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Because flying is cool

The speedy LSA of Europe

By Dan Johnson · May 26, 2019 ·

At the April European airshow Aero Friedrichshafen, visitors saw several fast designs already flying in Europe. These are clean-sheet new creations that can hit 200 mph on 100 horsepower, priced at a fraction of the best selling general aviation aircraft.

Will we see them here in the USA? I bet we will, and sooner than you may think.

These appear to be Light-Sport Aircraft and, indeed, in some countries they can be. The FAA presently forbids either retractable gear (except on seaplanes) or in-flight adjustable props on LSA. Both configurations are needed if these machines are to hit their full speed potential.

New FAA Rule on the Way

The organization for the light aircraft manufacturing industry, the Light Aircraft Manufacturers Association (LAMA), has approached the FAA asking for a number of changes. Executives and rule writers have listened thoughtfully and are considering these requests. Similarly, the Experimental Aircraft Association (EAA) has also sought changes that could benefit both the kit industry and homebuilders.

These two strategic approaches coincide with the FAA’s apparent willingness to provide fresh opportunities in the fairly near future. A refreshed regulation is working its way through the development and approval process and it could swing the doors wide open for the new designs discussed here.

Today, the U.S. is dotted with “professional build centers” or “builder assist centers.” The concept means that someone who knows a kit intimately can assist the homebuilder achieve his or her 51% work effort to qualify as Experimental Amateur Built (EAB). The FAA already permits this, and nearly everyone agrees the practice results in better-built aircraft.

Since an EAB kit may operate in the IFR system (assuming the pilot is qualified and the aircraft meets a fairly simple list of on-board equipment), and since the FAA places no speed or configuration limits on an EAB aircraft, these European aircraft become ready candidates for importers to bring in and help with construction.

The new regulation to come in the next years is currently on track to expand this idea of professional builder centers. Exactly what form this may take is yet to be determined, but it is being investigated today.

With the present-day and future-day potentials in mind, let’s have a quick look at four designs that warrant closer examination.

Sweden’s Blackwing BW635RG

A Swedish success story in light aviation, the Blackwing made its debut at Aero 2015 and the sleek design swiftly drew many admiring looks.

Blackwing exhibited its retractable gear model — dubbed 635RG — at this year’s Aero because regulations in most European countries have no speed limit and no ban on retractable gear when operating as European-type ultralights. Many companies in the LSA-like space push speed as a primary selling quality and retractable models are part of this.

Blackwing boasts a 75% power cruise speed of 150 knots and a never exceed speed of 190 knots, yet stall is only 35 knots, making the handsome aircraft tolerable for most pilots. Those impressive speeds are enabled by a 100-horsepower Rotax 912, but at Aero the 635 model featured the 140-horsepower 915iS engine from Rotax. Look out, Cirrus!

For those not ready for retractable, the company also offers a fixed gear model.

Belgium’s VL3 Evolution

JMB Aircraft , run by two Belgium brothers, is the production company of the VL3, a plane designed by Vanessa Air and produced in the past by Aveko.

Some Americans already know this airplane, although from Aveko not JMB. This is the Gobosh model once rebadged and sold in the USA with fixed gear and winglets. Back in 2007, the Belgian brothers were dealers for Aveko’s aircraft and eventually accounted for 85% of the producer’s sales. In 2012 they acquired Aveko and by 2015 had taken over production.

In recent years, JMB has done well. The company now employs 100 people in the Czech Republic, with an additional 50 people in Belgium.

Together this team has built, sold, and delivered 320 VL3 aircraft, primarily in Europe, with a few in other countries (two are in the USA registered under the Aveko brand). In 2018, JMB built 50 aircraft. Company officials say they are planning on building 5.5 per month for 2019, or 66 aircraft.

JMB does offer a fixed gear model, but according to their website “only for flight schools.”

BRM Aero’s Bristell RG

Bristell boasts a finely finished interior with a widest-in-class 51.2″ cockpit that doesn’t slow it down. Bristell gets its fleet ways thanks to careful, experienced design. Junctions such as fuselage to wings are smoothly contoured and this design approach is used throughout the aircraft.

Empty weight can be as low as 729 pounds, providing a payload of 400 pounds even with full fuel at 32 gallons. Given its ample fuel supply, range is 700 nautical miles based on more than six hours’ endurance. The 100-hp Rotax 912 burns only five gallons per hour even at high cruise speeds. Baggage capacity is significant as Bristell can carry luggage in two wing lockers plus in space aft of the seat (depending on other weight and balance calculations, of course).

In flight, Bristell is a thing of beauty with wonderful handling and an unimpeachable stability profile. Stall is a very modest 32 knots or 39 clean and “max structural cruise” is listed at 116 knots or 133 mph (fixed gear model). Bristell RG cruises at 134 knots and never exceed speed is 155 knots.

The Czech builder manufactures a tricycle gear model, a taildragger, and the RG model with retractable gear. Bristell is represented in America by Bristell USA , which had a solid 2018, delivering around 20 of their deluxe Light-Sport Aircraft.

Most of these speedy designs incorporate side-by-side seating preferred by many pilots. Seeking maximum performance, however, Tarragon elected tandem, but achieved this in the same highly-finished form common in many European designs.

Power is supplied by the Rotax 912 or turbocharged 914 engines. With just 100 horsepower, Tarragon — the name of both company and airplane — reports it can reach 75% power cruise speeds of 150-155 knots and lists a never exceed speed of 200 knots. Tarragon shows a stall speed of only 36 knots with full flaps.

Tarragon also follows the others in extensive use of computer-aided design and carbon fiber materials. This is the first aircraft I have covered that comes from Latvia.

Unlike in aviation’s golden age in the middle of the 20th century, nearly all modern designs from Europe, America, or elsewhere use the latest design techniques and heavy use of computer technologies.

Even small companies with a dozen or two staff can use techniques not available even to Boeing back in the 1970s or ‘80s. The aircraft easily meet current regulations or industry standards.

It seems only a question of time before some of these models make their way to American airfields, thanks to the build center revolution.

About Dan Johnson

For more on Sport Pilot and LSA: ByDanJohnson.com or you can email Dan .

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May 23, 2020 at 7:19 am

I built a Risen 914 turbo with factory assist in Italy. (There is no way you can build this plane in your garage.) It is made of carbon fiber, including the landing gear and propeller. They are incredibly meticulous and inspected everything I did during construction. It was a magnificent learning experience. I have met the 51% rule and it will be imported to the USA in June 2020 as amateur built. I finished the build in Feb 2020, but some virus goin’ around stopped shipping. I test-flew their 912 and was totally impressed. They allowed me to make some alterations so that I could fit my 6’9” frame in the plane comfortably. Another builder from the USA was there in Feb starting a build on the Risen 915is turbo. The wings are a bit shorter and wider which reduces the best glide ratio to 1:19 in the 915is. These planes are more expensive, but it’s hard to argue with perfection.

July 14, 2019 at 5:19 pm

I need to update my post above.

The SEA-AVIO Risen can cruise at 202 mph at 75% not 210 mph. Or can cruise at 183 mph using the Rotax 912iS engine while burning only 3.6 gph. Not bad.

One stat that is worth mentioning which dwarfs all other ultralights. This plane has a best glide ratio of 23:1. Think about that. For example: The BRM Bristrell has a glide ratio of just 11:1. And most are in that same category. That translates into not only a great ride but safety in case there were ever an engine out. You have that kind of speed and superb flight characteristics as well as glider performance. Add that to the lowest drag numbers of any ultralight and you have one very special plane.

This bird is a work of art.

July 14, 2019 at 5:02 pm

You missed one of the finest ultralights made in Europe. The SEA-AVIO Risen. It is faster than all of these planes, flies with less drag and slices through the air with the stability of a much larger plane.

The cabin is 48.4 inches wide and is appointed to the max. And yes, the price is the highest also.

They aren’t willing to use the Rotax 915iS engine yet as this plane can cruise at 210 mph at 75% using the Rotax 914UL engine. They have a higher max load rating than any other ultralight which translate into safety when turning at higher G’s. And it can fly through turbulence 30 knots faster than any ultralight currently made.

Other than a fully loaded price that is $30,000 higher, what is not to like?

May 27, 2019 at 3:14 pm

Will the Pipers and the Cessna; be a thing of the past?

May 27, 2019 at 5:54 pm

They already are! After having flown the Sling TSi, that model has easily surpassed anything Cessna or Piper has done with a reciprocating engine in my opinion.

January 4, 2020 at 12:17 pm

Man check the specs and performance of VL3 on http://www.vl3aircraft.com Cessna and Pipers are the past already.

May 27, 2019 at 6:08 am

Europe’s EASA (their FAA) has different rules for both LSA and another category called “light aircraft” CS-LVA. The speed and weight rules are all over the place in Europe. The planes at Aero Friedrichshafen are examples of these different rules.

Already for sale in the USA are planes like the Technam 2008 which is a CS-LVA plane in Europe equipped with the larger 914 and soon 915 Rotax engines. The plane is sold in the USA as an SLSA but it’s an eye-wink sale because the plane can already fly at much higher gross weights and speeds than US LSA standards allow.

The change in rules for SLSA in the USA are not being seriously reviewed…it’s a rumor started at Oshkosh a couple of years ago.

March 11, 2020 at 11:46 am

eye wink conformance, that’s novel 🙂

Wild Nordics

Certified vs. experimental vs. ultralight aircraft – what’s the difference.

By Andrew on 08/09/2020

What type of certification an aircraft has matters – it determines how the aircraft must be maintained, where and how it can be flown, and how the hours flown in the aircraft can be logged.

Finnish registrations: Left is Certified Aircraft (OH-_ _ _), Center is Experimental  (OH-X_ _), Right is an Ultralight OH-U_ _ _)

In Europe, EASA (The European Aviation Safety Agency) Type Certified Aircraft (CS-23, CS-VLA, CS-LSA)  have the least amount of operating restrictions but are professionally built and maintained which can add to acquisition and running costs.

