ByDanJohnson.com

The CTLS. Photo courtesy Flight Design

The streamlined Panthera from Pipistrel will offer three engine configurations: conventional piston; hybrid gas/electric; and all-electric! Photo: Jure Makovec/AFP

Matevz Lenarcic celebrates his triumph. Photo courtesy Pipistrel

In the midst of a couple weeks away from home to marry off my firstborn daughter, I remain nonetheless able and willing to mine the LSA infoverse for newsworthy veins. *** Also, check out Aero Friedrichshafen going on right now in Germany. It’s one of Europe’s premier aviation events, with lots of new aircraft (like the Pipistrel Panthera 4-seat flying Ferrari) and technologies announced every year. Now, two items of interest: *** Flight Design Goes EASA *** The leading SLSA producer for the U.S. market, Flight Design, told everyone at Aero that the CTLS has earned the European Aviation Safety Agency (EASA) restricted type certification ((R) TC) for the two-seater.John Doman, Flight Design’s director of business development of global sales and marketing, said, “For European flight schools the certification will enable additional aircraft utilization leading to more revenue and value for their purchase of a Flight Design (R) TC aircraft.”  *** This type-certificated version of the CTLS will be distributed under the variant name CTLS-ELA and is nearly identical to the SLSA version already marketed worldwide. *** Flight Design presses ahead with development of its four-seat C4 too. It has an interior mockup at Aero of the roomy aircraft which will be FAA-certified under primary category rules in the U.S. The pic shows how roomy that cabin will be.   *** “The EASA certification of the CTLS gives a boost to the C4’s certification efforts in the United States,” says the official release about the CTLS-EASA, “because the C4 will have many of the same design features and systems of the CTLS,” a company official said. The C4, a $250,000, 155-knot airplane powered by a 180-horsepower Continental IO-360 engine, will be certificated in 2013, with first deliveries shortly thereafter. *** Don’t take that certification date lightly: Flight Design has a habit of meeting its goals. *** Pipistrel Around-The-World-Flight SuccessfulCongratulations to Matevz Lenarcic and the Pipistrel Team for his amazing journey in the Virus SW 914 Turbo, “in the most demanding possible way!” as the official Pipistrel release notes. *** Noteworthy stats: part of that “demanding way” included 62,000 miles total, and making the entire journey west to east. *** Matevz flew the Rotax 914 Turbo-powered two-seater across both the Atlantic and the Pacific Oceans, the Indian Ocean and over Mt. Everest just for grins. The entire flight went through all climate zones between Antarctica and the equatorial latitudes.   *** The only major setback was an encounter with severe turbulence, the worst the seasoned pilot had ever encountered, he said, that required a team from Pipistrel to fly to the Outback and make an in-the-field composite repair of an airframe crack before the journey could continue. Even then, the repair only took four days. *** Toasting glasses held high for Matevz, company founder and leader Ivo Boscarol and all of Team Pipistrel for the impressive achievement.

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Screen capture from LA Times online

