Monoplane

Pipistrel Alpha Trainer / Alpha Electro

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Alpha Electro

Pipistrel’s S-LSA Alpha Trainer debuted 2012 and has sold well. Price: US$90,900 (fully equipped Alpha Trainer w/ballistic chute).

At the end of 2017 the Pipistrel Alpha Electro trainer was officially released to customers with significant success. This aircraft has an endurance of 1 hr plus a 30 min reserve, short take-off distance, and 1000+ fpm climb. The Alpha Electro is also designed to recover 13% of the energy upon each approach.

Pipistrel’s Alpha Electro (UL/LSA in Australia) electric airplane has obtained certification.

Pipistrel Sinus

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In 1995, Pipistrel d.o.o. Ajdovščina presented a two-seat ultralight aircraft with a wing-span of 15 meters, aimed also at glider pilots. The aircraft was the Sinus.

The Sinus team aimed at a two-seat composite-built aircraft with 15 meters of wingspan, which requires 100 meters of runway to take-off and reaches 200 km/h in horizontal flight, all on a 50 HP engine. The aircraft was is constructed according to EASA CS-22 rules (classic gliders), although it fits into the microlight category, with seats in side-by-side configuration.

The L/D ratio of the aircraft was be close to 1:30, which makes it a decent glider and provides extra safety in case of engine failure, since the engines for microlights are not certified, and must present Short Take-off and Landing (STOL) characteristicts. The aircraft is equipped with airbrakes, which enable the pilot do descent rapidly and use a high angle of approach onto typical ultralight airfields. The empty weight of the whole aircraft was not to exceed 285 kgs.

The small Pipistrel team developed their own airfoil and wing shape as well as a propeller with feathering capability, all drastically decreasing the drag and providing for a satisfactory glide ratio.

When the Sinus flew for the first time she was a subject of aviation magazines around the World and glider pilots began placing orders. They were willing to trade the imperfect glide ratio for the low cost of flying, freedom and independence from glider tow.

Sinus took the World Champion 2001 title, triggered a wave of imitators.
Fully composite construction with a 15-meter wing span, which provide for a glide ratio touching 1:30, the Sinus is equipped with high-tech features such as flaperons, airbrakes and variable-pitch propeller, and can be had in both tricycle or tail dragger undercarriage configuration. Sinus comes in two variants, the 503 and 912 with corresponding Rotax two- and four- stroke engines. Fast cross country flights to destinations 1000 km and further away doing more than 200 km/h (110 kts) are a reality with Sinus, even while burning around 10 liters of automotive fuel (mogas) or avgas per hour.

The Pipistrel Sinus is a ULM certified composite two seater motorglider. The vario propeller with in flight adjustable pitch and possibility to set it in the feather position transform the Pipistrel Sinus in a real low resistance glider. All options are included in the basic 2009 price: 46900 EURO.

Electric starter, recycling fuel pump to fill the wing tanks, warning lights for fuel minimum level, cockpit hot air heating system, main wheel fairings, all engine and flight instruments, etc. The cabin is properly insulated from noise and very comfortable. The seats are ergonomic with an adjustable head rest. The pedals have wheel brake levers on them, are adjustable in flight and made in stainless steel. All controls are easy to use and reach from both seats, and both seats have pedals and sticks.

Sinus was the absolute winner of the World Championship in 2001 and came runner-up in 2005. In 2004 Sinus was the first light aircraft to fly around the World. Since then, our owners have performed remarkable long-range flights including a non-stop flight from Pisa to Lisbon, Athens – Nordkapp flight and the first ever light aircraft Australia – New Zealand crossing!

The Sinus entire cabin area is encased with energy absorbing structures made from Kevlar fibre. The Sinus can also be equipped with the ballistic parachute rescue system. Including honeycomb techniques, Titanium and Magnesium are used on parts of the aircraft.

The wing tanks have the fuel cap on top, as well as a visual check for the fuel level. The main landing gear is profiled, made of composite. The main wheels have strong hydraulic disk brakes. Back wheel is controlled by pedals. The airbrakes allow landing the Sinus in very short distances over high obstacles. Disassembling and assembling is very simple like on normal gliders, all wing control connections are automatically locked on annexation of the wings.