Experimental aircraft are usually a lot cheaper to buy and maintain, but they are seen by regulators to have lower safety standards, and hence have more restrictions on how they can be used. They cannot be used for commercial purposes and here in Europe cannot fly IFR.

Ultralights (aka Microlights) are not governed by EASA and fall under national legislation. They are usually factory built but have stringent wing load, stall speed and weight restrictions (traditionally 475.5 kg in Europe, but new regulation coming in 2021 will allow certification up to 600 kg). Travelling abroad with Ultralights can also require pre-approval from the states being visited.

Bang for buck Ultralights are awesome, but annoyingly the hours accumulated do not count towards a Single Engine Piston (SEP) rating. This may be a showstopper for those who are trying to build hours for a professional career.

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Aero 2022 Bonanza — Huge Aircraft Review from Europe’s Best Airshow

June 22, 2022 by Marino Boric 4 Comments

This year, 2022, saw a return to all the great airshows we have come to know and love. One of my all-time favorites and my #1 pick in Europe is Aero Friedrichshafen .

What follows is Marino’s few-paragraphs-each review of no less than 21 airplanes , 4 electric projects , and 6 combustion engines . You will not find this depth of reporting anywhere else in the USA.

Folks, this article is much longer than our usual articles (by 6X). Nonetheless, all these individually-short pieces reflect developments than Marino found intriguing. Read the ones you like! Some may be just what you’re looking for but I hope you’ll find them all interesting. Happy reading and THANKS, Marino! — DJ

CFM Air, Dardo Kit and RTF (Ready-to-Fly)

CFM AIR is an Italian aerospace company specialized in the design, production, and testing of aero-mechanical structures in aluminum alloy and carbon fiber. Their current aircraft called Dardo is an advanced European ultralight with retractable gear and is at the top of its category.

Most photos in this article are by Marino Boric

Dardo’s MTOW is 600 kg; load factor +4.4g / -2.2g; maximum design speed 370 km / h (200 knots); cruising speed 250 km / h (135 knots); stall speed 64 km / h (35 knots). This Italian aircraft resembles the fastest European tandem ultraalights but it features side-by-side seat arrangement offering possibly the largest cabin in its class. At first sight Dardo has some structural similarities with some Italian tandem aircraft. The Dardo is offered with a 115hp Rotax 914 turbo engine and a variable pitch propeller. On a display was an interesting e-motor, hybrid solution for stock Rotax engines (photo at Rotax news).

Thanks to the retractable gear Dardo`s cruising speed is 135 knots. The aircraft is equipped with two explosion-proof tanks of 50 liters (13 gallons) each allowing endurance of 4 hours of flight and a range of 1000 km (625 miles). The comfort of the pilot and the passenger was taken into account, in fact, the whole project started from a very spacious and ergonomic cabin with electrically adjustable seats. One luggage compartment behind the seats is accessible trough an external door.

The list price is: advanced kit €110,000.00 * , and RTF base aircraft 100hp and analog instrumentation €140,000.00, full optional €195,000.00.

* A note about prices quoted in this article — At the time of posting (June 2022), it takes $1.06 to buy one euro. So if you add a small amount to each price it will roughly equate to U.S. dollars. Ocean shipping costs are presently very high (3X and beyond what they were in 2019) but hopefully those will return to Earth. U.S. importers may add other fees. Please consider all prices as  estimates. — DJ

CFM Air Company Website

Scandinavian Seaplanes (was Atol) RTF, later Kit

To some UL/LSA friend this name may not be common. The new manufacturer Scandinavian Seaplanes Ltd has bought all rights and assets of Atol Avion Ltd, in February 2021.The new company went to Aero 2022 presenting its new team but was not able to bring the new version of its amphibian airplane as the components for the all new cabin were delivered too late for proper installation.

The core team from Atol Avion was hired to continue working for new company and this enabled the official transfer of the nearly finished type certification project with EASA, a valuable asset.

Scandinavian Seaplanes or Atol Aircraft — name they use for marketing — benefited from the vast experience of its team in building modern production facilities at Halli airport in Jämsä, Finland (where the Finnish Air Force Tech School was based) and aims to be the leading manufacturer of amphibian aircraft in Europe. The company focuses on the Scandinavian and European market but will extend its activities to USA and rest of the world pretty soon. (See earlier articles about Atol .)

Atol Aurora is a real adventure amphibian with 273 kg (600 pound) useful load without compromising strength and durability. Aircraft designers have teamed up with a group of students of LAB (University of Applied Sciences, Lahti) and together they will come out with a cockpit which is not only great in looks, but also ergonomic and functional for all different environments where the plane can operate.

Scandinavian Seaplanes Website

Promecc Aerospace Kit and RTF

The Italian UL manufacturer with deep roots in manufacturing of commercial aviation sub-assemblies brought several new UL products to Aero 2022. One of them is the Pegaso 2022, an all composite, sleek, high-wing aircraft, which derives from the low wing UL called Freccia (Arrow). Pegaso offers now a new, more ergonomic interior and is ready for series production. Its access doors are now front-hinged, making cabin entry much easier.

The well-established, fast RG, low-wing aircraft Freccia, which successfully passed the static load tests for the 600-kilo certification is in Germany UL certified, was also showcased togeter with the fixed gear, base low wing version called Sparviero.

In addition to the Rotax 912 and the Rotax 914, the new Freccia RG has under the cowling the most powerful Rotax, the Rotax 915iS is. As we could hear from the company owner, Mr. Mauro Dono at Aero 2022, it was “terrific good” with several sold aircraft.

The manufacturer informed us that he intends to showcase their aircraft on AirVenture 2022 and intends to offer to the U.S. public his full range of aircraft as factory built but also as really price competitive kits. Kits prices: Sparviero €40.000 * , Pegaso €65.000 and Freccia €69.000

Promecc Aerospace Company Website

I.C.P. Kit and +RTF

I.C.P. is one of the few Italian companies which exhibits continuously at Aero; many companies follow the sailplane lead and go alternate years only — DJ .

I.C.P. is pushing the Ventura more and more to the foreground; it is now powered by the Rotax 915 iS, but Lycoming version is available, too. Ventura is an experimental aircraft version with 4 seats and was shown in a special finish.

For those who wish to build their own Ventura ICP demonstrated — hands-on — how easy the building process is. By the way, the company offers even a factory-assist building. The second phase of European Very Light Aircraft (VLA) certification for this aircraft has begun and German certification is expected in ’22 or ’23.

Another aircraft on display was Savannah S, powered by the Rotax 912ULS in a special version for flight schools. The French approval for 525 kilo MTOW is already available. For their main products, I.C.P. is now also offering a new exhaust system from Termignoni, which will soon also be used as standard equipment on the Ventura and Savannah.

Ventura 4 seater kit starts depending of the extent and version from $29,000 or €25.500 * in Europe.

I.C.P. Company Website

Flight Design RTF

For the German light aircraft manufacturer, past times were very difficult. FD is manufacturing their composite parts in the Ukraine and this was, of course, affected by the war. According to Matthias Betsch (FD Business Development) we could hear that all workers are OK, none was until now injured, and that the production in the Ukraine is still on course. FD is considerably enlarging their existing production facility in the Czech Republic where most production is now happening.

The F2eH (Hydrogen) concept which was on display at Aero Friedrichshafen 2022 was developed with Siemens/Rolls Royce and successfully flight tested in 2019. The Project HyFly, which is a technology development program co-initiated by Flight Design’s major shareholder Lift Air, was shown at Aero and will be on display at AirVenture 2022 in Oshkosh. It is a proof-of-concept of what can be done to bring the new Green Hydrogen benefits to light aviation. The Project HyFly is a joint venture of KasAero, PS-HyTech, and Flight Design.

“We are very excited to bring this technological proof-of-concept to Oshkosh to show what can be done to bring the promise of Green Hydrogen to Light-Sport Aircraft airplanes,” said Daniel Guenther, CEO of Flight Design general aviation. We believe in the future of this technology and are proud to be a part of this project”.

The F2e (Electric) and F2eH (Hydrogen) are just variants of the Flight Design F-series aircraft. The F2-CS23 (Europe’s equivalent to FAA’s Part 23 certification — DJ ) was awarded an EASA Type Certificate in December 2021. F2 was accepted by the FAA as an Special LSA in July 2021.

Flight Design Company Website Flight Design USA Company Website Flight Design Partner, Airtime Aviation’s Company Website

Elixir Aircraft RTF

Since 2019 and the last exhibition at Aero Friedrichshafen, Elixir Aircraft has evolved, grown and structured itself: it obtained EASA CS-23 certification, opened two new production sites in La Rochelle and it delivered its first aircraft. This year, a new Elixir was unveiled at the AERO: the 141hp Elixir powered by a Rotax 915is turbocharged engine.

Since September 2021 Elixir Aircraft has internalized the production of OneShot parts, namely the fuselage and wings, an element of the major innovation of Elixir. The French company adopted for aircraft production the technology used for building composite boats.

Elixir manufactures the Fuselage and the wings as one part. To support this, a second production site opened in early 2022. Equipped with two autoclaves, one which measures over 12 meters (almost 1,300 square feet). Elixir Aircraft now controls the entire production process for its aircraft.

To date, a full order book allows Elixir Aircraft to continue recruiting. To date, 40 Elixir aircraft have been ordered and a further 100 pre-ordered.

Elixir Company Website

JMB Aircraft Kit and RTF

“A new star on the Light-Sport Aircraft space is born,” glowed one journalist.

This turbine powered VL3 was a show in a show and had its maiden flight only three weeks prior AERO. It was flown by Jean-Baptiste Guisset, CEO of JMB Aviation, who told us that after two Aero days the VL3 Turbine had six firm orders! The European UL aircraft which is powered by the regenerative turbine goes for 350.000 ($370,000). The biggest advantage of the turbine — as weight and performance figures are similar to the Rotax 915iS piston engine — is its 3,000-hour TBO and its potentially low maintenance. All this still to be prudently proved how this turbine functions in real life.

