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| Experimenting, creating, designing and building has been everyday
work as well as a hobby for me for four decades. I studied aircraft
engineering but ended up working with many other kinds of projects in
addition to a number of aircraft. Designing and building something of your own gives far greater satisfaction than just buying a similar unit. I have seen this satisfaction on the face of many friends who have successfully completed a project like a boat, guitar, house or a work of art. This also applies very much to builders of homebuilt aircraft. Getting a prototype ready and running is a great joy. With experimental aircraft this means a test flight and that’s an adventure to say the least. Several Finns seek this goal every year. There are about 280 experimental homebuilt aircraft and ultralights in the Finnish register at the moment. This is a fair number in a country of five million people. A comparable number for the US population would be 14000 homebuilts and ultralights. Most of the homebuilts in Finland have been made from imported drawings or kits, but there are also many original Finnish designs. These pages tell the story of my aviation-related design projects. In addition, there are several pages on aircraft concepts which I have modeled and rendered with the latest art of computer-aided design. Finally there are some family related pages. |
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Monday 28 January 2013
Juka Tervamaki Engineering basis for the Magni Gyro Designs
No. 7 in the World Gyrobee based on the Hollman Bumblebee
THE GYROBEE
Don Chubb lifts the Gyrobee off for its first flight back in June of 1990.
Introduction
Because the Gyrobee features in so much of what I used to write for Rotorcraft magazine, it has become a rather well known aircraft. This has led to a lot of questions which I hope to answer here on the Gyrobee Page. Before I get to that however, there are a few important points which have to be made.First, the Gyrobee is not a commercial product. There are kits and components on the market (star bee gyroes provides everything a Gyrobee builder might need), but I am not connected to the company and I am not selling plans. Since I’m not trying to sell you something, you might find it easier to believe what I have to say about the machine – that’s up to you!Second, because aircraft like the Gyrobee are plans- or scratch-built projects (unless you buy a Starbee kit!), they will require a significant investment in time to build. These aren’t weekend kits! If you aren’t sure a scratch-built machine is what you want, you would be better off with a kit ultralight or Experimental machine.
Third, the Gyrobee was designed from the ground up as a no-compromise, Part 103-legal aircraft. The features incorporated into the Gyrobee assure that it has the characteristics you want from an ultralight - legality, ease of handling, and a decent level of performance. Design features to accomplish this often run counter to current design trends in Experimental machines. Ultralights (fixed-wing or gyro) that work well are not simply scaled-down Experimental models and different approaches are often required. You don’t have to believe this, but don’t say I didn’t warn you! Every feature of the Gyrobee is there on the basis of careful ultralight design considerations, backed up by extensive flight testing.
Award-winning Gyrobees
The Gyrobee is intended to be a very simple, entry-level gyroplane. As such, it tends not to get as much attention at typical fly-ins as the bigger “heavy metal” machines. However, some builders have done such a fine job on their machines that they are difficult to ignore. The links below will take you to “Completions” pages for several builders who have put together award-winning aircraft!
John Landry, Reserve Grand Champion Rotorcraft, Arlington, 2000
James Lee, Ken Brock Freedom Fly-in, El Mirage, 2002
Barry Kropelin, Best Workmanship, Bensen Days, 2004
Rick Martin, Grand Champion Gyroplane, Bensen Days, 2006
No Gyrobee Listing in the PRA Directory (Again)!
Despite the fact that the Gyrobee is increasingly popular and an entry-level and ultralight gyroplane, the annual PRA (Popular Rotorcraft Association) directory issue (2005) has again failed to list the machine. The aircraft was listed for about 10 years, starting in about 1991, and it is interesting to note that, in those days, it was an annual Rotorcraft Directory issue. In recent years in has morphed to a Manufacturers Directory, and the Gyrobee has disappeared. At least they do list Starbee this year, but you won’t find a Gyrobee entry. I have decided to stop asking why, since all I get in reply is a liberal dose of attitude. Anyway, despite a complete lack of “official” recognition, the machine is alive and well and more popular than ever.
