39-423: The Terrafugia Transition is a light sport , roadable airplane under development by Terrafugia since 2006. The Rotax 912ULS piston engine powered, carbon-fiber vehicle is planned to have a flight range of 425 nmi (489 mi; 787 km) using either automotive premium grade unleaded gasoline or 100LL avgas and a cruising flight speed of 93 kn (107 mph; 172 km/h). Equipment includes
78-591: A Dynon electronic flight instrument system , a Ballistic Recovery Systems ballistic parachute , an inflight power boost feature, a remodeled interior, increased cargo space, improved seat belt design, airbags, plus three rearview cameras. In January 2021, Terrafugia announced that the Transition received a Special Light-Sport Aircraft (LSA) airworthiness certificate from the FAA for the Transition to be flown only, with road use approval to follow in 2022. In February 2021, it
117-463: A propeller if it is a powered aircraft. In the United States, several distinct groups of aircraft may be flown as light-sport. Existing certificated aircraft and experimental, amateur-built aircraft that fall within the definition listed in 14CFR1.1 are acceptable, as are aircraft built to an industry consensus standard rather than FAA airworthiness requirements. The accepted consensus standard
156-438: A Dynon Skyview glass panel avionics system, an airframe parachute, and an optional autopilot. On the road, it can drive up to 70 miles per hour (110 km/h) with normal traffic. The Transition Production Prototype's folded dimensions of 6 ft 8 in (2.03 m) high, 7 ft 6 in (2.29 m) wide and 18 ft 9 in (5.72 m) long are designed to fit within a standard household garage. When operated as
195-648: A car, the engine power take-off near the propeller engages a variable-diameter pulley CVT automatic transmission to send power to the trailing-suspension mounted rear wheels via half-shafts powering belt drives. In flight, the engine drives a pusher propeller . The Transition has folding wings and a twin tail. The experimental Transition Proof of Concept's first flight in March 2009 was successful and took place at Plattsburgh International Airport in upstate New York using U.S. Federal Aviation Administration (FAA) tail number N302TF. First customer delivery, as of March 2009,
234-503: A delay was announced and Terrafugia's CEO estimated that about another 18 months would be required before first customer delivery in "late 2012", but this was not achieved. December 2011 saw the base price increase to US$ 279,000 from an initial price of US$ 194,000. After undergoing drive tests and high-speed taxi tests, the production prototype completed its first flight on March 23, 2012, at the same airport in Plattsburgh, New York , that
273-569: A glass cockpit including: Light sport aircraft A light-sport aircraft ( LSA ), or light sport aircraft , is a category of small, lightweight aircraft that are simple to fly. LSAs tend to be heavier and more sophisticated than ultralight (aka "microlight") aircraft, but LSA restrictions on weight and performance separates the category from established GA aircraft. There is no standard worldwide description of an LSA. The civil aviation authorities in different countries have their own particular specifications and regulations which define
312-409: A maximum stall speed of 45 knots (83 km/h; 52 mph) in landing configuration; a maximum of two seats; there is no limit on maximum speed unless it is a glider, which is limited to Vne 135 kn CAS ; fixed undercarriage (except for amphibious aircraft, which may have repositionable gear, and gliders, which may have retractable gear); an unpressurized cabin; and a single non-turbine engine driving
351-740: A new category with the following characteristics: Light-sport aircraft can be factory-manufactured aircraft or kits for amateur-building. On 26 December 2022, Japan Civil Aviation Bureau amended the Circular of Aircraft Safety No.1-006 and clarified its own stance on LSA. The significant difference between Japan and other countries described above is that LSA in Japan is defined as a type of Experimental aircraft, i.e., non-certified aircraft, similar to amateur-built aircraft but rather than practical aircraft, i.e., certified aircraft. Permission for Test Flights etc. by Minister of Land, Infrastructure, Transport and Tourism
390-734: A total of 480 lb (218 kg) or 36%. During consultations the request for the weight increase was supported by the General Aviation Manufacturers Association , the Experimental Aircraft Association , the Aircraft Owners and Pilots Association and the Light Aircraft Manufacturers Association . Only a few individuals expressed opposition to the request. The exemption was granted by the FAA on 19 June 2016. In April 2015
429-490: Is a normal development of a maturing standard and does not expect any significant changes in the rules, only more scrutiny by FAA to assure compliance. The FAA announced on July 24, 2023, that it was considering expanding the Light Sport Aircraft category to incorporate the development of emerging technologies, in particular electrically-powered rotorcraft. The LSA category is expected to be drastically expanded with
SECTION 10
#1732859487134468-446: Is basically restricted to within 3 km of the takeoff/landing point avoiding residential areas. If the pilot of the LSA intends to fly outside of the above range or to land outside of the takeoff point, the pilot must have a Private Pilot license or a higher license and an effective aviation medical certificate. The required characteristics of LSA in Japan are modeled after those of S-LSAs in
507-439: Is defined by ASTM International Technical Committee F37. Aircraft built to the consensus standard may be factory-built and sold with a special airworthiness certification (S-LSA) or may be assembled from a kit under the experimental rules (E-LSA) under experimental airworthiness. A company must have produced and certified at least one S-LSA in order to be permitted to sell E-LSA kits of the same model. E-LSA kits are not subject to