As of now the company is aiming, with an Experimental version of the aircraft even the U.S. American marke.

JMB also showcased a VL3 in an IFR version but this was in the turbine’s shadow.

JMB Aircraft Company Website U.S. Representative, Alion Aviation Company Website

Breezer Aircraft

The German manufacturer from the Northsea-coast has always been good for a surprise in recent years. The Breezer Sport, the all metal, low wing, 600kg UL aircraft was a star at the Aero 2022, as it is now in serial production and is 600kg category certified in Germany since May 2021.

The Breezer Sport on display was powered by the Rotax 915 iS and featured new wiglets and an aerodynamically optimized cowling. A Breezer B400-6 towing version was on on display too. Under the modified cowling a Rotax 915 iS was installed allowing towing of larger gliders, loads of up to 830-840 kilos.

(See our earlier reporting on Breezer . The brand present has no U.S. representation at present.)

Breezer Aircraft Company Website

BRM Aero Kit and RTF

We expected that Bristell would highlight at this Aero a genuine innovation called B8, an all-metal, cantilevered high wing with a steerable nose wheel and an 125 centimeters (49.2 inches) wide cabin. The B8 should be certified in a 600-kilo UL and will be LSA compliant when ready. The standard engine is a Rotax 912 ULS, but the Rotax 914 and 915 iS are likely to be offered.

BRM surprised us all debuting on this Aero another aircraft which nobody had on the radar… stealing the show from the B8. BRM showcased the all metal, low wing aircraft, similar to the B23 (their familiar model known in America as Bristell) , with fixed gear but powered by a Turbotech turbine with 130hp, which according to the manufacturer burns 25 l/h (6,5 U.S. Gal)  of Jet A1 or diesel when cruising at 75% power. With a cruising speed of 127 KTAS — what is for European UL class AC pretty slow — BRM intends to bring a robust, comfortable and, above all, low-maintenance aircraft onto the market in the coming years.

Bristell also had on display the B23 Turbo/915iSc, a further development of their well-known low-wing aircraft, which is to be certified according to CS-23 as an E-class aircraft with 750 kilo MTOW and will have a useful load of 300kg (838 pounds). Compared to the airplane from which it descends, the control surfaces have been enlarged and the landing gear is beefed-up. The B23 Turbo is to be used for flight-training operations. An empty weight of the 141hp Turbo Rotax version should be at 450 kilo (992 pounds). The base price should be around €200.000 or north of $210,000. It was equipped with advanced avionics, dual Garmin G3X and autopilot, hydraulic constant speed propeller, two wing luggage compartments of each 20kg (44 pounds) and 120l (32 gallon) fuel tanks. The aircraft should be able to cruise at 18,000 feet at 160 knots TAS and it can offer the glider tow option.

BRM Aero Company Website Bristell USA Company Website

As in last years, the Swedish manufacturer Blackwing exhibited at Aero 2022.

The lightweight UL model called BW600RG for the French market (MTOW 525kg) is in serial production powered by the Rotax 912iS engine and fitted with the Glorieuse propeller from E-prop. According to the manufacturer, 10 aircraft are on the backorder.

See our earlier reporting on Blackwing and its record attempts .

Blackwing Aircraft Company Website

Novotech Seagull World Premiere!

Professore Leonardo Lecce from Italy designed the new Seagull flying boat, an amphibian manufactured by Novotech. The company was created in 1992 as a spin-off from the Aeronautical Engineering Department of the University of Naples, and Lecce is its managing director. The Italian designer wanted a plane that could take off and land on both land and water, which is nothing new, but it also needed to be able to dock like a boat in a harbor without the wing getting in the way.

That’s why the Seagull has electrically-folding wings in the tradition of the Icon in its early days. From the flight configuration, an electrical system moves the strutted wings aft while pitching them up. In boat configuration they are parallel to the fuselage with the wingtips resting within the V-tail. The whole aircraft is then only 3m (less than 10 feet) wide, narrow enough for a common boat berth. The design is a trimaran as the amphibious hull has two lateral floats that gives to the two-seater a high level of stability on the water.

The Italian company Novotech relies on three types of engines. The example shown at Aero 2022 has completed water operation tests but has not yet flown. Another prototype flies, but so far only in land operations. The new Seagull flying boat weighs 450 kilograms empty, and as a seaplane it can have a maximum take-off weight of 650 kilograms in the UL class. Novotech also plans to become a U.S. LSA. The flying prototype is powered by a Rotax 912 S with 100 horsepower while another aircraft has a hybrid drive in which the combustion engine (Rotax) is coupled with an Emrax electric motor. In the long term, a fully electric version is also planned. The southern Italian manufacturer opted for a mix of materials for the construction: the wings are metal, the rest of the cell is made of composite materials. Planned performance: 120 knots cruising speed, 250 nautical miles range, 200 meters (yards) take-off and landing distance on land.

Novotech Company Website

Pipistrel / Textron RTF

Thise pioneer in UL and aviation technological developments was very satisfied with the 2020/21 financial year, which according to CEO Ivo Boscarol was “the most successful in Pipistrel’s history.” Despite no Aero in 2020, Pipistrel registered 200 orders in that year. For the first time, more orders were received for electric than for combustion engine aircraft. Pipistrel would have brought several new products to the Aero last year; the Virus SW 100iS with the German 600 kilo UL approval, the large cargo VTOL Nuuva and the presentation of the Miniliner Project were planned.

With Textron, Pipistrel will have access to greater resources, technical and regulatory expertise, and a global aircraft sales and support network, being able to accelerate its development and certification of electric and hybrid electric aircraft. Upon closing of the transaction, Textron says that it plans to form a new business segment, Textron eAviation, focused on the development of sustainable aircraft, which will include Pipistrel. Pipistrel founder and CEO Ivo Boscarol will remain a minority shareholder as well as Chairman Emeritus, consulting on future product plans and strategies for a two-year period.

At the Aero 2022 we could see the full range of Pipistrel products but the mood of the employees was pretty glum. I wanted to talk to Mr. Boscarol but he was not be spotted at this Aero.

The Explorer is EASA Type-certified in “Normal” category; using a Type-certified engine, capable of running on automotive fuel; and approved for night-VFR operations, intentional spins and glider-towing. It is equipped with an advanced autopilot, dual touch-screen glass cockpit, dual radios, ADS-B In & Out, haptic stall-warning, full-airframe ballistic parachute rescue system, type-certified hydraulic constant-speed propeller, and airbrakes. The Explorer can be used for commercial operations and is the ideal solution for pilot training, while at the same time excels at being an advanced private airplane for long trips.

Pipistrel Company Website

Alpi Aviation Twin RTF/Kit

This established Italian manufacturer of single engine aircraft surprised the audience with an twin-engine.

Corrado Rusalen, founder of Alpi Aviation, wants to remain in the Experimental class with his new Twin as with previous Pioneer aircraft. While the two-seater Pioneers 200 and 300 are approved in Europe in the UL class, the four-seater Pioneer 400 — and, in the future, the newcomer Pioneer Twin — will be available with an Experimental approval.

Alpi Aviation listened to his mainly private aircraft owners & customers who wanted an inexpensive twin-engine aircraft. The new Twin with the basic engines and fully equipped cockpit with two glass panels will be offered for only around €350,000 before taxes. Two years from now, Alpi hopes to be able to deliver the first Pioneer Twin.

Alpi Aviation Company Website

Junkers A50, A60, JU-52 NEO RTF

“You have the flair of the 1930s with the latest technology,” said Dieter Morszeck at the presentation of the aircraft to representatives of the press and this was a condensed form of the main description of the Junkers booth.

The Swiss company Junkers Flugzeugwerke AG from St. Gallen-Altenrhein announced a first, sensational piece of news at Aero 2022. The team led by entrepreneur Dieter Morszeck wants to build the modernized version of the venerable JU-50. The JU-52 NG — where NG stands for New Generation — should be a modern version of the legendary vintage airplane. All systems are planned according to the latest standards, while the construction should largely correspond to the original model.

The new JU-52 NG is expected to be powered by three Diesel cycle, German, RED A03 engines. They should deliver 550 hp each and be very fuel efficient. According to the design team, a significantly lower consumption of the JU-52 NG compared to the original should also be achieved by reducing the empty weight from 10.5 to 8.6 tons. The modern version of the Tri-engine could take off as early as 2026. The concept also envisages that the JU-52 NG is very easy to fly and maintain. A model of the planned aircraft was shown at Aero 2022.

The A60 resembles the A50, looks like a further variant of the low-wing aircraft but with side-by-side seating instead the tandem seating and a closed cabin as in A50. It was attractively staged above the visitors’ heads. The A60 is to be equipped with retractable landing gear, it will thus for sure offer higher performance than the Junior A50. Rotax 912iS is under the cowling. The first flight of the A60 is planned for 2023.

Junkers Aircraft Company Website

TECNAM P-Mentor RTF

Last news first: Tecnam closed AERO 2022 with 85 sales in its order-book signed during the German Airshow. More orders, generated during the show, will be closed soon.

The P-MENTOR, the IFR two-seater which made its first appearance this year, was one of the best sellers in terms of numbers, followed by the P2010 Tdi, also in the super luxury “Gran Lusso” version, fitted with the Diesel cycle engine from Continental, which was another premiere of this show.

Tecnam’s P-Mentor is specially designed for training beginners pilots as well as for instrument flight. The type certificate was issued on April 7th.

The P-Mentor is the first IFR-capable aircraft in which the certified Rotax 912 iSc is used. The Mogas engine, which does not use leaded fuel, saves a lot of fuel, which benefits the CO2 balance. The P-Mentor has a variable pitch propeller, Garmin G3X Touch avionics with autopilot, a rescue system and a retractable landing gear simulation lever.

Although the low-wing aircraft with two seats has similarities with earlier designs such as the P2002, the wing is a completely new development. Tecnam states the high efficiency and environmental friendliness of the Rotax engine as arguments in favor of the P-Mentor, as well as the possibility of using the aircraft from entry-level training to CPL and instrument flight training.