Gyrobee Performance Specifications
These are real-world specs that you can have some confidence in for two reasons – they are backed up by the experience of every Gyrobee builder and, no one is trying to sell you something!
Gyrobee Design Features
Why things are the way they are.
The Gyrobee and the Bumblebee
The derivation of the Gyrobee from Martin Hollmann’s pioneering Bumblebee design.
Gyrobee Stability and Handling
Pilots evaluate the handling of the Gyrobees..
Gyrobee Landing Gear Options
You have two choices, so which way should you go?
Engine-out Landings in a Gyrobee
Engine failures are all to common when flying with two-stroke engines. With some basic training and the right mind-set, the resulting dead-stick landing can be a non-event.
Gyrobee Photo Tour
Pictures of just about every feature of the aircraft.
Gyrobee Documentation
Complete documentation package (131 pages of text and drawings) now available for downloading.
The Gyrobee and Sport Pilot
Although the Gyrobee was designed for Part 103 (Ultralight) operation, there is no reason why it cannot be flown under the Sport Pilot/Light Sport Aircraft (SO/LSA) rules which will be going into effect in September, 2004. There are some advantages to the SP/LSA option so you may want to follow-up on this new opportunity.
Don and Ralph Build a New Gyrobee
Follow our adventures as we build a second Gyrobee during the summer of 2004.
When the EAA went looking for a nice gyro to use in an article illustrating what kind of aircraft you could fly under the new Sport Pilot rule (EAA Sport Pilot Magazine, September 2004), they happened to pick a fine photo of john landry and his award-winning Gyrobee at the EAA Arlington fly-in. John built his Bee as an Experimental Amateur-built and it is loaded with “goodies”, including a transponder!
No. 4 in the World HoneyBee G2 Gyro
Committed to making the safest gyroplanes in the world.™
Thank you for visiting our website and for being part of the HoneyBee G2 Community!
The HoneyBee G2 line of gyroplanes is the product of hard work and a pure love for the gyroplane. For those who have flown them, you understand what I mean…there is nothing like flying gyroplanes! For those who are new to this type of aircraft, please come and experience this thrill in one of the G2 Two Place Tandems. You will never get over it!Aircraft:
These web pages will provide you with general information and the technical side of the HoneyBee G2 line. New PDF files on each G2 Model are available on the associated webpages to accommodate most of your needs in these areas. We’ve added information about available OPTIONS by aircraft on each page.The HoneyBee G2 Blog:
The latest NEWS and ACTIVITIES can be found on our blog, easily accessed by clicking on the Blogger Icon above.Enclosure Update:
Click on the enclosure picture above to view a video tour of enclosure ideas on YouTube.Standardization:
For those that have flight training experience, you are familiar with the struggle to adapt to your own gyro’s control locations and performance differences after training in a gyro that is nothing like your own. The Revision “C” Frames have totally addressed those issues. “Control Imprinting” is a HUGE part of our training platforms on the G2 Line for 2012.Saturday 19 January 2013
1994 Gulfstream G-IV Plane for Sale
The front side of the plane has a built-in four-place club, finished in tan leather; the middle area has a similar cabin club, also covered in tan leather, completed with four-place sofas, covered in clear fabric. The floor of the plane is covered by a beautiful Gray and Gold carpet, the headliner is finished by Silver Pearl Tapisuedo.
The woodwork in the plane is light-colored, adding to the luminosity of the superbly-finished interior. The exterior of the plane is finished in Matterhorn White with a Cumulus Gray trim and décor. The list of technical details is pretty long, and it can barely be read by the average folk: Collins/Racal SAT-906 with 780MCF fax satellite communications, Enhanced Flight ID. The aircraft is MNPS and RVSM certified, has an AFIS recognition system, Honeywell SPZ-8000 DAFCS fuel system, a facile HUD (Heads up Display) system and a Triple Honeywell IRU HG1075AE04.
