Risen Aircraft

Risen Aircraft - The followings video, recorded at Aero 2015, has been viewed more than 600,000 times. The design was new then but it has continued to attract interest. Designer Alberto Porto shows us around his intense speed machine.

The company website changed since the video was uploaded. Go here for more. Impressive. 200 ktas would be great over a decent distance, but could be more of a hindrance than a help on a short hop!

Risen Aircraft

Over distance, one might expect to carry a fair amount of luggage but the website presently is quiet on realistic luggage limits. The aircraft has a length of 6.8m and a wingspan of 9m. It features an airframe constructed with a reinforced carbon safety cell structure as well as a monocoque seamless fuselage with a v-tail.

First In America

It needs less than 200m for take-off or landings. Two electric computer-controlled flaps give the aircraft a very low stall speed. The aircraft features a Dynon glass cockpit integrated with two 10in touch screens and an additional 7in central display.

The avonics include an electric trim and flap operation. It also includes two-axis autopilot and a computer for flap control. It comes with an electric trim and flap operation. 5) The aerodynamics of the plane is so good that the plane glides pretty well through turbulence.

It is the best I have seen. Keep in mind the risen is one very small plane. So... fly safe. The appeal is obvious. What pilot doesn't like the idea of ​​flying faster? Even those of us who enjoy low-and-slow Part 103 ultralights remain intrigued by the idea of ​​going fast, eating up the miles en route to a destination.

[Article updated 5/31/21 with additional information. —DJ] 6) With the negative euro to dollar exchange rate, my guess is the Risen SV is around $300,000 or a bit more. The Risen with the Rotax 912 or 914 engines are closer to $270,000 right now.

-Kilometer Barrier Falls

Plus it takes twice as long to build the SV than the standard Risen. In 2019 and early 2020, before Covid, Troy spent time in Italy building his Risen using Porto Aviation’s building-assist program. His family joined him, enjoying the beautiful surroundings of Lake Como and the Italian Alps while Troy worked on his aircraft.

Porto is located near the Swiss/Italian border. 2) The thin carbon fiber shell is very strong and works well with 1320 lbs but add more weight and the need for a thicker carbon fiber could become necessary.

That adds weight and moves the plane out of the European Microlight division which I doubt Alberto wants to do. However you may say the name, Risen is one ripping-fast aircraft. Below you’ll read about its latest speed record but Americans may be interested to hear the first example is now tearing up the skies over Montana.

I hear people say that a lot. Remember that the plane flies between 43 and 242 MPH. That give you a lot of speed options for your particular flight. Nobody says you have to go wide open on a short hop.

Just like you don't have to go 90 MPH in your car to the corner store to pickup a pack of smokes. 🙂 This article explains the record-setting task in more detail. For now, suffice it to say that whatever the records body, FAI, says, Troy Jones’ Risen is one of the fastest light planes in the USA.

I'll bet it won't be the last. The Risen is offered in three different standard paint schemes, as well as internal finishings including Race, Sport and Elegance. The Race model comes with carbon surfaces, whereas the Sport includes surfaces in aluminum and the Elegance model includes all surfaces in walnut colour.

The aircraft offers a cruising speed of 290km/h, maximum horizontal speed of 315km/h, stall speed of 55km/h with flaps and never-exceed speed of 350km/h. Its range is 1,063km at 312km/h of maximum continuous speed and 1,288km at 75% of power and 290km/h speed.

As summer 2020 arrived, the building was completed and Porto Aviation finished the task by painting the aircraft and packing it in a standard 20-foot container for shipment to the USA. After long delays related to Covid, Alberto Porto traveled in early December to Lander, Wyoming to be present during the aircraft inspection by a DAR.

Giving his first U.S. bird a careful introduction, Alberto provided ground training with Troy and his flight instructor, John Larsen. Some give-and-take between producers of speedy light aircraft — reported here — prompted Alberto Porto go show his design’s prowess in a more similar comparison.

FAI record attempts are done in multiple categories to accommodate aircraft of many types. Of course, rules exist for each of them but rules are sometimes changed or viewed differently by new judges. Rather than getting caught up in rule writing, Alberto vowed to recover his record.

4) The Risen can easily be flown IFR as it has full IFR avionics. Alberto flew across the Atlantic with his plane, using a Rotax 912 ULS 100 hp engine and full 52 gallon long range tanks that are an option.

I doubt the US restricts it. As you know I have been a great fan of Alberto Porto’s work his. He seems to get more from the Computational Fluid Dynamics than anyone I have come across.

But his other expertise in eliminating everything that can be removed so that only the best is left, is unique to plane building. But he sure it certainly works and the numbers tell the story. “Can anyone see us claiming that our Risen 914 is now 62.94 kilometers per hour (34 knots) faster than the same Risen 914,” Porto Aviation asked?

“Of course not. It’s still exactly the same aircraft, but at different flight conditions.” The biggest handicap of all these (Microlight) planes is that no IFR flight is legally possible (I mean by IFR rules, not necessarily in IMC).

But fast and long distance flying makes sense only when under IFR where you don’t have to deal with airspace restrictions. Including his 40 hours of flying in a designated area as is common for all Experimental-Amateur Built aircraft, Troy has now logged about 50 hours in the 48-inch-wide speed machine.

His Risen His is powered by a turbocharged Rotax 914 as Lander airfield (KLND) has a 5,588 foot field elevation. With this engine, his Risen can handle the density altitude well and can hit 200 knots while boasting a typical cruise of 180 knots.

Climb exceeds 1,500 feet per minute. At the end of 2020, on December 10th Porto Aviation Group celebrated an accomplishment: “We got the first ‘November’ tail in the air.” They refer to a a Risen with N-numbers on it as the first U.S.-registered model in America.

The aircraft is fitted with a Rotax 912 ULS four stroke-engine generating 100hp of power, which can be driven by a custom-made propeller. It is fitted with two standard anti-explosion and anti-fire fuel tanks under the wings.

The fuel tanks have a combined capacity of 85l. 1) The weight limit is a negative factor when flying above FL180. You can use a light weight Inogen G2 oxygen concentrator for weight savings but adding built in oxygen with masks adds to the overall weight limit of 1320 lb limit.

In my mind 18,000 feet could end up being the service ceiling. Their launch customer is a long, tall medical doctor looking for a fast, efficient, and economical commuter and travel aircraft. “Troy Jones was exhausted with long car drives and hotel overnights,” said Porto Aviation.

“He preferred to fly his own aircraft so he could get home to his family by end of day.” Porto points out that the new LTF-UL2019 certification standard for 600kg microlights no longer limits the stall speed to 65km/h, but a significant higher +80km/h, which is what allowed him to make the changes to the airframe.

Porto Aviation excitedly released this news: “Friday early morning, April 16th 2021, Alberto Porto and Yasemin Arslan van Deursen flew a Risen to 400.45 kilometers per hour (248.8 mph) on a 15-kilometer straight course, a first for any [European] ultralight.