Tecnam Company Website

SE-Aviation, MCR Evolution RTF/Kit

Do you remember the French DynAero aircraft that ceased operation in 2015? Those aircraft, some designed by the legendary Michal Colomban, were well ahead of time on the market and are today, refined and updated manufactured by the SE-Avaiation as MCR products. The MCR range of aircraft consist of two and four seat aircraft.

SE-Aviation offers its MCR range of aircraft as home builder kits or they can build the kit and provide a ready-to-fly aircraft to the customer.

MCR 4S Evolution is a 4 seater; the Pick Up Evolution is the 2-seater version with huge luggage compartment and can be UL/LSA compliant. These are the most interesting aircraft with almost no competitor on the market and of great interest even for the Experimental builder.

The MCR 4S Evolution is available with three levels of Rotax power unit offering 100, 115 or 141hp. The cabin is remarkably spacious for a relatively small aircraft The top of the range 915iS powered model has a MTOW of 820kg giving a payload of 420-450kg depending on equipment fit and empty weight. Cruise speed is 132kt and fuel burn averages 26.5 litres/hour. (Years ago, I reported on this surprisingly-capable aircraft. — DJ )

Other MCR 2-seater are: ULC Evolution, Sportsteer Evolution (derives from M. Colomban MC100), Mini Cruiser, Club/Sportage, MCR M and the motorglider MCR R100.

The Sportage can be operated with 80, 100 or 115hp Rotax engines, with a max weight of 490kg and a payload of 195-225kg. Cruise speed is 135 knots with a max speed of a claimed 156 knots.

Rember the Dyn’Aero Banbi? It’s now the MCR Sportage and available with a tailwheel.

MCR’s four-seater, the 4S Evolution, now available with a Rotax 915iS.

Based in Pontarlier, France, near the border with Switzerland, MCR was founded by Eric Fumey to make airframe parts of the Dyn’Aero range of MCR aircraft. But as the company grew the manufacturing of aircraft started in 2017 with the MCR ULC Evolution.

S-E Aviation MCR Company Website

Aquila A414

One of the stars of this edition of Aero was the German manufacturer Aquila with its mock-up of the so-called A414 aircraft. The fuselage was shown in 2019, but now the aircraft looked almost flight worthy on its fixed gear, but missing the engine, avionics and controls.

The manufacturer specifies the wingspan as 11 meters (36 feet), the length is 8.76 meters and the aircraft is almost 3 meters (10 ft) high, the engine of choice will likely be the 141 hp Rotax 915 iS but a Continental Diesel is also being considered. Programmed MTOW is 1,100 kilograms (2,425 pounds) with at least 400 kilograms payload. Marco Intelisano from Aquila Sales hopes that the certification process will be completed by the end of 2025.

The people from Schönhagen also brought an Aquila A212 GX Turbo to Hall A4-407 this year. Powered by a Rotax 914 F3, the take-off weight has been increased to 800 kilograms, which brings the payload to 270 kilograms. This aircraft had already received European certification in January. According to the manufacturer, with the turbocharged Rotax, the machine should achieve a constant climb rate of 700 to 800 feet per minute and fly at 9,500 feet at up to 140 knots true airspeed.

Aquila Company Website

Squadron Leader Aircraft RTF, Kit

The T6 Texan II R is a 3/4 scale, UL replica from Italy of the well-known military trainer modified by Beechcraft based on the pre-existing Pilatus PC9.

This was international presentation of the all-metal aircraft, which will be available as ready-to-fly and Experimental category aircraft in the U.S.

The manufacturer put maximal attention to details compared with the original, even in the finish work. It is powered by the Rotax 912 UL equipped with a mechanical Flygas compressor and four-blade constant-speed propeller, delivering 120-140 horsepower at take-off. Stronger Rotax engines are in the pipeline together with an no-disclosed turoprop powerplant that is being installed at this time.

The gear is retractable and is equipped with an emergency manual pump. The fuel tanks are of the bladder safety type and have a total capacity of approximately 90 liters (24 gallons).

Squadron Leader Aircraft Company Website

Tecnam P2010 H3PS Hybrid

The Tecnam P2010 H3PS — a feasibility study — was showcased at Aero 2022 with the alternative and electric aircraft on the Rolls Royce exhibit.

H3PS stands for “High Power High Scalability Aircraft Hybrid Powertrain.” It is powered by a 141 hp Rotax 915iS engine that is coupled to a 30 kW electric motor from Rolls-Royce, so the entire drive train has a power output of 134 kW (180 hp). According to the manufacturer, it is the first four-seat aircraft with a fully integrated parallel hybrid configuration to be successful in the air.

The H3PS project was funded with €4 million by the European Union’s Horizon 2020 research and innovation program. It was launched in 2018 with the goal of developing a parallel hybrid powertrain suitable for the Tecnam P2010 and similar aircraft.

The maiden flight took place on December 21, 2021. “Though H3PS is not intended for market purposes, our successful flight tests demonstrate that hybrid powertrain, with combustion engine coupled with an electric motor, can bear the same useful load of the traditional 180hp combustion engine,” said Fabio Russo, head of the Tecnam Research and Development department. For H3PS, Tecnam coordinated the airframe and systems integration, Rotax designed and integrated the internal combustion engine and electric motor, and Rolls-Royce was responsible for the electric motor and energy storage.

Deep Blue, MX18

At Aero 2022, Deep Blue Aviation from Austria exhibited an airworthy model of the eVTOL MX18 silhouette.

Three versions are currently planned for the transport of passengers and goods.

For vertical lift-off of the “Horten-design” aircraft, power is generated by the three horizontal and canalized propellers located in the fuselage; for horizontal flight two forward propeller tilt in a vertical position and the wings are designed to save energy in horizontal flight.

The passenger variant is to be powered by six e-motors and 12 propellers.

Deep Blue Company Website

eMagic Aircraft eMagic One

This is an interesting story from eFlight world and the title could be: An amateur showed them all!

Vertical take-off and landing is a hot topic as it is the all-electric propulsion. The unique eMagic One eVTOL was designed, built and flown by the avid machine builder entrepeneur Michael Kugelgen from Cologne with help of Thomas Senkel. He and his team have created an eVTOL with superior properties. The tandem wing aircraft is designed from scratch and has excellent flight characteristics.

The eMagic One eVTOL demonstrator aircraft holds one passenger, has one front propeller for forward flight, eight fixed propellers dedicated for VTOL operations, has tandem wings, a vertical rear stabilizer and taildragger landing gear arrangement. The aircraft can be completely disassembled for ease of transport by truck or dedicated trailer.

The aircraft has been designed from scratch and has excellent flight characteristics. All components including the electric drives, batteries and control systems are designed to be fully optimized. The airframe is extremely light at 255 kg (562 pounds) maximizing the flight range of the aircraft.

All components, as electric drives, batteries and control systems, are exclusively designed and optimized for eMagic One. The combination of an traditonal fixed-wing aircraft with a multicopter deliveres five times the range compared with a pure multicopter.

Here are some aircraft details: carbon honeycomb structure, integrated kevlar safety monocoque, shock absorbing carbon landing gear, autopilot for hoverflight, two independent battery systems (4 + 8 packs), elevons & high efficiency spades, ballistic parachute rescue system. By the way the builder says that he is not an aircraft designer and he does not intend (as now) to start production of this eVTOL.

eMagic One was unveiled at European Rotors exibition in Cologne, Germany, Nov. 16-18, 2021.

eMagic Project Website

H55 and BRM Aero

The Swiss pilot and engineer André Borschberg, known for his circumnavigation of the world in the Solar Impulse 2 electric aircraft, presented an interesting electric aircraft, the Bristell B23 Energetic developed jointly with BRM Aero. André Borschberg, H55’s Co-Founder and Executive Chairman, and Milan Bristela, BRM’s CEO and Founder held a joint press conference on Thursday morning.

The H55 is optimized as a two-seater for training, the 850 kg (1,874 pound) aircraft is to be certified according to CS-23. According to Mr. Borschenberg electric energy will be stored in the wings where two 125 kg (275 pound) battery compartments are planned to allow some 1.5 hours (and aiming for 2 hours) flight time. Borchenberg added that two hours flight time are likely and the reto of flight to charging time should be arround 1:1.

The B23 Energic includes the latest generation of H55’s 100kW electric propulsion and battery management system. Both the EPS and the aircraft are in the process of being certified, the EPS under an EASA TC by the end of 2023 and the B23 Energic will be commercially available starting in 2024.

BRM is a Czech aircraft manufacturer created in 2009. With 5 models available, BRM produces more than 100 aircrafts yearly. BRM AERO’s priority is its emphasis on innovation, continuously introducing new developments to its product line. With the B23 Energic, BRM is increasingly being recognized as a pioneer of the next aviation revolution.

Borschberg and Bristela are learning how to overcome these challenges. We had the opportunity to have a first-hand look at H55’s innovative technology which, features smart and modular architecture, and to appreciate how the company is accelerating electric aviation with solutions that customized, certifiable and scalable.

H55 Project Website

Engines & Propulsion

Heron engines.

A small Greek turbine manufacturer — unknown even to specialists — debuted at Aero 2022 a small turbine for UL/LSA aircraft attracting huge crowds and interest.

Some 10 years ago the company started developing the turbine. The turbine is extremely compact, it is an axial flow free turbine which weighs 40 kg dry and 48 kg installed (just over 100 pounds), The compoanyd has already flown its prototype of a 130-shaft horsepower engine on a Bristell Light-Sport category aircraft in March 2021.

Heron Engines’ Fastseas told us that the turbine, when ready for production, should cost only €35.000 for early buyers, an extremely competitive price compared with the competitors.

