Though FAA certification is still pending, the P-Mentor has made it into flight training fleets across Europe, with plans to follow in the U.S. soon. FLYING editor-in-chief Julie Boatman visits the OEM and flies the P-Mentor over the Italian countryside north of Naples (Napoli) in this pilot report.

The post Watch as We Fly the Tecnam P-Mentor appeared first on FLYING Magazine.

The icing on the lebkuchen? I’m with Martin Scherrer, head of flight operations and training for Diamond Aircraft—and we’re climbing away in the new Diamond DA50 RG. We’re speeding towards Diamond’s EU home of Wiener Neustadt, Austria, just south of Vienna, but we have cameras on board the DA62 that’s chasing us. We plan a couple of special stops along the way—those mountains keep soaring up ahead—the German Alps. It would be so wrong not to twirl a couple of turns around a chateau—Neuschwanstein, that inspired a Disney castle, for one. We’ll also tuck into the deep valley that hosts Hallstatt, on the edge of Hallstätter See, often voted the prettiest town in the world for its postcard-envy setting.

But the view from above ranks as the most stunning. As we fly over Salzberg, I can’t help but hum a few bars from the Sound of Music… with a twist: “I am sixteen going on seventeen… time to get my pilot’s license…”

Delivered

While the sweet and swift retract has been type certificated under the European Union Aviation Safety Agency (EASA) since September 2020, FAA validation came nearly to a halt during COVID. The company has delivered 38 into EASA-land while awaiting certification stateside. Diamond anticipates that to come through this summer—and one of the production models departs soon for a U.S. tour in coordination with that milestone.

READ MORE: Diamond Aircraft Receives FAA Type Certification on DA50 RG

No small part of the validation process lies in the ac- ceptance of the new Continental CD-300 jet-A burning diesel engine under the DA50 RG’s complex cowl, which looks as though an engineer blew globes in hot glass—fiberglass—and stuck them in place to shroud the massive powerplant. We’ll see glimpses of that engine during our walkaround, but during our visit to the production line a couple of days later we’ll get to contemplate its intricate architecture as it sits on serial numbers 40 and 41 about to leave the line for flight testing.

The FADEC-controlled CD-300 is the largest Continental diesel in the series to make it to EASA certification—and all 560 pounds of it comprise a substantial percentage of the DA50 RG’s empty weight. It potentially creates a long view down the nose for the pilot—but instead of being in the way, I found it helped me gauge my sight picture both during high work and landings.

WATCH: We Fly the Diamond DA50 RG

For pilots seeing the big CD-300 for the first time, it takes a moment to orient yourself. The CD-300 is liquid-cooled rather than air-cooled. Plus, a diesel engine is self-igniting, meaning there are no magnetos—so the combustion chambers must be heated to a certain temperature and maintain that baseline in order to light off. From the aircraft flight manual: “The bypass cooling circuit (cabin heat exchanger) is always active. The short cooling circuit is active at low cooling temperatures.” This ensures that a cold engine will warm up quickly, and also creates a safety benefit, using coolant rather than exhaust gas. When the coolant temperature reaches 183 degrees Fahrenheit, the external cooling circuit is activated by a valve.

Look at the large intercooler radiators on the nose and follow the orange ducting to that system inside—indicating that the CD-300 features a turbocharging system as well, driven somewhat traditionally by exhaust gas collected from a manifold. Excess gases bypass the turbine via a FADEC-controlled wastegate. A pressure sensor behind the compressor allows FADEC to calculate the correct position of the waste gate’s valve.

Diamond has had a long path to certification on its retract—15 years—because of the issues plaguing early engine partner Thielert Aircraft Engines GmbH, which originally produced the Centurion line from which the CD-300 was derived, generally speaking. Thielert went public in 2005, but by 2008 had declared bankruptcy, with its founder Frank Thielert jailed during the fracas. Centurion Aircraft Engines formed from that basis, and Continental Motors purchased those assets, bringing the 300-hp engine in development under the CD-300 moniker.

And there are interesting times ahead as the CD-300 enters service beyond the EU. The in-family engine OEM Austro Engines has had success in the DA42 and DA62, and we noted a couple of operational distinctions between the AE330s in the DA62 when we flew it.

A. The Garmin G1000 NXi suite features ESP and a blue Level button in the lower center of the instrument panel, which returns the aircraft to straight and level on autopilot, maintaining pitch and roll modes when pressed.

B. The fuel system is unique to the DA50 RG and sup- ports the operations of the CD-300 diesel engine. It draws from the left wing tank through a mechanical feed pump into the injectors, which deliver only a portion of that fuel to the combustion chambers. The unused diesel returns via a common fuel line to the right tank, or as determined by the fuel selector position.

C. The load level is managed by the power lever, which meters fuel required, controls prop pitch and feathering, and adjusts the twin turbochargers in accordance with demand, given the altitude and flight condition.

D. The front seats can recline somewhat, but proper pedal position is adjusted electrically on a long rail that accommodates a wide range of pilot sizes.

E. The optional flight management system keypad tucks into the center armrest console and must be stowed for takeoff and landing.

Fuel System

It takes a dedicated system to deliver fuel to a CD series engine, one that’s plumbed and pumped quite a bit dif- ferently than the standard left-right-both (sometimes) that gasoline engines in light singles use. There’s a tank in each wing, but instead of thinking of them as left and right, they are the main and the aux.