Jones stands 6 feet 9 inches so finding an aircraft that could accommodate his tall frame was not easy. After discovering Risen, Troy emailed with designer Alberto Porto subsequently booking a trip to Italy to see if he actually fit.

For technical people, Porto Aviation wrote, “The 2015 Risen 912ULS record (323.84 km/h or 175 knots) was beaten in 2019 by the Risen 914 (337.51 km/h or 182 knots). Both are MSL and ISA and you are comparing apples with apples.

It's a difference in speed that is in line with the increase of horsepower, laws of physics-compliant. Yet, we claim today with the same Risen 914 at FL100 a speed of 400.45 kilometers per hour or 216 knots.”

If you are intrigued by Risen but not sure you want the cost, complexity, or maintenance of a retractable-gear aircraft, Porto Aviation offers a fixed-gear version called Siren. Besides stiff-legged gear, Siren uses a simpler split flap system.

Many of these aircraft can be purchased as an experimental project and be fitted ifr. Anyway you ned to be ifr skille and to that have a license that also let you fly an experimental. So anyway no barriers to fly ifr.

According to Porto, Risen has “a fully modular cockpit that can be adjusted to any owner requirements.” They believed the sleek aircraft could easily accommodate a pilot of Troy’s height. It did and a purchase was arranged.

I used a bit of English humor in the lead photo saying “Risen Shine,” meant to play off “Rise and shine,” a get-out-of-bed-and-get-to-work phrase common in the U.S. The truth is, you don't pronounce it RYE-sen.

Porto Aviation Group marketing man Stéphan D’haene clarified that they say REE-sen. Staying within European guidelines, the speedy Risen weighed a maximum of 472.5 kilograms (1,042 pounds) and demonstrated stall at less than 65 kilometers per hour or 35 knots).

While the Europe-wide EASA now has a 600 kilogram (1,320 pound) class matching international LSA, individual European nations also have the “ultralight” class. In this classification, max weights are 450 kilograms without an emergency airframe parachute or 472.5 kilograms when so equipped;

parachutes are mandatory in Germany and other nations accept this safety allowance.

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Small Aircrafts

Small Aircrafts - However, as commonly used, and in the most basic sense, small airplanes have generally been considered fixed wing aircraft that are not transport category airplanes (that is, fixed wing airplanes type certified to standards other than 14 CFR part 25).

Therefore, for the purposes of this site, small airplanes are fixed wing airplanes that are not transport category. Depending on the category, small airplanes can reach up to 19,000 lbs maximum takeoff weight. Note 2: As of February 12, 2018, the above SSD list with part 23-62 does not account for the amendment 23-62 errors yet.

Small Aircrafts

When the FAA Equivalent Level of Safety (ELOS) for the 23-62 errors is issued, there may be a few more SSDs introduced when compared to CS 23. Note 3: The above SSD pairings do not include the additional EASA High Performance and General Certification Review Items (CRIs) which add additional EASA Special Conditions, Equivalent Safety Finding (ESFs), deviations, and method of compliance (MOC) that may introduce additional

Small Airplanes Issues List Sail

differences in certification requirements, which could become another set of SSDs. When these EASA additional CRIs are part of the incoming project, the Small Airplane Standards Branch will evaluate them to determine if they impact the FAA requirements and if a new set of SSDs are required.

In order to ensure that certification issues are identified upfront for all small airplane projects, the Aircraft Certification Service, Policy and Innovation (P&I) Division maintains a product issues list of known certification-related issues that may require P&I involvement – ​​the Small Airplane Issues List

. The Small Airplane Issues List is intended to contain all known certification issues; however, new certification issues are identified periodically. For example, the first time a new design feature is certified on a small airplane, the design feature would not be on the Small Airplane Issues List, but would still require P&I involvement.

Secure .gov websites use HTTPS A lock ( LockA locked padlock ) or https:// means you've safely connected to the .gov website. Share sensitive information only on official, secure websites. What is a "small airplane?" 14 CFR part 1 defines a small aircraft as an aircraft of 12,500 lbs or less maximum certified take-off weight.

Therefore, any airplane, including transport category airplanes, could be considered small by the Part 1 definition if the airplane is less than 12,500 lbs. Secure .gov websites use HTTPS A lock ( LockA locked padlock ) or https:// means you've safely connected to the .gov website.

Share sensitive information only on official, secure websites. Is a small airplane the same as a General Aviation aircraft? No. General aviation aircraft are aircraft operated under 14 CFR part 91 rules, which could be any category of airplane, including transport category and rotorcraft.

Additionally, airplanes operated under 14 CFR parts 121 and 135, which may include small airplanes, are not considered General Aviation aircraft when operated under these rules. My airplane meets 14 CFR part 25 (transport category) requirements.

Does this mean I can assume it will meet small airplane (14 CFR part 23) requirements? No. The applicable design standards are based on the type and operation of the airplane. For example, differences in items such as pilot training and minimum aircrew requirements may result in more stringent flight deck design standards in 14 CFR part 23 airplanes than part 25. Therefore, the applicable requirements for each category of airplane should be reviewed separately.

These example sentences are selected automatically from various online news sources to reflect current usage of the word 'aircraft.' Views expressed in the examples do not represent the opinion of Merriam-Webster or its editors. Send us feedback.

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Thailand Aircraft Carrier

Thailand Aircraft Carrier - As it was, reports indicated that, as of 1999, only two of the Thai Harriers were typically available at any given time, mainly due to engine issues. A donation of 20 spare engines from the United States was needed to keep the fleet going as the effects of the Asian financial crisis were felt hard.

In the meantime, Chakri Naruebet is much more likely to be seen taking part in exercises as Thailand seeks to expand military relations with other naval powers, or in its home port at Sattahip. Here, curious tourists have the rare opportunity to go aboard an operational carrier — although its days as a 'Harrier carrier' are fast becoming a distant memory.

Thailand Aircraft Carrier

By the early 2000s, the Harriers were going to sea aboard the carrier rarely, if at all, and in 2006 it was reported that the jets had been retired from service. Undoubtedly impressive when working properly, the aircraft was, without doubt, a serious drain on resources and funds, and imposed huge training demands.

This is the version of our website addressed to speakers of English in the United States. If you are a resident of another country or region, please select the appropriate version of Tripadvisor for your country or region in the drop-down menu.

more After World War II, during which Thailand entered a military alliance with Japan, the RTNAD was re-equipped with mainly American and British types, but a mutiny within the navy led to its assets being transferred to the Royal Thai Air Force in 1951.

It wasn't until 1963 that the RTNAD resumed operations with its own equipment, including HU-16 Albatross amphibians. Rather than acquiring a second-hand aircraft carrier, which had been the normal route for smaller naval powers, Thailand chose to buy a brand-new vessel.