546-553: Is in the process of public consultation, which will last about 90 days (until mid-October), with the final regulations scheduled for 2024. Aircraft that met light-sport requirements when the rules were announced appear in an FAA list Some additional models of S-LSA, E-LSA and E-AB aircraft that meet light-sport requirements are listed here. The FAA maintains a complete list of approved SLSA aircraft models. 914 , or Lycoming IO-233 (112 mph) (404 mi) (280 km/h) (2,700 km) (129 mph) (529 mi) In June 2011,
585-465: Is necessary to operate LSA in Japan as well as other non-certified aircraft. In order to operate the LSA in Japan, the aircraft, like other non-certified aircraft, requires permission for test flights, etc. from the Minister of Land, Infrastructure, Transport and Tourism. Because the LSA flight is nominally a test flight of an unknown experimental aircraft, the pilot may not have a license and the flight range
624-526: The European Aviation Safety Agency published CS-LSA "Certification Specifications for Light Sport Aeroplanes". This introduced a new category of manufactured sport aeroplanes similar to the light-sport category found in the US and elsewhere. A new certification category for 'Light Sport Aircraft' came into effect on 7 January 2006. This category does not replace the previous categories, but created
663-606: The LSA category. For example, in Australia the Civil Aviation Safety Authority defines a light-sport aircraft as a heavier-than-air or lighter-than-air craft, other than a helicopter, with a maximum gross takeoff weight of not more than 560 kg (1,235 lb) for lighter-than-air craft; 600 kg (1,323 lb) for heavier-than-air craft not intended for operation on water; or 650 kg (1,433 lb) for aircraft intended for operation on water. It must have
702-591: The LSA requirements, certain certificated aircraft, such as the original Piper Cub , happen to fall within the definition of a light-sport aircraft and can be operated by individuals holding FAA sport pilot certificates. The aircraft can not be re-certificated as LSA, however: although sport pilots may operate conventionally certificated aircraft that fall within the definition of an LSA, the aircraft themselves continue to be certificated in their original categories. Several designers and manufacturers of experimental aircraft kits have developed models that are compliant with
741-418: The Transition. Terrafugia requested to use lighter weight motorcycle tires instead of RV tires, polycarbonate for the windshield and side windows, basic airbags instead of advanced, dual stage airbags and to not include an electronic stability control system. The NHTSA granted all of the requested exemptions on June 29, 2011, but limited the stability control and airbag exemptions to one year. In June 2011,
780-565: The US do not require pilot licensing, medical certification, or aircraft registration . Aircraft certified as light-sport aircraft exceed the limitations defined for ultralight aircraft and require that the pilot possess, at a minimum, a sport pilot certificate. Among these aircraft were found those that were specifically designed to meet the LSA requirements, as well as overweight ultralights (commonly known as "fat ultralights") that previously were operated in technical violation of 14 CFR 103. In addition to aircraft specifically designed to meet
819-430: The US ultralight specifications are extremely lightweight (less than 254 pounds if powered, or 155 pounds if unpowered), are intended for operation by a single occupant, have a fuel capacity of five US gallons (about 19 litres) or less, a maximum calibrated airspeed of not more than 55 knots (102 km/h; 63 mph), and a maximum stall speed of not more than 24 knots (44 km/h; 28 mph). Ultralight aircraft in
SECTION 20
#1732859487134858-543: The United States. On the other hand, the E-LSA classification has not been introduced, so kit-built and plan-built LSAs are regarded as amateur-built aircraft. Imported LSA certified as CS-LSA is considered LSA on an exceptional basis, even if it does not meet the characteristics of LSA in Japan. Stall speed Too Many Requests If you report this error to the Wikimedia System Administrators, please include
897-457: The company announced that parts were being built for the third version of the aircraft, and that current planning estimated the first customer delivery after roughly two years. Terrafugia COO/VP of Engineering Kevin Colburn also stated that the company has changed the price estimate from $ 279K to between $ 300K and $ 400K. In November 2015, the company announced that the third version of the Transition
936-469: The exemption provides more weight allowance for the mandatory road safety features such as airbags and bumpers. The proposed design of the production version was made by Danish designer Jens Martin Skibsted and his partners at KiBiSi and made public at AirVenture Oshkosh on July 26, 2010. Aerodynamic changes revealed included a new, optimized airfoil, Hoerner wingtips , and removal of the canard after it
975-418: The following: Several different kinds of aircraft may be certificated as LSA. Airplanes (both powered and gliders ), rotorcraft ( gyroplanes only, not helicopters ), powered parachutes , weight-shift control aeroplanes (commonly known as trikes), and lighter-than-air craft (free balloons and airships ) may all be certificated as LSA if they fall within the weight and other guidelines established by
1014-399: The ground. In January 2013, development continued and the company announced that it might be necessary to construct a third, completely new prototype, due to the large number of modifications required. The modifications to date are said to appear to have improved the previous handling characteristics. By March 2014, the design of the third, updated prototype had progressed to finalization of