The powerplant draws fuel from the main tank in the left wing through an electrical feed pump to the engine-driven mechanical pump into the injectors, which deliver only a portion of that fuel to the combustion chambers. The unused diesel returns via a common fuel line to the main tank via the aux tank for heat exchange, or as determined by the fuel selector position. Normal on the fuel selector draws from the main; the Emergency position takes fuel directly from the aux tank. The Off position cuts off the fuel supply entirely.

Since you’re drawing from the main and only returning part of that fuel to that tank, a fuel imbalance will grow beyond the airplane’s ability to maintain lateral balance. Before the 9-gallon limit, the pilot turns on an electric transfer pump to move fuel from the right wing to the left—but not during takeoff and landing.

Flight Controls

My overall impression of the airplane’s handling finds a good balance between the nimbleness you desire for hands-on flying—to tackle a crosswind, for example— with the stability to make it quite comfortable on a long cross-country flight off the autopilot.

The length of the stick and its connection to the rest of the flight control system may have a lot to do with this. I move regularly between aircraft that utilize a yoke and one with a center stick, and find little transition time is needed for me—but the yoke-controlled aircraft is more of a cross-country machine, while the one in which I use a stick is highly maneuverable.

The stick in the DA50 RG is also a bit taller than the one I usually fly with, putting the push-to-talk trigger-style button and electric trim split rocker switch a wee bit of a stretch for my short thumb if I rested my left arm on my leg. It took me a couple of flights to find the sweet spot—and maybe because this was an almost-confirming prototype, it explains why the stick in the DA62 I also flew during my visit felt a bit shorter and thus just slightly easier to find that spot on.

However—when we got out of the cross-country mode on my first flight from EDNY to LOAN and into a bit of stationkeeping, I really appreciated the stick and its direct feedback—in a straight line to the control cable bellcrank rather than the up and down movement of the yoke. These are fine details, but I think a clear reason why some pilots prefer a given airplane over another.

READ MORE: The Diamond Aircraft Story Continues to Evolve

The idea came home to me the next time I got into the TB-30 model I sometimes fly—that direct control gives confidence in both aggressive and finely-tuned maneuvering flight. In the DA50 RG, it’s somewhat dampened by the aileron actuation—and a bridge between worlds.

Therefore my final assessment makes sense—that if you are looking for a solid performer that makes you feel like you’re still flying an airplane rather than pushing buttons and managing systems, the DA50 RG will resonate with you.

Diamond aircraft take their DNA from the gliders that formed the core product line when the Austrian OEM first launched its H36 then the Super Dimona HK36 in 1980 (see “The Diamond Story”). One out- come? Advanced aerodynamics in the wings add significantly to the DA50 RG’s excellent low-speed handling characteristics and reduced approach speeds.

For example, the DA50’s flaps consist of two pieces—an inner part attached to the center wing, and the outer part to the wing itself. The sections are independently pushrod controlled, and they slide out and back to produce two tiered channels for the air to flow through, ensuring adhesion to the upper surface of the flap along with the increased camber for the wing overall.

Cross-Country Cruising

The DA50 RG has been one of the first new single-engine retracts to hit the category—with the Pipistrel Panthera also currently seeking approval beyond EASA—since the FAA granted type certification to the Mooney Ovation 3 in 2007. Besides looking great, there’s one solid reason to put the gear in the wells—speed.

In cruise, that speed comes to call. The airplane has an operating altitude maximum of 20,000 feet, but most pilots will flight plan below the oxygen-required flight levels—so it’s a good thing that the DA50 RG finds a sweet spot at 10,000 feet msl, where it easily makes its 172 ktas book speed. We conducted formation work for much of our 2.3 hours from EDNY to LOAN at lower altitudes, like 7,500 feet, and ticked off true airspeeds between 160 and 167 ktas at 90 percent load.

Diamonds burn diesel for reasons of efficiency and economy—as well as the ability to source fuel virtually anywhere—and so we also pulled the CD-300 back into economy mode. At 60 percent load, 5,500 feet msl, and ISA plus 8 Celsius, we made 156 ktas, above book—and using 10.1 gph. Pulling back to a loitering speed of 119 ktas and 45 percent load at that altitude and condition, and fuel flow drops to 7.9 gph. Our precise Austrian friends have built on this efficiency philosophy throughout their model lineup, and the DA50 RG fits right in.

On Landings

Sight picture on landing feels straightforward not only for a pilot transitioning up the Diamond food chain, but also from other four-seat fixed-gear aircraft like high- wing Cessnas and the PA-28 series. With a substantial engine out front, you have cowl references to use while determining your height above the runway (the DA50 RG definitely sits tall on its gear) without cheating a glance to the side. I found it easy to find the mains for a normal landing, as well as during the specialty take- offs and landings we performed.

Approach speeds fall firmly where you’d expect them to in the category, and the runway at Wiener Neustadt—a VFR-only airport at 896 feet msl—is 1,067 meters (3,500 feet) long, which the airplane handles easily, flaps or not.

In fact, the no-flap landing demonstrates the power of the flaps, but also the general characteristics of the wing itself. Maintaining a higher approach speed of 94 knots indicated (versus 85 kias with takeoff flaps and 77 kias with full flaps) translates into more runway used—but still comfortably within touch-and-go territory on that 1,000 meters of pavement with a ground roll near book of half the runway distance (1,700 feet) at our lighter takeoff weight (roughly 3,950 pounds, about 500 pounds below the max takeoff weight of 4,407 pounds).

