I am replying in the same spirit, bookworm: it was great to see you too, but I didn’t re-subscribe
mh wrote:
What are your highlights of the Aero exhibition?
Greeting Peter at the PPL/IR Europe stand, of course!
From the Uncertified side:
As was known for some time, the 600 kg MTOM (from 472 kg if equipped with a parachute) for UL’s is going ahead, probably a done deal this year. This goes along with an increase in allowable Vs0 from 35 KIAS to 45 KIAS, an empty weight of 365 kg and a Take-Off distance (15 m obstacle clearance) of 400 m. NOW, this is what seems to be what the Germans are going for, but since UL-regulations are outside of EASA and a purely national thing, there are other countries that may or will deviate from these specs. I believe the French will go for a marginal increase in MTOM and empty weight. A lot is unclear at this stage. This fragmentation creates complications:
1. It is a problems for manufacturers of course. It is impossible to design an aircraft according to various different specs.
2. Overflying countries with different rules. Crossing a border and suddenly being illegal. Unclear how this will work out.
Nonetheless, it is expected that it provides an impulse to the industry which has been on hold a bit during the last few years.
@sugarcube No real surprises and this was not expected either. It’s all about battery energy density of course. Many discussions on the forum here.
The two things that were somewhat interesting were:
The Siemens/Magnus hybrid testbed. Takes off and lands battery powered and cruises on a small diesel driving a generator. If the diesel fails you have some 10 minutes battery power to find a spot to land, IF the batteries have been recharged in the meantime. Again, only a test bed, any production versions would provide more battery power and more options in case of an ICE failure. Nice stuff..
Czech ONIX battery powered aircraft based on an existing motor-glider. Early days though, it will take them years to ‘certify’ this, but of course during these years batteries only get better. I would be in for one, the visibility from the cockpit is outstanding and the aircraft looks and probably flies nice. Plus it has the same electric plug as my BMW i3 
and even though PC is not one of my virtues, it is hard to believe this sort of thing sells products nowadays
I would also think so but the contrary is true. This company is doing apparently well and the owner also runs a huge shop at EDNY.
Thank you all for posting this information – it is a very interesting read as I was not able to go.
Please keep it coming
Anything (interesting / viable / short term) about the electric aircraft ?
Joris.
Those slots, Carl, were VFR or IFR and at Troyes or Friedrichshafen?
French slots sound like industrial action in France. But that doesn’t normally generate VFR slots because the striking ATC cause Eurocontrol to issue CTOTs (the maximum pain method – most effective because it grounds departures) but Eurocontrol is not concerned with VFR flights.
Does Troyes need arrival slots?
Our experience was OK but slottery a bit silly. We booked a slot for 1400 local. We departed UK with an interim slot at Troyes. We ran slightly early on departure, flight was a bit quicker and customs and fuel quick too. We filed a flight plan that would have landed us 45 mins early against our slot. I had a phone call from a French number telling me we had a slot delay of 1 hour. I shut down the engine and went back into Troyes restaurant. What a pain.
On departure we were VFR but chatted with some irate brits in an SR22 who were departing IFR. They had been delayed 3 hours departing. We went straight off.
Thanks for the detailed report, Jujupilote.
We have numerous threads on diesels… my view is that if they can make one which is mounting and dimensionally compatible with an IO540 (or some smaller ones) and costs about what an IO540 costs, say $70k, they will sell loads, and until then they will sell approximately none. But they just don’t seem to “get it”, always coming up with costings showing €x saved on 500hrs/year, but who is flying that much, and those who are have already bought a DA40 or a DA42 which nowadays is a good reliable aircraft which is ideal for that sort of mission profile (FTO). There seems to be a good stream of investors though, who don’t ask the right questions
I wonder who decides whether to park you on hard, or grass?
Bathman wrote:
So 50 SMA engines fitted in god knows how many years. I don’t care what anyone says there must be something wrong with it because on paper its a real winner.
In fact there was more than that but some converted back to AVGAS when they reached TBO 
Fun fact : the guy told us SMA engines can not shock-cool, so some paradropping C182 descend after the drop like Pilatus PC6 and land before the jumpers
My opinion is that it works well but the economic case is not good unless AVGAS is really expensive in you area. But I’m partial, I’m French like SMA
So 50 SMA engines fitted in god knows how many years. I don’t care what anyone says there must be something wrong with it because on paper its a real winner.
as for Sonaca well I hope that’s not the case as it certainly won’t be a C152 replacement
And as for Trig’s NAV/COM well that’s been vapour ware for at least 2 years. With one rumour going around that its been ready for ages but they are not selling it yet as they have a huge number of TY96’s in stock that they need to move on first.
