20 • MAY 2008

TheRedesigned

By Ed Downs, with photos by Jim KoepnickBy Ed Downs, with photos by Jim Koepnick

FlightDesign CTLS

EAA SPORT PILOT • 21

A R E L S A G R O W I N G U P ?

New special light-sport aircraft (S-LSA) enter the market on an almost weekly basis. Many of the early S-LSA entrants were makeovers of existing European advanced ultralight designs or adapted versions of post-World War II training airplanes. Flight Design USA has now introduced the CTLS, defi ned as a second-generation S-LSA from the German-based Flight Design GmbH. Is this new S-LSA better than the fi rst CTs sold? Are S-LSA growing up?

22 • MAY 2008

Under the leadership of President Matthias Betsch, Flight Design GmbH has created a number

of advanced composite designs, with the CT series coming onto the scene as a European advanced ultralight in 1997. Flight Design GmbH exports CT aircraft to the United States through Flight Design USA. Tom Peghiny, president of Flight Design USA, is a familiar name as an originator of the Flightstar line of ultralights. Tom was the original chairman of the ASTM Airplane Committee that developed the ASTM Consensus Standards now in use. He was certainly one of the “go to” guys as the S-LSA movement kicked off.

Flight Design USA moved quickly to receive ASTM consensus standard certifi cation of the 2005 CT2K version of the airplane. Looking somewhat like an egg with tail feathers, the surprisingly roomy CT2K proved to be a great performer.

Flight Design USA also set up regional distributors who both sell

and service CT aircraft. The original CT2K quickly evolved into the CTSW (standing for short wing), which has since become the number one selling S-LSA in the country. One successful distributor of the Flight Design CTSW is Airtime Aviation, located at Richard Lloyd Jones Jr. Airport (RVS) just south of Tulsa, Oklahoma. Tom Gutmann is president of Airtime Aviation and is partnered with his son, Tom Jr. These gents were the fi rst in the country to receive the new Flight Design CTLS (standing for light sport). A plethora of press releases claims that the CTLS is the logical progression of the CT line and that the LS version has been specifi cally tuned for the American S-LSA market. Those bold claims begged to be challenged. Fortunately, Tom Sr. and Tom Jr. were up to the challenge, and I was invited to conduct a comparison review between the CTSW and CTLS. It’s a tough job, but somebody had to do it!

This invitation was extended in late January, but the new CTLS was

no t t o b e available until early March. I decided to fl y the CTSW at the soonest w e a t h e r opportunity an d t h e n have a crack

at the CTLS when it was available. Both Toms met me at Airtime Aviation’s new facility and graciously introduced me to the CTSW. I had fl own a CT2K several years ago and noted that the CTSW had matured, with superior avionics and a more sophisticated interior. A look at the weight and balance documents for this particularly well-equipped CTSW disclosed a useful load of 590 pounds. We could pile my 6-foot, 1-inch, 180-pound bulk in with Tom Jr.’s 6-foot, 4-inch 240-pound frame and still carry about 29 gallons of auto fuel in the 34 gallon wing tanks. With the Rotax 912S as our powerplant, that would give us a conservative fi ve hours of fl ying time. Not bad for a little airplane. By the way, we were not trying to imitate those little bitty smelly fi sh in a can. Our shoulders did not rub, and my seat was not in the full aft position. The egg shape works when it comes to comfort.

Tom needed to spend some time detailing the operations of the Dynon D100 electronic fl ight instrument system (EFIS) as its operation and displays were not immediately intuitive to me. Training is needed to fully use this display. The Dynon D120 engine monitoring system was immediately intuitive and offered several features that were outstanding. I evaluate aircraft from an instructor’s perspective, sitting in the right seat. The ability to repeat some basic fl ight information from the EFIS to the right side of the plane is nice. Airspeed and altitude information were presented right along with the engine information and were bright and easy to read. Basic aircraft switchology (arrangement and ease of reading nomenclature) ranked about 8 on my scale of 1 to 10. The interface between the Garmin GPS and the Garmin SL40 comm radio was great.