This plane has been listed for sale at jameslist for $ 10,995,000.
Red Bull Air Race Champ selling his Zivko Edge 540 plane
Red Bull Air Race champ Matthias Dolderer is selling his Zivko Edge 540 V3 plane, the world’s best aerobatic and race plane flown in the Air race championship, also known as the Formula 1 of the Sky. The plane has a completely new, low drag design, tailor made for the last 2 races of the 2010 season in New York and Lausitz, Germany.
The Zivko Edge 540 V3 flown by Matthias Dolderer has just 25 hours total operating time and it’s in a superb, like new, condition. Thanks to the powerful 350 HP AEIO540 EXP ly-con engine and its optimal aerodynamics, this plane has an outstanding performance.
The top speed is around 430 km/h and it’s certified for +/- 12.5 G. It comes with a lot of special features such as high quality engine monitoring systems, a white propeller which matches the body color and original sponsor decals that can be removed if the customers wants to.
Chinese Investment Firm Buys Enstrom
By Mark Phelps
Menominee, Michigan-based Enstrom Helicopters is now owned by
Chongqing Helicopter Investment Co. Enstrom president Jerry Mullins
emphasized that the company’s U.S. presence would continue to grow,
saying, “It will provide Enstrom with the needed resources to enhance
marketing efforts in China and around the world.”
Enstrom has plans to continue expansion in Menominee, having grown
its employee roster by 50 percent in the last year and a half. Mullins
said the company will also expand its facility to accommodate increased
production. The new funding source will also enhance product improvement
efforts, marketing, product support and manufacturing refinement
efforts aimed at increasing efficiency.
Funding from the new ownership is also expected to increase
production rates of Enstrom’s existing line. That includes the
turboshaft-powered 480B and the piston-powered F28F and 280FX models.
The company markets two law-enforcement versions of the 480B and 280FX
models, known as the “Guardian” versions.
Enstrom was founded in 1959 by Rudy Enstrom and has had several
owners in the time since then, including attorney-pilot F. Lee Bailey
and Segway inventor Dean Kamen.
Thursday 17 January 2013
Inside The First Production-Ready Electric Airplane
Volta Volare unveils its GT4
By seth fletcher
But in the past several years, says Paul Peterson, the founder and CEO of the Portland, Oregon, aeronautics company Volta Volare, off-the-shelf electric-car batteries and motors have become light, powerful and efficient enough to make electric—or at least hybrid—flight viable. This spring, Volta Volare will begin testing its four-passenger GT4. Constructed around a standard airframe, the plane runs on a hybrid powertrain similar to the one in the Chevrolet Volt, with batteries plus a backup gasoline engine.
An electric plane could be significantly less expensive to operate than a conventional aircraft. A 200-mile electric-powered flight in a single-engine personal plane would consume about $20 of electricity, compared with about $80 worth of aviation-grade gasoline, and an electric motor has only one moving part, so it would be largely maintenance-free. Peterson says that such cost reductions, combined with shared-ownership models, could make personal aviation vastly more accessible.
Canard Pusher Airframe: Peterson’s team settled early on a canard pusher airframe—so named for the canard, or short cross-wing near the plane’s nose, and the rear-mounted propeller, which “pushes” the craft through the air. The airframe’s “three-wing” design affords engineers a multitude of places in which to stash batteries.
Carbon-Composite Propeller: The GT4’s four-blade carbon-composite propellers are lighter than those made of metal or wood, but they are strong enough to handle the heavy, instantaneous torque that electric motors produce.
Hybrid Powertrain: The GT4 can take off, climb, and cruise up to 300 miles on battery power alone. When the power supply approaches 25 percent full, a battery controller signals the gas engine to kick in. The engine generates electricity, which recharges the battery.
Electric Motor: The GT4’s electric motor, which is made from the combined cores of two smaller motors, sits in a sealed aluminum housing. It can generate 600 peak horsepower and sustain 400 horsepower throughout flight. Unlike an internal-combustion engine, which requires a mechanic to spend a week dissecting and then reassembling the powertrain during annual inspections, the electric motor on the GT4 would involve just a quick electronic diagnostic by connecting a laptop to the plane by USB cable.