Heron Engine Company Website

Xaeros Hybrid drive Xaeros powerplant Rotax parts & electric motor combination

The company Xaeros AvioPower GmbH from Austria debuted a highly interesting 200 kW hybrid drive powerplant for single engined aircraft. The unusual project, the hybrid powerplant consists of two V2 engines, an electric motor and the battery all in one amazingly compact package. This powerplant is planned to become an bolt-on self sufficient unit needing only few connections.

According to Xaeros and Mr. Hans Schwöller, the compact powerplant which measures only 50 x 50 x 79 centimeters (20 x 20 x 31 inch) includes the gasoline engines, generator/electric motor, battery, exaust system, and has a maximum output of 270hp/200 kW and a continuous output of 160hp/118 kW. Total weight as now is 120 kg (250 pounds) including all parts needed for function and cowling. When taking off and landing, only the electric motor with some 100hp should be used for a few minutes, which means quiet operation near the airport. When cruising, the two piston engines then take over, recharging the battery via the electric motor, which acts as a generator during this phase.

According to Hans Schwöller of Xaeros AvioPower, the new engine could be retrofitted to many existing aircraft such as Cessna and Diamond. At the moment, however, it is still a matter of finding partners for the final development.

Zeros Engine Company Website

For the first time Rotax showcased their complete product range of 4-stroke aircraft engines. Highlights at AERO 2022: The new 915 iS/c C24 — “Join the ReVOLTution” — is the proven Rotax 915 iS/c engine now with the optional 24 Volt/800W power supply not adding weight. This opens up a wide range of opportunities for cockpit upgrades. It is available for new Rotax 915 iS/c engines (certified and ASTM-compliant)

New Warranty program — Rotax has developed a complete new extended warranty program with several packages. The new program will be presented at the Aero 2022 for the first time and includes also a R.E.S.T. extended warranty up to 5 years for all engine components. In cooperation with Bose Aviation, Rotax had an attractive Aero offering.

Step ahead to a greener future — Rotax presented its contribution for the Tecnam P2010 H3PS project in their exhibit, the first general aviation aircraft with a parallel hybrid configuration.

Rotax Aircraft Engines Company Website

The Belgian manufacturer has been producing aircraft engines with growing success since 2006 and is expanding internationally. The range of engines now delivers from 97 to 220 horsepower. At Aero 2022 the crowning glory of the series was shown: a 225 turbo hp revealed for the first time.

Serial production & delivery was planned for 2021. The turbo added only 15 kg of additional weight. In addition, UL-Power developed a new engine mounting solution, which allows their drives to be mounted directly on the Type 1 engine mount without an adapter. UL power has opened a new manufacturing facility in Belgium and has developed installation and maintenance courses for their engines.

UL Power Company Website

The French turbine manufacturer from Paris is certainly already known to attentive Aero visitors from the last few years. It is one of rare turboprop powerplant offerings in the UL/LSA/Experimental market.

The company broke new ground in the development of its turbine and, for the first time in the world, it is equipping a small and newly developed turbine with a heat recovery system. This allows the thermal energy of the exhaust gases to be used in such a way that the consumption of the otherwise light but very fuel-thirsty engines is reduced to an unprecedented level. This consumption should be very similar to that of current piston engines with the same performance.

Turbotech brought the TP-R90 turboprop engine with 95kW/120hp to Aero, the power of which will soon be increased to 100kW 130hp. The price of this turbine is set to €84.000 * plus taxes. The offer also includes an 85 kW turbo generator with the designation TG-R90.

Turbotech Company Website

The Hirth Engines team is proud to have overcome the corona pandemic successfully. The 90-year-old producer has endured many challenges in that long time. When times got tough, Hirth focused on their products and optimized them to be able to meet the market demands.

For manned aviation, Hirth continues to offer the two-stroke 35, 23 (50hp), 32 (60hp) and 33 (30hp) engine series with single and dual ignition, as well as carburetor and injection versions, with a choice of suitable gearboxes.

Hirth Engines Company Website

This concludes our reporting from Aero Friedrichshafen 2022. Next up is EAA AirVenture Oshkosh 2022 … starting (can you believe it?) in barely more than one month!

To give you more flavor for Aero Friedrichshafen, here is one of our “race-around” videos from the 2018 show.

July 5, 2022 at 5:52 pm

Sitting here in the U.S. being jealous of new designs that we can’t have.

June 24, 2022 at 12:52 pm

So many great, modern aircraft coming out of Europe right now. Let’s hope the upcoming FAA rule changes let those of us on the other side of the pond enjoy them as well!

June 23, 2022 at 7:03 pm

I’m curious about the Flight Design F4. Are they still aiming on getting it certified or are they going to wait out what was to be MOSAIC and see if it fits under the new guidelines?

June 24, 2022 at 2:58 pm

I would not try to speak for Flight Design, but I believe they will pursue both the new LSA guidelines as well as conventional certification, because they are pursuing certification in Europe under rules that are similar to those in the USA. For the best advice, you should contact the company directly.

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The Experimental French Military Aircraft That Was The First Of Its Kind To Fly In Europe

French aerial commanders have long sought to build and incorporate highly technical weapons systems into their arsenal. From World War II on, when air superiority became a key feature of any battlefield engagement, French Air Force leadership sought to develop next-generation weapons to help prevent a re-enactment of the blitzing Nazi invasion that crippled France in 1940.

With a drive for preparedness in focus, France's military industrial facilities have created a variety of stunning aerial weapons platforms — much like some of the United States' most innovative warfare tools . One such addition is the AVE-D Petit Duc; an unmanned, experimental UCAV that was the first of its kind to fly in Europe. The AVE-D is the product of a drive to build out unmanned flight capabilities for the French armed forces, and the project began in the late 1990s. 

Dassault Aviation notes that "the advantage of this concept is to avoid the risk of crew casualties in wartime," which meant precise weaponry that could operate under any conditions, regardless of the threat level. The platform would also serve as a low-maintenance training tool that also aimed to reduce environmental impact during peacetime military operations. 

The drone craft made its maiden flight on July 18, 2000, making it the first unmanned stealth craft to take to the European skies.

The AVE-D Petit Duc was the first phase of experimental, uncrewed flight

Even though signs point to an abandonment of the original project sometime in the mid-2000s, Dassault Aviation's end goal was the establishment of a third generation, long-range UAV known as the "Grand Duc." Further generations of the program evidently dissipated sometime after the AVE-C model (known as "Moyen Duc") was completed, though that has not been confirmed. The original end goal of the LOGIDUC program was to implement a final UAV into the French arsenal by 2025, one that would have added long range stealth bombing — including nuclear capabilities — in an unmanned capacity for the French Air Force.

Even though the initial experimental designs never materialized into this final format, Dassault's partnerships and efforts would eventually produce a different UAV development project, called the nEUROn program . This new effort would be a European research project aimed at developing unmanned flight across the continent, not just within the French Air Force. 

Dassault Aviation would be the prominent developer, but with the launch in February 2006, the governments of France, Greece, Italy, Spain, Sweden, and Switzerland all signed on to participate and help fund the project. Known test flights took place in 2012 and 2014.

Recommended

Simple Flying

5 key & experimental aircraft flown by nasa.

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• The Super Guppy solved NASA's logistics issues by transporting oversized cargo.
• The X-59 Quesst aims to eliminate sonic booms and revolutionize supersonic travel.
• NASA's X-57 Maxwell helps develop electric aircraft tech and reduces fuel use and noise.

NASA (the National Aeronautics and Space Administration) is best known for its space missions but is also a world pioneer in more conventional aviation. For example, NASA and the Air Force worked together to create the X-15 rocket plane that still holds the world record for the fastest-piloted aircraft ever flown (Mach 6.7) . NASA operates a fleet of aircraft that help conduct its aeronautical research, train astronauts, study the planets, and operate the agency's many air and space programs. NASA operates everything from private jets to specialized experimental aircraft, pushing the limits of aviation.

1 Super Guppy

The super guppy is a remarkable solution to nasa's unique logistical problems..

Perhaps the most eye-catching aircraft currently flown by NASA is the Aero Spacelines Super Guppy (the successor of the Pregnant Guppy). It is an aircraft built specially for hauling outsize cargo (such as the complete S-IVB stage and third stage of the Saturn V rocket).

NASA notes that transporting oversized cargo is a tremendous problem for logistics planners—sometimes, it's just impossible to get out-sized cargo through tunnels, along narrow roads, etc. The Super Guppy is not designed to carry the heaviest loads but can carry immensely bulky cargo. Its cargo area is 25 feet in diameter and 111 feet long, and its nose opening is 110 degrees.

Cool: Video Shows NASA's Super Guppy Landing At Mesa Gateway Airport

2 x-59 quesst, quesst is nasa's quest to solve the sonic boom problem and open up supersonic travel..

The X-59 Quesst is one of NASA's most notable experimental aircraft . NASA states Quesst is its ". ..mission to demonstrate how the X-59 can fly supersonic without generating loud sonic booms and then survey what people hear when it flies overhead. " Loud sonic booms were one of the key factors that limited and then doomed the Concorde.

Lockheed Martin (which is building the aircraft) says, " This breakthrough would open the door to an entirely new global market for aircraft manufacturers, enabling passengers to travel anywhere in the world in half the time it takes today ." Queest is expected to fly for the first time in 2024 and will fly at Mach 1.42. If the tests are successful, it may lead to regulators lifting the ban on faster-than-sound flights over land.

Boom Supersonic’s XB-1 Has Experimental Certification: What’s Next?

Boom Supersonic's XB-1 prototype is cleared for test flight. Read on for what's being tested with XB-1 and why.

3 X-57 Maxwell

While the x-57 maxwell will never fly, its development has contributed to learning about electric aircraft..

Cars and trucks can be electric - how about aircraft? One of the main problems with electric aircraft is the weight of the battery. However, NASA is experimenting with an all- electric aircraft , the X-57 Maxwell, to demonstrate technology to reduce fuel use, emissions, and noise. NASA states that it "... provides aviation researchers with hundreds of lessons learned, as well as revolutionary development in areas ranging from battery technology to cruise motor control design. "

The X-57 Maxwell was intended to fly in 2023 , but this was canceled after problems were found with its propulsion system that would take too long to fix. Even though it seems the aircraft will never fly, much has been learned from designing and building the aircraft - including the cruise motor controllers.