Photo courtesy L.A. Times

Photo courtesy Moller International

Somebody at the L.A. Times has got a sweet tooth for the flying car, specifically the Terrafugia Transition SLSA-legal “roadable” airplane. No less than six feature articles about flying cars have appeared in the prestigious newspaper’s online edition in the last month alone, in departments as diverse as Business, U.S., Nation Now, Tech Now and Automobiles, penned by a variety of journalists. *** All this attention also signifies somebody at Terrafugia is really doing a superb job at getting the word out, which has in fact been evident from the beginning: I’ve seen notices of hundreds of articles in all kinds of publications since the program was first announced some years ago.Clearly the idea of a Jetsons-style flying car continues to tickle the cultural subconscious. *** That the Transition is wildly unaffordable for most 99 percenters hardly matters: it’s kind of a kick, isn’t it, to imagine being able to fly your car anywhere, then drive around once you get there? *** Of course, it seems vastly more logical, and certainly more cost effective, to simply fly where you want in an airplane, and carry more than two people by the way, then rent a nice big comfortable car once you get there, but hey, let’s not stomp on romantic notions, alright? *** Still, I can’t help but wonder, after returning from 2+ weeks driving through the breathtaking Utah, Arizona and Colorado canyon country, how practical a flying car will ever be. *** Take the Transition: those vertical folded wing panels might not cope too well with the kind of hellacious sand/dust storms I experienced more than once driving through high desert landscapes. I was tense at times just driving our rental car! *** To be fair, it seems likely anyone who buys one of these come-to-life fantasies would be prudent to practice the same kind of weather-checking safety acumen required of any pilot before he/she climbs into an aircraft, lest they find, after a vicious gust on the highway, that the flying mission of the car was no longer possible because the wings were cartwheeling downwind all by themselves at 50 mph. I don’t mean to poke fun at the Transition or any other promising flying road vehicle, such as the Maverick (which uses a dune buggy “fuselage”, a large paraglider-type airfoil and costs $94,000 and is being marketed as a kit to avoid a mountain of regulatory hassles) and the PAL-V roadable gyrocopter, I guess you’d call it, which is indeed a cool, spacey-looking vehicle. They’re marvels of engineering and deserve our respect just for that. *** The Dutch company that produces the PAL-V, for Personal Air and Land Vehicle, just flew it’s Proof of Concept model and projects its cost at $300,000 when it hits the market in 2014. *** At 1,500 pounds though, it won’t qualify as an LSA. *** Flying car dreams are nothing new. There have been many, many designs that actually flew but most never came to market over the decades since civilian flight began. And let’s not overlook Moller International which has somehow gone through tens of millions of dollars of investor money without, so far as I’ve been able to discover, ever marketing a flying production vehicle through more than 40 years of trying. *** That doesn’t prevent the company from also showing up in the news on a regular basis, typically with yet another new design (there have been several). *** Kind of amazing how Dr. Moller’s managed to levitate through the years amidst prevalent and recurring bankruptcy rumors without ever producing a single vehicle… and it’s probably a good thing, since when these designs lose just one engine, they are heading straight for the ground. Engine technology may someday approach complete immunity from mechanical breakdown, but not in our lifetimes for sure. *** Nonetheless, last month the Transition drew admiring crowds at the New York Auto show even though it’s now pegged to cost $279,000 once it’s in production, perhaps next year. *** Enthusiasm for flying cars shows no signs of waning, not if Terrafugia’s PR people and news organs like the LA Times have anything to say about it.

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Yuneec’s 2012 eSpyder with new nose pod allowing easier entry.

Tom Peghiny spotted the es-trike at Aero 2012.

A simple titanium frame keeps es-trike light. Also note the extended prop shaft to keep blades in clean air.

Clean and tidy, es-trike should offer excellent soaring flight characteristics. Note the prop blades fold forward for reduced drag during soaring flight.

Aero 2012 is one of those shows that has interesting aircraft in more nooks and crannies than even a crack reporter like Dave Unwin can find. Thanks to Tom Peghiny (of Flightstar eSpyder, and Flight Design USA fame), we have more from the German show. —DJ ||||

At Apple press events, the late Steve Jobs would often tease the crowd with “one more thing.” Here’s the ByDanJohnson.com equivalent from Aero…

*** Enthusiasts of electric aircraft realize that the road to electric-powered, general-use aircraft is still off in the future. For example, we haven’t seen much lately about the electric Cessna 172 project. One thing seems certain: the first electric airplanes to find market success will surely be the lightest of the breed. *** Tom Peghiny sold his Flightstar designs to electric aircraft developer, Yuneec so they could advance the eSpyder. Tom confirmed Yuneec is hard at work and that we’ll see the eSpyder as an LSA in America but first it will appear as a German ultralight.

*** Besides Tom Peghiny’s work in the powered aircraft arena, he is also a longtime expert hang glider pilot. So when he raved about the Electric Sports trike he found at Aero 2012, I paid attention.

