the US, it may well be that under the proposed MOSAIC initiative, it just might!

The Spanish Arzeos

Into the halls proper, and a particularly eye-catching LSA is the Arzeos, which is built by Arzeos Aircraft based at Galicia in Spain. This very futuristic looking side-by-side two-seater is described as an “innovative aircraft designed for the pleasure of flying.” Certainly, the cockpit looked extremely comfortable, and also very crashworthy as it is constructed from pre-preg composites and has a specially designed deformation cell and energy absorption areas. 

Of particular note was that the cockpit is fitted with Alita, which is described as an artificial intelligence (AI) unit. Developed in-house by the company, it monitors the aircraft and its surroundings and has an automated system that periodically checks for possible issues with the aircraft and warns the occupants with messages on the EFIS screens It is powered by the ubiquitous Rotax 912 iS, which is fitted with a bespoke stainless-steel exhaust. The retractable gear looked very neat while the canopy (which wasn’t fitted to the aircraft on display) is, as far as I could tell, held in place by powerful electromagnets. This seemed a bit over-complicated to me. 

Aeroprakt A32

Further down the hall was the A32 from Ukrainian airframer Aeroprakt. Obviously, the terrible war in Ukraine has hit the company hard, which is a real shame because having flown this rugged side-by-side high wing two-seater in the UK (where it is marked it as the Vixxen) I can confirm it really is a nicely made 600kg (1320 pound) LSA compliant aircraft with fine handling and excellent performance characteristics. Powered by several different permutations of the Rotax 912, it’s a sturdy functional machine, the cockpit is wide and comfortable and the handling benign, while with the big fuel tank option (30 gallons as opposed to 24 gallons) it can fly for almost 1000 miles. 

Spacek SD-2

The Spacek SD-1 single seater, which I enjoyed flying several years ago and reported on here, has evolved into the SD-2 Sportmaster. Powered once again by a Rotax 912 ULS, this 600kg/1320-pound machine boasts a very useful payload of over 200kg (440 pounds), and can carry 35kg (77 pounds) in the baggage bay. If it’s as much fun to fly as the SD-1 it will be one to watch.

Notable Mentions!

Skyleader 400

Skyleader had several versions of its two-seat side-by-side speedster on display including the Skyleader 400 towmaster, which has been specifically designed to tow sailplanes weighing up to 500kg (1100 pounds), and the 600RG which features retractable gear. Of particular interest was that both machines were on sale with a special show price, the towmaster coming in at €114,900 excluding VAT (call it $122,000 US), and the 600 RG at €134,900 ($144K) excluding VAT. Not bad deals for well-made, all metal VLAs. 

Promecc Aerospace

From Italy, Promecc Aerospace had three very attractive LSA types on display—the high-wing Pegaso and the low-wing Freccia and Freccia RG. Interestingly both the high-wing and low-wing fixed gear models seemed to offer essentially the same performance;- both stalled at about 40 knots, both had VNEs of 165 knots and both cruised at about 120, although unsurprisingly the RG was significantly faster. All featured that inimitable Italian styling with,  in your correspondent’s opinion, the Freccia having a slightly more sporty appearance than the Pegaso.

Orlican M-8 Eagle

From the Czech Republic came the M-8 Eagle from Orlican. This very attractive machine looked a little like a scaled down Cessna 172. Built mostly of carbon fiber composites, the company claims it has the largest cockpit in the LSA class, and can carry a large payload over a wide center of gravity. Powered by either a 912 or 914 Rotax, it is claimed to have a takeoff roll of less than 500 feet, a climb rate of around 900 fpm and a maximum cruise speed of 122 knots, while the stall speed is a creditably low 37 knots. Range is over 700 miles.