Search Results for : Flight Design

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?

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.

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.

Bret Koebbe of Sporty’s Pilot Shop introduced me to a cool new ADS-B weather uplink product, the Stratus. *** US built by Appareo Systems, it’s a completely portable, wire-free, subscription-free weather solution that works in conjunction only (so far) with the Foreflight ap for the iPad. *** The Stratus provides ADS-B-based weather, Nexrad, Metars, TAS, Airmets, Sigmets, TFRS, “the whole nine yards of everything that’s included with ADS-B” as Bret describes it, all wirelessly transmitted to your in-cockpit iPad. *** It uses the iPad’s WiFi connection, and can be broadcast to more than one iPad in the cockpit. Just open Foreflight, link it to the Stratus box, and you’ve got all your weather info with you. *** The ADS-B weather coverage will be coast to coast-complete sometime in 2013. *** It’s a simple device: eight-hour battery, wire free, built-in ADS-B antenna buiilt into the box, and also includes WAAS GPS with 1-2 meter accuracy.

Supersonic flight pioneer and WWII ace Chuck Yeager is famous for using, if not coining, the term “pushing the envelope,” which has entered the popular lexicon for just about anything to do with growth and meeting challenges. *** In that vein, since the day the Light Sport category became a fixture of the aviation regulatory landscape, there have been calls to do everything from abolish it outright to expand it’s current parameter. The parameters invoked to arrive at the perfect light aircraft involve the Usual Suspects: faster, bigger, stronger, heavier, better load, no altitude restrictions etcetera etcetera etcetera. *** In that vein, I want to share with you some cogent email comments received from Plane & Pilot magazine reader Dr. Barry Gloger who puts forward a well-reasoned argument for reworking the LSA concept. *** Whether you agree or not with his point of view, it’s hard to refute his logic, since it’s based on his expertise in the actual physical size of the “average American.” *** And now for The Usual Disclaimer: his viewpoint does not necessarily reflect my opinion or that of the staff of P&P mag.

The Aviator Airbag System was introduced to America at the Evolution Trikes booth at the Sebring LSA Expo 2012 courtesy of Laurent Thevenot. Designed and manufactured for La Mouette in France by Helite, the complete system includes two airbags and sensors. For trikes, two different airbags are recommended. For the person in the back seat, the smaller vest (photo) is enough to protect the passenger’s head from snapping forward too quickly or too far in a crash, thereby preventing neck injuries. *** For the person in the front seat, a larger jacket is recommended. It also protects the wearer from neck injuries, but go further by protecting the pilot from the control bar, which could come rearward in a violent impact and break the pilot’s ribs. The larger jacket expands to 40 gallons of volume. *** The system uses a patented cold gas technology, unlike typical hot gas technology used in other airbag systems.

Light-Sport Aircraft are the newest category of aircraft as defined by FAA, the government regulatory agency for aviation. The new breed of aircraft – 109 models in just five years of astonishingly rapid development – offer affordable purchase prices, low cost of operation, spacious interiors, the latest instrument innovations, energetic performance and lively handling. Every one of these new airplane meets new industry standards.
Any Light-Sport Aircraft (LSA) must fit within the following parameters: A maximum of two occupants, a maximum take-off weight of 1,320 pounds (seaplanes can weigh 1,430 pounds); a 45-knot clean stall speed; a 120-knot top speed at maximum continuous power; a single, non-turbine engine; and fixed landing gear (though amphibious floatplanes can have “repositionable” gear). Some are called Special Light-Sport Aircraft (SLSA) if they are fully manufactured and ready-to-fly. A manufacturer can also offer a kit aircraft based on the SLSA; it’s called an Experimental LSA or ELSA.