*** Designers Eduard van de Kraats and Wolfgang Zankl started their project in spring of 2011. Their progress was swift. Including the lightest batteries es-trike is claimed to weigh only 67 pounds or 99 pounds even with the longest-lasting batteries. Adding the ATOS VR 190 wing at 97 pounds, the total aircraft is approximately 164-196 pounds thanks significantly to a titanium trike frame (the carriage alone is a mere 26 pounds). An extended shaft keeps the prop out of disturbed air, which the designers say increases power and quiets operation.

*** The ATOS VR 190 wing is one of the most impressive available with a glide angle beyond 20:1, stall at 23 mph (on the es-trike) and top cruise speed of 55 mph. All these measurements keep the rig well with Part 103 parameters.

*** Takeoff in the es-trike requires less than 100 feet and it can climb at 400-600 fpm (presuming a pilot weight of 154 pounds; your results may vary). Endurance is specified as 25 minutes with an 18-pound battery pack up to two and half hours with a 51-pound battery pack. Even with the biggest battery set, es-trike still easily qualifies under FAR Part 103 but various battery packs are available. For a thorough review of all aspects of the es-trike read this PDF file.

*** Get more info on the es-trike at the company’s website or by emailing Electric Sports. The company is presently working on a two-seat version. The southern German company has no U.S. representation at this time.

For some excellent in-flight views of the Electric Sport trike with what may be sleekest wing available (the A.I.R. ATOS VR 190), watch this video:

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Aero 2012 seen from a helicopter. photo courtesy Aero

Aero’s big exhibit halls (each the size of a gymnasium). The lower building is the enormous hangar for the Zeppelin airship. photo courtesy Aero

The big halls contain most exhibits but some are displayed outside. photo courtesy Aero

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. With airplane sales across all aviation sectors down from the mid-noughties increased airshow expenses strain the budgets, especially for smaller producers.

*** The end-of-show statistics would seem to back my initial impression up. Visitor numbers were down about 10% on 2011, from 33,400 to 30,800. The last biennial show in 2009 recorded 46,500 visitors and 625 exhibitors [though this is not a completely equal comparison; more visitors per show can logically be expected to attend a show that happens only in alternate years —DJ]. Despite the faster pace Aero 2012 had 550 exhibitors from approximately 30 different countries.

*** Aero didn’t offer an air show this year, but to be brutally honest it was always rubbish anyway. This is not intended to be a slur on the show organizers or display pilots; it’s just that the crowd line is so far displaced from the flight action and the minimum altitude set so high that the entire event lacks the up-close viewing common to American airshows. The conclusion I drew is that the specter of Ramstein still haunts all German air show organizers. On that terrible day of August 28, 1988, 75 people died when a display by the Italian Frecce Tricolori team went horribly wrong. After this tragedy air shows were completely banned in West Germany for several years, and even after the ban was lifted very strict rules governing air displays remain in force.

*** Making up for the tight rules, the most interesting object in the air was the Zeppelin NT airship. This behemoth of the sky never failed to attract attention as it buzzed busily around the airfield flying passenger rides over the beautiful Bodensee.

Although Aero doesn’t offer a dynamic air show, it is a magnificent aviation trade show. While visitor numbers were down a great many attendees were pilots giving vendors a target-rich audience for their flying goods and many orders were reportedly taken. Aero is also a great opportunity for the great and good of European sport aviation to get together. Overall aircraft sales may be down, but judging by the astonishing amount of new aircraft and engines, I would say that European sport aviation is as vibrant as ever!

*** The next AERO will take place from April 24 to 27, 2013. For reference, Sun ‘n Fun will occur over April 9-14, 2013 and the deliberately-planned 10-day separation helps those who wish to attend both events.

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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. Of more focused interest to light plane fans is Austro — the Diamond subsidiary that builds its engines after the original Thielerts were deemed unsatisfactory. Austro also produces several lightweight Wankel-type rotary engines. The single-rotor AE50R produces 55 horsepower, the AE75R perhaps unsurprisingly, 75 horsepower, while the twin rotor IAE110R puts out 110 horsepower.