A short-field landing test with full flaps easily placed us with a ground roll of less than 600 feet—the 17 knots less for VREF plus good hydraulically actuated disc brakes combined to improve pilot confidence when taking the DA50 RG into airports of modest scale.

Haul the Whole Fam

We had four healthy adults and a week’s worth of show gear on board the DA50 RG on our departure from EDNY—along with full tanks. There was no compromise required. And the three seats across in the back made for a very comfortable ride for our colleagues enjoying the Alpine traverse. This was one of the more surprising revelations of flying the new model. The time to market with the right engine has meant time for Diamond’s engineering to dial out really important parameters—and the loading capability is one big one.

There is a combination of compartments in the rear cabin to work with, up to 198 pounds total.

For pilots completely satisfied with the DA50 RG’s range and carry-all flexibility, it could certainly prove a worthy companion for a long relationship. But with its honest low-speed handling enticing you to hand-fly more often, and a landing attitude common to both previous aircraft and what you might step up to—say, the Epic E1000 GX, Daher TBM, or Piper M-Series turboprops—it sets the stage for more real piloting to come. 

DIAMOND DA50 RG

Price, as tested: $1,237,650
Engine: Continental Diesel CD-300
Propeller: MT Propeller MTV-12-D/210-56, wood with composite coating, three-blade constant speed
Horsepower: 300 hp maximum power, 272 hp maximum continuous power
Seats: 5
Length: 30.31 ft.
Height: 9.69 ft.
Wingspan: 44 ft.
Wing Area: 176.85 sq. ft.
Wing Loading: 24.91 lb./sq. ft.
Power Loading: 14.69 lb./hp @ 300 hp
Cabin Width: 4 ft. 2.8 in.
Cabin Height: 4 ft. 2.4 in.
Max Zero Fuel Weight: 4,189 lb.
Max Takeoff Weight: 4,407 lb.
Empty Weight: 3,175 lb. (depending on options) Max Baggage Weight: 165 lb./33 lb.; 198 lb. total separated into 4 areas/compartments Useful Load: 1,232 lb. (depending on options) Max Fuel: Usable: 49; Total 51.5 USG
Max Operating Altitude: 20,000 ft.
Max Rate of Climb, MTOW, ISA, sea level: 786 fpm Economy Cruise Speed at 60% Power: 156 ktas, 2,300 rpm, ISA, 10,000 ft., 10.1 gph
Max Cruise Speed: 90% Power: 172 ktas, 2,300 rpm, ISA, 10,000 ft.
Max Range: 750 nm with 30-min. reserve
Stall Speed, Flaps Up: 71 kcas @MTOW
Stall Speed, Full Flaps: 58 kcas @MTOW
Takeoff Over 50 Ft. Obs: (ISA, sea level, MTOW) 2,408 ft.
Landing Over 50 Ft. Obs: (ISA, sea level, max landing wt.) 2,224 ft.

This article first appeared in the June 2023/Issue 938 of FLYING’s print edition.

The post We Fly: Diamond DA50 RG, the High-Performance Retract That Shines appeared first on FLYING Magazine.

Today’s Top Pick is a 1966 Piper PA-32-260 Cherokee Six.

Piper’s Cherokee Six grew out of the company’s need to diversify its product line. By the mid-1960s, the general aviation market was humming and manufacturers were looking beyond the typical four-seat aircraft to attract new customers. It was clear that many pilots wanted aircraft with larger cabins that could accommodate more passengers and cargo. Whether operating an air taxi or freight service, or transporting a growing family, certain customers were hungry for six-seat utility airplanes.

Piper stretched its PA-28 Cherokee four-seater to make room for two more seats, added more powerful engines, and named the new model the PA-32 Cherokee Six. The big, rugged airplane was a hit with pilots who were able to easily transition to this larger, more-capable machine without the complexity of retractable landing gear. The Cherokee Six performed like a flying station wagon or sport utility vehicle.

This 1966 PA-32-260 has 5,058 hours on the airframe, 1,253 on the engine since overhaul, and 59 hours on the propeller since overhaul. The aircraft has a useful load of 1,557 pounds. The panel includes a Garmin GTN 750 with two GI 275s, a GTX 330 transponder, GDL 88 ADS-B In and Out, JPI EDM 930 engine monitor, and PS Engineering audio panel.

Pilots looking for a powerful, utilitarian and versatile aircraft with a large cabin and six seats should consider this 1966 Piper PA-32-260 Cherokee Six, which is available for $178,000 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: The Practical Endurance of the Piper Cherokee Six
• FLYING Magazine: Getting Sucked Into Aviation with a Piper Cherokee Six Owner
• FLYING Magazine: Shopping For A Family Airplane? Prepare To Compromise
• Plane & Pilot: Piper Cherokee Six 260/300

The post This 1966 Piper PA-32-260 Cherokee Six Is a Utilitarian ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1975 Cessna T310R.

Sometimes when shopping for an airplane you find a time capsule—a working example of how general aviation looked decades ago. This 1975 Cessna T310R,  with its distinctive long nose and prominent tip tanks, is an emblem of the GA boom that had been building since the earliest 310s hit the market in the mid-1950s.  With a wonderful period paint scheme, wherever you go in this aircraft, you will be traveling in style.

