Mt Vernon- Flying Legends introduces its experimental aircraft

In Mt Vernon, at Mildwest LSA Expo, Valter della Nebbia introduces our Tucano to the American market. The aircraft, which kit was recently approved by the FAAA https://www.faa.gov/aircraft/gen_av/ultralights/amateur_built/kits/media/amateur_built_kit_listing.pdf, è stato has finally completed its first 70 flight hours.

The aircraft is currently in Pennsylvania with our dealer Jeff and it is available to be flown.

https://www.youtube.com/watch?v=Z2K487MBAhk

 

A visit to our USA dealers

Last week we met our USA dealers. We met Peery and Abed in Oakland County International Airport and Jeff in Mt Vernon. Jeff flew away with his new Tucano, 140 hp powered by a Rotax 912 with the mechanical compressor while Perry and Abed are still working on their aircraft.

Thank you guys and see you soon!

Many happy landings….. with our Tucano-R

 

24th of July – 30th of July Oshkosh 2017

This year Oskosh was a special year fo us. Only in June 2017, the FAA has introduced our kit in the revised listing of Amateur-build Aircraft kit and this has allowed us to have the first experimenatal kit built by a American customer on the Oshkosh ground followed by its LSA twin. We would like to thank  all the people you came to see and supported us with their positive comments. Our joy was also increased for the presence this year of our test pilot, Francesco Moraci, who we are very grateful for all the support, the work, the dedication and  energy that he is sharing with the company.

The Tucano -R can be flown

 

Flying Legend is happy to introduce the last Tucano LSA

Let’s introduce you our recent LSA which was shortly delivered to our Italian Customer. The aircraft can be pilot both from the front and rear seats. It is powered by a Rotax 914, 115 hp. Isn’it beautiful? Sad that we had to say goodbay to it as it will be flying in North of Italy for a flight school. But I am sure we will see it around.

And you what are you waiting for? Come to our branch in Archer City, near Wichita Fall and fly one yourself.

We are looking forward to welcome you!

VFR AVIATION MAY 2017

Flying Legend

Tucano Replica

LSA Turbo

Two months ago, we introduced the revised Tucano Replica range in the two versions, the experimental one with a retractable landing gear  (under FAA certification), and the LSA with fixed undercarriage, and shortly after Flying Legend invited us to Sicily to try a Tucano just completed, leaving soon to Taiwan, with a very interesting engine, the 115 hp Rotax 914, which in addition to being much more rigorous than the 912 ULS, especially for takeoff and climb, ensures a good level of performance at altitude.

We do not go over the description of the aircraft in general that you know well (we’ve tested the RG version in both the 100 hp and the 130 hp combined with a centrifugal compressor), but we go back to some structural aspects that have been completely revised in function of the certifications. We do this after visiting the manufacturer company in Caltagirone’s industrial plant, which is a direct “emanation” of a specialized metallic carpentry company that manufactures high-tech stainless steel industrial products, and also provides the cut sheets later on transferred to Flying Legend for treatments, sub components realization and final assemblage. The whole project over time has been revised in all its components and today the plane is certified at + 6-3 with a contingency factor of 1.5 to 650 kg, although the aircraft we fly in, being in the  Sport category, has a maximum take-off weight of 600 kg.

And the drains?

One of the characteristics of Tucano Replica that has been thrilled is the grim and impressive appearance due to the short retractable undercarriage with wide ground track and the front featuring two fake turbine discharges, more than a “I would but I cannot” true and original aesthetic motif. After seeing some photos of the LSA version (the first not exciting because of the renewed cowling created to accommodate the “Light Lycoming” for the American market), we were curious to see the final aircraft. We were pleasantly surprised, but the pictures describe everything better than any speech. It is true that the discharges are no longer there, but in return there is a beautiful renewed cowling with numerous inspection doors and with a clean and pleasant line. The fixed undercarriage has the same telescopic front leg as the knee-bladed RG, and a single-piece rear bumper that, while not having the same grit as the retractable one, is well integrated into the structure, thanks to the pleasant wheel covers; the carriageway is less trimmed than the  retractable without any problem of ground stability and, indeed, with a much better rolling maneuverability.

The brakes adopted are of Brazilian production, extremely powerful, but probably in the future aircrafts they will pass to Italian products. There is nothing to say about the basic structure which, at the time of the factory visit, we appreciated in the least constructive details, but in the inspection round we notice additional points that are the result of both a constant evolution of the aircraft and the attention to the practical aspects. In particular, the front is a small masterpiece: it has upper door for quick inspections, it can be removed in a “progressive” manner depending on the type of controls: only the upper part can be removed for a complete pre flight check, and if it is not enough even the two side air intakes can also be removed to access the engine heads.

