Issue 5 V2, 8/2006

From the world
Working as a surgeon since the 1980s, he is
a 1,000-hour private pilot with instrument
and multi-engine ratings.
After owning five different aircraft and
experiencing many others, Pattisapu found
he wanted to work in the field of aviation
and left the practice of medicine. Before
starting IndUS Aviation, he says he
patented two devices designed to enhance
aviation safety.
IndUS Aviation is an American company, established in 1994. Thanks to his
Indian roots, Pattisapu formed a working
REPORT BY DAN JOHNSON • PHOTOS BY DAN JOHNSON AND SCOTT SEVEREN
Ultralight FLYING! Pilot’s Report
Ultralight Flying! August 2004
Ultralight FLYING! Pilot’s Report
partnership with Taneja Aerospace and
Aviation, Limited (TAAL), of Bangalore,
India. TAAL is a leading Indian aircraft
manufacturer, building the 6-seat, twinengine, Partenavia-based P68C; an 11-seat
twin turbo prop called Viator; an all-composite UAV and numerous aircraft components for other manufacturers. Building
the T-211 airframe would appear to be well
within TAAL’s capabilities. Completed airframe subassemblies for American sale are
shipped to IndUS’ U.S. operation.
For markets outside India, final assembly – including engine fitting, avionics,
painting, interiors and flight-testing – will
be accomplished at IndUS’ 11,000-squarefoot hangar facility at the Dallas Executive
Airport in Texas. Many components are
sourced in the U.S. IndUS says, “This type
of a unique arrangement gives us tremendous flexibility and marked reduction in
costs of production, enabling us to deliver
highest quality aircraft at the lowest
price.”
“IndUS is proud to manufacture the
Thorp T-211 Sport E,” says Pattisapu. “We
chose the name Sport E to reflect the fact
that this FAA type-certified airplane (formerly known as just the Thorp T-211) will
be offered for the homebuilder to assemble
under the Experimental category (51%
rule), as well as the upcoming Light-Sport
Aircraft category.”
The design has gone fully international.
The United Kingdom has an avid flying
club of Thorp aircraft, explaining the
British businessman’s interest to acquire
the type and production certificate. After
years of languishing in its country of origination, IndUS hopes to populate American
airports with their side-by-side 2-seater.
The T-211 is certainly no Johnny-comelately. The model dates back to design
studies in the early 1940s that led to the
Lockheed Little Dipper, a single-place light
aircraft. The latter was followed by a 2seat pusher called the Big Dipper. By 1945,
this plane had evolved to the Sky Skooter,
a 75-hp Lycoming O-145-powered aircraft.
It earned United States Civil Aviation
Authority (CAA) CAR 3 Type Certification.
By the early 1950s, the Sky Skooter
CLASSIC GENERAL AVIATION – It doesn’t resemble the cockpit of many ultralights but it
looks, and is, very comfortable. Leather appointments and carpeting throughout make the
interior a lower-noise environment.
SMOOTHER FLOW – The ribbed wings help limit spanwise flow that can detract from efficiency but note the big strake at the root (plus one at the front this view doesn’t show). They
work together to make the T-211’s 25-foot span wing more effective.
I flew the T-211 with Jason Stone, a
Citation pilot for an English businessman
involved with IndUS Aviation. IndUS has
acquired the production rights, tooling,
and all available inventory of parts and
spares for the Thorp T-211.
A Texas surgeon named Ram Pattisapu
formed IndUS Aviation. Born in India,
Pattisapu and his family immigrated to
the USA when he was 13 years old.
Rich In History
of general
aviation aircraft comes an entry to the proposed Light-Sport Aircraft (LSA) category.
Presently known as the Thorp T-211, the
all-metal airplane will be called the Thorp
T-211 Sport E when it makes its debut as a
light-sport aircraft.
Famed designer John Thorp is perhaps
best known for his work leading to the
Piper Cherokee series and the T-18 homebuilt. His work on a design that became
the T-211 started back in the 1940s before
general aviation planes had transportation
as their primary goal. When the T-211 was
first created – as the T-11 Skooter and
later the T-111 – it was intended to become
competition for the Cessna 150. The T-211
is a light plane, tipping the scales at hundreds of pounds less than Cessna’s smallest model and so it was expected to perform better.