As a comparat ive repor t emphasizing the CTLS, details of the CTSW fl ight will be limited. Suffi ce it to say, the CTSW was impressive. Without a doubt, this little plane lived up to its performance claims. The direct nose-wheel steering was responsive and linear in its movement. The hand brake is right next to the throttle and was easy to use. Basic fl ight maneuvers disclosed no unusual handling characteristics (except for pitch and roll spring loads

"A plethora of press releases claims that the CTLS is the logical progression of the CT line and that the LS version has been specifically tuned for the American S-LSA market."

The Flight Design team feels the CTLS looks less egg-like than the CTSW. The addition of a window in the aft fuselage greatly increased visibility.

EAA SPORT PILOT • 23

that could be felt in the stick), and stalls were benign, with excellent aerodynamic warning. The short coupled nature of the CTSW caused powered changes to affect both the yaw and pitch neutral feel to the point of requiring fairly frequent adjustment of the manual yaw and pitch trim.

The two-axis autopilot performed wi t h s u r p r i s i n g s m o o t h n e s s. Approach and landings held no surprises, but the landing gear had a stiff feel that allowed the plane to bobble just a bit if the touchdown was not on the money. This was not a control issue, just lacking refi nement. Flap management was different than in most light aircraft in that the CT line of airplanes uses refl exed fl aps; that is, the fl aps can be moved to a minus 6 degree position. Actually “can be” is not quite correct. Flaps “must” be placed to the minus 6 degree position at a speed in excess of 100 knots indicated airspeed. It is an operational limit that must be remembered. The 15 degree and 30 degree fl ap positions also have different extension speed limits; the 40 degree position is the same as that used for 30 degrees.

The bottom line is that the CTSW is a sweet little airplane that offers big airplane speed, range, and payload. Like many who evaluate airplanes, I ended up with a wish list that, in my opinion, could make a good airplane even better, knowing that in less than about a month, the opportunity to put that wish list to a test would be made available. My list included:

• Make it look less like an egg.

• Add a bit of lumbar support in the seats.

• Soften up the landing gear just a bit, with less spring steel like recoil.

• Place a side window behind the door.

• Install a shelf, or hat rack, behind the seats. It would be nice to be able to throw stuff over your shoulder.

• Decrease the pitch and yaw changes felt due to short coupling.

• Reduce fl ap management workload.

Top: Flight Design worked with a German automotive design firm to enhance the interior of the aircraft, especially to improve the design of the seats. A "hat rack" behind the seats is readily accessible in flight. Middle: Winglets improved aileron and flap effectiveness, and (bottom) a center console gives both pilots easy access to control inputs.

24 • MAY 2008

• Remove the pitch and roll feel springs. They make the fl ight controls seem heavy.

• Move the rudder trim further forward; it is hard to reach.

• Lower the price.

It’s nice to have a wish list, but does anyone ever listen? Fortunately, Flight Design GmbH listened to its customers and suggestions from the Flight Design USA distribution network. Three weeks following the CTSW evaluation, I ventured out again to visit the Toms at Airtime Aviation. The CTLS was immediately recognizable upon entering their hangar, even though it had lost the egg with tail feathers look. The fuselage has been stretched by 14 inches aft of the wing, and the change in appearance is remarkable. New windows aft of the doors give the cabin area a more proportioned look. Overall, the CTLS has a more refi ned appearance of

balance, something that is diffi cult to appreciate in photos.

An uncowled CTLS in the hangar allowed a close-up look at some new engine features. The Rotax 912S installation is now a Rotax factory standard, drop-in powerplant package. This is not the case with the CTSW. Additionally, both oil and coolant thermostats are now installed as standard equipment.

A new main landing gear is installed that sports a high-tech, composite structure that “controls rebound.” The nose gear has been made tougher and has a new shock system. The nose wheel is now the same size as the 6.00-4 main gear. And wonder of wonders, you can add air to the tires with the wheelpants installed! The increased fuselage size and the preceding improvements add about 25 pounds to the fully equipped empty weight, but there was still room for a “Big Tom” and a 180-pound passenger with more than

four hours of fuel on board.

