Siemens' 110 lb world-record electric aircraft motor produce 348 hp at 2,500 RPM

On Saturday, November 14, 2015 at 11:20:42 PM UTC-5, wrote:
On Saturday, November 14, 2015 at 6:51:57 PM UTC-5, Vaughn Simon wrote:
On 11/14/2015 5:14 PM, wrote:
As researchers continue to work on creating better
batteries, the logical solution all along was always
the Auxiliary Power Unit for charging.

Well yes that will work (assuming an electric drive train with a
battery) , ...as long as that APU produces significantly MORE power than
the average that you will need at the prop hub. The reason why you
would need MORE power is to make up for the losses inherent in the
generator, motor, battery, and controller.

Also, I forgot to mention that I'm a professional
designer and illustrator, formerly with Lockheed-
Martin. Within this electric airplane concept which
would sustain these very long ranges with an RTG,
is a series of conforming "mini-tanks" which encapsulate major
electrical components. Holding no more than 5 gallons
total, you top them off with liquid nitrogen. This
cryogenic sealed system effectively turns your electrical
system into a zero-resistance super conductor. Control
surfaces are best facilitated with servos and fly by
wire software.

This may sound a little exotic, but other people have
verified the plausibility and science behind it. A
home-build isn't out of the question. With generator,
super conduction, and fast charge NON-lithium batteries,
the range may really be how long you can sit in a seat.

---

Anyway...

Basic Aircraft Electrical Systems

Some very simple single engine aircraft do not have an electrical system installed. The piston engine is equiped with a Magneto ignition system, which is self powering, and the fuel tank is situated so it will gravity feed the engine. The aircraft is started by means of a flywheel and crank arrangement or by "hand-proping" the engine.

If an electric starter, lights, electric flight instruments, navigation aids or radios are desired, an electrical system becomes a necessity. In most cases, the system will be DC powered using a single distribution bus, a single battery and a single engine driven generator or alternator. Provisions, in the form of an on/off switch, will be incorporated to allow the battery to be isolated from the bus and for the generator/alternator to be isolated from the bus. An ammeter, loadmeter or warning light will also be incorporated to provide an indication of charging system failure. Electrical components will be wired to the bus-bar incorporating either circuit breakers or fuses for circuit protection. Provisions may be provided to allow an external power source such as an extra battery or a Ground Power Unit to be connected to assist with the engine start or to provide power whilst the engine is not running.

Advanced Aircraft Electrical Systems

More sophisticated electrical systems are usually multiple voltage systems using a combination of AC and DC buses to power various aircraft components.. Primary power generation is normally AC with one or more Transformer Rectifier Unit (TRU) providing conversion to DC voltage to power the DC busses. Secondary AC generation from an APU is usually provided for use on the ground when engines are not running and for airborne use in the event of component failure. Tertiary generation in the form of a hydraulic motor or a RAT may also be incorporated into the system to provide redundancy in the event of multiple failures. Essential AC and DC components are wired to specific busses and special provisions are made to provide power to these busses under almost all failure situations. In the event that all AC power generation is lost, a static Inverter is included in the system so the Essential AC bus can be powered from the aircraft batteries.

Robust system monitoring and failure warning provisions are incorporated into the electrical system and these are presented to the pilots when appropriate. Warnings may include, but are not limited to, generator malfuntion/failure, TRU failure, battery failure, bus fault/failure and circuit breaker monitoring. The manufacturer will also provide detailed electrical system isolation procedures to be utilized in the event of an electrical fire.

In compliance with applicable regulations, components such as Standby Flight Instruments and Emergency Floor Lighting have their own backup power supplies and will function even in the event of a complete electrical system failure.

Provisions are virtually always provided for connecting the aircraft electrical system to a fixed or mobile Ground Power Unit.

http://www.skybrary.aero/index.php/A...trical_Systems

---

On Friday, November 20, 2015 at 6:15:13 PM UTC-5, wrote:
On Saturday, November 14, 2015 at 11:20:42 PM UTC-5, wrote:
On Saturday, November 14, 2015 at 6:51:57 PM UTC-5, Vaughn Simon wrote:
On 11/14/2015 5:14 PM, wrote:
As researchers continue to work on creating better
batteries, the logical solution all along was always
the Auxiliary Power Unit for charging.

Well yes that will work (assuming an electric drive train with a
battery) , ...as long as that APU produces significantly MORE power than
the average that you will need at the prop hub. The reason why you
would need MORE power is to make up for the losses inherent in the
generator, motor, battery, and controller.