In 1991 an order was placed with the German shipyard Bremer Vulkan. This deal was canceled, reputedly due to German national law preventing the export of aircraft carriers for offensive purposes, and instead, the order went to the Bazán shipyard in Spain.

Taken into Royal Thai Navy service in August 1997, the same day it was named, the Chakri Naruebet made its home at Sattahip Naval Base in Chon Buri, close to U Tapao, the main base of the RTNAD fleet.

Reportedly, efforts were made in 2003 to secure secondhand U.K. Royal Navy Sea Harrier FA2s, which would have been far more capable, especially in the air defense role. Regardless, no Sea Harrier deal was ever signed and the United Kingdom retired the Sea Harrier in 2006.

These were AV-8S aircraft, known in Spain as Matadors, and with very basic avionics, making them capable of daytime ground attack with unguided bombs and rockets and limited air defense with AIM-9 Sidewinder missiles. A wet-film camera fitted in the nose could be used for reconnaissance.

The RTNAD's A-7s, capable of missions including maritime strike, reconnaissance, and even combat air patrols, were potent jets, there was never any question they would go aboard the new carrier, which was completed with no catapults or arrester gear and with a

ski-jump ramp on the bow. This was tailored for operations by Harrier short takeoff and vertical landing (STOVL) jets. In another sign of local modernization efforts, the Royal Thai Navy has recently tested the locally developed MARCUS-B, or Maritime Aerial Reconnaissance Craft Unmanned System-B, a roughly 90-pound vertical takeoff and landing drone, aboard the carrier.

The payload of the MARCUS-B was not specified, it would clearly lend itself to different surveillance sensors, and potentially also light weapons. While the carrier could easily accommodate smaller VTOL drones like this, it could potentially also operate larger UAVs, an area of ​​increasing interest for operators of flattop vessels.

Some efforts have been made to enhance the combat capabilities of the carrier, with Saab being contracted in 2012 to install a new command and control system and a Sea Giraffe Agile Multi-Beam radar. Improved datalinks were also fitted and these were put to the test in an exercise last year when the carrier operated in a networked fashion with Royal Thai Air Force Gripen fighter jets and Royal Thai Navy frigates.

By now, the U.S. Marine Corps and the U.K. Royal Air Force were operating second-generation Harrier IIs, with night-attack capability and, in the case of the AV-8B Harrier II+, AN/APG-65 multi-mode radar, first flown on the jet in 1992. The APG-

65 made the AV-8B compatible with AIM-120 AMRAAMs and AGM-84 Harpoon anti-ship missiles, although, in practice, only the AMRAAMs were introduced to service, some years later. This suggests that there are plans, at least, for the carrier to undertake more operational roles, such as amphibious warfare and regional force projection.

While Thailand has sought a neutral role in the territorial disputes over the South China Sea, as well as conducting military maneuvers with China, the carrier could be a useful asset in future show-of-force or peacekeeping missions in the region.

Last year, together with two escorts, Chakri Naruebet completed a rare appearance in the Singapore Strait. That could also signal an intention for the carrier to operate more widely in the region. As for the Chakri Naruebet, the vessel remains the flagship of the Royal Thai Navy, although it is now referred to as an 'offshore patrol helicopter carrier.' The warship has been used for several notable disaster relief operations, including in response to the 2004

Indian Ocean tsunami and flooding incidents in Thailand. The carrier is well suited to disaster relief and humanitarian missions, with the ability to serve as a forward base for helicopters and small boats and to receive casualties while transporting food and supplies.

In fact, while Thailand introducing an aircraft carrier capable of fixed-wing operations came somewhat out of the blue, the country has a long history of naval aviation. The Royal Thai Naval Air Division, or RTNAD, started life back in 1938 after the Siamese Revolution had ended the era of absolute monarchy and began to introduce democracy.

In the years leading up to World War II, the RTNAD flew a collection of seaplanes and floatplanes, most of them from Japanese or British production. But that was before the late 1990s Asian financial crisis.

Bangkok's grand plans for its carrier were significantly hobbled as a result of the region's economic downturn. Commissioned in 1997, the same year the financial crisis struck the country, the Chakri Naruebet — which means "Sovereign of the Chakri dynasty," the Thai monarchy's ruling family — was mostly consigned to sitting in port due to funding shortfalls.

In the early 1990s, around the same time that Thailand was negotiating the purchase of two squadrons of ex-U.S. Navy A-7s, the country also began efforts to establish an aircraft carrier capability, together with an air wing of Harrier attack jets.

At the time, no other country in Southeast Asia possessed an aircraft carrier capable of any kind of fixed-wing operations. The closest such capability, geographically speaking, was in India, where Sea Harriers flew from the veteran carrier Vikrant and the ski-jump-equipped Viraat.

The addition of the jump jets to the RTNAD, within which they comprised 301 Squadron, was unquestionably a point of pride for Thailand although, in practice, they proved — unsurprisingly — hard to support. Thailand had been negotiating a number of extra airframes from the United States for use as a source of spares, but it seems that lack of funds meant this never happened.

Towards the end of the 20th century, the RTNAD was built up to become one of the most powerful naval air arms in the region, including long-range P-3 Orion maritime patrol aircraft and A-7 Corsair II attack jets flown from land bases.

. Modern helicopters, like the Sikorsky S-70 Seahawk and S-76 also arrived, to operate from Royal Thai Navy warships. As planned, the carrier also had a fairly robust organic air defense capability, with Sea Sparrow and Mistral surface-to-air missiles and four Phalanx CIWS.

However, the Sea Sparrow launchers do not appear to have been fitted and the functionality of the overall air defense system has been questioned. The design of the carrier, officially named HTMS Chakri Naruebet, was strongly influenced by the Príncipe de Asturias built for the Spanish Navy, but the Thai vessel was around 44 feet shorter for a length of just under 600 feet.

Fully loaded, the carrier displaced 11,485 tons. This made it the world's smallest functional aircraft carrier at the time. For comparison, the U.S. Navy's future Flight III Arleigh Burke class destroyers will be 509 and a half feet long and displace around 10,864 tons.

For all its revolutionary technology and the unique operational advantages it can convey, the Harrier jump-jet has always remained a strictly niche combat aircraft. While advanced second-generation Harrier IIs today remain in service with the U.S.

Marine Corps, Italy, and Spain, the first-generation, British-developed Harrier has long gone. Of the handful of operators of these earlier Harriers, Thailand stands out as the most surprising. And the story of the AV-8 Harrier and Thailand's sole aircraft carrier is undoubtedly an unusual one.

According to The Diplomat, Thailand's AV-8S Matador (Harrier) accompanying jet fleet was withdrawn from service in 2006, leaving Bangkok with an aircraft carrier without any actual aircraft. Thailand experienced a military coup that same year, along with a second one in 2014.