Pipistrel has delivered more than 1,000 aircraft worldwide. All Sinus models can be had as 51% EAB (Amateur-Built Experimental) kits (400 hours est.) too. Price 2014 US$97,450.

Sinus 503
Engine: Rotex 503 UL DCDI 2V 50hp at 6000 rpm
Wing span: 14.97 m
Wing area: 12.26 sq.m
Aspect ratio: 18.3
Airfoil: IMD 029-b, (Orlando, Venuti)
Empty Weight: 265 kg / 584 lb
MTOW Weight: 472 kg / 1041 lb
Stall: 34 kt / 39 mph / 63 kmh
Cruise: 92 kt / 106 mph / 170 kmh
VNE: 121 kt / 140 mph / 225 kmh
Climb Ratie: 600 ft/min / 3.2 m/s
Glide Ratio: 1:28
Take-off distance (50ft obstacle): 710 ft / 215 m
Landing distance (50ft obstacle): 660 ft / 200 m
Cockpit width: 44 in
Seats: 2

Sinus 912
Engine: Rotax 912 UL2, 80 hp at 5800 rpm
Propeller: Pipistrel VARIO
Wing span: 14,97 m
Length: 6,6 m
Height: 1,70 m
Wing area: 12,26 sq.m
Airfoil: IMD 029-b, (Orlando, Venuti)
Rudder area: 1,1 sq.m
Tail area: 1,63 sq.m
Aspect ratio: 18,3
Positive flaps: 9 deg, 18 deg
Negative flaps: 5 deg
Center of gravity: 20% – 39%
Empty weight: 285 kg
Empty weight light version: 275 kg
Max take off weight (MTOW): 450 kg / 472.5 kg / 544kg
Fuel tanks capacity: 2 x 30 l / 2 x 50 l
Useful fuel: 2 x 27 l / 2 x 45 l
Stall with flaps: 34 kt / 39 mph / 63 km/h
Stall without flaps: 66 km/h
Cruising speed (75% power): 108 kt / 124 mph / 200 km/h
Max. Horizontal speed : 220 km/h
Vne: 121 kt / 140 mph / 225 km/h
Max speed with airbrakes out: 160 km/h
Max speed with flaps down: 130 km/h
Manoeuvring speed: 141 km/h
Best climb speed: 120 km/h
Max climb rate (450 kg): 6,5 m/sec
Climb rate at 140 km/h: 1300 ft/min / 6,3 m/sec
Min.sink speed: 90 km/h
Min.sink (prop. 90 deg.): 1,03 m/sec
Max. Sink with airbrakes: 5,5 m/sec
Best glide ratio speed: 95 km/h
Best glide (prop. 90 deg.): 1:27
Glide at 150 km/h (prop 90 deg): 1:18
Take off run ( 450 kg): 88 m
Take off over 15 m obstacle (450 kg): 148 m
Service ceiling ( 450 kg): 8800 m
45° – 45° roll time: 4,2 sec
Fuel consum. At cruis. Speed: 9,2 l/hour
Endurance (std tanks): 5,8 hours
Range distance: 1200 km
Max load factor permitted ( x 1,8): +4 g – 2 g
Max load factor tested: + 7,2 g – 7,2 g
Cockpit width: 44 in
Seats: 2
2009 Price: 57900 EURO

Pipistrel Apis-Bee

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Apis/Bee is a single-seat middle wing ultralight self launching glider with a T- tail. All plastic parts are made in AFK, GFK and CFK technology while all main parts are LN certified. The plane itself is made of armoured plastic in combination of epoxy resin enforced with honeycomb, glass, carbon and kevlar fibers, featuring the same wing and tail section aerodynamics as the Sinus and Taurus. The wings are made in sandwich construction. Top and lower surfaces are made first then all additional elements (main spare, basic ribs, air-brake enclosure) are glued into top half. Air-brakes expand from the top half of the wing only. The rudder is built the same way from two halves with built-in control connections and hinges.