Also, I forgot to mention that I'm a professional
designer and illustrator, formerly with Lockheed-
Martin. Within this electric airplane concept which
would sustain these very long ranges with an RTG,
is a series of conforming "mini-tanks" which encapsulate major
electrical components. Holding no more than 5 gallons
total, you top them off with liquid nitrogen. This
cryogenic sealed system effectively turns your electrical
system into a zero-resistance super conductor. Control
surfaces are best facilitated with servos and fly by
wire software.

This may sound a little exotic, but other people have
verified the plausibility and science behind it. A
home-build isn't out of the question. With generator,
super conduction, and fast charge NON-lithium batteries,
the range may really be how long you can sit in a seat.

---

Anyway...

Basic Aircraft Electrical Systems

Some very simple single engine aircraft do not have an electrical system installed. The piston engine is equiped with a Magneto ignition system, which is self powering, and the fuel tank is situated so it will gravity feed the engine. The aircraft is started by means of a flywheel and crank arrangement or by "hand-proping" the engine.

If an electric starter, lights, electric flight instruments, navigation aids or radios are desired, an electrical system becomes a necessity. In most cases, the system will be DC powered using a single distribution bus, a single battery and a single engine driven generator or alternator. Provisions, in the form of an on/off switch, will be incorporated to allow the battery to be isolated from the bus and for the generator/alternator to be isolated from the bus. An ammeter, loadmeter or warning light will also be incorporated to provide an indication of charging system failure. Electrical components will be wired to the bus-bar incorporating either circuit breakers or fuses for circuit protection. Provisions may be provided to allow an external power source such as an extra battery or a Ground Power Unit to be connected to assist with the engine start or to provide power whilst the engine is not running.

Advanced Aircraft Electrical Systems

More sophisticated electrical systems are usually multiple voltage systems using a combination of AC and DC buses to power various aircraft components. Primary power generation is normally AC with one or more Transformer Rectifier Unit (TRU) providing conversion to DC voltage to power the DC busses. Secondary AC generation from an APU is usually provided for use on the ground when engines are not running and for airborne use in the event of component failure. Tertiary generation in the form of a hydraulic motor or a RAT may also be incorporated into the system to provide redundancy in the event of multiple failures. Essential AC and DC components are wired to specific busses and special provisions are made to provide power to these busses under almost all failure situations. In the event that all AC power generation is lost, a static Inverter is included in the system so the Essential AC bus can be powered from the aircraft batteries.

Robust system monitoring and failure warning provisions are incorporated into the electrical system and these are presented to the pilots when appropriate. Warnings may include, but are not limited to, generator malfuntion/failure, TRU failure, battery failure, bus fault/failure and circuit breaker monitoring. The manufacturer will also provide detailed electrical system isolation procedures to be utilized in the event of an electrical fire.

In compliance with applicable regulations, components such as Standby Flight Instruments and Emergency Floor Lighting have their own backup power supplies and will function even in the event of a complete electrical system failure.

Provisions are virtually always provided for connecting the aircraft electrical system to a fixed or mobile Ground Power Unit.

http://www.skybrary.aero/index.php/A...trical_Systems

---

Conductors lose all of their electrical resistance when cooled to super-low temperatures (near absolute zero, about -273o Celsius). It must be understood that superconductivity is not merely an extrapolation of most conductors' tendency to gradually lose resistance with decreasing temperature; rather, it is a sudden, quantum leap in resistivity from finite to nothing. A superconducting material has absolutely zero electrical resistance, not just some small amount.

Superconductivity promises extraordinary capabilities for electric circuits.. If conductor resistance could be eliminated entirely, there would be no power losses or inefficiencies in electric power systems due to stray resistances. Electric motors could be made almost perfectly (100%) efficient. Components such as capacitors and inductors, whose ideal characteristics are normally spoiled by inherent wire resistances, could be made ideal in a practical sense. Already, some practical superconducting conductors, motors, and capacitors have been developed, but their use at this present time is limited due to the practical problems intrinsic to maintaining super-cold temperatures.

http://www.allaboutcircuits.com/text...rconductivity/

---

wrote:
On Saturday, November 14, 2015 at 11:20:42 PM UTC-5, wrote:
On Saturday, November 14, 2015 at 6:51:57 PM UTC-5, Vaughn Simon wrote:
On 11/14/2015 5:14 PM, wrote:
As researchers continue to work on creating better
batteries, the logical solution all along was always
the Auxiliary Power Unit for charging.