This 1975 T310R has 3,709 hours on the airframe and 890 hours since overhaul on each of its Continental TSIO-520 engines, which received RAM I upgrades. The panel consists mainly of Bendix/King avionics, including a KMA 240 audio panel, dual nav/coms, KN 64 DME, KT 76A transponder, and a KLN 90 GPS. Other equipment includes a Bennett Avionics ADF and an STEC 55 autopilot. This aircraft’s interior was refurbished in 1996. The paint is original.

If you have been looking for a light twin with serious power that performs more like heavier models, with styling and colors that recalls general aviation’s salad days of the 1970s, you should consider this 1975 Cessna T310R. Whether you seek fast, heavy-lifting family transport or a sleek multiengine time builder, this aircraft with RAM engine upgrades can get the job done and is available for $129,000 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Financial Group. For more information, email info@flyingfinancial.com.

• FLYING Magazine: Things to Think About When Moving Up to a Light Twin
• FLYING Magazine: Garmin Achieves STC for GFC 600 for Cessna 310R, Pilatus PC-12/47
• Plane & Pilot: Cessna 310
• Plane & Pilot: Used Light Twins Roundup
• The Aviation Consumer: Used Aircraft Guide: Cessna 310

The post Today’s Top Aircraft For Sale Pick: 1975 Cessna T310R appeared first on FLYING Magazine.

This year has been no different. Just 13 miles from the legendary Augusta National Golf Club, Augusta Regional Airport (KAGS) welcomed CEOs, celebrities, and thousands of fans ready to hit the fairway and catch a glimpse of golf’s greatest talent battling over the coveted green jacket.

According to statistics from AirNav.com, Augusta Regional Airport typically has 115 daily aircraft operations. During Masters’ Week, the airport expands its operations with airlines adding direct flights from New York, Philadelphia, Boston, Chicago, Miami, and Austin.

Augusta Regional Airport assistant director of marketing and public relations Lauren Smith likens the traffic to the Superbowl—as some 1,500 to 1,600 private aircraft arrive over the course of the week. “On an average, we see 20,000–30,000 people a month, and we’ll see that just this week alone on the commercial side,” said Smith.

• READ MORE: Super Bowl Charter Traffic Plunged 25 Percent

To keep pace with the influx of private jets, Augusta Regional Airport hires more than 100 new employees and brings in more than half a million gallons of fuel for the busy week.  

But a trip to the Masters doesn’t come cheap. For transient heavy metal aircraft weighing over 50,000 pounds, ramp fees come in at a whopping $3,000 per day.

The hefty price tag is encouraging aviation companies like subscription-based Flexjet to make the experience as memorable as possible for its owners. During the event, Flexjet offered owners access to a private terminal and several luxurious amenities.

“The Masters has always been our busiest event-driven generator of travel, exceeding even the Super Bowl and the Kentucky Derby,” said D.J. Hanlon, Flexjet’s executive vice president of sales. “Many of our aircraft owners play golf and have a deep connection to the sport, and nothing else lends itself to both corporate entertaining and leisure travel. With Augusta a three-hour drive from the nearest major commercial airline hub, private jets are an efficient way to travel to the tournament. We will provide a deeply personalized experience reflecting southern hospitality, so they have seamless and luxurious travel from home to Augusta National and back again.”

Accommodating all the aircraft is another logistical challenge for the airport, as it has to close its shortest runway to use for additional parking.

“A single runway operational for arrivals and departures takes a lot of planning and a lot of professional experience to pull it off. It’s like a calculus test, I think,” said Tim Weegar, the airport’s director of operations.

Once the ramp is full, arriving aircraft will need to utilize other nearby airports such as Aiken Regional Airport (KAIK), in South Carolina, which drew in 624 flights during Masters’ Week in 2022. Mary Catherine Lawton, capital project sales tax manager for the city of Aiken, said the town sees an increase in hospitality and accommodations tax revenue collected in April—largely attributed to Masters’ traffic.

Daniel Field (KDNL), the closest airport to Augusta National Golf Club, also hosts plenty of smaller aircraft during the week. With its longest runway at just over 4,000 feet, it is able to accommodate pistons, turboprops, and some light jets.

Once the tournament ends and it’s time to depart, several bystanders enjoy the tradition of watching the aircraft take off from the parking lot across from Daniel Field.

The post Private Jets Descend on Augusta During Masters Week appeared first on FLYING Magazine.

The AD, published on February 23, calls for inspection of the crankshaft counterweight retaining ring within five hours for those new or rebuilt engines with less than 200 hours in operation since installation. Models include those in the 360, 470, 520, and 550 series.

These engines are used in a variety of aircraft, notably Beechcraft Barons, Bonanzas, and the Cirrus SR series.

Earlier this month Cirrus Aircraft reached out to SR22 owners and operators recommending precautionary grounding of the aircraft until the extent of the counterweight issue could be determined, and the American Bonanza Society sent an email warning about the service bulletin to its membership.

• READ MORE: Continental Engine Issue Drives Grounding of Cirrus SR22s, Other Aircraft

According to the AD, “It is possible that one or more counterweight retaining rings were not properly seated in the crankshaft counterweight groove of the engine. This condition could allow the counterweight to depart from the crankshaft during engine operation.” 

According to the AD, the improperly installed counterweight retaining rings “could result in ground engine seizures and an in-flight loss of engine oil pressure leading to catastrophic engine damage, engine seizure, and consequent loss of the aircraft.”