Obviously once bottom is removed the access is total to the radiator, turbine, drainage area, and front undercarriage. But it’s not over, because two further top doors, between the firewall and the windshield base, allow access to the well-constructed electrical system and housed in a large and well-maintained compartment (above the heatsink there is also a small electro-vent). The flight controls are actuated by balancer and balanced rods, only the rudder is driven by cables that are rearwardly connected to a dual fork cam. Numerous inspection doors allow you to track backlinks and squares.

The engine

The Tucano Replica is undoubtedly a solid aircraft in design and construction, and this inevitably reflects the weight that in this LSA version is 402 kg in vacuum. The plane has proven to be well with the 100 hp, but to boost its performance a bit more power is what is required.

In this case there are 115 hp of the Rotax turbo, installed in a very clean way and coupled to the three blades  DUC Flash, an adjustable ground propeller with good performance. In particular, the large and long engine compartment allows a rational and clean accessory installation with two liquid and oil coolers equipped with the large elliptical dynamic lower socket and two side air intakes for heads and cylinders. Hot air comes out of the undercarriage compartment, equipped with two flow directional side bandages, and among other things we notice the electric pumps installed on the firewall and housed in a plexiglass compartment which insulate them and can be visual inspected. The  two 50 liter tanks complete the picture, and in the company’s programs there are also optional extra tanks on request.

On bord

You can climb on the wing by the front, thanks to two step in rods, and the large canopy folding on the right side provides the best onboard access you can imagine, thanks also to the central steel safety roll bar that acts as a handle. The seats are outlined and comfortable, the belts are good and the side space is more abundant, the feeling of being on a “big plane” is also on board. With regard to the controls we note that the pitch on the bar pitch is relatively limited, especially in the rear race. No problem in flight, but a gear down would make the movements between roll and pitch more harmonic.

The brakes are single-handed with a lever on the right side of the cabin and with a bypass tap for parking, while the gas grip is running smoothly without the overboost ladder (the 100 hp limit is simply marked by a Red reference on the shelf, at the end of the race). The panel is very simple, with an EFIS / EIS Eclipse Flybox at the center that reports all flight and engine data, and only two backup analog tools, an anemometer in nodes, and a tachometer. By inserting the master, the electric pump automatically starts, while the second pump is manually operated; the trim on the pitch are duplicated on the two bars, with a led indicator on the panel, while a Flybox controller handles the flap management. The small upper eyelid in some distribution and with the back and side sun can not cover the panel properly.

In Flight

Taxiing and take-off. Once the canopy is closed, the large space is immediately noticeable, even a tall pilot has no problems, and the visibility is integral (as well as the sun you take, a long-haul cap is mandatory for long flight). In rolling, the directional control is excellent with an immediate response of the front wheel and the ability to spin in small spaces. With full throttle,  on grass runway, the acceleration is good and comes to full load after less than 200 m of run and 12 seconds total from the brake release, with an initial climb rate of 500 ft / min to 65 KIAS (2.5 m / s at 120 km / h). Unconfiguring, it stabilizes an 800 ft / min rise to 70 KIAS (4m / s to 130km / h), more than good for an airplane of this class with a fixed landing gear.

Flight level. The fixed pitch propeller does not penalize cruising performance and at 75% of the power we travel at 120 KIAS (222 km / h), pretty much the speed limit of the category, speed that takes you to the world without any problems, all with impeccable longitudinal dynamic stability and good trim calibration. Two small side dynamic outlets feed the air vents, visibility is impeccable in every direction.

 

Maneuverability and control effects. Strongly positive static stability makes the controls comfortable, harmonic the effort, less in the amplitude of the excursion which is, as said, limited on the pitch. The roll response is sporty and ready, with a marginal side effect of reverse yaw. The rudder is extremely authoritative with a firm yaw followed by a moderate induced roll which occurs after about a second from the command. The result of the flying is very nice on the cruise, there are enough small bar movements, forgetting the pedal, and exciting in maneuver (with the additional horses than you can feel). Very well the directional stability and dutch roll test cushioned in 2.5 cycles and in just 2 seconds. The spiral mode is basically neutral, both right and left. In all tests at speeds of 100 kts (182 km / h, but the manouvre speed as per manual speed is of 210 km / h) the propeller has shown little influence on dynamic behavior on the directional side.