Well yes that will work (assuming an electric drive train with a
battery) , ...as long as that APU produces significantly MORE power than
the average that you will need at the prop hub. The reason why you
would need MORE power is to make up for the losses inherent in the
generator, motor, battery, and controller.

Also, I forgot to mention that I'm a professional
designer and illustrator, formerly with Lockheed-
Martin. Within this electric airplane concept which
would sustain these very long ranges with an RTG,
is a series of conforming "mini-tanks" which encapsulate major
electrical components. Holding no more than 5 gallons
total, you top them off with liquid nitrogen. This
cryogenic sealed system effectively turns your electrical
system into a zero-resistance super conductor. Control
surfaces are best facilitated with servos and fly by
wire software.

This may sound a little exotic, but other people have
verified the plausibility and science behind it. A
home-build isn't out of the question. With generator,
super conduction, and fast charge NON-lithium batteries,
the range may really be how long you can sit in a seat.

---

Anyway...

Basic Aircraft Electrical Systems

Some very simple single engine aircraft do not have an electrical system installed. The piston engine is equiped with a Magneto ignition system, which is self powering, and the fuel tank is situated so it will gravity feed the engine. The aircraft is started by means of a flywheel and crank arrangement or by "hand-proping" the engine.

If an electric starter, lights, electric flight instruments, navigation aids or radios are desired, an electrical system becomes a necessity. In most cases, the system will be DC powered using a single distribution bus, a single battery and a single engine driven generator or alternator. Provisions, in the form of an on/off switch, will be incorporated to allow the battery to be isolated from the bus and for the generator/alternator to be isolated from the bus. An ammeter, loadmeter or warning light will also be incorporated to provide an indication of charging system failure. Electrical components will be wired to the bus-bar incorporating either circuit breakers or fuses for circuit protection. Provisions may be provided to allow an external power source such as an extra battery or a Ground Power Unit to be connected to assist with the engine start or to provide power whilst the engine is not running.

Advanced Aircraft Electrical Systems

More sophisticated electrical systems are usually multiple voltage systems using a combination of AC and DC buses to power various aircraft components. Primary power generation is normally AC with one or more Transformer Rectifier Unit (TRU) providing conversion to DC voltage to power the DC busses. Secondary AC generation from an APU is usually provided for use on the ground when engines are not running and for airborne use in the event of component failure. Tertiary generation in the form of a hydraulic motor or a RAT may also be incorporated into the system to provide redundancy in the event of multiple failures. Essential AC and DC components are wired to specific busses and special provisions are made to provide power to these busses under almost all failure situations. In the event that all AC power generation is lost, a static Inverter is included in the system so the Essential AC bus can be powered from the aircraft batteries.

Robust system monitoring and failure warning provisions are incorporated into the electrical system and these are presented to the pilots when appropriate. Warnings may include, but are not limited to, generator malfuntion/failure, TRU failure, battery failure, bus fault/failure and circuit breaker monitoring. The manufacturer will also provide detailed electrical system isolation procedures to be utilized in the event of an electrical fire.

In compliance with applicable regulations, components such as Standby Flight Instruments and Emergency Floor Lighting have their own backup power supplies and will function even in the event of a complete electrical system failure.

Provisions are virtually always provided for connecting the aircraft electrical system to a fixed or mobile Ground Power Unit.

http://www.skybrary.aero/index.php/A...trical_Systems

---

Yeah, so what?


--
Jim Pennino

wrote:
On Friday, November 20, 2015 at 6:15:13 PM UTC-5, wrote:
On Saturday, November 14, 2015 at 11:20:42 PM UTC-5, wrote:
On Saturday, November 14, 2015 at 6:51:57 PM UTC-5, Vaughn Simon wrote:
On 11/14/2015 5:14 PM, wrote:
As researchers continue to work on creating better
batteries, the logical solution all along was always
the Auxiliary Power Unit for charging.

Well yes that will work (assuming an electric drive train with a
battery) , ...as long as that APU produces significantly MORE power than
the average that you will need at the prop hub. The reason why you
would need MORE power is to make up for the losses inherent in the
generator, motor, battery, and controller.

Also, I forgot to mention that I'm a professional
designer and illustrator, formerly with Lockheed-
Martin. Within this electric airplane concept which
would sustain these very long ranges with an RTG,
is a series of conforming "mini-tanks" which encapsulate major
electrical components. Holding no more than 5 gallons
total, you top them off with liquid nitrogen. This
cryogenic sealed system effectively turns your electrical
system into a zero-resistance super conductor. Control
surfaces are best facilitated with servos and fly by
wire software.