Under new management since 2003,
Thorp’s design is ready to make the leap to
the Sport E. More than just a clever
renaming of the older model, a new powerplant and further reduced weight will significantly transform the Sport E. The
result could be a plane that appeals to
ultralight pilots as well as general aviation
pilots looking harder at sport flying once
FAA’s new rule is announced.
PHOTO BY MARK DIXON
Ultralight FLYING! Pilot’s Report
Ultralight Flying! August 2004
TIGHT SHIP – It looks like a little Cherokee and it should; the designer did the preliminary work for the Piper
product. The ribbed skin of wings and tail are a distinctive quality that eases building and aids aerodynamics of the wing. – Photo by Cliff Rock.
acquired a 90-hp Continental C-90 engine. This
work led in 1956 to the 180-hp preliminary design
for the Piper Cherokee. That storied company eventually built the PA-28 Cherokee with 150 hp. Thorp’s
work influenced other designs as well; the 2-place,
twin-engine Wing Derringer began life as a twinengine version of the Skooter.
Thorp’s work led to the T-18 that became
popular among homebuilders. In 1960, one of
the all-metal, 2-place, high-performance mod-
nation T-211 for John Thorp.
The prolific designer also worked on a 4-place
twinjet using a Williams engine back in the early
1960s. By the 1970s he again worked on a singleplace, high-performance sport plane plus a World
War I replica and he created a design study for a 2place, twin-engine aircraft based on the T-18.
Now IndUS takes the venerable T-211 and, with
the addition of an Australian engine, introduces the
Sport E.
found on other aircraft in the World War II time
frame. The ribbing is also found on the horizontal
tail surface, which is an all-flying stabilator, quite
advanced for its day.
The advantage of the ribbed aluminum wing and
horizontal tail is that this construction saves a lot of
interior riveting as far fewer internal ribs are used.
The wing forms a sort of external structural rib,
greatly easing the assembly process.
Sliding canopies aren’t common on general aviation aircraft. Even fewer can fly with the canopy slid
back. The T-211 can do so, though, and ultralight
pilots might enjoy this configuration for local flights
in pleasant weather.
As with the Cherokee or other low-wing general
aviation airplanes, you step on the wing, walk forward a step or so and step down into the cockpit. As
you do this, you can check the fuel filler cap security
as it is located just aft of the canopy. You may stand
on the wing for fueling, though this is easily accomplished standing just behind the wing.
Inside the cockpit, you are faced with a familiar
general aviation layout which includes a fully finished interior of leather seats, carpeted floors and
side walls, plus various elastic-banded stash pockets
for aircraft logs, sectional maps, and other items you
may want in flight.
Behind you is a large hat rack area that can hold
40 pounds of luggage. A webbed cargo net keeps the
gear in place during flight, but it is accessible (at
least for those flexible enough to pivot inside the
snug-fitting cockpit). The T-211 is about an inch
wider than the Cessna 150 but that means two big
fellows may not fit inside comfortably.
A flap lever is forward of a centrally mounted
hand brake lever. A detent button is used only to
release the flaps. To the left of the flap lever is the
fuel shutoff.
Two notches of flaps are available, deploying to
approximately 15° and 30°. Originally the flaps had
a 45° down setting but that proved to be more than
is necessary, and it was modified later.
CONTINENTAL POWER – The 4-cylinder Continental O-200 powers the T-211, though the 120-hp Jabiru 6-cylinder engine may be a better choice for those operating under the proposed Light-Sport Aircraft rule or the
Amateur-Built rule.
els built by Don Taylor became the first homebuilt to fly around the world.
Finally, in 1963, the FAA Type Certificate for
the Sky Skooter was amended to include a 100hp Continental O-200. This was design desig-
A Closer Look
One of the most distinguishing characteristics of
the airplane is the ribbed wing design, a feature also
Ultralight FLYING! Pilot’s Report
GET ON & PUT IN – Entry is standard walk-on-thewing style (where permitted). Standing on the wing
also makes fueling easy through a filler cap just aft
of the closed canopy.