The fuselage is built in combined AFK and CFK manner as a combination of shell and sandwich construction. The two halves are are built so that most of the elements are glued into one of them and then both are put together. Carbon and kevlar are used from nose to wing section, while the rest is made in sandwich construction. The cockpit is covered with a single piece Plexyglass cover opening forward. Pitot tube and air vent (for ventilating the cockpit) are built into the nose. Static pressure is measured on the side of the fuselage. A radio antenna is built in to the aft vertical stabilizer. The tow tie is mounted on the lower front part of the fuselage. Rudder pedals are adjustable.

Horizontal stabilizer and rudder are made the same way as wings: in sandwich construction. All controls hook up automaticaly. Air-brakes and ailerons use rigid connections (tubes and bearings). Landing gear is a non-retractable wheel with disk brake under the cockpit and a small one on the tail. The wheel brake is accessible by air-brake handle.

The basic price includes the 14.97 m wing-span tail-wheel single seater ul class glider with integrated winglets, t – tail ready to fly, test flown. Standerd are a 4 point seat belts, a defogging system for the canopy, 6 stage positive and negative deflecting flaperons, self locking Schempp-Hirth type airbrakes, spring-type elevator trim, in flight adjustable rudder pedals, 4˝ main wheel with disc brake and fairing, two wingtip wheels, 2 ½ ˝x 1 ˝, with fairings, steerable tail wheel 180 x 45 mm (7˝x 1 ¾˝), 14 – liter fuel tank, Hirth F33bs or Rotax 447 belt drive engine, high capacity dry-type battery 12 v / 10ah, modular electric system with fuses on primary and secondary circuit, electric starter, regulator-rectifier, fully automatic engine control and propeller positioning system, 2 blade wooden propeller reinforced with fiberglass, and an instrument panel with:
master switch key, switches with fuses and warning lights, magnetos switches,
instruments: multifunction instrument to control the engine operatiom and the system
to retract the engine, engine hours counter, rpm counter, cht, egt, altimeter,
airspeed indicator, variometer, libelle (slip indicator) & magnetic compass with mount.

Apis/Bee
Wing span: 14.97 m
Wing area: 12.24 sq.m
Aspect ratio: 18.33
Fuselage length: 6.26 m
Overall height: 1.3 m
Empty weight: 215 kg
Single wing weight: 40 kg
Max. takeoff weight: 322.5 kg
Min. takeoff weight: 250 kg
Max. speed Vne: 220 km/h
Max. airspeed in rough air: 144 km/h
Max. airspeed in aero-tow: 144 km/h
Manouvering airspeed: 144 km/h
Max. speed with air-brakes: 220 km/h
Min. speed MTOW: 60 km//h
Airfoil type and ratio: IMD 029 17.01 %
Best glide ratio @ 94 km/h: 39-1
Min. sinking rate @ 84 km/h: 0.59 m/s
G load limits: +5.3 -2.65

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After the success of the Sinus it was quite realistic to expect there is also a market niche for a real microlight two-seat glider, as well as it’s version with an auxiliary, fully retractable engine. Hard-core glider pilots were not convinced by the glide ratio of 1:30 that Sinus has to offer. The ‘real’ quality gliding goes together with glide ratios of 1:40 and more.

This time, the main idea of construction was different from the Sinus, but the aims were a side-by-side microlight motorglider, with a self-lauchable version with an auxiliary, yet fully retractable engine and glide ratio of at least 1:40.
by providing two main wheels in parallel configuration complete independence could be achieved dispensing with a helper holding the wing tip during take-off.

The fuselage of Taurus uses a lifting body shape concept and features enough room for an auxiliary, yet fully retractable engine.
Taurus is also intended for training, therefore all controls must be within reach of both pilots. Both pilots have individual control sticks and rudder pedals. The landing gear operation lever, flaps, airbrakes, tow rope release and trim levers are there for common for both pilots and are found in the middle, between both seats. For added comfort pilots enjoy adjustable headrests, in-flight adjustable rudder pedals, separate vent window and a central ventilation system for efficient de-fogging of glass surfaces. There are side pockets for each pilot and a baggage compartment behind the seats with space for an oxygen system as well.