The RTNAD received seven single-seat AV-8S and two twin-seat TAV-8S aircraft, negotiating their purchase from the U.S. government (as the original supplier) beginning in October 1993. Reportedly worth around $100 million including spares, support, and training, the jets were refurbished by the CASA company in Spain and were on board the Chakri Naruebet when it arrived in Thailand.

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Shuttle Carrier Aircraft

Shuttle Carrier Aircraft - The only payload I know of SCAs carrying externally aside from the orbiters was Boeing's X-45C Phantom Ray UCAV. #905 ferried it from St. Louis to Edwards AFB where it would be tested back in 2010. That was actually a far more involved mission than one may assume as strapping one plane to another is never a simple task, but the SCAs and the NASA-Phantom Works team got it done

. Last Modified: July 1, 2002 Responsible NASA Official: Marty Curry Curator: PAO Webmasters The jet was also limited to just .6 Mach and a low 15,000-foot ceiling when lugging an orbiter on its back. This meant that each mission to Kennedy would require three stops and would take two to three days to complete.

Shuttle Carrier Aircraft

A pathfinder aircraft would also have to fly the route ahead of the SCA to make sure there were no storms along the way that could damage the orbiter's delicate thermal shield made out of LI-900 silica tiles or induce high loads on the mated pair of flying

machines. Both of the SCAs were retired in 2012 as the Shuttle Program finally came to an end. Parts primarily from #911 are being used to keep NASA's 747SP SOFIA flying observatory operational. #911 is on display at Plant 42 in Palmdale, where the Orbiters were built.

#905 was the last to fly an Orbiter, delivering Endeavor to Los Angeles before heading to Houston to be put on static display at Space Center Houston with the orbiter mockup Independence placed on its spine.

The SCA's fuselages were strengthened and a strut system was installed to accommodate lugging a 170,000-pound Orbiter on the spine of the aircraft. The SCA's cockpit avionics were also enhanced as were the aircraft's JT9D turbofan engines.

Vertical stabilizers were installed on the horizontal tail sections to overcome directional stability lost by the orbiter blocking a good portion of the 747's substantial vertical tail. A ballast system was also implemented to keep the aircraft's center of gravity within operating limits when the Orbiter was not attached.

But without a mission and NASA having another first generation 747 to support, not to mention the increasing costs and challenges of maintaining old 747s, by the end of 2012, it was the SCA's time to bow out of service.

But what wonderful and effective machines they were, which could only have been the case due to the dedicated NASA employees who truly loved and cherished these aircraft during the Shuttle's reign. On Saturday (April 14), Discovery is set to roll out from the Vehicle Assembly Building, the 52-story building where it's gone through recent processing, to the Shuttle Landing Facility, the expansive runway where space shuttles touch down when they land at KSC

. Thankfully this capability was never used, but in 1983, an SCA packing the test Orbiter Enterprise flew across the pond for a tour of Europe. This included making an appearance at the Paris Air Show.

In order to get there, the SCA stopped in Goose Bay, Keflavik, RAF Fairford, and went on to make appearances in West Germany, France, and Italy. As part of the conversion process, both 747s were stripped of almost all their interior airliner accouterments, including insulation and inner fuselage paneling, to save weight.

Just a handful of first-class seats located in the aircraft's nose section were left to ferry a limited number of NASA employees on cross-country missions. Once Discovery is lifted in the air by the Mate-Demate device, the Shuttle Carrier Aircraft will roll beneath it, positioning itself under the belly of the orbiter, which can then be lowered down and attached via three struts protruding from the Boeing's fuselage.

Remembering this amazing shot, I posted the photo on Twitter last night and it received such an amazing outpouring of love that I had to do a story on it and especially on the SCA and its own awesome but relatively humble history.

The addition of an external orbiter resulted in the otherwise totally stripped 747's spritely performance turning into the exact opposite. An aircraft that had intercontinental range by design now had to stop multiple times to refuel just to make it between Edwards AFB in California to Kennedy Space Center in Florida.

The SCA could only fly about 1,000 nautical miles with the orbiter attached as opposed to 5,500 without it. The most amazing feat the SCA concept ever accomplished had nothing to do with repositioning the orbiter, it had to do with launching it off its back.

The relatively terrifying task of acting as a launch platform for Enterprise during the high-risk Approach and Landing Tests (ALT) phase of the Shuttle Program is still something to behold. The Space Shuttle has such a colorful history, one full of obscure but fascinating facts, but the program wouldn't have been possible without the Shuttle Carrier Aircraft that called Dryden/Armstrong home throughout their second-shots at life working for NASA.

Both of the SCAs, NASA #905 and NASA #911, were Boeing 747-100 series jumbo jets and acquired second hand and deeply modified to be able to lift the orbiters aloft. #905 was bought from American Airlines in 1974 and was first used by NASA for wake turbulence testing before being selected for the Shuttle program.

#911 was purchased from Japan Airlines in 1989. I was told that the photo, taken in December of 2008 as Endeavor made its voyage back to Kennedy Space Center in Florida, was one of the most beloved in at the installation and that it was shot by one of NASA's most acclaimed photographers, Carla Thomas

. If I remember correctly, the photo was planned ahead of time and executed perfectly from the back seat of Armstrong's F/A-18B. The aircraft had rolled inverted—or near inverted—to capture the unique angle of the loaded-up SCA.

NASA was interested in potentially porting the E-4B and KC-747's aerial refueling capabilities over to the SCA design and tests were flown behind a KC-135, but for a number of reasons the concept didn't make it out of the exploratory phase

. At the Dulles airport, the attachment process will be performed in reverse. Discovery will be demated from its ride and lifted into the air by a pair of giant cranes (there's no Mate-Demate gantry here).

Then the Shuttle Carrier Aircraft will back out from under it. To load the shuttle onto the jet, NASA uses a giant gantry-like machine called the Mate-Demate device. This contraption uses two 100-foot steel towers with a massive lift beam in between them to hoist the orbiter off the ground.

When I saw the SCAs up close just months before they were decommissioned, they were absolutely immaculate aircraft. They could have just rolled right off the production line, they looked so fresh and clean. In terms of age and usage, neither could be considered extremely high-time when it comes to first generation 747s, but #905 was really a lightly used aircraft for its age.

The Shuttle's nozzles and abrupt trailing edge change the airflow behind the spacecraft, with far more turbulent air buffeting the SCA's empennage, so that evolution was also potentially dangerous. Two of these test flights occurred, which successfully closed out the ALT phase of the Shuttle's development.

NASA 905 flew 70 of the 87 ferry missions during the operational phase of the shuttle program, including 46 of the 54 post-mission ferry flights from Dryden to the Kennedy Space Center. After the orbiters were retired, NASA 905 flew three ferry missions to deliver the shuttles Discovery, Enterprise, and Endeavor to museums where they are currently on display.