Ultralight FLYING! Pilot’s Report
Ultralight Flying! August 2004
SMELL THE AIR! – You can open the T-211’s canopy in flight for a sense of open cockpit familiar and dear to many ultralight enthusiasts. – Photo by Cliff Rock.
A trim wheel is just to the left of the center console; both sides can reach it easily but the right seat
can’t see the setting easily. Each seat has a control
stick positioned between the occupant’s legs.
An array of instruments faces the left-seat occupant with power switches and key electric starting
on the far left of the instrument panel. Near the
center of the panel are engine throttle, choke, and
the carburetor heat control. Either seat can reach
these without a stretch. Our test T-211 had a nice
dual nav/com radio stack with transponder, GPS,
and dual VORs. At the extreme right is the fuel
panel. Both sides have headphone connections and
fresh air controls. All in all, the T-211 has a sensible
and efficient cockpit layout.
FIRST-CLASS SEAT – If you owned this airplane, here’s your view during flight. All controls are convenient
and several pockets are available to hold stuff you want while flying.
Both seats have rudder pedals but the centermounted hand brake is unidirectional. Like most T211 controls it can be operated easily from either
seat and affords good leverage with adequate stopping power.
Skooter in the Air
STOUT GEAR – The T-211’s gear supports the airplane with a wide stance that is very secure in taxiing and landing. Note the wing ribbing goes around
to the underside as well as the upper surface.
After Stone performed the preflight and we
secured the shoulder belt system around us, we
were ready to taxi out for takeoff. On a warm day in
Florida, I was happy to leave the canopy open until
we were number-one for takeoff.
Launching in 85° heat and damp, humid conditions showed the limits of the Continental O-200 on
an aircraft with two slightly-larger-than-average
Ultralight FLYING! Pilot’s Report
occupants plus full fuel and a panel full of goodies.
We climbed only between 300 and 500 fpm on a day
with some convective lift and sink occurring.
We flew around at 2,500 feet agl while I familiarized myself with the plane’s controls. In a word:
easy. The T-211 and Sport E will impress most pilots
with well-harmonized controls that are very light to
the touch. While not sensitive and without a particularly fast roll rate, the linkages make handling
light and pleasant. Thorp designed with ball bearings throughout his control pushrods and bell
cranks, and it shows when you move stick and pedals.
After leaving the busy Lakeland Linder Airport,
we flew to Jay and Terri Kurtz’s South Lakeland
Airpark. It’s always good to see these friends whose
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LEVER ARMS – Besides dual centered control sticks, the T211 has a brake lever in the center with flap lever to the right
of the fuel shut-off. Note the trim wheel to the left of the brake
lever.
airport I have been using for flight reviews for more than 20
years. When we landed in the T-211, Jay came out to say
hello and to check out a general aviation design he hadn’t
often seen frequent the 4,000-foot turf strip.
All three landings I performed were good, though you
have to operate something like an ultralight and assure
adequate speed, which means you may have to speed up a
little. That is, you can fly around at 60 mph indicated and
feel in full control of the T-211. But Stone advised me to
approach at 80 mph indicated, slowing to 70 mph over the
runway. These figures seemed somewhat on the conservative side; I feel sure a pilot familiar with the Thorp could
bring it in somewhat slower.
BIG HAT RACK – In what is often called the “hat rack,” the
T-211 provides space for up to 40 pounds of luggage, complete
with a webbing restraint system to help keep gear where you
put it.
Using one notch of flaps for landing didn’t accomplish
much. In fact, Stone says the British pilots who fly the T-211
don’t use any flaps. You definitely don’t use any flaps for
takeoff as you’ll only add drag.
According to IndUS Aviation, the T-211 can take off in
approximately 400 feet. The little bird can land in approximately the same distance so it should feel right at home at
most ultralight airparks. With generous clearance afforded
by its main gear and nosewheel, you won’t worry about turf
runways at all. The T-211 is not presently fitted with wheelpants and I wouldn’t add them.
Go Power
Flying behind a Continental O-200 will be unimpressive
to ultralight pilots used to plenty of power and light airframes.
The T-211 uses the Continental 0-200 engine, which puts
Ultralight FLYING!