The version of Taurus with an auxiliary retractable engine comes with a ROTAX 503 which is modified and redesigned by Pipistrel. The engine is twin carbureted engine and drives Pipistrel’s own developed propeller. The system for extending and retracting the engine and propeller is fully automated. The pilot takes advantage of a dedicated interface on the instrument column and all they have to do is to flick the switch to ‘engine IN’ or ‘engine OUT’ position – everything else is done completely automatically. When retracting, the propeller is first positioned vertically, the engine then gets retracted and the engine bay covers close. To restart the engine on ground or in-flight the pilot selects the ‘engine OUT’ option and the engine extends and is ready for start-up in only 12 seconds. The entire engine retraction system is incredibly light and reliable, all switches and sensor used to monitor the operations are electromagnetic-induction type and as such not sensitive to vibration, mechanical damage and/or dirt. This system has also been developed in-house by the Pipistrel team. Built-in safety will prevent inadvertent start-up or retractions of the engine.

The same goes for the undercarriage retracting system, which is fully mechanic but needs very light force on the cockpit lever during operation. There are two main wheels in parallel configuration. The tail wheel is not retractable but fully stearable. The airbrakes, flaps and the elevator trim are all mechanical pushrod type. A tow-rope release mechanism can be fitted as well. Gliding has a 1:41 glide ratio coupled with 5 flaperon settings.

The LSA Taurus has a 15-meter wing-span which can be removed. Taurus has automatic control connections and one wing weighs 40 kg (90 lbs). From take-off to 500 m (1650 ft) needs only 3 minutes, 6 minutes to 1000 m (3300 ft) and 10 minutes to 1500 m (5000 ft).

Taurus entire cabin area is encased with energy absorbing structures made from Kevlar fibre. The Taurus can also be equipped with the ballistic parachute rescue system. Taurus is made in highest technology composites (epoxy resin, glass fibre, carbon fibre, kevlar fibre and honeycomb structures). The airfoil used on wings is ORL 170, (F. Orlando).

2009 Price: 70000 EURO

First announced in December 2007, the Taurus Electro matches the performance of the petrol powered Taurus 503 and, it weighs the same and sells for the exact same price. Taurus Electro has a tailor-developed 30 kW electric motor.

The electric-motor propulsion has been tested successfully on four light aircraft before the Taurus Electro – as an auxiliary engine on self launching gliders Apis, Antares and Silent and on the MCR light aircraft where a full-cell based propulsion was used.

Pipistrel’s Taurus is a two-seat glider with higher approved take-off weight than the single seat gliders where the electric-motor propulsion has been tested so far. Therefore the Taurus requires a more powerful electric motor.

The goals when designing the Taurus Electro were mainly to:

  • develop a system, that will enable the aircraft to climb to altitudes in excess of 2000 meters on a single battery charge;
  • keep the current market price of the aircraft;
  • keep the current take-off distance;
  • keep the empty weight of the aircraft within the values of the internal combustion engine powered Taurus 503 with fuel;
  • keep the current climb profile of the aircraft.

This required modify the existing system for extension / retraction of the engine, developing a purpose-built propeller to maximize the efficiency at given constant torque, useing high-performance Lithium-polymer batteries with specific capacity touching 200Wh/Kg, and developing a system to charge the batteries in flight.

Developmental costs of the Taurus Electro project were over 1 Million Euro, partially funded by the EU for the sum of 354,824.89 EUR.

