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Impressions of the MC:

Having had an MC in my care for the past 7 days I thought my impressions of the aircraft would be valuable to anyone considering purchase of this aircraft.

The first impression is that “it looks right” – and not only does it “look right” - it also “flies right”!

Previous Flight Design (FD) models (2K, CTSW & CTLS) are somewhat “quirky” in their appearance (and some would say also in their handling) to many observers and pilots – that’s a matter of personal opinion. This aircraft doesn’t strike you that way. Yes it is “fat” up front - but the overall look is that this is a solid aircraft. However the large proportions have been skilfully blended into the overall design.

Being “fat” obviously leads to certain advantages in the cockpit… like the cockpit is a whopping 0.36 mtr (12”) wider than a Cessna 182! This has to be the roomiest cockpit in the Ultra-light/LSA category with the cockpit measuring 1.37 mtr (54”) in width. And if you’re fat… you’ll fit with room to boot! Want to take along the mother-in-law… no problem!

The amount of perspex provides superb vision – probably the best of any LSA aircraft around, but the overhead will most likely need some form of shade for summer operations. Not hard to do with suction cup screens available from any motor sport supplier. A quarter window ensures all-round vision is as good as it gets. But because of the high wing configuration you have to remember to raise the wing in the direction you wish to turn to ensure the sky is clear. This is typical of any high wing aircraft.

Seats offer (approx) 220 mm of fore & aft adjustment as well as infinite adjustment for rake. Vision over the cowl is also very good compared to past FD products and rivals or exceeds any of the LSA aircraft currently available.

Some critiscm… the aircraft I flew is an early production model and certain things need fixing; something the manufacturer has already attended to according to the Australian distributors Shaun Siepel of “Sports Aircraft Australia” (www.sportsaircraft.com.au).

The headset jacks are mounted on the floor behind and between the pilots seats just waiting for someone to slip in a large parcel (or whatever) into the large luggage area – by the way this area takes 50 kgs without putting the CofG outside limits! Later versions will have the jacks most likely in the roof behind the pilots. Remove the BRS and you can carry 67 kgs back there! Try carrying that on your local airline with 2 travelling.

The “Cockpit Heat” & “Carby Heat” controls on the upper glare-shield have the same shape knobs – again this will be addressed in later versions by changing the colour and shape of the individual knobs. Very obviously FD listen to their customers.

This particular aircraft also has a BRS (ballistic parachute) fitted and removal would bring the Basic Empty Weight down some 20 kgs (and also save approx $2000) from the stated Empty Weight of approx 360 kgs. Personally I have doubts as to the fitting and use of these devices and look on them as a “touchy feely” thing that keeps the US aviators happy (apologies to our US friends). Or maybe it’s a requirement overseas, don’t know and don’t care because I would rather fly my aircraft than have it parachute down without any control. My thinking is that it is an unnecessary fitment and can only be justified in the event of a mid-air collision or similar… but how many of these do we have on a regular basis in Australia? Another topic for discussion perhaps?

Handling… in one simple word… “SUPERB and PREDICTABLE”! And if you don’t want to take my word for it that was also the comment of one well known instructor and executive member of RAAus (Recreational Aviation Australia - governing body for Ultra-light and LSA aircraft) after he flew the aircraft. In fact he went as far as saying it was probably the best of type (LSA) he has flown. Guess that says it all.

The aircraft is very dynamically stable - yet remains responsive. Stability around all axis is up there with the best currently offered… in fact it far surpasses most available offerings in this category today. It feels like a heavier aircraft both on the ground and in the air. Students will find this aircraft flies just like their instructor said all aircraft fly when delivering their pre-flight briefings. Set up your approach speed and it stays there unless you make a change in pitch and/or power. In cruise close the throttle and the nose drops, the aircraft yaws right and then it rolls... each reaction is definitive and precise... just like your instructor said it happens.

Cruising is a “hands-off” exercise once trimmed out using the electric elevator trim (standard fitment). 75% power returns a genuine 110 kts TAS… this is what I saw consistently over a period of 7 days I was lucky enough to have the aircraft in my care.

Am I impressed by this aircraft? You bet! And the cost… approx A$110,000 (GST incl) fitted with a Rotax 912 ULS (100hp), analogue instruments and fixed pitch prop – plus registration. With all the "electronic goodies” (Dynon EFIS/EMS)… around A$130,000 at present exchange rates. In my opinion good value if you are looking for a good looking, well built and superb handling aircraft.



PS I am not connected with the distributor/manufacturer of the aircraft in any way.