Electric-Car Batteries: A 900-pound lithium-polymer battery array—236 individual cells, each the size of a paperback book—powers the electric motor. The GT4’s hybrid powertrain is lighter than the gas engine that the canard pusher airframe was originally designed to carry, so engineers added extra batteries to balance the craft’s center of gravity. “In the old days,” Peterson says, “the pilot would move bags of lead shot in and out of the luggage compartment. Now we can use batteries for that.”
Range-Extending Gas Engine: A supercharged 1.5-liter gasoline engine backs up the electric system. A 23-gallon tank in the center fuselage holds enough unleaded gas to extend the GT4’s range up to 1,000 miles. Once batteries improve, engineers could remove the gas engine, converting the GT4 into an all-electric craft.
Bombardier Aerospace Secures Orders For Six Learjet 75 Aircraft
Transaction Valued At $81 Million Based On List Prices
Bombardier Aerospace has received orders for a total of six Learjet 75 business jets from an undisclosed customer. The transaction is valued at approximately $81 million based on the 2012 list price for typically equipped aircraft.
The Learjet 75 jet features the pioneering Bombardier Vision Flight Deck with an interior influenced by its bigger stablemate, the Learjet 85 aircraft. The jet will have a maximum altitude of 51,000 ft., and is capable of flying more than 2,000 nm.
The Lear 75 is being built in Wichita, KS. In August, it hit a production milestone with the first power-on of its electrical systems.
According to Bombardier, there will be a total of five flight test aircraft: a modified Learjet 40 XR jet and a modified Learjet 45 XR aircraft are flying and focusing on avionics certification; a modified Learjet 45 XR jet will be used primarily for the interior and cabin management system; an existing Learjet 45 XR aircraft will be modified and utilized for testing and validating the performance improvements; and finally, the first production Learjet 75 aircraft.
Orbital Sciences Poised For 2013 ISS Cargo Deliveries
By Mark Carreau mark.carreau@gmail.com
Source: awin first
December 27, 2012
A successful demonstration flight of Orbital’s two stage Antares rocket from MARS including an inaugural rendezvous of its Cygnus cargo craft with the six-person orbiting science laboratory targeted for April would bring the Dulles, Va., based company’s abbreviated five-year development effort under the COTS initiative to a successful close.
It also would trigger the start of a $1.9 billion Commercial Resupply Services (CRS) agreement awarded to Orbital by NASA in late 2008. Orbital would join SpaceX to provide the 15-nation station program with the second U.S. re-supply source envisioned by NASA for the post-space shuttle era when COTS program planning began in 2005.
“We would certainly expect, if we go in April with the demo mission, to carry out at least one CRS mission in 2013, but that is really driven by NASA’s needs and paced by NASA,” Orbital spokesman Barron Beneski says. “Orbital could certainly do two.”
As 2012 came to a close, Orbital’s inventory included a pair of the Antares boosters. A third pressurized Cygnus, built by Thales Alenia of Italy and based on the flight proven Multi-purpose Logistics Module used by the shuttle to re-supply the station, was about to join the inventory as well.
Orbital also has benefitted from the “lessons learned” provided by Hawthorne, Calif., based SpaceX. NASA’s other COTS partner carried out its first CRS mission, under a $1.6 billion NASA contract, in October 2012, five months after its successful rendezvous demonstration mission.
“We talked about the experiences SpaceX was having,” said Bruce Manners, the NASA COTS executive assigned to Orbital. “We gave them some direct lessons learned from the first mission with SpaceX that reinforced some of the things we were already doing, like simulations with the operations team. We’ve worked quite closely.”
Both companies have experienced significant development delays, though there are crucial differences in the approaches taken by privately owned SpaceX and publicly traded Orbital. SpaceX chose the 60-year-old Cape Canaveral Air Force Station, Fla., as its launch site. Orbital chose MARS, which is newer and closer to its corporate home.