TAURUS 503
Engine: Rotax 503 UL DCDI 2V, 53 hp at 6600 rpm
Propeller: 2 blade Pipistrel 1600 mm diam
Wing span: 14.97 m
Length: 7.27 m
Height: 1.41 m
Wing area: 12.33 sq.m
Rudder area: 0.9 sq.m
Horizontal tail area: 1.36 sq.m
Aspect ratio: 18.6
Positive flaps: 5 deg, 9 deg, 18 deg
Negative flaps: -5 deg
Center of gravity: 23% – 41%
Empty weight: 285 kg
Minimum pilot weight: 60 kg
Maximum total pilots weight: 220 kg
Max take off weight (MTOW): 450 kg / 472.5 kg
Fuel tank capacity in the wing: 30 lt
Useful fuel: 27 lt
Stall with flaps: 63 km/h
Stall without flaps: 71 km/h
Manoeuvring speed: 163 km/h
Max. Speed with flaps extended: 130 km/h
Max. Speed with airbrakes extended: 225 km/h (extend at or below 160 km/h)
Max. Speed with powerplant extended: 160 km/h
Vne: 121 kt / 140 mph / 225 km/h
Min.sink: 0.70 m/sec
Min.sink speed: 94 km/h
Max. Sink with airbrakes: 6.0 m/sec @ 100 km/h
Best glide: 1: 41
Best glide ratio speed: 107 km/h
Best glide at 150 km/h: 1: 33
Best glide at 180 km/h: 1: 23
Max towing speed: 150 km/h
45°-45° roll time: 3.9 sec
Take off run MTOW: 180 m
Take off over 15 m MTOW: 265 m
Cruising speed with 75% power: 120 km/h
Best climb speed: 100 km/h
Max climb rate (MOW): 2.9 m/sec
Service ceiling MTOW: 3,900 m
Max load factor permitted (x1,8): +5.3g -2.65g
Max load factor tested: + 7.2g – 7.2g
Fuel consum. At full power:: 18 lph
Seat: 2
Cockpit width: 50 in

Taurus Electro
Empty weight (incl. Batteries): 320 kg
Top-of-climb: 2000 m / 6500 ft AGL
Take-off distance at MTOW (472.5 kg): 170 m / 560 ft
Climb rate at MTOW (472.5 kg): 2.8 m/sec / 560 fpm
Electric motor type: permament magnet synchronus three-phaes brushless
Electric motor dimensions (excl. propeller flange): diam. 250 mm x 150 mm
Electric motor mass (excl. propeller flange): 14 kg
Max. continous shaft power: 30 kW at 1800 RPM
Efficienty at max. continous power: 95%
Max. continous torque: 160 Nm
Peak torque: 200 Nm (0 – 1500 RPM)
Max. motor RPM: 1800 RPM
Nominal voltage: 140 V
Propeller diameter: 2040 mm
Batteries: Lithium-polymere: 42 cells, 3.7 V each
Storage capacity: 6 kWh
Battery weight: 46 kg
Charger / battery voltage balancer: Built into aircraft
Power / RPM controller: SAC 40 modified for aviation use

Pipistrel Virus

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The LSA Virus 912 is a cruise aircraft suited for cross-country flying and aero-clubs and training flights. Full composite construction, 12.4-meter wing span and a glide ratio of 1:24 put Virus alongside motorgliders, with features such as 4-stage flaperons, airbrakes, and a variable pitch propeller with feathering capability. Undercarriage can be tricycle (nose wheel) of tail-dragger type. The engine is the four-stroke Rotax 912.

Virus won the 2007 Personal Air Vehicle Challenge and the 2008 General Aviation Technology Challenge, both events sponsored by NASA.

The Virus equipped with a 12- or 10-meter wingpan. The 12-meter version is a touring motorglider, enabling you to switch off the engine and glide alongside ridges, while the 10-meter fits in every hangar and is faster and more maneouvrable.

The entire cabin area is encased with energy absorbing structures made from Kevlar fibre, and the Virus can also be equipped with the ballistic parachute rescue system.

The Virus meets even the strictest of the noise regulations. Technologies, including honeycomb techniques, are used to build the composites and metal alloys, including Titanium and Magnesium, which are used on parts of the aircraft. The Virus can be disassembled in 15 minutes with all the controls self-fitting.