This may sound a little exotic, but other people have
verified the plausibility and science behind it. A
home-build isn't out of the question. With generator,
super conduction, and fast charge NON-lithium batteries,
the range may really be how long you can sit in a seat.

---

Anyway...

Basic Aircraft Electrical Systems

Some very simple single engine aircraft do not have an electrical system installed. The piston engine is equiped with a Magneto ignition system, which is self powering, and the fuel tank is situated so it will gravity feed the engine. The aircraft is started by means of a flywheel and crank arrangement or by "hand-proping" the engine.

If an electric starter, lights, electric flight instruments, navigation aids or radios are desired, an electrical system becomes a necessity. In most cases, the system will be DC powered using a single distribution bus, a single battery and a single engine driven generator or alternator. Provisions, in the form of an on/off switch, will be incorporated to allow the battery to be isolated from the bus and for the generator/alternator to be isolated from the bus. An ammeter, loadmeter or warning light will also be incorporated to provide an indication of charging system failure. Electrical components will be wired to the bus-bar incorporating either circuit breakers or fuses for circuit protection. Provisions may be provided to allow an external power source such as an extra battery or a Ground Power Unit to be connected to assist with the engine start or to provide power whilst the engine is not running.

Advanced Aircraft Electrical Systems

More sophisticated electrical systems are usually multiple voltage systems using a combination of AC and DC buses to power various aircraft components. Primary power generation is normally AC with one or more Transformer Rectifier Unit (TRU) providing conversion to DC voltage to power the DC busses. Secondary AC generation from an APU is usually provided for use on the ground when engines are not running and for airborne use in the event of component failure. Tertiary generation in the form of a hydraulic motor or a RAT may also be incorporated into the system to provide redundancy in the event of multiple failures. Essential AC and DC components are wired to specific busses and special provisions are made to provide power to these busses under almost all failure situations. In the event that all AC power generation is lost, a static Inverter is included in the system so the Essential AC bus can be powered from the aircraft batteries.

Robust system monitoring and failure warning provisions are incorporated into the electrical system and these are presented to the pilots when appropriate. Warnings may include, but are not limited to, generator malfuntion/failure, TRU failure, battery failure, bus fault/failure and circuit breaker monitoring. The manufacturer will also provide detailed electrical system isolation procedures to be utilized in the event of an electrical fire.

In compliance with applicable regulations, components such as Standby Flight Instruments and Emergency Floor Lighting have their own backup power supplies and will function even in the event of a complete electrical system failure.

Provisions are virtually always provided for connecting the aircraft electrical system to a fixed or mobile Ground Power Unit.

http://www.skybrary.aero/index.php/A...trical_Systems

---

Conductors lose all of their electrical resistance when cooled to super-low temperatures (near absolute zero, about -273o Celsius). It must be understood that superconductivity is not merely an extrapolation of most conductors' tendency to gradually lose resistance with decreasing temperature; rather, it is a sudden, quantum leap in resistivity from finite to nothing. A superconducting material has absolutely zero electrical resistance, not just some small amount.

Superconductivity promises extraordinary capabilities for electric circuits. If conductor resistance could be eliminated entirely, there would be no power losses or inefficiencies in electric power systems due to stray resistances. Electric motors could be made almost perfectly (100%) efficient. Components such as capacitors and inductors, whose ideal characteristics are normally spoiled by inherent wire resistances, could be made ideal in a practical sense. Already, some practical superconducting conductors, motors, and capacitors have been developed, but their use at this present time is limited due to the practical problems intrinsic to maintaining super-cold temperatures.

http://www.allaboutcircuits.com/text...rconductivity/

---

Yeah, so what?


--
Jim Pennino

On Monday, November 16, 2015 at 6:41:09 PM UTC-5, wrote:
Just for clarification here, while it would be nice to
have an RTG (especially since it takes 100 years to run
out of charge) obviously for the ordinary man and pilot
this would be difficult. Also, adherence to rules is of
course, foremost. It is however a do-able concept that
doesn't violate the law of energy conservation.

That being said, simply replace that component with a
hydrogen fuel cell. A little different, but people are
doing it and it works for an APU charger. Combined
with quick charge batteries, you'll be fine.

https://www.youtube.com/watch?v=_Uxb8v4ylTU

.. . . . . . .