••• Hirth also had the latest incarnation of its well-proven F30 on show: the 3003. This fan-cooled two-stroke flat-four produces 92 horsepower at 6500 rpm, and is claimed to weigh only 92 pounds.

••• After looking at several powerplants I gave a “most aesthetically pleasing” award to the Simonini Mini 2 Plus, if only because the curvaceous exhaust was practically a work of art. This compact single-cylinder Italian engine puts out 26 horsepower.

••• As a keen exponent of electric flight, I was quite taken by the ElectroLight 2 from Electravia. Based on an old L-Spatz single seat glider airframe (a bit like a Schleicher K-8), it has a 26 horsepower motor and can climb up to 10,000 feet with the large LiPo battery pack. ||||

MORE LSA AIRCRAFT
*** Well, just when I thought there couldn’t possibly be any more new aircraft — I found some!

••• Aimed at the German 264-pound category (it can also meet the England’s SSDR and the USA’s Part 103 criteria) the Song is an unusual single-seat, twin-boom pusher from Czech manufacturer Gramex. Available in two different versions the high performance model (“high performance” being used here in the loosest possible sense) has a span of 24 feet and is powered by a Verner 35 horsepower engine. It can cruise at up to 66 knots on the Vernor engine, has a Vne of 72 knots and stalls at 32. Both versions have the same 517 pounds gross weight, so it is fortunate that the version fitted with the 20.5 horsepower Bailey motor has a 36 foot wingspan.

••• BRM’s Bristell looked very smart in this yellow paint scheme. This particular aircraft was very well finished, with flush-riveting used on some parts of the machine. BRM also had a retractable version on show, and this generated quite a lot of interest.

••• Slovakian airframer Tomark had two versions of its Viper SD-4 on display; the LX was painted in this rather lurid green, while the glider tug version was bright yellow, and even had shark’s teeth! Both are powered by the near-ubiquitous Rotax 912. In fact, Rotax appears to have increased its domination of the LSA market.

••• Zlin had its Savage Cub and Savage Classic on display, and also the airframe of the Savage Bobber. The idea of the Bobber is that it can be totally customized by the customer. It is offered with 15 different colors for the engine, 20 colors for the welded (4130) fuselage, two different types of chrome, and a wide variety of just about every other parameter such as eight different types of leather, plus various options for the luggage holders, seat belts and seats. Currently, there are ten different paint schemes available; there are even four different colors available for the propellers! I would imagine that leaving the aft fuselage un-skinned must also improve the handling when landing and taking off in strong crosswinds.

*** Watch for an assessment of the show later this week!

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Fk Lightplanes stunning Fk14 LeMans.

FlyWhale amphibian from Germany.

Flying Legends scale replicas.

Millennium Master.

GoldenAvia F30.

Tecnam Taildragger with cargo pod.

e-volo Volocopter VC1 electric helicopter claims to be first at manned vertical takeoff. Count the (purple) motors.