1053-462: The increases were required to allow inclusion of structures to meet FMVSS ground operation safety regulations. The company had previously been granted an increase in gross weight of 110 lb (50 kg) and another LSA aircraft, the ICON A5 , was granted a 250 lb (113 kg) exemption to meet FAA spin resistance requirements; this new application would increase the Transition's allowed weight by
1092-575: The introduction of MOSAIC (Modernization of Special Airworthiness Certification). Among the main proposed changes is the elimination of the current limitation on maximum weight, based on parameters related to stall speed, which will be 54 knots with the aircraft clean or with fixed or automatic high-lift devices (instead of the previous 45 knots). This will allow for larger aircraft (around 3,000 lbs maximum weight, approximately 1,350 kg), enabling increased safety margins, durability, and comfort for new aircraft certified under this new standard. Currently, MOSAIC
1131-442: The light-sport aircraft rules. In June 2012 the FAA indicated that they would re-visit the LSA program after their own studies indicated that "the majority" of LSA manufacturers they had inspected failed to show that they were in compliance with the standards. The FAA announcement said that as a result the "original policy of reliance on manufacturers' Statements of Compliance" ... "should be reconsidered." AOPA points out that this
1170-608: The local governing authority. The US definition of an LSA is similar to some other countries' definition of " microlight " or " ultralight " aircraft. Other countries' microlight definitions are typically less restrictive, not limiting airspeed, the use of variable-pitch propellers , or the 1,320 pounds (600 kg) gross weight limitation. By contrast, the US FAA has a separate definition of ultralight aircraft defined in Federal Aviation Regulations . Aircraft falling within
1209-467: The major structural members and a statement to investors said that it would be used in final compliance testing for certification before the first customer delivery which was then estimated to take at least another 18 months and occur "in 2015". By April 2014, 12 two-person test flights had taken place; this was the first time that anyone other than Terrafugia's chief test pilot had flown the Transition. As of 22 August 2014, first customer delivery
Terrafugia Transition - Misplaced Pages Continue
1248-421: The normal experimental amateur built (E-AB) requirement 14 CFR 21.191 which identifies an aircraft, the "major portion of which has been fabricated and assembled by persons who undertook the construction project solely for their own education or recreation." The FAA defines a light sport aircraft as an aircraft, other than a helicopter or powered lift , that since its original certification, has continued to meet
1287-461: The production prototype ("D2") was retired. While the original proof of concept vehicle had flown only about 8 hours in total, the production prototype had logged 212 flight hours, completing 317 takeoffs and landings. In July 2018 the company announced a series of upgrades that will be incorporated in the production aircraft with delivery planned for July 2019. These include a hybrid-electric motor and lithium iron phosphate battery for road mode use,
1326-469: Was being tested with a Rotax 912is engine, rather than the Rotax 912ULS that the second prototype had flown with. As of April 2017, the company's website says: "Today, Terrafugia is finalizing production vehicle design and compliance testing in preparation for vehicle deliveries within the next three years." As of November 2017, media reports suggested a 2019 delivery date for the first vehicles. In April 2018,
1365-513: Was found to have an adverse aerodynamic interaction with the front wheel suspension struts; furthermore, the multipurpose passenger vehicle classification from the NHTSA removed the requirement for a full width bumper that had inspired the original canard design. On November 16, 2010, the U.S. National Highway Traffic Safety Administration (NHTSA) published Terrafugia's petition for a temporary, three-year hardship exemption from four FMVSS standards in
1404-450: Was hoped for in about 18 months "in the second quarter of 2016." In December 2014 the company asked the FAA to allow the Transition to be operated at a gross weight of 1,800 lb (816 kg) instead of the light-sport aircraft maximum weight of 1,320 lb (599 kg) and have a stall speed of 54 kn (100 km/h; 62 mph) instead of the category maximum of 45 kn (83 km/h; 52 mph). The company indicated that
1443-550: Was originally planned to take approximately 18 months and occur in 2011. On July 1, 2010, it was announced that the Terrafugia Transition had been granted an exemption from the FAA concerning its Maximum Takeoff Weight (MTOW), allowing the Transition to be certified with a take-off weight up to 1,430 pounds (650 kg); the limit matches the MTOW for amphibious light-sport aircraft . The extra 110 pounds (50 kg) granted by
1482-497: Was reported that Terrafugia had laid off most of their employees and would close down operations in the United States later in the year, with the intention of moving to China. Data from Terrafugia Transition Proof of Concept specifications. Terrafugia Transition 2010 specifications. General characteristics Performance Avionics Glass panel; the Proof-of-Concept airplane includes: The Production Prototype has
1521-506: Was used for the Proof of Concept's flight testing. The production prototype then made its auto show debut at the 2012 New York International Auto Show in April 2012. In June 2012, Terrafugia announced that the Transition had completed the first of six phases of flight testing. By July, the second phase of testing was underway, expanding the performance envelope in the sky and continuing drive testing on
#133866