By the Numbers

Per the published AD, “The manufacturer has notified the FAA that 2,176 crankshaft assemblies are subject to the unsafe condition. The FAA estimates that of those 2,176 crankshaft assemblies, 1,632 are installed on aircraft of U.S. registry. The FAA estimates that 544 engines will need to remove one cylinder, 544 engines will need to remove two cylinders, and 544 engines will need to remove three cylinders for compliance with this AD.”

The FAA notes the cost of compliance is predicated on the time of inspection and number of cylinders that have to be removed, and ranges from approximately $64 for inspection to $1,870 for cylinder removal.

The AD notes the inspection must be completed prior to the next flight, and, tellingly, it does not provide a flight time allowance that can be used to reposition the aircraft to a maintenance facility.

Continental also published a notice of the AD on its website noting: “Please be aware that AD 2023-04-08 takes precedence over MSB23-01 making the AD the governing document and rule for this issue.”

Continental is covering the cost of the inspection for the impacted engines, according to a representative from the company. People with questions can reach the company at 1-251-441-4460 (Monday through Friday, 6 a.m. – 6:30 p.m. CST) or by email, MSB23Support@continental.aero, This group can also help with warranty allowance processing or submitting the request for a gauge tool used during the inspection.

Acquiring a Ferry Permit

The FAA AD does allow for the issuance of a Special Flight Permit—also known as a ferry permit—to reposition an aircraft to a maintenance facility, provided that before the flight the engine oil filter pleats or screen are inspected, and there is no evidence of metal contamination, or an oil change has been completed within the previous five flight hours and there was no evidence of metal contamination in the oil filter pleats or screen.

How We Got Here

On February 9 Continental Aerospace issued a mandatory service bulletin  (MSB23-01) calling for the precautionary grounding of the aircraft until there could be an inspection of the crankshaft counterweight retaining ring. According to the company, the service bulletin covered engines assembled between June 1, 2021, and February 7, 2023, and replacement crankshaft assemblies manufactured between June 1, 2021, through February 7, 2023.

According to the AD, the FAA determined an unsafe condition existed, making the AD urgent, which resulted in the AD being published in the Federal Register without the normal 30-day comment period.

On February 23 Cirrus notified owners and network partners providing them with links to their Authorized Service Center locator. The aircraft manufacturer also published a document noting the differences between the FAA-issued AD and the Mandatory Service Bulletin.

Differences Between the AD, Service Bulletin

·The FAA AD inspection requirements apply to all engines referenced in MSB23-01A regardless of the operating hours on the engine.

• The Continental Mandatory Service Bulletin excluded affected engines that had 200 or more operating hours (Hobbs time).

• The FAA AD must be completed prior to the next flight and does not provide a flight time allowance that can be used to reposition the aircraft to a maintenance facility, whereas the Continental Mandatory Service Bulletin allowed five hours to reposition the aircraft for compliance.

The FAA AD does allow for the issuance of a Special Flight Permit to reposition the aircraft to a maintenance facility, if certain actions are taken first:

• The engine oil filter pleats or screen are inspected and there is no evidence of metal contamination; or an oil change has been completed within the previous five flight hours and there was no evidence of metal contamination in the oil filter pleats or screen.

The post Potential Crankshaft Flaw Prompts FAA To Issue Continental Engine AD appeared first on FLYING Magazine.

On Friday, Continental Aerospace sent out its own updated recommendation, shared with FLYING, broadening the scope of the recommended grounding to encompass a wide range of powerplants and to call for a specific inspection of the crankshaft counterweight retaining ring within 5 hours for those new or rebuilt engines with less than 200 hours in operation since installation. Models include those in the 360, 470, 520, and 550 series.

Cirrus Grounds Company Aircraft

A tweet from a Cirrus customer shared on Wednesday demonstrated the impact of the issue.

Cirrus grounds all SR22s and SR22Ts it controls that were manufactured or issued with a CofA after June 2021 due to an ‘issue’ with their continental engines, according to email sent to owners. pic.twitter.com/L2kz14Azz7

— The Flying Reporter (@JonHuntTV) February 8, 2023

FLYING contacted Cirrus for more information and received the following: 

“Cirrus Aircraft has been informed by Continental Aerospace Technologies (Continental) of an issue that affects engines that power both Cirrus Aircraft’s SR22 and SR22T models,” the company said via a statement. “While we are still working with Continental to determine the scope of the issue and the specific serial number range of affected aircraft, we are proactively making the decision—out of an abundance of caution—to pause all internal Cirrus Aircraft company flight operations on SR22s and SR22Ts manufactured and issued a certificate of airworthiness from June 1, 2021, through February 7, 2023.  

“Cirrus Aircraft continues to operate without restriction all its SR20s, as well as SR22s and SR22Ts manufactured before June 1, 2021, or after February 7, 2023.  

“We anticipate Continental to issue a service bulletin in the near future, which will detail the specific range of affected aircraft, the root cause of the issue and corrective action. The Continental service bulletin will accompany a Cirrus Aircraft service advisory notification.” 

The company was not aware of any incident or accident involving a Cirrus connected to the issue. The imminent service bulletin is expected to provide more insight once it is published. FLYING will continue to report on the issue and any further impact on operators.

The post UPDATE: Continental Engine Issue Drives Grounding of Cirrus SR22s, Other Aircraft appeared first on FLYING Magazine.