Slow flight and stall. In clean configuration we detect at 60 KIAS (110km / h) the optimal speed in slow flight, with responses of well-meaning commands and with good front visibility. The temperatures remain in green. The stall arrives at 40 KIAS (74 km / h) with a slight right flank hint that does not require a driver’s correction. With a flap in the takeoff position, it goes down to 38 KIAS (70 km / h) and with a full flap at 35 KIAS (65 km / h), the ultimate legal stall speed, but with the left wing that is more decisive and requires a foot correction. The 45 ° stall arrives at 48 KIAS (89 km / h) with the wing which goes down correctly, at 60 ° of bank arrives at 52 KIAS (96 km / h) announced by a sensible noticeable aerodynamic warning.

Approaching and landing. In downwind at 70 KIAS (130 km / h), we insert a flap mark, entering the finals at 55 KIAS (101 km / h) with full flap and reducing to 50 KIAS (92 km / h) in short-finish. The roll control remains effective, with a slightly yaw reverse; extremely authoritative the rudder, ready in the answer. Good command authority on the pitch at recall phase, and sensitive to the ground effect if you come up with a wire of speed more than the due.

Conclusions.

A pleasant and above all “solid” machine not only in its construction, but also in the sensations it sends in flight. Less complex and lighter than the retractable version, we feel that it can fly with a good balance (and with considerable savings on the final cost) even with the aspirated 100 hp.

 

 

 

SUN ‘N FUN FROM 4th TO 9th OF APRIL

 

Here some pictures of our first experience at SUN ‘N FUN.  We would like to thank you to visiting us at our stand and for those who were not able to make it, we are looking forward to welcome you at EAA VENTURE in July. Many happy landings!!! 🙂

 

VRF AVIATION

VFR AVIATION HAS RECENTLY WROTE AN ARTICLE ABOUT US. TOPIC? OF COURSE OF OUR TUCANO-R AND THE UPCOMING CERTIFICATIONS.

Please find below the translation of the article:

Tucano Replica

The certifications are arriving

Flying Legend will not be present at AERO 2017 for a well-defined choice which is currently endorsing the certification procedures to enter in full the LSA and Experimental market, especially in the North American area after Flying Legend USA INC was established in Archer City, Texas; the company will be the benchmark for the sale of ready-made kits and equipment (together with Flyinglegend US Northeast) and also for kit assemblage  with the direct support of the company’s staff. The airplane, a replica of Brazilian military trainer Embraer Tucano, has had a big success already in 2014 with the participation in the Oshkosh Air Venture with a Tucano Replica flight arriving directly from Brazil (55 hours of total flight), and since then, its presence in the USA was a constant, while adjusting the aircraft to the standards of the new markets. The first version of Tucano Replica that we experienced in flight with the Rotax 100 hp and also with the 130 hp engine with a maximum take-off weight of 600 kg and a load factor of +4.4 -2.2 G  has now been completely revisited to enter the Experimental category and, subsequently, CS-VLA at 750 MTOW.

The certification and the standards

The maximum takeoff weight  has risen up to 650 kg, but above all the load factor is now + 6-3g, with a safety factor of 1.5 which allows  to perform the Sportman basic stunt program. Static loading tests were  performed in positive up to 9 g (but 9.5 g was achieved). The LSA version with a maximum take-off weight of 600 kg (1320 lb) also maintains the same load factors. Much of the effort was therefore required to obtain certifications or compliance with the required standard, and at the moment the Tucano Replica has the Brazilian Experimental Certification (ANAC)  and complies with the ASTM standards for S-LSA as well as LSA in Taiwan, which allows marketing on the Chinese market. Undoubtedly the big wait is for FAA’s Experimental USA certification, which is already evaluating a kit, and it should make its point while you are reading these lines. Finally, the starting procedures have also been done for the English LAA and the Australian CASA authority.

Engines

An airplane of this size and structure with no doubts needs a decent installed power, although it has proven to be running well with the Rotax 912 ULS 100hp, available for the LSA market with fixed undercarriage and fixed pitch, and also for the the VDS; and the LSA USA market, in particular for the last one, there is also available a Light Lycoming which requires a slight change of the cowling to accommodate the cylinder side footprint. But the choice of the company is oriented to the centrifugal compressor solution applied to the Rotax 912 100 hp, capable of delivering up to 140 hp with excellent reliability and a fairly simple installation which does not involve any internal modifications to the engine and even the exhaust system, being the compressor operated by a pulley and provided with independent lubrication. In this configuration we conducted a flight test two years ago (August 214) with excellent performance results. Also available is the 115 hp Rotax 914 turbo, and recently with this engine a Tucano R LSA was delivered (with fixed landing gear and fixed pitch propeller) to Taiwan. Today Flying Legend has dealers in Brazil, Australia, Cambogia, Taiwan, USA and South Africa, while the official entry in the European market (where they have already dealers in France and England, as well as in Italy) will take place after the English certification. Shortly VFR Aviation will be in Sicily to test the aircraft in its final setup.