Hurricane Sandy’s late October fury bypassed Florida and took aim at the U.S. Mid-Atlantic and Northeast, interrupting efforts by Orbital to break in a new commercial launch complex, overseen by the state of Virginia and located on NASA’s Wallops Flight Facility.
As 2012 ended, Orbital was carrying out a series of countdown dress rehearsals in which fuel was pumped to an Antares first stage. The two-engine first stage, positioned on its MARS launch pad on Oct. 1. was to undergo an independent 29-sec. hot fire test in January.
The workload seemed likely to push a COTS required orbital test flight of the Antares with a Cygnus mass simulator into February 2013, Beneski said. The test flight does not involve a space station rendezvous.
SpaceX carried out a similar test of its Falcon 9 rocket with a Dragon mass simulator in December 2010, 18 months later than initially planned. Initially, Orbital envisioned a March 2011 test flight.
Orbital came to the COTS initiative in February 2008, replacing Rocketplane Kistler, which had missed a series of early technical and financial milestones. Like Rocketplane Kistler, SpaceX was a winner in an earlier COTS competition in August 2006.
Orbital and SpaceX were eligible for $396 million and $288 million, respectively, in NASA funding as they completed discrete development milestones. In addition, each was eligible for a $10 million fee for the delivery of cargo to the station on its final COTS rendezvous demonstration.
Cygnus will likely deliver about 1,000 lb. of supplies on its first station flight. The capsule is designed to haul up to 4,400 lb. of supplies. Orbital plans to introduce an extended version of Cygnus that can carry nearly 6,000 lb. after its series of eight commercial re-supply missions get underway.
Unlike Orbital, SpaceX’s Dragon was developed to bring station research equipment and hardware in need of refurbishment back to Earth.
Whenever the first unpiloted Cygnus supply craft approaches the space station, Orbital can be assured that two or more astronauts aboard have been trained for the delicate task of tracking, capturing and berthing the capsule with the station’s 58-ft.-long Canadian robot arm.
“The date is still in flux, and they are trying to make sure they do it right,” said Canadian astronaut Chris Hadfield, who is scheduled to be in command of the station in April and a likely participant in the capture activities. NASA astronaut Kevin Ford, the station’s current commander, as well as early 2013 NASA crew members Tom Marshburn and Chris Cassidy will be prepared as well.
Tuesday 15 January 2013
Piaggio Aero P. 180 Avanti II
Since 2008, the Piaggio Aero brand was a hit in the US and they doubled their North American service network in just 2 years even though the times were tough for small private plane companies lately. Last month they expanded with West Star Aviation at its East Alton, Ill facility and they have announced the addition of three new service centers in Toronto, Montreal and Ft. Lauderdale.
The company’s baby: the Piaggio Aero P. 180 Avanti II is responsible for its success combining Italian stylish design and luxury with an incredible fuel efficiency. Piaggio Aero Industries’ Chairman is Piero Ferrari, son of Enzo Ferrari who is also vice Chairman at Ferrari S.p.A. and the P 180 Avanti II is probably the plane version of a Ferrari.
This plane is the fastest turboprop aircraft and combines the speed of a light cabin jet with the cabin of a mid size craft. The Piaggio Aero P. 180 Avanti II is incredibly fast and it requires less than a third fuel than a regular business jet. Piaggio Aero is planning to expand even more in 2010.
The Transition, Terrafugia’s Flying Car on the roads
Terrafugia’s Flying Car called The Transition has just received regulatory clearance from the National Highway Traffic Safety Administration allowing it to go on any public road. The world’s first flying car, or as its described by the company as a roadable aircraft, will enter production soon and will hit the market somewhere next year according to Terrafugia.
The company also announced that their flying car is the first combined flying-driving vehicle to receive such special consideration from the Department of Service since the vehicle safety standards came into being in the early 70s. The vehicle can now use a polycarbonate windshield instead of regular laminated safety glasses used on regular cars and it could also use special tires to handle the landing.