Quicklook: Light Sport Aircraft Models

• Evektor Harmony: A good option for instrument-rated pilots 
• Tecnam P92 Echo MkII: A good option for luxury seekers
• Tomark Aero Viper SD4: A good option for pilots on a budget 
• Flight Design CTLS: A good option for flight schools
• Rans S20 Raven: A good option for pilots interested in kitplanes 

5 Light Sport Aircraft Options

When choosing a light sport aircraft keep in mind how you’ll best use the airplane. Engine type, useful load, and fuel range are important factors to take into account before purchasing. You will also want to consider how the aircraft will be serviced, including the availability of parts, and how well it will hold up to extensive use. The best option for one purpose may not suit another.

Evektor Harmony

A Czech Republic-made LSA aircraft, the Evektor Harmony, is available in three engine configurations. The corrosion-proof design is good for pilots who do not pay for hangar space or are frequently in the sky. The Harmony is also available in a full-IFR version best suited for instrument-rated pilots. 

Recommended for: Instrument-rated pilots 

Engine Options: Rotax 912 ULS/S, Rotax 914 UL Turbo, and Rotax 912iS Sport

Useful Load: 634 lbs

Top Speed: 115 kts, 130 kts, or 115 kts, depending on engine choice

Range with Full Fuel: 700 nm, 600 nm, and 750 nm, depending on engine choice

Climb Rate: 900 ft/min and 1,250 ft/min, depending on engine choice

Special Features: 

• Advanced Garmin or Dynon glass panel 
• All-metal, anodised, and corrosion-proof airframe 
• SL version available as an E-LSA 200-hour quick-build kit

Benefits: 

• Low operating costs
• Easy maintenance 
• Spacious cockpit 

Disadvantages: 

• Low availability  

Price Range:

• Used: $68,000-plus
• New: $125,000-$168,000

Tecnam P92 Echo MkII

The Italian-made Tecnam P92 Echo MkII is a lighter, more fuel-efficient alternative to Technam’s other aircraft. It’s available in two configurations and comes at a reasonable all-in cost. The relatively new airframe is considered to be a luxury option in the LSA market for its sleek design and attention to detail.

Recommended for: Luxury seekers 

Engine Options: Rotax 912ULS or Rotax 912 iS Sport 

Useful Load: 610 lbs

Top Speed: 115 kts

Range with Full Fuel: 430 nm

Climb Rate: 1,220 ft/min

Special Features: 

• Glass cockpit  
• Optional ballistic parachute

Benefits: 

• Wide cockpit
• Built-in Bluetooth connection

Disadvantages: 

• No used aircraft on the market at this time

Price Range:

• Used: N/A
• New: $201,999 

Tomark Aero Viper SD4

The Tomark Aero Viper is a two-seat, all-metal LSA designed specially for recreational flying. For an LSA, the interior is quite roomy and features LCD navigation and communication systems. The relatively low price tags for both new and used models make the Viper one of the best choices for pilots on a budget.

Recommended for: Pilots on a budget

Engine Options: Rotax 912 ULS

Useful Load: 445 lbs

Top Speed: 130 kts

Range with Full Fuel: 380 nm

Climb Rate: 1,180 ft/min

Special Features: 

• Galaxy recovery system/parachute 
• Can be bought as a kitplane 

Benefits: 

•  Available in six models
•  2,000 hours between overhauls

Disadvantages: 

•  Short range

Price Range:

• Used: $50,000-$70,000 
• New: $85,000-$150,000

Flight Design CTLS 

The Flight Design CTLS is one of the most popular LSAs for flight schools to use. The carbon fiber airframe allows for a reduced empty weight without sacrificing rigidity, performance, and aesthetics. The new base model price is quite affordable and may be one of the best options for pilots looking to purchase their first aircraft with many additional features to upgrade to. 

Recommended for: Flight schools

Engine Options: Rotax 912iS or Rotax 912

Useful Load: 603 lbs

Top Speed: 130 kts

Range with Full Fuel: 970 or 1,080 nm, depending on engine choice 

Climb Rate: 805 ft/min

Special Features:

• Airframe emergency parachute system (AEPS)  
• Ample sitting height in cockpit allowing for tall pilots to enter and exit easily

Benefits: 

• Low operating cost  
• High-wing airframe
• Exterior access baggage compartment 

Disadvantages: 

• High used prices

Price Range:

• Used: $99,000-$199,000 depending on specifications 
• New: $132,000-plus

Rans S20 Raven

The Rans S20 Raven is great for someone who has always wanted to own and fly an airplane and also build one. Rans is one of the popular kitplane manufacturers and makes four different airframes. The S20 Raven LSA can be built in approximately 1,000 hours and flown by sport pilots. With a low all-in price, S20 Raven may be the best choice for your next hanger project.

Recommended for: Pilots interested in kitplanes 

Engine Options: Rotax 915ULS

Useful Load: 588 lbs

Top Speed: 130 kts 

Range with Full Fuel: 497 nm

Climb Rate: 900 ft/min

Special Features: 

•  Customizable kitplane
•  No welding required

Benefits:

• Build Time: 700 to 1,000 hours 
• Fun project   

Disadvantages: 

• Can only buy assembled used 
• Engine price is separate  

Price Range:

• Use: $65,000-$115,000
• New: $65,000 all in 

What Is a Light-Sport Aircraft? 

Light sport aircraft (LSA) meet FAA weight, size, and performance requirements of simple, low-performance, low-energy aircraft that are limited to 1,320 pounds maximum takeoff weight for aircraft not intended for operation on water; or 1,430 pounds maximum takeoff weight for aircraft intended for operation on water. 