Ultralight Flying! August 2004
Power-on and power-off stalls were “extremely
mild” according to my tape-recorded notes. In several trials, I found no stall showed any tendency to
fall on a wing. Neither did they show the slightest
tendency to break over.
I flew a power-on stall at full power (well, at 90hp), a power-off stall entered gently and one
entered much more aggressively, plus an accelerated stall. In every case the T-211 showed very mild
characteristics. Power-on stall occurred at about 50
mph indicated while power-off stalls occurred at 63
mph indicated.
Sporty Sport E
IndUS is basically offering three versions of the
Sport E. One is the fully certified model and they
will limit sales of these on an each-case basis. Some
flight schools are using the model and others are
investigating. Cost is $99,000 for the fully FAR Part
23-certified model.
Next is the Amateur-Built (51%) version. “In
addition to manufacturing complete aircraft, IndUS
will offer ‘Quick ’n EZ-Build’ kits for the homebuilder. With these kits, nearly half of the assembly
process is completed for a cost that is only slightly
higher than the basic airframe parts kit,” according
to the company. Wing spars, wing-attach points,
ribs, top skin and leading edge skins are riveted at
the factory. The bottom skin is left off so the builder
can install the controls. Flaps and ailerons are finished, and ready for assembly to the wing (except
CUSHY COMFORTS – Just like your deluxe automobile, the Thorp T-211 comes with leather seats and fully
adjustable shoulder belts. Though a snug fit for big folks, the interior is quite comfortable.
out 100 hp and burns 5.5 to 6.0 gallons an hour.
IndUS says this engine can produce a cruise of 120
mph but we didn’t see those speeds at the lower
altitudes we used for this flight review.
However, the 100- to 105-mph cruise we did see
in mid-April may not be the limit. Marketing
manager Scott Severen reports the 100-horse
engine fitted to the Thorp is not flying with that
much power. In the Type Certificate, the T-211 is
limited to 2,500 rpm of power due to the oil pan
installed in this version of the engine. While it is
rated to 2,750 rpm – where it gets 100 hp – it cannot be run that hard in the T-211 as it has not
been tested at the higher power setting. At its certified limit of 2,500 rpm, the O-200 is outputting
about 90% power or 90 hp. This margin makes a
significant difference and you can measure it.
Therefore, Severen says the plan is to install a 6cylinder 120-hp Jabiru 3300 engine in the Sport E.
Since the Jabiru weighs between 40 and 50 pounds
less than the Continental, the combination of 30
more horsepower and 40 pounds lighter weight
should create a lively performer. The company projects speeds close to 130 mph. IndUS has the Jabiru
3300 and will be fitting it in the summer of 2004.
They’ll also look at the 80-hp Jabiru 2200 model.
While it only produces 80 hp, it weighs another 40
pounds less than the 3300 so it might suffice for use
in countries like India where occupants won’t tend
to be as large as Americans.
PROLIFIC DESIGNER – Before his death in 1992,
John Thorp was productive through 80 years of life.
He worked for Lockheed, gave Piper the predecessor
to the Cherokee line, created the popular T-18 homebuilt, and the T-211 series.
EXPLODED DIAGRAM – This view shows the elements of the design quite clearly. The upper drawing reveals
the control linkage system near the cockpit.
Ultralight FLYING! Pilot’s Report
for a few rivets left out to allow inspection). All
bulkheads, lower skins and stringers are riveted in
place. The top skin is left off so the builder can
install the controls, fuel cell, antenna cables, and
wiring. The vertical fin, rudder, stabilator, and trim
tab are finished and ready for assembly, except for
a few rivets left out to allow inspection.
The EZ-Build Kit includes all parts to finish the
airframe firewall aft. Parts are predrilled using
matched-hole tooling. All aluminum parts are coated with corrosion protection. Also included are wing
tips, stabilator tips, push/pull tubes for ailerons and
stabilator controls, rudder pedals, control cables
and control horns, Cleveland-style wheels and
brakes with 5.00 X 5 tires, pop-out circuit breakers,
fuel cell, canopy, and windscreen.