The Transition will fit in the same segment as SUVs and small trucks according to its weight but it’s tires are rated for highway speed and can take this “SUV” to an impressive speed when it’s ready to take off. The car is expected to enter production next year and, if everything goes well, we might see this toy on the road at the end of 2012.
Takeoff with AVX Aircraft’s Flying SUV
The AVX Aircraft Company has developed probably the ultimate SUV, a sort of Hummer with retractable wings that can fly and go on any kind of terrain. The AVX flying SUV was originally designed for the US Defense Advanced Research Projects Agency and it can basically do everything a great SUV can do with the added ability of vertical takeoff and landing (VTOL) capability.
The four person all terrain vehicle converts from road to flight mode in just 1 minute and has a cruising speed equivalent to a light aircraft.
The staggering array of features available on today’s luxury SUVs boggles the mind; the best of the best basically do everything but perform oral sex on the driver. It has a payload of 1,040 and features automated takeoff and landing flight control which makes it even more impressive.
AVX Aircraft’s Flying SUV has a range of 250 nautical miles on one tank of fuel and it can cruise at an altitude of 10,000 ft. On ground, this amazing vehicle can reach an impressive top speed of 80 mph and in the air it can go with up to 140 mph.
We don’t know yet if we’re going to see this flying SUV on the market anytime soon but it will surely be a hit in the luxury sector!
The 2012 Cirrus SR22 Aircraft is Really Sophisticated
If you’re an aviation aficionado, then you surely know what Flying Magazine is. The fabled magazine has recently named the 2012 Cirrus SR22 Aircraft the most sophisticated single-engine civilian airplane ever built. They’ve written that “Cirrus Aircraft, which began production in Duluth, Minn., in 1999, has gone from an entrepreneurial dream to a global aviation enterprise with aircraft delivered in more than 60 countries.”
The spot on description perfectly matches the performances of this flying unit, which boasts five-person seating, in a 4+1 format. However, if formatted in 5 seats, not all of them can hug adults. Thus, children can be easily taken into flights, secured by LATCH child restraint system, which encompasses secure traps and comfortable seating arrangement, also fit for pets.
Coming as a 2012 innovation, the Perspective Global Connect is actually an aircraft upgrade that provides access to the on-demand Iridium satellite network, dealing with worldwide weather, satellite phone, e-mail and text. This upgrade also features the Cirrus Perspective, signed Garmin cockpit.
Some of the onboard systems that ensure safety and comfort are the Cirrus Airframe Parachute System (CAPS), Electronic Stability and Protection (ESP), Enhanced Vision System (EVS), air temperature control, new air conditioning system and a whole lot more. The touch-screen makes it easy for pilots to modify, turn off or turn on these programs.
Something that needs to be mentioned is that Cirrus Aircraft is currently owned by China Aviation Industry General Aircraft Co., Ltd. (CAIGA). The previous model of this plane, the Cirrus SR22 family, has been the best selling four-seater airplane in the world for 10 years.
Dale Klapmeier, the current CEO of Cirrus Aircraft, states: “When Cirrus started, we dreamed of building airplanes that make people’s lives easier and better, and we continue to improve upon that dream. This latest validation of our efforts by one of the leading authorities in general aviation is a source of pride that builds even more momentum as we head into what is traditionally a very busy time of the year for flying. And it also inspires us as we accelerate our progress in the Vision Jet.”
Monday 14 January 2013
Pipistrel have presented their brand new Panthera Four-seater airplane
at the Aero Expo in Germany, available either with a highly efficient
gas engine, with a hybrid system or an electric one, for less fuel and pollution.
The plane will be certified to fly over the United States and Europe in 2015, boasting with a 210 HP Lycoming IO-390 engine able to reach speeds of 202 knots. Made of Kevlar composite and carbon fiber, the aircraft is also extremely light and comes equipped with a ballistic parachute system, a panel built around Garmin’s G500 avionics suite and gull-wing doors.