Upon its retirement in late 2012, it had flown 11,018 flight hours over 42 years, both as a commercial jetliner and as a NASA space shuttle carrier, and had made 6,335 takeoffs and landings... Due to a large number of contingencies that could occur during a Shuttle mission, especially during launch, an orbiter could end up diverting to one of the dozens of large airstrips located around the globe and specially outfitted with the unique instrument landing system that made consistent and

safe recoveries of the orbiter possible. Crews at these sites would also be ready to respond to a stricken orbiter and its potentially badly injured crew. But if an orbiter were to land in Dakar, Senegal following an emergency, NASA would need to get it out of there as fast as possible.

Clara Moskowitz is a science and space writer who joined the Space.com team in 2008 and served as Assistant Managing Editor from 2011 to 2013. Clara has a bachelor's degree in astronomy and physics from Wesleyan University, and a graduate certificate in science writing from the

University of California, Santa Cruz. She covers everything from astronomy to human spaceflight and once aced a NASTAR suborbital spaceflight training program for space missions. Clara is currently Associate Editor of Scientific American. To see her latest project, follow Clara on Twitter.

This is where the SCA would swoop in and begin the processing of a remote site loading operation. In some cases, the orbiter's payload would have had to be removed from the orbiter's payload bay and flown back separately by military cargo aircraft due to SCA weight restrictions.

Separating a single flying thing into two flying things can be a dangerous act no matter how much data there is to predict the outcome. And it's not like the crew of the SCA had ejection seats to get them out of the aircraft quickly if the Shuttle slammed back into its mothership during the separation trials.

A crew escape tunnel similar to the one added to the first 747 prototype was installed in #905 before the ALT phase began in case the aircraft lost control and the crew had to bail out.

Later on, it was deleted due to fear of the crew being ingested into the engines and because the SCA had proven itself safe and reliable at carrying the orbiter around. Editor's Note: If you snap a photo of Discovery flying over Washington on its way to the Smithsonian, and would like to share it with SPACE.com for a possible story or gallery, please contact managing editor Tariq Malik at tmalik-at-space.

com. The linked vehicles will then take off the runway much like a normal airliner and fly up the Eastern seaboard to the Udvar-Hazy Center, a hangar-turned-museum near the Dulles International Airport. Before they land at the airport, however, the two are scheduled to take a twirl roughly 1,500 feet above major landmarks in Washington, D.C., so people on the ground can welcome Discovery.

But regardless of the escape tunnel being available, there was a pretty good chance that if the two huge flying bodies made contact that a big fireball full of debris would result. Even after the initial three separation/ALT trials were successful, Enterprise and SCA #905 had to go through it all again, this time with the aerodynamic fairing over the Orbiter's rump removed.

It was a slow, intricate, and expensive process with each trip costing hundreds of thousands of dollars. When you factor in loading and unloading the orbiter via a custom-built gantry, the process involved a team of over 170 people to accomplish.

But putting the complexities of its mission aside, there was added flexibility that the SCA brought to the Space Shuttle program that is rarely talked about. After Discovery arrives at the Smithsonian, the museum's current orbiter on display, the prototype shuttle Enterprise, will be loaded onto the same carrier aircraft to be ferried to its new home: the Intrepid Sea, Air and Space Museum in New York City.

Originally the Shuttle Program eyed Lockheed's C-5 Galaxy as the best candidate for the SCA, one of the C-5's many imagined potential roles—but the 747 was deemed a better fit due to its low-wing layout and its tail configuration, among

other factors. The space shuttle Discovery, which flew its last mission in March 2011, has been undergoing preparation for museum life at the Kennedy Space Center (KSC) in Cape Canaveral, Fla. If weather permits, on Tuesday (April 17), Discovery will fly atop a modified Boeing jet to the Smithsonian National Air and Space Museum's Stephen F. Udvar-Hazy Center in Chantilly, Va., where it will spend the rest of its days.

"When you think of the pilot that will be flying the Shuttle Carrier Aircraft, to the ferry manager, to coordinating with the FAA and the various Air Force and military facilities between Florida, Washington, D.C. and then to New York," Rasco said.

"We've had different meetings with airport operations at different airports to make sure the security is appropriate. We've had outreach and communications efforts that make up the non-technical side. And then you have the whole technical team that has just pulled

together to choreograph it. It's going to be really great." Once the jet is out of the way, the huge cranes will lower Discovery near the ground. Before settling it there, Discovery's landing gear wheels will be extended out from its underside, so it can touch down on the ground with them.

Upon his [#911] retirement on Feb. 8, 2012, it had amassed 33,004 flight hours over its 38-year flight career, including 386 flights as a NASA shuttle carrier aircraft, 66 of which were flights with a space shuttle mounted atop the fuselage.

It flew 17 of the post-shuttle-landing ferry flights from Edwards to Kennedy.

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Reciprocating Engine Aircraft

Reciprocating Engine Aircraft - • Federal Rulemaking Portal: Go to regulations.gov. Follow the instructions for submitting comments. All content on this website, including dictionary, thesaurus, literature, geography, and other reference data is for informational purposes only. This information should not be considered complete, up to date, and is not intended to be used in place of a visit, consultation, or advice of a legal, medical, or any other professional.

by the Veterans Affairs Department on 03/02/2023 • Fax: (202) 493-2251. Predominantly, reciprocating aircraft engines operate on a four-stroke cycle, where each piston travels from one end of its stroke to the other four times in two crankshaft revolutions to complete one cycle.

Reciprocating Engine Aircraft

The cycle is composed of four distinguishable events called intake, compression, expansion (or power), and exhaust, with ignition taking place late in the compression stroke and combustion of the fuel-air charge occurring early in the expansion stroke.

Suicide Prevention Grant Funding

These spark-ignition engines use specially formulated aviation gasolines. See Internal combustion engine Title 49 of the United States Code specifies the FAA's authority to issue rules on aviation safety. Subtitle I, section 106, describes the authority of the FAA Administrator.

Subtitle VII: Aviation Programs describes in more detail the scope of the Agency's authority. • Mail: U.S. Department of Transportation, Docket Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New Jersey Avenue SE, Washington, DC 20590.

Reciprocating aircraft engines are used in about 86% of all powered aircraft flying in the United States. Most of the aircraft powered by these engines belong to the general aviation segment of the domestic aviation fleet.

The reciprocating aircraft engine is used to power single-engine and multiengine airplanes, helicopters, and airships. It is the main engine used in aircraft for air taxi, pilot training, business, personal, and sport flying as well as aerial application of seed, fertilizer, herbicides, and pesticides for farming.

Authority For This Rulemaking

Radial reciprocating engines are those that feature radial-motion cylinders. The cylinders move outwards from the crankcase. Radial reciprocating engines are typically used in small narrow-body passenger airplanes. You won't find them in many wide-body airplanes. Radial reciprocal engines can have anywhere from a half-dozen to 30 cylinders, all of which are mounted in a perimeter around the crankcase.