The ventilated side-by-side cockpit has optional leather interior and adjustable rudder pedals. The choice of either a small or large instrument panel can make the cockpit feel like a glider or fully equipped long-range cruising aircraft.

2009 Price: 57900 EURO

Pipistrel has delivered more than 1,000 aircraft worldwide and registered 7 Virus SW (Short Wing) aircraft in the US in 2012. All Virus models can be had as 51% EAB (Amateur-Built Experimental) kits (400 hours est.). 2014 Price: US$97,450

VIRUS 912
Engine: Rotax 912 UL, 80 hp at 5800 rpm
Propeller: Pipistrel VARIO
Wing span: 12,46 m
Length: 6,5 m
Height: 1,85 m
Wing area: 11,0 sq.m
Rudder area: 1,1 sq.m
Tail area: 1,63 sq.m
Aspect ratio: 13,1
Positive flaps: 9 deg, 18 deg
Negative flaps: 5 deg
Center of gravity: 20% – 38%
Empty weight: 284 kg
Max take off weight: 450kg / 472.5kg / 544kg
Fuel tanks capacity: 2 x 30 l / 2 x 50 l
Useful fuel: 2 x 27 l / 2 x 45 l
Stall with flaps: 62 km/h
Stall without flaps: 72 km/h
Cruising speed (75% power): 225 km/h
Max. Horizontal speed: 240 km/h
Vne: 249 km/h
Max speed with airbrakes out: 160 km/h
Max speed with flaps down: 130 km/h
turbulence penetration speed Vb: 141 km/h
Best climb speed: 130 km/h
Max climb rate (450 kg): 6,2 m/sec
Best glide ratio speed: 110 km/h
Best glide: 1:24
Take off run (450 kg): 90 m
Service ceiling (450 kg): 8100 m
45° – 45° roll time: 3,1 sec
Fuel burn at cruise: 9,5 l/hour
Endurance: 5,7 hours
Range: 1280 km
Max load factor permitted: +4 g – 2 g
Design safety factors & tested: minumum 1.875
Seats: 2
Cockpit width: 44 in

VIRUS 912 SW 80
Engine: Rotax 912 UL, 80 hp at 5800 rpm
Propeller: Pipistrel VARIO
Wing span: 10,71 m
Length: 6,5 m
Height: 1,85 m
Wing area: 9,51 sq.m
Rudder area: 1,1 sq.m
Tail area: 1,08 sq.m
Aspect ratio: 11,3
Positive flaps: 9 deg, 19 deg
Negative flaps: 5 deg
Center of gravity: 25% – 37%
Empty weight: 287 kg
Max take off weight: 472.5 kg / 544 kg
Fuel tanks capacity: 2 x 50 l
Useful fuel: 2 x 47 l
Stall with flaps: 64 km/h
Stall without flaps: 79 km/h
Cruising speed (75% power): 246 km/h
Max. Horizontal speed: 264 km/h
Vne: 302 km/h
Max speed with airbrakes out: 205 km/h
Max speed with flaps down: 130 km/h
turbulence penetration speed Vb: 250 km/h
Best climb speed: 140 km/h
Max climb rate (450 kg): 6,1 m/sec
Best glide ratio speed: 118 km/h
Best glide: 1:17
Take off run (450 kg): 140 m
Take off over 15 m obstacle: 225 m
Service ceiling (450 kg): 6200 m
45° – 45° roll time: 1,6 sec
Fuel burn at cruise: 13,6 l/hour
Endurance: 6,9 hours
Range: 1650 km
Max load factor permitted: +4g -2g
Design safety factors & tested: minimum 1.875
Seats: 2
Cockpit width: 44 in