Reportedly available with three different engine types, the only plane suitable to carry four people or extra luggage is the petrol engine, the most expensive of them all. It’s due to enter production during the next year, featuring an engine that can reportedly propel it with a maximum speed of 230 miles per hour with a fuel consumption as low as 10 gallons per hour.
The other versions are powered by a 145 kW motor that allows for a cruising speed of 263 km/h and a rage of up to 1220 km. The electric model on the other hand allows for a lower cruising speed of 218 km/h and a range of 400 km. These two versions are only able to carry two persons, the extra space available being occupied with batteries.
The exterior of the planes is streamlined, sleekly allowing for air to flow all over them. The inside on the other hand sports touchscreen aviation instruments, exquisite front seats resembling supercar ones and lavish back seats for passengers. The landing gear of all three versions has been hardened with titanium.
In addition, they include automatic solar powered ventilation, glass cockpit instrumentation, recovery parachute and a one of, comfortable, air-conditioned cabin. The list of standard features is quite astonishing as well, with the possibility of meeting the most discerning VFR/IFR flight requirements. And if this wasn’t enough, they come with enough luggage space for long journeys.
The downside of these planes, except the petrol powered version, is that their range is pretty much limited. You’ll need to touch at a few hotels in order to get them recharged and to be able to carry on your journey.
Volta Volaré’s futuristic GT4 e-hybrid airplane available for order
It also claims that the EViation Drive “delivers more torque and horsepower than any 20th century internal combustion engine,” but since the 21st century is now at least 11 years old, that seems a somewhat arbitrary comparison.
Volta Volaré’s spec sheet makes somewhat confusing reading (an energy storage system sized in kilowatts doesn’t make much sense to me, for instance), but seems to suggest the EViation Drive delivers 220 kW (300 hp), while the “range extension generator” dishes out about 130 kW (180 hp) – though presumably the only use this can be put to is recharging the plane’s batteries.
The performance-based specifications are rather clearer:
- Take Off Distance: 1400 ft (430 m)
- Rate of Climb: 1800 ft/min (550 m/min)
- Landing Distance: 1500 ft (460 m)
- Cruise: 160 knots (296 km/h) @ 12,500 ft
- Ceiling: 24,000 ft
- Maximum speed (sea level): 310 knots (574 km/h) – which makes it significantly faster than the Cessna Corvalis TTX
- Minimum Speed: 65 knots (120 km/h)
- Landing Speed: 75 knots (139 km/h)
Popsci additionally reports that the energy storage system consists of a 900-pound (408 kg) lithium-polymer battery comprising 236 cells, which is a significant chunk of the GT4′s overall empty weight of 2,600 pounds (1,179 kg). The battery’s recharged by a 1.5-liter gasoline engine fueled from a 23-gallon (105-liter) tank. Combined these give the GT4 a reported range of 1,000 nautical miles (1,852 km).
Absolutely certain, however, is that the GT4 is striking in outward appearance, though whether it appeals to all tastes remains to be seen. I like it. The swept wings and its various angular fins and upturned points give it a look that is of the future, while the shape of the fuselage and windows are almost classical. The metallic finish (actually hand-crafted carbon fiber) somehow manages to be both forward and backward-looking at the same time, which is a neat trick. The future-neoclassical look is completed by that unusual rear-facing push configuration propeller (as seen on the Firebird intel airplane we looked at this time last year).
The interior sounds almost as advanced as the powertain. Volta Volaré says the cockpit features touchscreen glass with a synthetic vision system and optional HUD. Meanwhile passengers bored with the novelty of flying aboard a hybrid airplane can distract themselves with the pull-down screens, fold-away table-tops and various apertures available to them, including AV jacks, plug sockets, USB ports. It’s less obvious at this point what sort of interactive/entertainment system these things connect up to.
A Volta Volaré GT4 will set you back a mere US$495,000. Eleven remain for purchase this year, while 36 more are slated for 2013.
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