Th e c a b i n has the defi nite feel of having more room. Th e a r e a behind the seats that was a flat bulkhead is now signifi cantly

enlarged and incorporates a handy hat rack shelf. You can now see the horizontal stabilizer through the new side windows. And, yep, new seats with adjustable lumbar support are quite comfy.

The fl ight and engine instrument displays are identical to those installed in the CTSW, as are the throttle and brakes. The manual rudder trim has been moved forward and is much easier to access. Switchology and avionics are identical to the CTSW, but the maximum fl ap travel has been reduced from 40 degrees to 35 degrees. Finally, fi ddling with the stick discloses that the pitch feel spring has been removed, but the roll spring is still installed.

The fi rst “touch and feel” evidence of change came as we began to taxi. The new landing gear offers the smoother ride of a much larger airplane. Our taxiway angled onto the main taxiway, and the ability to clear the area by looking over my shoulder through the new side window was immediately evident. Improved fl ight handling showed up as soon as the CTLS was rotated for takeoff. The CTLS literally jumps off the ground when using the normal 15-degree takeoff fl ap setting. The lack of pitch feel springs gives a feeling of more precise rotation control, and the enhanced pitch stability typical of a longer fuselage is evident. Minimal pitch trim adjustments are needed to maintain the correct climb attitude. The need to use rudder trim is virtually gone. Improved rearward visibility allowed me to look aft and stay clear of the busy parallel runway. We climbed away from the airport (with fl aps now set to “0”) at 80 knots (VY is listed as 73 knots) and showed a vertical speed of 780 fpm just prior to leveling off at 4,000 feet MSL. The overall feel is of a more solid platform that stays where you put it.

The CTLS accelerates quickly to cruise speed using 75 percent power (5200 rpm). Having set the fl aps to minus 6 degrees at 100 knots (like the CTSW, the fl aps still need management), the CTLS’ indicated airspeed stabilized at 110 knots. The resulting true airspeed of 117 knots beats the advertised 115 knots.

Roll feel springs are still evident, which, in my opinion, result in a roll feel that is not in balance with pitch and yaw. A complete stall series at all

"While most of my wish list was dealt with decisively by Flight Design, it turns out that is only a small sampling of many refinements."

EAA SPORT PILOT • 25

fl ap settings disclosed no surprises. The same was true for a series of touch-and-goes. Again, the more sophisticated pitch feel of the CTLS makes it easy to set up for a stabilized approach. Even high approaches, slipped to a landing with 35 degrees of fl aps, were successfully pulled off by me, having less than 30 minutes’ total time in type.

An interesting feature of the CT line of airplanes is that the ailerons progressively droop when the fl aps are lowered. While this setup typically results in some loss of roll authority, I noticed only a slight decrease in roll as the fl aps were lowered from 30 degrees to 35 degrees. Landings are a snap, with plenty of fl are authority at all fl ap settings. This is important for training. A couple of arrivals even allowed us to check out the new landing gear (on purpose, of course), which did a great job of nullifying any indiscretion.

Looking rearward out of the new side windows, I could see the runway prior to turning base leg. The Garmin 496 GPS interface to the Garmin SL40 comm radio made re-entry into the busy airspace a snap. Regrettably, our fl ight was over all too soon.

While most of my wish list was dealt with decisively by Flight Design, it turns out that is only a small sampling of many refi nements. But, what about price? No luck on that one. Fully equipped, the CTLS costs about $6,000 more than a similarly equipped CTSW. That adds up to about $134,000 for the CTLS versus about $128,000 for the CTSW. But remember, fully equipped includes electronic fl ight and engine displays, a full GPS-based avionics deck, and an autopilot, plus other goodies. This is one sweet airplane.

When asked about pricing and the desire to keep S-LSA simple for sport fl ying enthusiasts, Tom Sr. offered an interesting statistic. He said, “While a basic CT can come in for under $108,000, only one in every nine customers orders the low-cost version. Our customers like to deck them out with all the goodies.”