VIRUS 912 SW 100
Engine: Rotax 912 ULS, 100 hp at 5800 rpm
Propeller: Variable pitch
Wing span: 10,71 m
Length: 6,5 m
Height: 1,85 m
Wing area: 9,51 sq.m
Rudder area: 1,1 sq.m
Tail area: 1,08 sq.m
Aspect ratio: 11,3
Positive flaps: 9 deg, 19 deg
Negative flaps: 5 deg
Center of gravity: 25% – 37%
Empty weight: 289 kg
Max take off weight: 472.5 kg / 544 kg
Fuel tanks capacity: 2 x 50 l
Useful fuel: 2 x 47 l
Stall with flaps: 64 km/h
Stall without flaps: 79 km/h
Cruising speed (75% power): 273 km/h
Max. Horizontal speed: 283 km/h
Vne: 302 km/h
Max speed with airbrakes out: 205 km/h
Max speed with flaps down: 130 km/h
turbulence penetration speed Vb: 250 km/h
Best climb speed: 140 km/h
Max climb rate (450 kg): 8,4 m/sec
Best glide ratio speed: 118 km/h
Best glide: 1:15
Take off run (450 kg): 95 m
Take off over 15 m obstacle: 175 m
Service ceiling (450 kg): 6800 m
45° – 45° roll time: 1,6 sec
Fuel burn at cruise: 17,8 l/hour
Endurance: 5,3 hours
Range: 1450 km
Max load factor permitted: +4g -2g
Design safety factors & tested: minimum 1.875
Seats: 2
Cockpit width: 44 in

Piper Advanced Technology PAT-1 Pugmobile

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Designed by George Mead, the 1981 Piper Advanced Technology Inc PAT-1 Pugmobile was a four-place cabin, canard monoplane. Powered by a 160hp Lycoming O-320, the prototype, N15PT, had an approach speed of 75 mph.

The prototype crashed on 19 Nowember 1981 killing designer Mead and two passengers.

November 20, 1981
An experimental, single-engine airplane, designed for enhanced safety, crashed yesterday during a demonstration flight over the Chesapeake Bay, killing the aircraft’s designer and two employees of the National Aeronautics and Space Administration’s Langley Research Center.
The propeller-driven, four-seater plane, outfitted with an unusual wing near its nose, plunged into the bay shortly before 11:25 a.m. near Gwynn Island, below the mouth of the Rappahannock River about 30 miles north of Hampton, Va. A NASA spokesman said the cause of the crash was not known.
Among those killed was George Mead, an aeronautical engineer in his early 30s who designed the novel general aviation craft for Piper Advanced Technology Inc., a Kansas company established last year to build, test and market the plane. The firm, based in Wichita, was started by a son of the founder of the well-known Piper Aircraft Corp. but has no corporate relationship to the older enterprise, a company official said.
The others who died in the crash were identified as Wendell Kelley, 41, of Newport News, Va., a NASA research pilot, and Paul F. Coy, 23, of Hampton, Va., a NASA engineer. The two men were aboard to “see how the plane handled,” Langley spokesman Maurice Parker said.
A spokesman for the National Transportation Safety Board, which is expected to start investigating the crash today, said initial reports indicated the plane may have broken up in flight.
Dennis Harms, one of the craft’s builders, said in a telephone interview from Wichita that the plane destroyed yesterday was the only existing prototype, designated PAT-1. The company has not yet decided whether to rebuild the aircraft, estimated to cost $75,000 to $100,000, and resume testing, he said.
The small wing near the plane’s nose, known as a canard, was designed as a safety feature, Harms said. It was intended to prevent stall spin, an often fatal aviation phenomenon that may occur when a plane climbs too steeply, loses its upward lifting force and pitches back, spinning. There was no indication of stall spin in yesterday’s accident.
Harms said the 160 horsepower plane — previously flown, chiefly by Mead, for 70 to 80 hours — was also designed for higher speeds than normally achieved by light planes without loss of fuel efficiency or cabin space. Its cruising speed, he said, was 165 miles an hour.
NASA researchers were primarily interested in the aircraft’s canard feature, a subject of study for possible use in passenger and military planes, officials said.
NASA spokesman Parker said the plane took off from Langley at 10:40 a.m. yesterday on its second day of demonstration flights for officials of the aeronautics agency. No distress call was received from the craft, whose crash was reported to a county sheriff in eastern Virginia. The Coast Guard recovered the three bodies and towed the plane ashore in two pieces, he said.