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. Judging by the amount of new aircraft, engines and avionics on show, I’d say that the GA market was definitely trying to stay positive! On the other hand though, the prolonged gestation period of anything related to aviation means that all of the engines and airframes would have been well advanced long before the economy stalled. Nevertheless, it was good to see so much stuff that I simply hadn’t seen before. *** Given my well-known predilection for aquatic aviation, I was pleased to see a significant amount of amphibious machines on display. An interesting looking machine was the FlyWhale. Designed by a German company, FlyWhale is an attractive looking amphibian which uses sponsons similar to the WWII Dorniers. It is powered by a Rotax engine mounted on a pylon aft of the cockpit. SeaMax was present, with one wing folded [a new feature], while Tecnam also had its amphibian on display, along with a good-looking tailwheel version of its popular P92. For the second year running, Peter Funk’s stunning Fk14 generated lot of interest; the LeMans version’s cockpit looks a bit like the original Batmobile! Another good-looking Italian airplane was the GoldenAvio F30, designed by one of the all-time greats, Stelio Frati. Powered by a Rotax 912, this very sexy machine certainly turned a few heads, as did the Millennium Master, Czech-built Shark, and Flying Legends scale versions of the Tucano and the Blackshape. *** As expected, quite a few pure electric aircraft were displayed and a real eye-catcher was the e-volo Volocopter VC1. This unusual arrangement of multiple electric motors claimed to be the world’s first manned vertical take-off by a purely electric aircraft in October 2011. As you can see from the picture, it has a great many motors! *** Pipistrel had a new version of its popular Sinus motorglider on show, which detachable wingtips. This reduces the span from 14.97m to 12.40. (We will ask Dave to search out the new Pipistrel Alpha and their sexy new Panthera four-seat project. —DJ) *** During the four-day show there is always a great number of very interesting press briefings and literally dozens of seminars, dealing with topics as disparate as licensing to light jets. However, although it’s always worth going to a press briefing, there are two obvious drawbacks: we’re all told only what the person giving the briefing wants us to hear and, of course, every other journalist in the room has the same story. Consequently, reporting for ByDanJohnson.com I will try to have a chat with a few company leaders, so that we can get the full story. *** One of the hottest topics at the show was, “Will EASA (ever) follow the FAA’s lead and introduce a Sport Pilot Licence and a Light Sport Aircraft category?” It appears to be a major bone of contention among European manufacturers that the majority of sales are their [originally] 992-pound European ultralight aircraft are in the U.S. as LSA category aircraft flying at 1,320 pounds max all-up weight. It is apparent to industry observers that not only does Europe want a Light Sport category… it also needs one! *** More tomorrow!

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Hungarocopter, a study in helicopter minimalism (Cicare Spirit shown in inset).

AirLony Skylane (not the Cessna version).

German-registered Cessna Skycatcher.

Ekolot Junior; note feature-laden joystick.

Oma Sud Redbird.

Ellipse Spirit.

Skyleader 100 shown; company displayed two seat LSA-like aircraft and is moving to a new design.

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. If anything, it looked very much like a C-152 fitted with gull-wing doors, and I couldn’t help but wonder if Cessna’s lawyers aren’t already taking a look at both the design and the name. *** Talking of Cessna, despite all the stories about prospective European purchasers of the Skycatcher being offered their deposits back, I couldn’t help but notice a D-registered Skycatcher on display on the German Cessna dealer’s stand. Confused? I was, too! *** Another new aircraft for Aero 2012 was the Redbird from Italian company Oma Sud. Powered by a 100-horsepower 912S and fitted with an electric variable-pitch propeller, this sleek-looking two seater is primarily of composite construction, and features a low wing and a forward hinged canopy. *** I was quite taken with the Ekolot JK05L Junior. Looking vaguely reminiscent of the venerable Bolkow Junior, it has a gross weight of 1,040 pounds, is powered by an 80-horsepower Rotax 912, and cruises at about 100 knots. The double center stick was especially interesting, as even the flaps are controlled via buttons on the pilot’s stick-top. *** An aircraft with a very shapely wing was the Ellipse Spirit. Available in various weights and categories, with a choice of fixed or retractable gear, two different wing spans and eight different engines, this very smart side-by-side two seater boasts a maximum cruise speed (in the short-span retractable) of 150 knots, and a climb rate of over 1,400 fpm yet a stall speed of only 32 knots. Fixed slots in the leading edge clearly help the slow-speed handling, and I must say I’d very much like to test both its high and low-speed performance! *** Czech company Skyleader had its full range on show — from the single seat 100 model (photo) to the 580 kilogram 500 and 600 kilogram (1,320 pound) 600. The single-seater uses either the 50-horsepower Rotax 503 or 65-horsepower 582, and has a gross weight of 693 pounds. Skyleaders two-seater models also use Rotax, ranging from the 80-horsepower 912 to the turbocharged 115-horsepower 914 Turbo. Although Skyleader has traditionally made low-wing aircraft of metal construction, it is also working on a high-wing carbon-composite side-by-side two seater. Aimed primarily at the flight training market, it is powered by an 80-horsepower 912 which spins a three-blade ground-adjustable prop. More tomorrow, the final day of Aero 2012!