During use, the cylinders move outwards from the crankcase that they surround. by the Fish and Wildlife Service on 03/02/2023 The FAA has included all known costs in its cost estimate. According to the manufacturer, however, some of the costs of this AD may be covered under warranty, thereby reducing the cost impact on affected operators.

Section 553(b)(3)(B) of the Administrative Procedure Act (APA) (5 U.S.C. 551 et seq.) authorizes agencies to dispense with notice and comment procedures for rules when the agency, for "good cause," finds that those procedures are "impracticable, unnecessary, or contrary to the public interest."

Under this section, an agency, upon finding good cause, may issue a final rule without providing notice and seeking comment prior to issuance. Further, section 553(d) of the APA authorizes agencies to make rules effective in less than thirty days, upon a finding of good cause.

Differences Between This Ad And The Service Information

This AD was prompted by a report of a quality escape involving improper installation of counterweight retaining rings in the counterweight groove during manufacture. The FAA is issuing this AD to prevent departure of counterweight and retaining hardware from the crankshaft assembly.

The unsafe condition, if not addressed, could result in loss of engine oil pressure, catastrophic engine damage, engine seizure, and consequent loss of the aircraft. A fuel-burning internal combustion piston engine specially designed and built for minimum fuel consumption and light weight in proportion to developed shaft power.

The rotating output shaft of the engine may be connected to a propeller, ducted fan, or helicopter rotor. For more information about this AD, contact Nicholas Reid, Aviation Safety Engineer, Atlanta ACO Branch, FAA, 1701 Columbia Avenue, College Park, GA 30337;

phone: (404) 474-5650; email: nicholas.j.reid@faa.gov. 2023-04-08 Continental Aerospace Technologies, Inc.: Amendment 39-22355; Docket No. FAA-2023-0172; Project Identifier AD-2023-00265-E. by the National Oceanic and Atmospheric Administration on 03/02/2023 • You may view this service information at the FAA, Airworthiness Products Section, Operational Safety Branch, 1200 District Avenue, Burlington, MA 01803. For information on the availability of this material at the FAA, call (817) 222-5110.

Confidential Business Information

It is also available at regulations.gov by searching for and locating Docket No. FAA-2023-0172. (5) You may view this service information that is incorporated by reference at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, email:

fr.inspection@nara.gov, or go to: www.archives.gov/​federal-register/​cfr/​ibr-locations.html. 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 U.S. aircraft.

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. by the National Telecommunications and Information Administration

on 03/02/2023 If you are using public inspection listings for legal research, you should verify the contents of the documents against a final, official edition of the Federal Register. Only official editions of the Federal Register provides legal notice to the public and judicial notice

Radial Reciprocating Engines

to the courts under 44 U.S.C. 1503 & 1507. Learn more here. This PDF is the current document as it appeared on Public Inspection on 02/17/2023 at 4:15 pm. It was viewed 1107 times while on Public Inspection.

Not all reciprocating airplane engines are the same. There are three primary types of reciprocating engines used to power airplanes, including radial, in-line and flat. Radial reciprocating engines live up to their namesake by performing radial movements with their cylinders.

In-line reciprocating engines, on the other hand, feature banks of cylinders. Flat reciprocating engines feature horizontally aligned cylinders. There are other types of airplane engines. For reciprocating engines, though, most consist of either radial, in-line or flat.

This site displays a prototype of a "Web 2.0" version of the daily Federal Register. It is not an official legal edition of the Federal Register, and does not replace the official print version or the official

C Applicability

electronic version on GPO's govinfo.gov. This count refers to the total comment/submissions received on this document as reported by Regulations.gov (last updated on 03/01/2023 at 9:00 pm). Agencies review all submissions and may choose to redact, or withhold, certain submissions (or portions thereof).

Submitted comments may not be available to be read until the agency has approved them. For affected engines with an installed crankshaft assembly identified in paragraphs (g)(1) or (2) of this AD, before further flight, do the actions identified in, and in accordance with paragraph III, Action Required, of Continental Mandatory Service Bulletin

MSB23-01, Revision A, dated February 16, 2023 (MSB23-01A). The requirements of the Regulatory Flexibility Act (RFA) do not apply when an agency finds good cause pursuant to 5 U.S.C. 553 to adopt a rule without prior notice and comment.

Because FAA has determined that it has good cause to adopt this rule without prior notice and comment, RFA analysis is not required. This AD will not have federalism implications under Executive Order 13132. This AD will not have a substantial direct effect on the States, on the relationship between the national government and the States, or on the distribution of power and responsibilities among the various levels of government

Endangered And Threatened Wildlife

. Most modem aircraft using engines with up to 336 kW (450 hp) output are powered by air-cooled, horizontally opposed, reciprocating engines. The trend in modern reciprocating engine development is towards lower engine weight and improved fuel economy rather than increased power.

After the effective date of this AD, do not install on any engine a crankshaft assembly having a crankshaft serial number identified in Appendix 1 or Appendix 2 of MSB23-01A, unless the actions required by paragraph (g) of this AD have first been accomplished

for that crankshaft assembly. The FAA is issuing this rulemaking under the authority described in Subtitle VII, Part A, Subpart III, Section 44701: General requirements. Under that section, Congress charges the FAA with promoting safe flight of civil aircraft in air commerce by prescribing regulations for practices, methods, and procedures the Administrator finds necessary for safety in air commerce.

This regulation is within the scope of that authority because it addresses an unsafe condition that is likely to exist or develop on products identified in this rulemaking action. This paragraph provides credit for the actions specified in paragraph (g) of this AD, if those actions were performed before the effective date of this AD using Continental Mandatory Service Bulletin MSB23-01, dated February 13, 2023.

Justification For Immediate Adoption And Determination Of The Effective Date

There are flat reciprocating engines as well. Also known as horizontally opposed engines, flat reciprocating engines are characterized by the placement of their cylinders. They feature horizontally aligned cylinders. The cylinders are placed on opposite ends of the engine.

Each of the cylinders has a pair of pistons, which come together at the combustion chamber. Some of the benefits of flat reciprocating engines include a lower operating temperature, a shorter length and a lower center of mass when compared to other types of engines.

(1) The Manager, Atlanta ACO Branch, FAA, has the authority to approve AMOCs for this AD, if requested using the procedures found in 14 CFR 39.19. In accordance with 14 CFR 39.19, send your request to your principal inspector or local Flight Standards District Office, as appropriate.

If sending information directly to the manager of the certification office, send it to the attention of the person identified in paragraph (m) of this AD.

E Unsafe Condition

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Shark Aircraft

Shark Aircraft - The previous record-holder, Shaesta Waiz, who has served as a mentor to Rutherford throughout the trip, earned the record at 30 years old after piloting a Beechcraft Bonanza around the world. "It's really nice being able to talk to someone who kind of knows what you are going through, knows what kind of challenges you are facing....