“We also offer Rapid Fire builder-assistance programs at our Dallas facility,” says IndUS. “This pro-
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gram is unusual in that it actually guarantees that the builder can finish the project
within a period of time (for example, buy at
Sun ’n Fun, fly by Oshkosh; or buy at
Oshkosh, fly by Sun ’n Fun).”
Explaining their unique program more
fully, Severen says, “In the Rapid Fire
Program you will spend up to seven building
“weekends” of four full days each (8 hours per
day, Friday through Monday or Monday
through Thursday) at the IndUS factory in
Dallas, Texas. You will receive comprehensive
training in all the building techniques
required to complete your Thorp Sport E,
along with the assistance of the experienced
staff.”
Under the Rapid Fire Program you’ll
receive working space in IndUS’ shop, access
to their A&P IA staff and use of company
tools, plus they’ll arrange lodging. The cost is
normally $8,250 when purchased with kit
though special opportunities are occasionally
offered; check with the factory for more information.
The Sport E kit includes a 120-hp Jabiru
3300, basic paint in their “house” white or yellow paint scheme, and standard day VFR
instruments. “Extras, bells, whistles, and
fancy paint or graphics must be added separately,” says IndUS.
A Sport E kit runs $25,000 not including
the engine, prop, instruments, paint or interior. “Typically these finish items will equal the
cost of the airframe kit, or another $25,000,”
says Severen. Still the kit is the lowest-cost
way to acquire the Sport E and the price is
competitive with other airplanes in this class.
Since it is not efficient to manufacture parts
for certified and kit models separately, all
Sport Es come with parts off the certified production line, though the kits will not receive
the compliance certificate.
Finally comes the Sport E for Light-Sport
Aircraft.
Pattisapu says, “Once the eagerly awaited
Light-Sport Aircraft rule is in place, we will
recertify our Sport E under the new category.
Since this airplane is already type-certified
under an FAA standard-category airworthiness certificate, we anticipate being able to
comply with the requirements for the new
category fairly quickly.”
Cost for the completed ready-to-fly Sport E
in the Special Light-Sport Aircraft category is
projected at $70,000. For an all-metal airplane that has won a higher level of certification, and equipped with the 120-hp Jabiru
3300, this is competitive with other proposed
higher-end LSAs.
“All the required tooling for the parts needed to assemble this aircraft, as well as enough
manufactured parts to produce the first 25
such aircraft have been obtained,” says
IndUS.
The only thing the Sport E lacks is you. Are
you ready?
DAN JOHNSON (USUA 15) has been flying for
more than 30 years, logging nearly 5,000
hours in many types of aircraft from hang
gliders and paragliders to ultralights,
sailplanes and twin-engine general aviation
aircraft. Dan is an FAA-rated commercial
pilot and CFI whose focus these days is on
ultralights and microlights. He has flown and
photographed more than 250 different models
in a writing career spanning more than 25
years. Dan is the 1999 recipient of the USUA
Moody Award, and the 2001 recipient of the
“Spirit of Flight” Award sponsored by the
Society of Experimental Test Pilots (SETP).
IndUS Aviation
Thorp T-211
Specifications
Seating
Empty weight
Gross weight
Wingspan
Wing area
Wing loading
2, side-by-side
775 pounds
1,270 pounds *
25 feet
104.6 square feet
12.1 pounds/square
feet
18 feet 3 inches
6 feet, 1 inch
Fully assembled
or kit **
400-500 hours **
Length
Height
Kit type
Build time
Performance
Standard engine
Power
Power loading
Fuel capacity
Cruise speed
(75% power)
Never exceed
Rate of climb
at gross
Takeoff distance
at gross
Landing distance
at gross
Continental O-200 ***
100 hp at 2,700 rpm ***
12.7 pounds/hp
21 gallons
75-115 mph
156 mph
750 fpm ****
450 feet
495 feet
* As tested; with 120-hp Jabiru 3300,
weight will meet proposed 1,232 pounds. If
more weight allowed on rule passage, useful load increases at 1,270 pounds.
** Fully assembled as a certified aircraft or
Special Light-Sport Aircraft (when
approved) or as an Amateur-Built (51%)
kit.
*** As tested; proposed Light-Sport
Aircraft version will use 120-hp Jabiru
3300 engine and climb may be even
stronger than listed.