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Direct Fly Alto with air conditioning.

Fk9 Taildragger.

Evektor Sportstar, expecting its EASA Type Certificate.

The shapely Phoenix, alternately electric powered.

TL Sport used an often-photographed way to draw attention to their new in-flight adjustable prop.

Cicare’s Spirit Tandem is Rotax powered.

Fk Lightplanes’ coming Fk-51 replica.

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. This neat little two seater is powered by a Rotax 914 Turbo, and has a gross weight of only 992 pounds (the European ultralight maximum, before a parachute). Constructed from 4130 aluminum it looked like a lot of fun, although you’d definitely want to be good friends with your passenger, as the cockpit is a little cramped for space. *** The DirectFly Alto TG912 looked very smart in a very colorful paint scheme. This is a very unusual light aircraft, as it offers air-conditioning as an option. *** At the FK exhibit boss Roland Hallam delighted in showing me their latest brainchild, the FK-51. Unlike most replicas, this scale replica of the immortal P-51 Mustang will even include the surface details, right down to the last screw and rivet. A sound system will be available which will make this Rotax-powered VLA sound as if it has a Rolls-Royce Merlin V-12 under the cowling. Peter Funk claim this will accurately reproduce the song of a Merlin, from start up to shut down, and if the FK-51 is as good as the rest of the Funk stable (they do make beautiful planes) it’ll be one to watch. Funk also had a tailwheel version of its FK-9 on show, which looked very smart. *** Continuing my Germanic perambulations (I was trying to stay “in character” but have to admit that after a while Lederhosen does start to chafe) I stopped by the Flight Design stand. CEO Matthias Betsch was pleased to inform me that CTLS has its EASA (R)TC, allowing it to be used for flight training (in Europe; the LSA version can already be used this way in the USA). Also new from Flight Design was a CTsw fitted with a Rotax 914 Turbo, and a new main undercarriage. *** Evektor is expecting to receive its EASA (R)TC for the SportStar in about four weeks, while the EuroStar’s cockpit has a new luxury cockpit. A glider tug version powered by a Rotax 115-hp 914 Turbo is also available. *** On the Czech Sport Aircraft stand my fellow Brit’ Ben Fitzgerald-Connor delighted in confirming that the SportCruiser now has its EASA (R)TC. In Europe SportCruiser is known as the PS-28 Cruiser to differentiate the EASA certified version from the FAA LSA model. *** At a show the size of Aero it’s quite astonishing just how far you walk, so having restored my powers with some bratwurst and brotchen (and with the Leiderhosen now visibly snugger) I continued my Aryan ambulations. One aircraft that I very much liked the look of is the Phoenix Air motorglider. This very attractive aircraft features side-by-side seating, two wingspan options (one at 33 feet for cruising, the other being 49 feet for soaring) which can be changed in 60 seconds. Other great features include a feathering prop, fully de-riggable wings, speed-limiting (up to Vne) airbrakes, eight hours endurance and a 32:1 glide ratio. An electric version is also flying, powered by a 30kW electric motor (inset photo). *** More tomorrow!

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Proudly displaying the first-ever EASA Restricted Type Certificate awarded are Jiri Konecny (L) and Josef Vlachynsky. photo courtesy Jan Fridrich

Flight Design Technical Director (and ASTM Committee Chairman) Oliver Reinhardt holds proof of the company’s new RTC at Aero 2012. photo courtesy of Jan Fridrich

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. *** Czech Sport Aircraft, builder of the SportCruiser (formerly and temporarily known as the PiperSport) was awarded their TC on April 16th, followed immediately by Flight Design on April 17th. *** Congratulations to both companies for succeeding in the pursuit of EASA approval. *** From the German airshow, Jan Fridrich of LAMA Europe wrote, “Yesterday, the long awaited event happened. EASA issued first two RTC certificates. SportCruiser (listed as the “PS-28 Cruiser”) from Czech Sport Aircraft received first ever RTC from EASA followed quickly by the “CTLS-ELA” from Flight Design. Both were handed over during the opening day of Aero 2012 on April 19th.” *** Flight Design announced the new approval in their press conference, “We are very proud to announce that Flight Design was granted Restricted Type Certification (R)TC for the CTLS. This was a very large and challenging process and a high bar to clear for Flight Design but the goal has now been achieved and the result will be very beneficial for both the company and our customers. With the (R)TC, the CTLS will now be allowed to be used more extensively in flight training, charter and other roles, measurably increasing revenue and the value of the (R)TC CTLS.” *** The news from Aero will continue over the next days.