Do I Need a PPL to Fly LSAs?

No. To fly an LSA, you must be at least 17 years of age, possess a driver’s license (for medical compliance purposes) and a sport pilot certificate, and follow all FAA rules and regulations. The sport pilot rule allows a pilot to fly an LSA without the need for an FAA medical certificate. 

S-LSA vs Experimental LSA (E-LSA)

The difference between an S-LSA and an E-LSA is the assembler of the aircraft. S-LSAs are assembled by the manufacturer while E-LSAs (kitplanes) are assembled by amateur builders and are considered to be experimental aircraft. The aircraft is certificated as experimental amateur-built and must be operated in accordance with the operating limitations issued to the aircraft at the time it receives its airworthiness compliance certification.

What To Consider With an LSA

When choosing an LSA, understand what you will be using the aircraft for. Picking an aircraft that can meet your needs of useful load, cruising speed, range, passenger load, and price is important before purchasing.

Useful Load

Useful load in aviation means the difference between the gross weight and the basic empty weight. It includes the pilots, passengers, usable fuel, drainable oil, if applicable, and cargo. If the aircraft will be used for things such as family trips or cross-country flying, choose a LSA with a high useful load. 

Cruising Speed

Best economy cruise speed on an aircraft is the speed at which it is most economic to fly long distances. For short hauls, cruising speed will make a negligible difference in overall trip time, but on longer hauls, a higher cruising speed will make a large difference in trip time. Choose an LSA with a cruise speed that will best fit your needs. 

Range

The range of an aircraft is the maximum distance an aircraft can fly between takeoff and landing. This is directly correlated to the fuel burn of the aircraft and the amount of fuel it can carry on board.

Passenger Load

Passenger loads of LSAs are two people. This is because of the total weight of the aircraft, including useful load, having to meet specific requirements by the FAA to be considered an LSA. 

Price

Prices of LSAs vary depending on the manufacturer, but overall, LSAs are more affordable than traditional aircraft of similar sizes. The cost of a LSA can be between $80,000 to $400,000, depending on the make and model.

Light Sport Aircraft To Meet Your Flying Needs

Now that you have a better understanding of what LSAs are and what they can offer, you can choose the aircraft that will suit your needs. For more information on all things LSA and aviation, subscribe to FLYING Magazine. 

FAQ

The post Light Sport Aircraft Options appeared first on FLYING Magazine.

It also pays to consider fuel consumption when buying an aircraft. Like cars, some airplanes seem to sip fuel while others guzzle. More so than with cars, though, finding an airplane with a minimal appetite for fuel often comes with compromises that affect your mission or even scuttle it altogether.

Making light aircraft fuel efficient might mean giving up cabin space, useful load, and several knots in cruising speed. Cars can more easily make large gains in miles per gallon while still carrying the whole family to far-off destinations in thickly padded comfort. Of course, part of the reason for this is that they never have to leave the ground.

Still, there are aircraft that operate in a sweet spot where speed and fuel burn combine to yield far more nautical miles per gallon (range) than other models of similar size and capacity. We looked at performance figures for dozens of airplanes in a range of categories from light sport aircraft (LSAs) to midsize jets and were surprised by some of the differences we found.

While an individual pilot’s technique—and variations even among aircraft in the same model line—can affect fuel consumption, it is clear that certain models have advantages over others. 

Using information from operating handbooks, manufacturers’ data, pilot reports and industry analysts, including Conklin & de Decker and others, we compiled the following list of aircraft that top their categories, and their fuel economy in nautical miles per gallon.

Most Fuel Efficient LSA Aircraft

Aeromarine Merlin PSA: 28.3 nmpg
As a single seater, the Merlin keeps things especially light and achieves economy-car fuel efficiency. The company notes that many pilots spend nearly all of their time flying solo anyway. 

Flight Design F2: 24.4 nmpg
A light sport pioneer, Flight Design struggled for decades to shore up funding for development and production until its acquisition by Lift Air, a division of Lift Holdings, in 2017. 

Remos GX: 23.2 nmpg
Like many LSAs, the Remos GX is a European design, in this case from Germany, that is available as a kit for amateur builders or fully built and ready to fly.

Most Fuel Efficient Piston Singles

Mooney M20G: 15.8 nmpg
The Mooney M20 series was around for so long that not everyone agrees which model is the best. However, the 180-horse versions were famous for squeezing the most speed out of limited power.

Cessna 172P: 15 nmpg
Being slow is among the many things for which the classic 172 is known. Fortunately, it uses very little fuel in the process, so its efficiency is still higher than for most GA airplanes.

Cirrus SR20: 12.9 nmpg
The less-powerful Cirrus piston model is still no slouch. Stepping up to the brawnier SR22T would get you there faster but would also use more fuel per mile.

Most Fuel Efficient Piston Twins

Tecnam P2006T: 17.8 nmpg
Twin Rotax engines burning about four gallons per hour each help this twin post impressive fuel economy numbers. Many piston twins burn two to three times as much.

Diamond DA-62: 12.6 nmpg
Automotive-derived engines help this twin reach nearly 200 knots while burning only slightly more fuel than older twins with far less performance.

Piper PA44 Seminole: 12.2 nmpg
Long a standard for multiengine instruction at flight schools, the Seminole is still among the most economical twins although modern designs with advanced engines offer more speed for the same amount of fuel.   