"The efficiency of this process is not limited by the thermodynamic constraints of combustion engines and consequently achieves a fuel-to-electricity efficiency two to three times higher than current engine/generator combinations.

The fuel cell does not have to be recharged once empty, as hydrogen and oxygen/air are continuously supplied to the fuel cell stack, allowing continuous operation."

http://aviationweek.com/commercial-a...pu-replacement

---




http://onlinelibrary.wiley.com/doi/1...e1028/abstract

On Friday, November 20, 2015 at 7:31:04 PM UTC-5,
Yeah, so what?

Shut up asshole.

On 11/21/2015 4:41 AM, wrote:
On Friday, November 20, 2015 at 7:54:52 AM UTC-5, Vaughn Simon wrote:
On 11/19/2015 7:24 PM, wrote:
Ignores the reality of flight.

...and of physics

I figured that out after posting once to this thread.

You figured nothing out. Electric airplanes are flying right now.
Advances are being made in this field every day. I merely cited
how these technologies have been incorporated, or can be
incorporated into new designs.

If you want an expensive toy with a range of (at the most) two hours
and two seats then the 'electric' aeroplane is great.
if you want to carry a payload over a decent range turbine power is the
(now) only way to go

On Mon, 23 Nov 2015 07:15:05 +1200, george152 wrote:

if you want to carry a payload over a decent range turbine power is the
(now) only way to go

Hello George,

Is this what you had in mind?



http://www.pilotmix.com/impulse-100-td
http://flightclub.jalopnik.com/pocket-rocket-is-the-450hp-turbine-powered-light-plan-1741203914

"Pocket Rocket" Is The 450hp Turbine-Powered Light Plane Of Your Dreams
15
Tyler Rogoway
Filed to: Turboprops11/07/15 4:50pm

"Pocket Rocket" Is The 450hp Turbine-Powered Light Plane Of Your Dreams
1

Take an Impulse 100 http://www.pilotfriend.com/experimental/acft3/80.htm very
light plane, beef up its structure and elongate it, and then strap a
450-horsepower Allison turbine to the front of it and you end up with one fast
and fun daemon of the skies that also looks freakin’ awesome!

Oh, and considering the locale and unique home of the Pocket Rocket shown in
the video below, its owner may be a Bond villain:

Just listen to this thing start up, run and shut down. The soundtrack is almost
worth the price of admission alone!

According to Gonzoaviation.com these are the basic performance specifications
for this one-off aggressive flying machine:

Max cruise at 2,000ft - 220 kts

Cruise at 16000ft - 282 kts

Rate of Climb @ 80 kts 6200 ft/ min.

@130 kts 4200 ft/min.

Rate of descend @180 kts 6000 ft/ min.

Stall power on: none, climbs with 80° nose up
Stall power off: 39 kts

Structural G limit +10/-10

This thing is like a balls-out anime version of the Marchetti SF-260C with a
tail wheel and I want one.

Contact the author
===========================

Impulse 100

With the Impulse 100, an interesting high-performance ultralight aircraft is
due for his first flight at the Baden Airport. If everything goes accordingly
the aircraft could first fly in January. The following flight test will be
conducted in Southern France due to weather and timing constraints. The
certification is expected for May. The Impulse will supposedly offer a maximum
speed of 330 km/h. The calculated cruise speed is at 270 km/h, the manoeuvring
airspeed at 220 km/h. The manufacturer, Impulse Aircraft, is listing the range
at 1700 km plus a one hour reserve. The Impulse 100 is entirely made in a
carbon honeycomb sandwich. The aircraft stands on a fixed gear, a version with
a retractable undercarriage is projected for the future. With a fixed propeller
and a basic instrumentation, the aircraft is listed for DM129500 plus VAT.
According to its designer, Philipp Steinbach, the good looking and performance
wise promising ultralight aircraft will be suitable for glider towing.
specifications

powerplant
propeller
length 20.9 ft
height
wing span 28.5 ft
wing area 97 sq ft
seats 2
empty weight 595 lbs
useful load 992 lbs UL 1588 lbs EXPT
gross weight
fuel capacity 26.4 gal us UL 42.2 gal us EXPT
range 1056 mls

performance
takeoff distance, ground roll 200 ft
rate of climb 1560fpm
max speed x
cruise speed 168 mph
landing distance, ground roll x
service ceiling x

limiting and recommended speeds
design manoeuvring speed (Va) 137 mph
never exceed speed (Vne) 205 mph
stall, power off (Vsl) 39 mph
landing approach speed x

All specifications are based on manufacturer's calculations

On Sunday, November 22, 2015 at 2:15:08 PM UTC-5, george wrote:
On 11/21/2015 4:41 AM, wrote:
On Friday, November 20, 2015 at 7:54:52 AM UTC-5, Vaughn Simon wrote:
On 11/19/2015 7:24 PM, wrote:
Ignores the reality of flight.