**** In test flight, max climb 500 fpm on a
warm, humid day.
Standard Features (as tested):
Continental O-200 engine producing 100
hp, electric starter, Sensenich metal prop,
basic engine instrumentation, fully
enclosed cabin with canopy that can be
opened in flight, dual joysticks, two-position flaps, in-flight trim, panel-mounted
choke, convenient fuel shut-off, oleo-strut
gear, steerable and suspended nosewheel,
single-lever mechanical brakes, ball-bearing control linkages, all-metal wings and
tail, shoulder belt restraints.
Options: Jabiru 3300 engine (LSA or
51% model), additional flight and navigation instruments and radios, fully assembled option (under proposed Light-Sport
Aircraft), and ballistic parachute in development.
Construction: All-metal aluminum airframe, special ribbed aluminum wing skins
and horizontal tail. Made in India by
American-owned company; distributed by
U.S.-owned company.
IndUS Aviation
Dallas Executive Airport
5681 Apollo Dr.
Dallas, TX 75237
Phone: (877) GO INDUS (464-6387)
Phone: (214) 337-6387
Fax: (214) 337-6388
e-mail: [email protected]
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(Continued from page 39)
CATEGORY EXPLANATIONS
Design: Cosmetic appearance;
Structural integrity; Achievement
of design goals; Effectiveness of
aerodynamics; Ergonomics.
Systems: Subsystems available to pilot such as: Flaps; Fuel
sources; Electric start; In-air
restart; Brakes; Engine controls;
Navigations; Radio; (items covered may be optional).
Cockpit/Cabin: Instrumentation; Ergonomics of controls; Creature comforts; (items covered may
be optional).
Ground Handling: Taxi visibility; Steering; Turn radius;
Shock absorption; Stance/Stability; Braking.
Takeoff/Landing: Qualities;
Efficiency; Ease; Comparative values.
Controls: Quality and quantity for: Coordination;
Authority; Pressures; Response;
and Coupling.
Performance: Climb; Glide;
Sink; Cruise/stall/max speeds; Endurance; Range; Maneuverability.
Stability: Stall recovery and
characteristics; Dampening; Spiral stability; Adverse yaw qualities.
Special Equipment: Floats;
Amphibious flotation; 2-Seater
qualities; (when appropriate, and
items covered may be optional).
Overall: Addresses the questions: “Will a buyer get what
he/she expects to buy, and did the
designer/builder achieve the chosen goal?”
DESIGN
PROS – Proven design from
a legendary designer (Thorp
designed the Cherokee line).
Appropriate for any new pilot
and should please many veterans (at least with the larger
engine option on LSA or 51%
versions). Designed for ease of
assembly, keeping prices lower.
Unique ribbed wing distinguishes this little plane.
CONS – Payload is fairly
slim if a full fuel load is taken
aloft. Basic performer compared
to many sport planes (though
120-hp Jabiru 3300 engine
should change performance and
useful load noticeably).
SYSTEMS
PROS – Given a general aviation heritage, systems on the
T-211 are like most general aviation airplanes, though a bit
simpler. Flaps, trim, electric
starting are all standard. Flap
lever position gives good leverage for ease of operation.
Though a simple airplane, the
T-211 is well appointed among
sport aircraft. Excellent radio
stack in test aircraft.
CONS – Engine access
means removing cowling, much
more time- consuming than on
exposed engine ultralights.
Flaps are not particularly effective surfaces. Single hand brake
is uncommon in general avia-
tion-type aircraft (though ultralight pilots will accept it readily). Trim is a by-feel control for
right-side occupant.
COCKPIT/CABIN
PROS – Dual control sticks
between occupants’ legs, easy
reach and comfortable. Large,
easily reached trim wheel (left
of center console). Fuel tank
fills from the outside and no
fumes were noted inside.
Comfortable, leather upholstered
seats
with
fully
adjustable shoulder and lap
belts.
CONS – Cozy interior only 1
inch wider than a Cessna 150
(which most regard as snug).
Entry means stepping up on a
wing and then lowering yourself
into a small cockpit (though
comfortable enough once
inside). Seats don’t adjust; neither do rudder pedals – especially big folks should try it on
for size.