Every once in a while, I'll text [Waiz] and I'll say, 'You know I'm flying here now, what was your experience, do you have any tips?' in Southeast Asia apart from her and other worldrounders, so it's great having that person there that I can turn to if I need advice," Rutherford told AOPA while stuck in Alaska waiting on a renewed Russian visa.

Shark Aircraft

We make an overhead approach at the non-towered Warrenton-Fauquier Airport in Virginia and decelerate to 70 KIAS on downwind, then lower the landing gear and flaps. Once fully down, the flaps supply ample drag, and holding the recommended 60-knot approach speed at a descent rate of 500 fpm requires slightly more than idle power.

The 100-horsepower Rotax 912 ULS engine is a thoroughly known quantity. The Italian-made FP Propeller is a variable-pitch, composite model that the pilot treats as if it were a fixed-pitch propeller. There's no separate propeller control, and blade pitch adjusts automatically for optimum engine rpm during takeoff, climb, cruise, and descent.

We are very happy that he has had a safe journey and extremely pleased that Mack decided to avoid the Russian airspace, which is the most common route when circumnavigating the globe. Being Ukraine's neighbor we feel very strongly about the war and oppose it by all means possible.

At only 19 years old, Zara Rutherford became the youngest woman to circumnavigate the globe and the youngest person to fly solo around the world in an ultralight aircraft. In addition to her two Guinness World Records, she has also become the first Belgian to fly around the world alone.

SHARK UL is a two-person light aircraft, manufactured by Shark.aero s.r.o. and is type certified in Germany and The Czech Republic as an "Ultralight Aircraft". Designed for efficient, comfortable long-range, high-speed flight, it's a flight experience like no other, with its fighter-like design and performance without the cost of a fighter.

The Shark UL can be certified in the US as an Experimental-Exhibition Aircraft. The trip, which Rutherford had hoped to have completed by Christmas, was anything but "blue skies and tailwinds" for the young aviator. From hitchhiking in North Carolina to flying in minus 31 degrees Fahrenheit weather in Russia, Rutherford stayed the course.

The seat is incredibly comfortable and the Kevlar cockpit is surprisingly roomy. The rudder pedals are adjustable; the sidestick control with the hat-style trim switch falls neatly into my right hand, as does the left-hand throttle.

Although this was Rutherford's first solo circumnavigation, she was no stranger to flying over unfamiliar terrain and open water. Her father, a professional pilot who also served as flight operations and sponsorship chair for the mission, had taken Rutherford along on several trans-Atlantic flights prior to the teenager's successful adventure.

"One flight that we did was Texas to India, and that was really fun... So that is kind of some experience where it's really quality over quantity and has been really helpful on this trip," Rutherford told AOPA in October.

The Shark—like competitors Blackshape Prime (Italy), JMB Aircraft VL3 (France), Pelegrin Tarragon (Latvia)—is built under European regulations for "ultralight" aircraft that, somewhat surprisingly, are far less restrictive than U.S. rules for Light Sport aircraft. Europeans don't impose airspeed limits (120 KCAS in the United States), and they allow retractable landing gear and variable-pitch propellers, which aren't permitted here.

Ground steering requires differential braking, and soon we're aligned with the runway for takeoff. Even at nearly maximum gross weight on an 84-degree-Fahrenheit day, takeoff acceleration is smooth and quick, and Baron advises light back-pressure at about 25 KIAS, then holding a shallow nose-up attitude with the nosewheel off the ground.

The airplane flies off the pavement at about 40 KIAS after an eight-second ground roll that covers about 600 feet, against a five-knot headwind. But Baron usually begins by explaining that the Shark is, at heart, a sporty and efficient "twenty-first century airplane" made in Slovakia that uses lightweight materials and complex aerodynamic shapes to deliver a remarkably broad range of performance.

The Shark, for example, stalls at less than 45 knots, yet it cruises at 146 and can reach 159 knots in level flight. As Mack bought himself a second-hand Shark from one of our Danish customers we offered to provide him with technical support during his journey which he hasn't needed as Shark has proven once again it's amazing performance, endurance and reliability.

The wing is so low to the ground that it's easy to step directly onto the wing walk. Climbing into the cockpit is a simple matter of swinging a leg over the side rail, then lowering yourself into the carbon-fiber seat.

Once buckled into the four-point harness, the side-hinged canopy folds over and latches securely into position. A sliding window on the left side of the canopy supplies ventilation on the ground. Specifications Powerplant | Rotax 912 ULS, 100 hp

Propeller | 2-blade constant-speed FP or WoodComp Prop Airframe parachute | Magnum 620 Length | 25 ft Height | 7ft 10in Wingspan | 26 ft Power loading | 13.2 lb/hp Seats | 2 Cabin width |

26 in Empty weight | 650 lbs Max ramp weight | 1,320 lbs Max gross weight | 1,320 lbs Useful load | 670 lbs Payload w/full fuel | 448 lbs Fuel capacity, std 27 gal (24 gal usable) or 40 gal (37 usable)

Baggage capacity | 48 lbs Fuel | 91 Octane E10 gasoline This airplane is set up to be a trainer, so it's rigged for relatively heavy aileron breakout forces that dampen the ailerons, but it creates an artificial feel that I find objectionable.

It takes significant force to break the ailerons out of the neutral position, and they get lighter as deflection increases. Other Shark models aren't rigged this way, and I'd much prefer lighter and more linear aileron forces in nontrainer models.

Pitch forces are light but linear, and they're just about ideal. I pitch for 80 KIAS and bring up the landing gear with a toggle switch on the top left corner of the instrument panel. The gear cycles in about three seconds, and we accelerate to a cruise climb of 110 KIAS.

At 3,000 feet I level off and let the airspeed rise to 140 KIAS while fuel consumption is steady at 5.5 gph. When flying alongside the photoship at 110 KIAS, the Rotax sips fuel at less than 4 gph.

The trailing-link main landing gear looks particularly forgiving, and the wide chord of its low wings seems designed to tolerate a broad range of loads that can shift the airplane's center of gravity fore and aft.

From the cooling "gills" on the side of its engine cowl to the highly swept and pointed vertical tail, the Shark has design elements to fit its name. But the diminutive airplane hardly seems like a fearful predator.

Limiting and Recommended Airspeeds VA (design maneuvering) | 90 KIAS VFE (max flap extended) | 65 KIAS VNO (max structural cruising) | 159 KIAS VNE (never exceed) | 180 KIAS VS1 (stall, clean) | 30 KIAS

VSO (stall, in landing configuration) | 28 KIAS The elevator has enough authority to hold the nosewheel off the ground well after the mains have touched down, and doing so provides aerodynamic braking. We touch down at about 55 KIAS and roll about 500 feet with light braking during rollout with no wind.