Most Fuel Efficient Turbine Singles

Daher TBM 900: 4.4 nmpg
The TBM burns about the same 70 gallons an hour as the Pilatus but scores better due to its higher cruise speed—just over 300 knots. 

Pilatus PC-12 NG: 3.7 nmpg
Popular for charter service, business, and personal transport, the Pilatus posts attractive fuel economy figures, due mostly to its cruise speed of around 260 knots.

Quest Kodiak: 3.3 nmpg
Piston pilots have to brace themselves for a shock at the fuel pumps when transitioning to turbine power. Even a relatively economical utility model like the Kodiak burns 45 gallons per hour.

Most Fuel Efficient Turbine Twins

Piaggio P.180 Avanti: 3.3 nmpg
This unusual twin-pusher design from Italy is renowned for outpacing many jets while cutting costs. It also makes a unique sound passing overhead.

Piper Cheyenne II: 3.2 nmpg 
In the oldie-but-goodie category, Piper’s turbine rework of its long-running Navajo still has a following, in part, because it represents a relatively inexpensive route to turboprop speeds.

Beechcraft King Air B200: 2.7 nmpg
Among the many King Air models, this is about the most economical to operate, burning just over 100 gallons of fuel per hour.

Most Fuel Efficient Light Jets

Cirrus SF50: 6.0 nmpg
It took a while to certificate the unusual Cirrus single-engine jet, but many feel the wait was worth it in order to have a jet that nearly doubles the fuel economy of some turboprops.

HondaJet HA-420: 4.2 nmpg
Honda definitely brought some of its economy-car experience to the jet market. Its HA-420 is among the fastest light jets but manages to keep the fuel burn reasonable.

Embraer Phenom 100: 4.0 nmpg
Embraer’s decades of experience building economical military trainers and regional jets translated well to its Phenom series, which set a high bar in the small-jet category.

Most Fuel Efficient Midsize Jets

Cessna Citation II: 2.0 nmpg
Arguably the jet that started it all, at least for economy-minded operators, the Citation models from the 1980s continue to be among the least expensive to operate.

Gulfstream G200: 1.9 nmpg
With seats for eight, this long-running Gulfstream model has the range to make Atlantic crossings. It made its first flights in 1997.

Hawker 900XP: 1.7 nmpg
This model, built from the late 2000s to the early teens, was popular for its roominess— comfortably seating eight—and its reasonable overall operating costs.

The post The Most Fuel-Efficient Aircraft appeared first on FLYING Magazine.

The instrument panel’s shape on early 172s was very similar to the Cessna 170’s, but in 1959 the panel shape began to morph into what we’ve become accustomed to in the 172. However, the control wheel placement remained in a higher position in those days, which disturbed the visual access to the instruments. Therefore, the control wheel later moved to a lower position on the panel, which not only improved the visibility to the instruments but also made its position more ergonomic.

The swept tail was introduced in 1960 and a new cowl design in 1961, creating a sleeker profile for the Cessna 172 and improving engine cooling. However, no performance changes were noted by the tail redesign. During this time, the instrument panel was modified to make the airplane IFR-capable. With all these changes, the premium version of the airplane got a new nickname—the Skyhawk.

Another marketing scheme for Cessna’s single-engine models was the Omni-Vision window. Omni-Vision is a wraparound rear window first introduced on the Cessna 182 and 210 models in 1962. The Cessna 172 fuselage was modified to fit the new window configuration in 1963, and the forward visibility was also improved with the installation of a one-piece windshield.

Like the Cessna 170, the original 172 used the six-cylinder, 145-horsepower Continental O-300 engine. In 1968, the powerplant was replaced with a four-cylinder Lycoming O-320 producing 150 hp. This was the engine originally intended for the 177 Cardinal. Later versions had a 160 hp O-320, and a 180 hp Lycoming O-360 also became a popular option.

• GALLERY: The Evolution in Pictures

After 10 years of suspended production owing to a soft market for new airplanes, and an onerous product liability environment, Cessna resumed production of the Cessna 172 in 1996 with the Cessna 172R model. This was the first time the Cessna factory made a full commitment to a fuel-injected 172 (the R172H XP was produced for a period of four years beginning in 1977 with a fuel-injected, 195 hp Continental engine). The new Skyhawk was originally equipped with a 160 hp Lycoming IO-360.

Many avionics panel modifications were made through the years, but arguably the most significant one happened in 2005 when the 172 was outfitted with an all-glass G1000 avionics suite. The first edition had MFD capabilities such as what is now SiriusXM weather, plus traffic and terrain, and was linked with a Bendix King KAP 140 autopilot. Versions beginning in 2008 feature the fully integrated Garmin GFC 700 autopilot.

As in most years, Cessna introduced a new paint scheme for the current-model Skyhawk. There were some worthy upgrades starting with the 2012 model. The ADS-B capable Garmin GTS 800 TAS provided directional audible alerts for traffic (for example, “traffic, 1 o’clock, high, two miles”) and automatically pulses the landing lights when a traffic target gets close. Customers could also add an EVS system to the 2012 Skyhawk.

Ten years later, for the 2022 model year, the Cessna 172S features the Garmin G1000 NXI integrated flight deck, with ADS-B In and Out, wireless database and flight plan loading, angle of attack indication, and the Garmin GI 275 electronic standby instrument.

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