GROUND HANDLING
PROS – Huge visibility for
preflight traffic checking. Very
good ground maneuverability
despite lack of directional control help from brakes. Hand
brake lever is very accessible for
both occupants; lever position
affords good grip and pull
range. Oleo struts on mains and
nose.
CONS – Hand brakes mean
no directional control from
brake system (though the T-211
hardly seems to miss this).
Brakes didn’t seem overly
strong (though this is not
uncommon). No other negatives.
TAKEOFF/LANDING
PROS – Very simple and
straightforward landing; all
three landings I made were
good without special effort.
Superb visibility on landing
approach and before takeoff.
Responsive controls make crosswind operations very straightforward. Slips were reasonably
effective. Good ground clearance.
CONS – Assuming stall at 50
mph,
landing
approaches
should be made at about 60
mph, a little fast for some ultralight airparks. Ground roll was
longer and climbout rather
sluggish in the O-200-powered
T-211 (though the Jabiru 3300
should change this significantly). Flaps don’t help landing
approaches too much; I was
advised not to bother with
them.
CONTROL
PROS – Well-harmonized
controls adequate for use by
less experienced pilots yet
appreciated by experts.
Handling is very predictable
with precision turns to head-
ings easy to do. Linkages are
smooth, supported by ball bearing construction. Slow-speed
handling is quite good.
CONS – Coordinated use of
the controls is recommended (as
on most aircraft). Roll rate is
not brisk; 45°-to-45° turns were
in the 4-second range. No other
negatives.
PERFORMANCE
PROS – Slow-speed performance capabilities are quite good
(though not as slow as some
ultralight pilots may prefer).
Cruise with Jabiru 3300 is
expected to be 130 mph, near
max as a LSA – this engine will
make the Sport E much more
ultralight-like performancewise. Slow flight qualities were
very predictable.
CONS – Climbout with the 0200 won’t inspire many ultralight pilots based on 300- to
500-fpm. Cruise speeds are
modest for what looks like a
general aviation airplane. Fuel
burn is 5.5 to 6 gph with
Continental engine (though this
may improve with the Jabiru
engine selection).
STABILITY
PROS – Longitudinal stability was what you’d expect for a
Part 23-certified aircraft; disturbing the pitch resulted in
level flight again in a short
time. Stalls in all forms were
very mild and showed no negative characteristics. Though it’s
not stability related, the T-211’s
excellent visibility is good for
overall safety.
CONS – Stall speeds are
higher than most ultralights
(though a lighter LSA version
may fare better in this area).
Nosed over, the T-211 picks up
speed quite rapidly. Flaps were
not particularly effective in
steepening landing descents.
OVERALL
PROS – Fully certified, just
like a Piper Cherokee; should
satisfy many general aviation
pilots which could aid resale
(and acceptance at airports).
Can be flown with canopy open,
a plus for ultralight enthusiasts. Should easily be approved
for LSA based on higher-level
Part 23 certification. Kit is said
to be an easy build; manuals
have been well regarded by
builders.
CONS – The T-211’s strength
is also its weakness; it may be
too general aviation-like for
ultralight pilots (though a great
choice for general aviation
pilots). Though design has a
long history, it has not mustered
a large following. No local dealer support at this time. Prices
are on the high end for ultralight enthusiasts.
❏
Ultralight FLYING! Pilot’s Report
Reprinted courtesy of
Ultralight Flying! magazine,
PO Box 6009,
Chattanooga, TN 37401.
Phone: (423) 629-5375
Fax: (423) 629-5379
Website:
www. ultralightflying.com
M
eeetting
ing S
chedule:
Me
Schedule:
Design Group 2
2006 Meeting Schedule
10:00 am
FlaBob Airport
Chapter One Hanger
Meeting # 8
AUGUST 26, 2006
10:00 am
At FlaBob Airport
August
26
September
October
November
December
16
28
18
16
Check this site for any schedule updates and
changes.
http://www.eaach1.org/calen.html
Check this site for newsletters
http://www.eaach1.org/design.html
In Chapter One Hanger
Meeting Items
Introduce Bede On Design Video Series
a nd
Dr. Alexander Lippisch Video
We hope this will start
a helpful Dialog on Design