...and of physics

I figured that out after posting once to this thread.

You figured nothing out. Electric airplanes are flying right now.
Advances are being made in this field every day. I merely cited
how these technologies have been incorporated, or can be
incorporated into new designs.

If you want an expensive toy with a range of (at the most) two hours
and two seats then the 'electric' aeroplane is great.

Yes sir, that's correct. They're really still experimental
right now. I do think I've worked out a few solutions
though.

if you want to carry a payload over a decent range turbine power is the
(now) only way to go

Sure. Sadly I'm only able to fly basically trainers right now
until a few ducks get lined up.

---

On 11/23/2015 10:41 AM, Larry Dighera wrote:
On Mon, 23 Nov 2015 07:15:05 +1200, george152 wrote:

if you want to carry a payload over a decent range turbine power is the
(now) only way to go

Hello George,

Is this what you had in mind?



http://www.pilotmix.com/impulse-100-td
http://flightclub.jalopnik.com/pocket-rocket-is-the-450hp-turbine-powered-light-plan-1741203914

"Pocket Rocket" Is The 450hp Turbine-Powered Light Plane Of Your Dreams
15
Tyler Rogoway
Filed to: Turboprops11/07/15 4:50pm

"Pocket Rocket" Is The 450hp Turbine-Powered Light Plane Of Your Dreams
1

Take an Impulse 100 http://www.pilotfriend.com/experimental/acft3/80.htm very
light plane, beef up its structure and elongate it, and then strap a
450-horsepower Allison turbine to the front of it and you end up with one fast
and fun daemon of the skies that also looks freakin’ awesome!

Oh, and considering the locale and unique home of the Pocket Rocket shown in
the video below, its owner may be a Bond villain:

Just listen to this thing start up, run and shut down. The soundtrack is almost
worth the price of admission alone!

According to Gonzoaviation.com these are the basic performance specifications
for this one-off aggressive flying machine:

Max cruise at 2,000ft - 220 kts

Cruise at 16000ft - 282 kts

Rate of Climb @ 80 kts 6200 ft/ min.

@130 kts 4200 ft/min.

Rate of descend @180 kts 6000 ft/ min.

Stall power on: none, climbs with 80° nose up
Stall power off: 39 kts

Structural G limit +10/-10

This thing is like a balls-out anime version of the Marchetti SF-260C with a
tail wheel and I want one.

Contact the author
===========================

Impulse 100

With the Impulse 100, an interesting high-performance ultralight aircraft is
due for his first flight at the Baden Airport. If everything goes accordingly
the aircraft could first fly in January. The following flight test will be
conducted in Southern France due to weather and timing constraints. The
certification is expected for May. The Impulse will supposedly offer a maximum
speed of 330 km/h. The calculated cruise speed is at 270 km/h, the manoeuvring
airspeed at 220 km/h. The manufacturer, Impulse Aircraft, is listing the range
at 1700 km plus a one hour reserve. The Impulse 100 is entirely made in a
carbon honeycomb sandwich. The aircraft stands on a fixed gear, a version with
a retractable undercarriage is projected for the future. With a fixed propeller
and a basic instrumentation, the aircraft is listed for DM129500 plus VAT.
According to its designer, Philipp Steinbach, the good looking and performance
wise promising ultralight aircraft will be suitable for glider towing.
specifications

powerplant
propeller
length 20.9 ft
height
wing span 28.5 ft
wing area 97 sq ft
seats 2
empty weight 595 lbs
useful load 992 lbs UL 1588 lbs EXPT
gross weight
fuel capacity 26.4 gal us UL 42.2 gal us EXPT
range 1056 mls

performance
takeoff distance, ground roll 200 ft
rate of climb 1560fpm
max speed x
cruise speed 168 mph
landing distance, ground roll x
service ceiling x

limiting and recommended speeds
design manoeuvring speed (Va) 137 mph
never exceed speed (Vne) 205 mph
stall, power off (Vsl) 39 mph
landing approach speed x

All specifications are based on manufacturer's calculations

It's a start