4 Boeing X-66

The x-66 is being developed to demonstrate truss-bracing and hybrid electric technologies..

The Boeing X-66 is an experimental airliner under development by Boeing in collaboration with NASA. NASA says it is " the first X-plane specifically focused on helping the United States achieve net-zero aviation emissions by 2050 ." Boeing is working with NASA to build, test, and fly a full-scale X-66 demonstrator aircraft, hoping it could be the precursor to a new generation of more sustainable single-aisle aircraft.

While NASA lists the X-66 on its webpage of 'current' X-planes, it doesn't actually exist yet (although there are computer renderings of it). The rendering shows the aircraft's signature extra-long, thin wings stabilized by diagonal struts (called the Transonic Truss-Braced Wing concept). It is estimated this configuration (along with other advancements) could result in up to 30% less fuel consumption relative to today's best-in-class aircraft.

5 F-15D Eagle

Modified f-15ds are used as chase planes to monitor and video-specific missions and for pilot training..

NASA operates various aircraft - including modified F-15 and F/A-18 fighter jets. NASA has operated variants of the F-15 Eagle , including the F-15D (#884 and #897). These are used for research support and pilot proficiency. They are typically used for photo or video support as they can transmit live video feeds so that engineers can visually monitor the mission as it is being flown.

NASA states that using fighter jets to monitor experimental or other missions greatly enhances flight safety. Fighter jets, commonly called chase planes, are used as escort aircraft during research missions. Armstrong research pilots also use F15Ds for routine flight training, which is required by all NASA pilots.

Unique NASA Experimental Aircraft Is Up For Sale

The heavily modified de Havilland Canada C-8A Buffalo comes with a reserve price of $10,000.

• North America

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Experimental Aircraft: Also known as home- or amateur built aircraft and constructed by people for whom it is not a professional activity. 

Passion for Aviation

Welcome to this resource for owners of the experimental, homebuilt class of aircraft and for pilots of other general aviation and recreational (LSA) flying machines. You will find a wealth of information about airplane construction and engine performance, pilot airmanship, VFR flight planning tips and other aviation aspects of interest to seasoned aviators or new pilots alike.

To assist with your preflight we offer a selection of frequently updated specialized weather charts, notices to airmen (NOTAMs), performance calculators and current ADDS and AVWX weather (METAR/TAF) reports. A selection of aviation news related feeds are also available through the top menu and our E6B app is accessible via the yellow button at the top.

Modern cockpits with EFIS, GPS, TCAS, ADS-B (Out/In), Mode A/C/S transponders and electronic flight bag (EFB) tablets are discussed as these state-of-the-art technologies require pilots to become familiar with them too. Just because we see these glass cockpits more and more every passing year and 'steam gauges' are being phased out to backup status. All of this is complemented with a growing library of articles with even more fascinating subjects for you to peruse.

Weather & E6B Tools

For our visitors with a mobile device: we have a web application available with NOTAMs (Notices To Air Missions, FAA ), weather information and performance calculators included in the app. Your device will let you know if the app can be installed on your home screen. Click here: E6B Tools and see for yourself.

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Charter / Buying

If building from scratch is not the way to go for you, the next best option might be to shop around for an almost (or fully) completed project and finish that together with an experienced builder. You could even go for a factory certified/built model. Things to watch for when buying an aircraft , are also on the site.

Insurance & Finance

Insurance in the world of aviation is best handled by a specialist with years of experience and being entirely familiar in this highly specialized field. Read our insurance/ finance tips here and contact your aviation broker to learn about insuring or financing your hanger or dream airplane.

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High-Speed Experimental Fly Vehicles

HEXAFLY Overview

Civil high-speed transportation has always been hampered by the lack of range potential or a too high fuel consumption stemming from a too low cruise efficiency. Indeed, looking into the performance of classically designed high-speed vehicles, their performances drop nearly linearly with flight Mach number. Over the last years, however, radical new vehicle concepts were proposed and conceived having a strong potential to alter this trend. This innovative approach is based upon a well elaborated integration of a highly efficient propulsion unit with a high-lifting vehicle concept. The realization of both a high propulsive and aerodynamic efficiency is based upon the minimization of kinetic jet losses while striving to the best uniformity but minimal induced velocity for lift creation.

Performing a test flight will be the only and ultimate proof to demonstrate the technical feasibility of these new promising high-speed concepts versus their potential in range and cruise. This would result into a major breakthrough in high-speed flight and create a new era of conceptual vehicle designs.

At present, the promised performances can only be demonstrated by numerical simulations or partly experimentally. As high-speed tunnels are intrinsically limited in size or test duration, it is nearly impossible to fit even modest vehicle planform completely into a tunnel (Fig. 2). Therefore experiments are limited either to the internal propulsive flowpath with combustion but without the presence of high-lifting surfaces, or to complete small-scaled aero-models but without the presence of a combusting propulsion unit. Though numerical simulations are less restrictive in geometrical size, they struggle however with accumulated uncertainties in their modelling of turbulence, chemistry and combustion making complete Nose-to-Tail predictions (Fig. 3) unverified without an in-flight validation. As a consequence, the obtained technology developments are now limited to a technology readiness level of TRL=4 (components validated in laboratory).

The HEXAFLY project aims to achieve a first maturation and a proof of concept to experimentally fly-test these radically new conceptual designs accompanied with several breakthrough technologies on board of a high-speed vehicle. This approach would increase drastically the Technology Readiness Level (TRL) up to 6 (System demonstrated in relevant environment).

The emerging technologies and breakthrough methodologies strongly depending on experimental flight testing at high speed can be grouped around the 6 major axes of HEXAFLY:

• High-Speed Vehicle Concepts to assess the overall vehicle performance in terms of cruise-efficiency, range potential, aero-propulsive balance, aero-thermal-structural integration, etc...
• High-Speed Aerodynamics to assess e.g. compressibility effects on transition, aerodynamic vehicle shapes with high L/D, stability, etc…
• High-Speed Propulsion to evaluate the performances of high-speed propulsive devices such as intakes, air-breathing engines (ABE), nozzles (SERN) including phenomena such as high-speed combustion, injection-mixing processes, etc…
• High-Temperature Materials and Structures to flight test under realistic conditions high temperature lightweight materials, active/passive cooling concepts, reusability aspects in terms oxidation, fatigue, etc…
• High-Speed Flight Control requiring real-time testing of GNC (Guidance Navigation Control) in combination with HMS/FDI technologies (Health Monitoring Systems/ Fault Detection and Isolation)
• High-Speed Environmental Impact focusing on reduction techniques for sonic boom and sensitivities of high-altitude emissions of H20, CO2, NOx on the stratosphere.

To mature this experimental flight testing, a scientific mission profile will be defined followed by a proof-of-concept based upon:

• a preliminary design of a high-speed experimental flight vehicle covering the 6 major axes
• selection and integration of the ground-tested technologies developed within LAPCAT I & II, ATLLAS I & II and other national programs
• identification of the most promising flight platform(s)

allowing to address following items:

• identification of potential technological barriers to be covered in a follow-up project
• assessment of the overall ROM-costs to work the project out in a follow-up project
• the progress and potential of technology development at a higher TRL

The vehicle design will be the main driver and challenge in this project. The prime objectives of this experimental high-speed cruise vehicle shall aim for

• an integrated conceptual design demonstrating a combined propulsive and aerodynamic efficiency
• a positive aero-propulsive balance at a cruise Mach number of 7 to 8 in a controlled way
• making optimal use of advanced high-temperature materials and/or structures
• an evaluation of the sonic boom impact by deploying dedicated ground measurement equipment Once conceived, the level of acceleration from Mach 5 up to a cruise speed of Mach 8 can be determined.

The level of complexity and the number of technologies to be potentially integrated largely depends on the affordable size of the flight vehicle. The presently available ground facilities within Europe limit the size to ~1.5m length whereas ~4.5m seems to be an affordable upper limit stemming from presently on-going flight experiments in the US and Russia. Though a larger scale can accommodate a higher density of technology and measurements points, the smaller scale will excel in terms of a lower complexity, weight, size and cost. Therefore, a trade-off is necessary to actually evaluate how the above listed objectives can be realized within an achievable technical and financial scope. Therefore, HEXAFLY is a necessary step prior to embarking onto a larger experimental flight project by identifying, sorting out and alleviating any potential technological risk upfront.

This will require a:

• definition of one preliminary experimental flight vehicle layout but scaled at a small (~1.5m) and a larger scale based upon the available aero- and propulsive databases of the Mach 8 vehicle concept investigated within the LAPCAT II project
• sounding rockets for both scales
• air-launched only for the largest scale
• identification of existing flight experimental configurations as a building platform for partly or full integration of a pre-defined vehicle concept
• evaluating how far ground-test results can or need to be extrapolated towards real flight conditions by means of numerical tools and/or ground facilities, e.g. wall temperature effects, scaling…

The databases, simulation tools and methodologies developed within LAPCAT I & II and ATLLAS I & II will be fully exploited to achieve the above listed requirements and to highlight potential technological hurdles. Furthermore, the two proposed scales for the very same vehicle geometry allow assessing the increased density of gauges and inclusion of additional new technologies on the largest vehicle scale versus the technical and financial risks.

Besides the vehicle and platform definition, the suitability of the launch site and test range need to be assessed in terms of potential limitations on the mission and scientific objectives, i.e. flight corridors, TTC (telemetry, tracking and command), safety aspects (termination) and recovery. In a first step, test ranges within Europe and Russia will be favoured. The Andoya test range in Norway, the Esrange and the NEAT range in Sweden are equipped and suitable for ground-launched flight tests in Europe. For air-launch ranges however, no sufficient downrange capability is available within Europe whereas Russia can open some of its test ranges to Europe for experimental flight tests as formerly done for NASA and now for France.