Shark ranks among the fastest aircraft in its category and has held world speed records for over 10 years. It reaches a maximum speed of 300 km/h, has a range of 2000 km and consumes 7 liters of gasoline per 100 km.

SHARK.AERO has already produced and delivered more than 120 aircraft to 22 countries. Her VFR-only Slovakian Shark aircraft featured a fuel-efficient 100-horsepower Rotax engine capable of cruising up to 140 knots. The Shark, which proved to be quite dependable throughout the 32,300-mile circumnavigation, was reportedly an easy choice to make for the earthunder.

"It is the fastest microlight in the world... It's just a very safe [airplane that is] efficient fuel wise," Rutherford previously told AOPA. After 155 days of VFR-only flying, weather delays, pandemic complications, and visa hang-ups, Rutherford achieved just what she had set out to do: The teenager departed on a solo flight around the world on August 18, 2021, with the

mission to reduce the gender gap in science, technology, engineering, and math careers in addition to "show[ing] young women that they can be bold, ambitious and make their dreams come true," Rutherford stated. "The revisions to Part 23 here and in Europe have opened a streamlined path for aircraft just like this," Oord said.

"That would be a much better fit, and ultimately easier than trying to change U.S. Light Sport aircraft regulations.” When Baron retired from Navy flying in 2016, he set out to find an airplane that could re-create the feeling of flying a Beech T–34 Mentor, the fixed-wing aircraft he flew during training.

"Some of my happiest times in the Navy were flying solo in the T-34," he said. "I wanted to find something like that without the expense of operating a warbird." "The first question I always get is, 'What is it?'" said Jonathan "J.B."

Baron, a former U.S. Navy helicopter pilot who owns this Shark—the first imported to the United States from Europe—and serves as the sole U.S. dealer. "The next questions are, 'Is it a Light Sport aircraft?' and 'Did you have to build it yourself?'"

But in true Rutherford fashion, the already accomplished aviator has her eyes set on another significant challenge—becoming an astronaut. "I'm really doing it one step at a time because it is a lot of work and chances are slim," Rutherford said previously.

It's unfortunate that U.S. LSA rules include the arbitrary 120-knot top speed and prohibitions against performance-enhancing variable-pitch props and retractable gear. The FAA has stubbornly resisted any changes to the existing rules. But if the new Part 23 opens the door to sleek, fuel-efficient, category-defying aircraft like the Shark, it can't happen soon enough.

U.S. pilots appreciate speed and efficiency as much as Europeans—and airplanes like the Shark could make American skies feel like the speed-limit-free autobahn. Shark Aero, the Slovakian company that manufactures the Shark, doesn't have CS-23 certification, so Baron's Shark is registered as an Experimental-Exhibition aircraft in the United States, which requires him to send the FAA a fax whenever he flies away from

his home airport at Warrenton, Virginia, to attend aviation gatherings elsewhere. Engine information is displayed on a 10-inch Dynon Skyview with a split screen for the primary flight display and moving map. A lightweight Becker com radio is clear and easy to hear, along with the voice-activated intercom.

Performance Rate of climb, sea level | 1,200 fpm Max level speed, sea level | 159 kt Cruise speed @ 90% power, 6.5 gph (max continuous) | 159 kt @ 70% power, 5.5 gph (fast cruise) |

140 kt @ 55% power, 4.5 gph (economic cruise) | 127 kt Service ceiling 13,500 ft G limit | +4/-2 G The Shark is a revelation because it shows that vast improvements in speed and efficiency are available at the light end of the general aviation market.

The Shark and its Euro brethren squeeze more out of 100 horsepower than I would have thought possible—and even more performance is sure to become available with bigger engines, such as the only slightly heavier 135-horsepower Rotax 915 iS engine that first flew in April

2017. The result is a growing niche of small, sleek, efficient, thoroughly modern, factory-built aircraft with astonishing speed and range. The Shark, for example, can cover almost 800 miles at 146 knots, and more than 1,000 miles at 108 knots.

The Blackshape Prime, VL3, and others deliver similar performance. David Oord, AOPA's senior director of regulatory affairs, said the most likely path to bring Shark-like speed and efficiency to the U.S. pilots is through Part 23 reform.

Europe has adopted streamlined certification standards under what it calls Certification Specification 23 (CS-23), which was designed to make it less expensive and time consuming to certify airplanes there. The FAA has reciprocal agreements with European aviation regulators, so airplanes approved under CS-23 could fly here without restriction.

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Sonex Xenos Aircraft

Sonex Xenos Aircraft - Toll Free: 877-477-7823 Customer Service: 800-861-3192 Fax: 800-329-3020 The XENOS is an all metal motor glider that can be flown by pilots that hold a Sport Pilot/LSA license. Also pilots who hold a glider license with a self-launch glider endorsement can fly the XENOS.

Date/timeContributorUpdates 17-Sep-2022 16:56 Captain Adam Added 17-Sep-2022 18:24 harro Updated [Aircraft type, Total fatalities, Total occupants, Other fatalities, Source] 17-Sep-2022 18:37 harro Updated [Registration, Cn, Operator, Phase, Source, Damage] 17-Sep-2022 18:42 harro Updated [Time, Location, Narrative]

Sonex Xenos Aircraft

17-Sep-2022 19:10 TWA Merge Pam Am Updated [Embed code] 17-Sep-2022 19:36 RobertMB Updated [Time, Operator, Location, Nature, Departure airport, Source, Narrative] 18-Sep-2022 01:05 johnwg Updated [Time, Departure airport, Destination airport, Source, Embed code, Narrative, Category] 08-Oct-2022 11:02

Captain Adam Updated [Time, Location, Source, Narrative, Category] The Sonex High Wing was designed for engines of 100 horsepower or greater with a maximum firewall-forward installation weight of 200 pounds and can use the AeroVee, Jabiru, UL Power, and Rotax engines that power other Sonex airplanes.

Please note, Aircraft Spruce's personnel are not certified aircraft mechanics and can only provide general support and ideas, which should not be relied upon or implemented in lieu of consulting an A&P or other qualified technician.

Aircraft Spruce assumes no responsibility or liability for any issue or problem which may arise from any repair, modification or other work done from this knowledge base. Any product eligibility information provided here is based on general application guides and we recommend always referring to your specific aircraft parts manual, the parts manufacturer or consulting with a qualified mechanic.

Baggage capacity will increase by 60 pounds; when flown solo at or under 1,050 pounds gross weight, the aircraft will be able to be operated to aerobatic load factor limits of 6 positive and 3 negative Gs, Sonex said.

The models of the Sonex Aircraft High Wings line will be available with a conventional tail or the signature Y-tail of Sonex's current line of low-wing aircraft, and will be capable of operating from short grass strips.

However, the Oshkosh, Wisconsin-based manufacturer emphasized in an August 23 news release that "winning a STOL competition or flying off a gravel bar is not the intended mission of the aircraft—so many other aircraft already fill that bill quite well."

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