Let’s go back to our original question. Are S-LSA growing up? According to the folks at Flight Design GmbH and Flight Design USA, the unequivocal answer is yes. The CTLS is a true second-generation airplane that has been specifi cally Americanized. And nicely at that.

Top: The CTLS is available with full glass cockpit, as shown, or with more traditional gauges. Middle: LED position light make the aircraft more visible in flight. Bottom: Sleek wheelpants added to the aerodynamic flow, but most importantly a high-tech, composite landing gear is more forgiving.

26 • MAY 2008

Dimensions:Wingspan • 28 feet, 2 inchesWing area • 107 square feetLength • 21 feet, 8 inchesHeight • 7 feet, 8 inchesSeating • Two, side-by-sideCabin width • 49 inchesEmpty weight • 770 poundsGross weight • 1,320 poundsUseful load • 550 poundsFuel • 34 gallons Wing loading • 12.3 pounds/square footPower loading • 13.2 pounds/hpPowerplant • Rotax 912 ULS2Power output • 100 hp Propeller • Ground-adjustable, compositeBaggage area • 70 pounds

Performance:Never exceed speed (VNE) • 145 knotsCruise speed (75 percent power) • 115 knotsStall speed • 39 knotsRate of climb • 805 fpmTakeoff roll • 800 feetGlide ratio (engine off ) • 14-to-1Cruise duration (economical) • 5.1 hoursCruise range (economical) • 610 Fuel consumption (economical) • 4.5 gph

Contact:Flight Design USA91 Route 169, P.O.Box 325, S. Woodstock, CTPhone: 860-963-7272Fax: 860-963-7152E-mail: fstar@rcn.com • www.FlightDesignUSA.com

Flight Design CTLS Specifi cations (Note: All specs & performance provided by factory. Figures are unverifi ed except as otherwise stated.)

EAA SPORT PILOT • 27

Most folks have probably never heard of ASTM International document F2295, Continued Operational Safety Monitoring of a Light-Sport Aircraft. But Tom Peghiny, president of Flight Designs USA, is intimately familiar with it. As the former chairman of the ASTM Airplane Committee, Tom was a driving force behind requiring S-LSA manufacturers to face up to service after the sale and airworthiness monitoring. According to Tom, “The S-LSA industry will not survive unless we take our after-sale commitments seriously.

S-LSA Service After the Sale Flight Design USA has a dedicated safety and compliance manager plus a number of procedures in place to make sure customers get the service they need.”

Flight Design USA initiates its after-sale quality control by starting in the beginning. Any individual involved in the assembly of CT airplanes imported into the United States must undergo assembly compliance training through Lockwood Aviation’s Aero Technical Institute. Thus customers are assured that their CTSW or CTLS meets all original manufacturer quality standards.

Each CT is delivered with detailed aircraft operating instructions (AOI) similar to a pilot’s operating handbook, a fl ight training supplement, a maintenance and inspection procedures manual, a Rotax operator’s manual, and a Rotax introduction DVD. The maintenance and inspection manual (which meets another ASTM standard, F2483) tells owners how to fi x things and what skill level (FAA maintenance rating) is needed. But, as Tom puts it, “The maintenance and inspection manual is only one layer of a many-layered onion. We also need to support major repairs that are not specifi cally detailed in the maintenance manual, the installation of non-factory-installed avionics, and installation of after-market equipment. Given the need, we will ask engineering staff from the factory in Germany to visit the United States for one-on-one consulting.”

Flight Design USA has set up a series of documents to cover these needs. Each new owner also receives a “Read this fi rst!” letter that details how the owner or operator fi ts into the continuing airworthiness process. A dedicated website link is available for owners at www.FlightDesignUSA.com that enables owners to keep current on maintenance and safety of fl ight issues.

Flight Design USA recently passed a thorough quality audit of its entire assembly, distribution, and support structure by the Light Aircraft Manufacturers Association (LAMA). Tom comments, “We fully support the work being done by LAMA and consider it our duty to help other manufacturers, especially LAMA members. Our industry needs to earn a reputation of delivering great airplanes that have the support to last a very long time.”

Not a bad goal.