All of the above investigations shall be performed in enough depth to evaluate the ROM-costs for the two flight vehicle scales, their integration and the corresponding launch methodologies. The outcome will provide an overview of the most promising routes towards high-speed flight testing in function of size, complexity and cost. Equipped with these results, the European community on high-speed aircraft will be further aligned and able to profile themselves uniformly towards any international collaboration on flight testing as promoted by the European Commission, in particular Russia, Japan and Australia.

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Experimental aircraft

Requirements for testing small experimental aircraft in the UK (E Conditions)

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Simple requirements for approving the initial testing of small experimental aircraft in the UK are now available.

The requirements for experimental aircraft, known as E Conditions, will benefit small-scale aircraft designers and manufacturers by reducing the red tape and financial burdens associated with securing airworthiness and operational approval for new light aircraft designs, encouraging the growth of new design concepts.

The requirements allow aircraft designers to try out a new concept aircraft (up to a maximum take-off mass of 2,000 kg) in the air without going through the costly and time consuming procedures that currently exist to get a new design past the initial stage of proof-of-concept prototype. E Conditions can also be used to test aircraft modifications or if the aircraft is being operated in a manner or role that is previously unproven. If, after trying out a promising idea, it is thought to be viable, then a full certification programme can be planned and funded in the usual way.

Individuals and organisations conducting proof-of-concept flights will still be required to undertake a risk assessment to support the activity and in particular, ensure that the risks to third parties are adequately addressed. For example, flights would not be allowed over congested areas, the pilot must be suitably qualified and no passengers or cargo can be carried. Prior to the commencement of flight, an E Conditions Declaration must be submitted to the CAA relating to the flight test programme.

Noise Certificate Exemption

The CAA has been approved by the Secretary of State to issue a temporary exemption so that aircraft operating under E Conditions do not need to hold a noise certificate. This exemption, ORS4 No.1460 , is in place until 31 January 2026. Please check back here for the current status of the noise exemption.

Fee Structure

The fee structure for an E Conditions Declaration submission is defined in the Scheme of Charges (Aircraft Registration).

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News from uk civil aviation authority.

• Published on: 15 August 2024
• Category: News Item
• Published on: 09 August 2024
• Published on: 07 August 2024

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Evaluating an experimental aircraft

Specific knowledge required, evaluating experimental aircraft.

Experimental airplanes account for nearly 25 percent of the roughly 100,000 single-engine piston airplanes on the U.S. aircraft registry, and amateur builders are adding about 1,000 new experimentals to the U.S. fleet annually—a figure that rivals the total for FAA-certified piston singles delivered from factories.

Higher performance, lower purchase prices, more and better avionics choices, and reduced maintenance costs are convincing more aircraft buyers to choose existing experimental category airplanes. (The other option is building a kit airplane themselves.)

But how can the buyer of an experimental/amateur-built airplane know an aircraft has been built and maintained properly? Even if the builder supplies all the required paperwork, there’s little to assure that an approved process or materials were used because the process and materials, to a large extent, are the domain of the individual builder.

Syracuse estimates that between 30 and 40 percent of his inspections identify deal-killing flaws. “We see problems that are too expensive to fix,” he said. The same is true for flight testing. Unlike standard category aircraft that are typically flown and approved for service by trained production test pilots, those who perform the initial test flights on experimental airplanes aren’t required to have specialized training. At the conclusion of the phase one test period (which typically ranges between 25 and 40 flight hours) the pilot makes a logbook entry stating the experimental aircraft is “controllable throughout its normal range of speeds,” and that it has “no hazardous operating characteristics or design features, and is safe for operation.”

Vic Syracuse, founder of Base Leg Aviation, a company that specializes in prepurchase inspections and maintenance of experimental aircraft, says no two are identical. “Each airplane is assembled and modified differently,” said Syracuse, who has performed more than 1,000 prepurchase inspections on Van’s Aircraft models alone. “You really want to find someone who understands the construction process and where to look for errors. That kind of expertise is critical.”

Construction quality, materials, engines, and accessories vary widely on experimental airplanes. Some builders are master craftsmen with decades of aircraft construction and maintenance experience. Others have little or no technical training. But just because a builder has experience doesn’t guarantee everything is done right. “I’ve seen mistakes from experienced builders,” Syracuse said. “No one pointed out to them that they did it wrong the first time.”

Base Leg Aviation prebuy inspections are unusual in that the company evaluates the airplane and produces a detailed report on it—but the report isn’t specifically for a buyer or seller. It simply takes a hard look at the status of the airplane, components, and paperwork, and it notes whether applicable service bulletins have been complied with.

Syracuse estimates that between 30 and 40 percent of his inspections identify deal-killing flaws. “We see problems that are too expensive to fix,” he said.

“Even the pros need someone with fresh eyes to come in for inspections,” Syracuse said. “An outsider can catch things that they don’t see.” For fabric-covered aircraft, that can be the result of the builder improperly “mixing and matching” different chemical processes that result in weak bonds. In fiberglass airplanes, the builder might not have kept resin samples that can show the material’s strength as it ages. In metal airplanes, it can be poor riveting or corrosion.

A cottage industry of professional “builder-assist” shops has been formed to provide technical help to builders during the construction process. But even that’s not a guarantee that every construction task has been performed according to plans.

“Even the pros need someone with fresh eyes to come in for inspections,” Syracuse said. “An outsider can catch things that they don’t see.”

Documentation is a common problem area. Builders or subsequent owners may have changed propellers, added supplemental fuel tanks, painted the exterior, altered the interior, changed batteries, or made other substitutions that significantly changed the aircraft’s weight and center of gravity. Also, purchasers of experimental airplanes don’t have the authority to perform yearly condition inspections or make alterations. Only builders with FAA repairmen’s certificates or airframe and powerplant mechanics can do those jobs.

Kit aircraft themselves have changed dramatically over time. In the 1960s and 1970s, aircraft kits were collections of metal tubing and hardware. Builders were required to read blueprints, weld, and perform intricate woodwork, fabric stitching and covering, and myriad other skilled tasks. Finished aircraft were typically mechanically simple and had relatively low performance.

That changed in the 1980s and 1990s as kit builders like Stoddard-Hamilton and Lancair began offering sleek, composite aircraft that flew higher and faster than production models, and the kits themselves were far more complete.

Now, kits range from the light sport category Van’s Aircraft RV–12 that contains pre-drilled, stamped parts that builders assemble with hand tools to the Epic LT, a pressurized, six-seat, 1,200-horsepower, 300-knot turboprop that sells for more than $1 million. (Epic also produces an FAA-certified version of the same airplane.)

Syracuse says the process of buying an airplane is much the same regardless of whether it’s FAA certified or experimental. Buyers should get a prepurchase inspection by a trusted expert, make sure the logs are complete, and realize that experimental airplanes have far more variation and require a closer look than FAA-certified models.

“A prebuy inspection is a must on any aircraft purchase,” he said. “That’s especially true on an experimental aircraft—and the person who performs the inspection has got to have in-depth knowledge about the type of aircraft being evaluated. Any [airframe and powerplant] mechanic won’t do.”

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Equipping a Homebuilt for IFR Operations

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The Experimental/Amateur-Built (aka homebuilt) segment of general aviation has grown and expanded over the years. It’s now quite common for the performance and capabilities of homebuilts to meet and often exceed that of factory-built aircraft. One area where this is especially apparent is cross-country flying.

As the cross-country capability of homebuilts has grown, the need to deal with weather has become more of an issue. Thus, more and more builders are asking the question “what equipment is required to qualify a homebuilt for IFR operations?” In order to answer that question, we need take a look at the regulations as they apply to experimental/amateur-built aircraft, as well as other documentation and guidance the FAA has provided.

Minimum requirements

The operation of a homebuilt aircraft is most directly governed by its Operating Limitations. These Operating Limitations are issued along with and as a part of the airworthiness certificate when the aircraft is initially inspected and licensed by the FAA. This is where the pilot must look in order to verify whether the aircraft is approved for a particular type of operation (i.e., IFR, aerobatics, etc.)

In order for the aircraft to be approved for IFR operations, the Operating Limitations must contain the following or a similarly worded statement:

“After completion of phase I flight testing, unless appropriately equipped for night and/or instrument flight in accordance with § 91.205, this aircraft is to be operated under VFR, day only.”

The entry specifies that the aircraft can be operated under IFR once the initial flight test period is complete, so long as it’s equipped in accordance with 14 CFR Part 91, section 91.205. This is the regulation that spells out the minimum equipment required for day/VFR, night/VFR, and IFR flight operations. Normally, section 91.205 would not apply to a homebuilt because it specifically refers to “powered civil aircraft with standard category U.S. airworthiness certificates". However, the above operating limitation makes it applicable to homebuilts IF you want to use it for IFR.

Paragraph (d) of 91.205 speaks directly to IFR operations:

(d) Instrument flight rules. For IFR flight, the following instruments and equipment are required:

(1) Instruments and equipment specified in paragraph (b) of this section, and, for night flight, instruments and equipment specified in paragraph (c) of this section.

(2) Two-way radio communication and navigation equipment suitable for the route to be flown.

(3) Gyroscopic rate-of-turn indicator, except on the following aircraft:

(i) Airplanes with a third attitude instrument system usable through flight attitudes of 360 degrees of pitch and roll and installed in accordance with the instrument requirements prescribed in §121.305(j) of this chapter; and

(ii) Rotorcraft with a third attitude instrument system usable through flight attitudes of ±80 degrees of pitch and ±120 degrees of roll and installed in accordance with §29.1303(g) of this chapter.

(4) Slip-skid indicator.

(5) Sensitive altimeter adjustable for barometric pressure.

(6) A clock displaying hours, minutes, and seconds with a sweep-second pointer or digital presentation.

(7) Generator or alternator of adequate capacity.

(8) Gyroscopic pitch and bank indicator (artificial horizon).

(9) Gyroscopic direction indicator (directional gyro or equivalent).