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Peekaboo! Let’s head for the airport. *** all images courtesy Terrafugia

Movin’ on down the highway…

“Yes, ma’am, it’s an airplane. Yes ma’am, it’s a car too. Yes ma’am, *** I have a driver’s license, a Sport Pilot’s license, a TSA redress *** number and a note from my Mommy, now may I go flying please?

“Spread your wings and take the sky, *** Oh, your mammy’s rich, and your daddy’s good looking.   *** So hush little baby, don’t you cry.”`

“Whee! Auto-piloting: Nothin’ to it.”

“I feel for those poor turkeys in gridlock down there…heh heh heh.”

“Hey Frank, check out my new ride! No, you can’t take it for a spin  *** around the block. Sorry dude, that’s just the way it is.”

*** 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. It’s on display at the New York International Auto Show until April 15th. Location: Jacob Javits Convention Center in New York City. *** If you want to see a piece of history in the making, y’all come on down.

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All photos courtesy Rachael Seed

See more about Dave Unwin at his website.

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. A. ‘Billy’ Bishop. Z carefully replicates the experience of operating a WWI fighter and this is especially true regarding ground handling. I appreciated a wing-walker to help me during taxi. The view immediately forward is not that good and the brakes are weak. *** Lining up precisely in the center of the turf runway I fully opened the throttle. For the initial part of the take off run you’re quite blind. Z’s acceleration is excellent and the tail can be raised almost immediately. Now I could see. *** Z rushes wide-winged into the wind like a true thoroughbred and after a run of 500 feet lift-off occurs at around 40 knots. Best rate of climb is about 55, although there is no point in chasing the airspeed. The best way to fly aircraft such as Z, which has a very low wing loading, is simply to maintain the optimum pitch attitude and accept the speed and climb rate that this produces (about 800 fpm). *** Z is loud though the small windscreen is surprisingly efficient. As long as your turns are well coordinated little air enters the cockpit. As for visibility in flight… well, it’s a biplane, with all the configuration’s deficiencies. *** However, Z’s controls are powerful and crisp, and the engine responsive, while the fine pitch prop and myriad struts and wires produce plenty of drag. Slow flight is fairly benign, and the aircraft stalls somewhere around 37 knots. Cruising at 70 knots, with the rays of the setting sun streaming through the struts evokes a true WWI experience. With the air racing past the cockpit and the raucous roar of the engine ringing in my ears I could easily imagine myself flying back to base after a scrap with the fiendish Hun. *** The light had taken on the wonderfully sublime quality that you often get in the hour before sunset. The wings fairly glowed in the soft, suffused sunlight and flying over Grimsthorpe Castle gave the whole experience a feeling of timelessness. The experience was so real, I tended to nervously check my “six” to make sure some Fokker wasn’t sneaking up on me! *** In the circuit I found that the classic curved glide approach technique all the way round from the end of the downwind leg to short finals worked best. As I crossed the fence I chopped the power, flared, and Z softly sat down. With the tailskid digging into the ground and my feet dancing on the rudder pedals it tracked dead straight, although I could feel through my seat that it would cheerfully ground loop if I let it. Just like a real SE, Z prefers landing at a “field for aeroplanes” rather than an airfield. In WWI most military air bases were large, approximately circular grass fields. Consequently, you always landed directly into wind and Z prefers this treatment. I would rather land in a field next to an airport than chance landing Z on Tarmac in a crosswind. [Watch for more from Dave Unwin starting April 18th. —DJ]

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