While much of this regulation is straightforward and self-explanatory, there are a few areas that leave some room for confusion and/or interpretation. Most of the confusion arises from the requirement for certain “gyroscopic” instruments.

What is a gyro?

The often-asked question is, what constitutes a “gyroscopic” instrument. Is an instrument containing an actual rotating mass gyro required, or are alternatives such as ring laser gyros or accelerometer-based instruments acceptable? Unfortunately, there is no specific definition of a gyroscopic instrument to be found in any FAA regulation or guidance document.

In order to try to answer this question, the EAA contacted the FAA Small Airplane Directorate in Kansas City, MO. The Small Airplane Directorate confirmed that there is no published guidance on this subject, but indicated that the function of the instrument is the main consideration. Any instrument that performs the function of the required gyroscopic instrument and presents info to the pilot in the same manner as the gyroscopic instrument will meet the requirement of 91.205, regardless of what mechanical or electronic means are used to generate the information and display.

What about TSOs?

Another question to be answered is what, if any, of the equipment needs to be “TSO’ed”. In order to address this question, it’s helpful to understand what a “TSO” is. TSO stands for Technical Standard Order, which is defined in 14 CFR Part 21, section 21.601(b)(1) as “….a minimum performance standard for specified articles (for the purpose of this subpart, articles means materials, parts, processes, or appliances) used on civil aircraft.” As you can see from this definition, a TSO is actually a performance standard to which an article can be manufactured.

When someone says an article is “TSO’ed”, what they really mean is that the unit was manufactured under a TSO authorization. Section 21.601(b)(2) says, “A TSO authorization is an FAA design and production approval issued to the manufacturer of an article which has been found to meet a specific TSO”. You’ll note that the TSO and TSO authorization deal specifically with design and manufacture, and have nothing to do with installation or operation.

Now we have an idea what a TSO is, but we still haven’t answered the question of whether or not our instruments and avionics in a homebuilt need to be “TSO’ed”. Our Operating Limitations state that we have to equip the aircraft in accordance with 91.205, and 91.205 lists the minimum equipment required, but nowhere is there mention of a requirement for TSO’ed equipment. Thus, the answer is NO, the instruments and equipment installed in your homebuilt under the requirements of 91.205 are not required to be “TSO’ed”.

So far, so good, but that’s not the whole story. Most builders who plan to equip their homebuilt for IFR operations don’t stop at the minimums, so let’s take a look at some of the other commonly installed equipment and see what’s required.

Transponders and related equipment;

One item that will be high on the list of desired equipment will be a transponder. It’s interesting to note that 91.205 does not list a transponder as required in order to operate under IFR. While this is true, our current airspace system as well as the advantages for use in both IFR and VFR operations makes a transponder a popular choice for builders when outfitting their aircraft.

The requirements for transponder equipment and operation are found in 91.215, which has this to say:

(a) All airspace: U.S.-registered civil aircraft. For operations not conducted under part 121 or 135 of this chapter, ATC transponder equipment installed must meet the performance and environmental requirements of any class of TSO-C74b (Mode A) or any class of TSO-C74c (Mode A with altitude reporting capability) as appropriate, or the appropriate class of TSO-C112 (Mode S).

Note that, while it is required that the transponder equipment meet the performance and environmental requirements of the applicable TSO, it is not required that the equipment be manufactured under a TSO authorization. In theory, this means that you could actually build your own transponder, so long as you can document that it meets the requirements of the applicable TSO. However, the easiest way to be assured that your transponder meets the requirements of 91.215(a) is to install one that has been built under a TSO authorization.

The requirements for altitude reporting equipment associated with the transponder are called out in 91.217(c), which states that, the altimeters and digitizers must meet the standards of TSO-C10b and TSO-C88, respectively. TSO-C10b applies to the sensitive altimeter itself, and TSO-C88 applies to the automatic altitude reporting equipment. Again the equipment is required to meet the standards of the applicable TSO’s, but not necessarily be produced under a TSO authorization. But as with the transponder, the easiest way for a builder to meet this requirement is to install equipment manufactured under a TSO authorization.

Remember that, in order to legally operate this equipment under IFR, you must also comply with the maintenance and testing requirements of parts 91.411 (for altimeter and altitude reporting equipment), and 91.413 (for the transponder). Note that the requirements of 91.413 apply even if the aircraft is operated only under VFR.

What about GPS?

Global Positioning System (GPS) is becoming a very popular navigation tool for both VFR and IFR flight operations. Many aircraft, including homebuilts, now sport GPS equipment in their instrument panel. Some of these units are approved for IFR operations, and the FAA has recently updated their guidance on how to approve the installation of GPS equipment in individual aircraft.

This guidance comes in the form of FAA Advisory Circular 20-138A, titled “Airworthiness Approval of Global Navigation Satellite System (GNSS) Equipment”. The purpose of this AC is stated as providing “guidance material for the airworthiness approval of Global Navigation Satellite System (GNSS) equipment. Like all AC material, this AC is not mandatory and does not constitute a regulation. It is issued for guidance purposes and to outline a method of compliance with the rules. In lieu of following this method without deviation, the applicant may elect to follow an alternate method, provided the alternate method is also found by the Federal Aviation Administration (FAA) to be an acceptable means of complying with the requirements of the federal aviation regulations (Title 14 of the Code of Federal Regulations, 14 CFR).”

The guidance contained in AC 20-138A is based on FAA regulations contained in parts 21, 23, 25, 27, 29, 43, 91, 121, and 135. Of these regulations, only part 91 applies to homebuilt aircraft. However, the info in the AC is still a valuable tool for the builder who wishes to install a GPS unit, as it contains accuracy and testing criteria that can be used to verify that the installation meets the performance requirements acceptable to the FAA.

As with transponders and other equipment discussed previously, GPS equipment must meet the performance requirements of the applicable TSO (in this case, C129), but there is no specific requirement for the equipment to be built under a TSO authorization. However, if the equipment is not built under a TSO authorization, it is up to the owner/operator to verify and document that the equipment performs within the required specifications. It is also the owner or operator's responsibility to document the necessary flight-test data showing that the installation performs within the required accuracy parameters.

The bottom line

All of this leads us to the conclusion that none of the equipment installed in a homebuilt aircraft is required to be built under a TSO authorization. But in most cases, it’s to the builder’s advantage to install “TSO’ed” equipment if possible. Also, FAA guidance aimed toward type certificated aircraft can be used by the builder when installing equipment in a homebuilt, even though many of the regulations referenced in the FAA guidance do not directly apply to the homebuilt aircraft.

Legal equals safe?

So far we've been talking about the regulatory requirements of equipping a homebuilt aircraft for IFR operation. But is simply meeting the minimum requirements the way to go? Do you really want to fly your homebuilt "in the soup" with only the minimum required equipment installed? It would certainly be legal to do so, but some thought should certainly be given to overall flight safety as well as cockpit/crew resource management when deciding how to equip a homebuilt for IFR flight.

With that thought in mind, it's important to note is that the minimum equipment called out by 91.205 does not include any kind of system backup or redundancy. Most aircraft that are routinely used in instrument meteorological conditions (IMC) have a safety margin built in by using separate systems to power some instruments. This is commonly accomplished by using a vacuum or pressure system to power some instruments, while other instruments are powered by the aircraft's electrical systems. However, aircraft that are "all electric" are becoming more common. These aircraft will typically have dual (or sometimes triple) redundancy built in, with multiple power sources (alternators or generators), multiple supply systems (i.e., separate bus bars, etc.), and dual batteries. An owner/operator who plans to operate a homebuilt in IMC should give serious thought to building redundancy into the aircraft.

As mentioned at the outset, equipping a homebuilt aircraft for IFR flight is becoming more and more common. Avionics advances make this option even more attractive than just a few short years ago. We urge builders and owners of homebuilts to consider safety as well as regulatory requirements when choosing what equipment to install in their aircraft.

• EASA Community Network

Aircraft certification

Related content.

Before a newly developed aircraft type or change to this aircraft type may enter into operation, it must obtain a type certificate or change approval from the responsible aviation regulatory authority. Since 2003, the European Union Aviation Safety Agency (EASA) is responsible for the certification of aircraft in the European Union (EU) and for some non-EU European countries. This certificate testifies that the type of aircraft meets the safety and environmental protection requirements set by the EU.

The 4 steps of the type certification process:

• Technical familiarisation and certification basis The aircraft design organisation presents the project to EASA when it is considered to have reached a sufficient degree of maturity. The latest safety and environmental protection requirements (certification basis) that are in place at the date of the application are the set starting point for the certification process.  
• Establishment of the certification programme The applicant needs to propose a certification programme that also covers the certification basis for novel or unusual design features and the means to demonstrate compliance with each requirement of the certification basis, which needs to be accepted by EASA. This goes hand in hand with the identification of EASA’s “level of involvement” during the certification process.  
• Compliance demonstration The applicant must demonstrate compliance of its product with regulatory requirements: among others, the structure, engines, control systems, electrical systems and flight performance are analysed against the certification basis. This compliance demonstration is done by analysis, simulations, flight tests, ground tests (such as tests on the structure to withstand bird strikes, fatigue tests) and other means. Depending on the risk, EASA experts perform a detailed examination of this compliance demonstration, by document reviews in their offices in Cologne, test witnessing and other means. This is the longest phase of the certification process. In the case of large aircraft, the period to complete the certification project with the agreed certification basis is set at five years and may be extended, if necessary.  

Technical closure and issue of approval If technically satisfied with the compliance demonstration by the applicant, EASA closes the investigation and issues the certificate.

Note : EASA delivers the primary certification for European aircraft types and changes to them, which are also being validated in parallel by foreign authorities, e.g. the Federal Aviation Administration (FAA) for the United States of America or Transport Canada Civil Aviation (TCCA). Conversely, EASA will validate e.g. the FAA certification of US aircraft types and changes to them according to applicable Bilateral Aviation Safety Agreements (BASAs) between the EU and the concerned third country.

Type Certificate Data Sheets (TCDS)