Flight Design CTSW

infobox Aircraft
name = CTSW
type = Microlight/Ultralight
logo =
manufacturer = Flight Design



caption =
designer =
first flight =
introduction =
retired =
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primary user =
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produced =
number built = 900+
unit cost = EU 62924.37 Base price
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The CT2K and CTSW are aircraft produced by the Flight Design company (Flightdesign Vertrieb) in Germany. The aircraft can be flown under the microlight/ultralight regulations of several countries as well as the USA FAA Light-sport Aircraft rules and the European EASA Very Light Aircraft rules. Both aircraft are high-wing designs using a Convert|100|hp|kW|-1|abbr=on Rotax 912S engine in a tractor configuration (the Convert|80|hp|kW|0|abbr=on 912 is sometimes used outside of the US). The main difference between the CT2K and CTSW is the shorter wingspan of the CTSW and the redesigned wingtips. This results in higher cruise speeds for the CTSW while maintaining similar stall speeds.

Both aircraft are of composite construction, with carbon fiber being the primary material. This results in a very aerodynamic shape to the fuselage and very high useful loads (almost equal to the weight of the aircraft itself). The CTSW is so efficient that it needs to have the pitch of the propeller reduced significantly to stay within the convert|120|kn|km/h|0|sing=on maximum speed of the American Light-sport Aircraft (LSA) rules; in other countries, the CTSW has a higher cruising speed. In addition, the amount of negative (reflex) flaps is limited to -6 degrees in the US version; in other countries the flaps retract to -12 degrees in cruise, adding even more speed.

The CTSW is reported to be somewhat more challenging to fly than other LSA, owing to the higher wing loading and low drag; the low drag increases top speed, but requires additional planning in the descent. The control forces are light and, like most LSA, rudder coordination is necessary, owing to the close coupling of the tailplane. Flight Design increased the size of the tailplane and control surfaces for the 2006 model year, giving improved directional control at lower speeds.

Landings require proper training. The aircraft flies in a nose-down attitude with the flaps at 30 or 40 degrees, meaning that the pilot must be aggressive in the flare. However, if the stick is held back too far, the aircraft will balloon, climb, and then sink rapidly as airspeed bleeds off. The best solution appears to be to carry power into the flare when using 30 or 40 degrees flaps, and to normally land with 0 or 15 degrees flaps. In addition, the CTSW is reported to have better (less sensitive) pitch qualities in the flare with the center of gravity towards the aft end of the allowable envelope. This allows for better control of the flare, reducing the possibility of ballooning on landing. In support of this, Flight Design have changed the allowable CG range for newer production CTSWs.

Although the standard and required equipment varies by country, the CTSW is available with a Ballistic Recovery Systems parachute for the airframe. The BRS can be used to lower the entire aircraft to the ground in a controlled decent in the event of major structural failure, incapication of the pilot or engine failure over mountainous terrain.

In 2008, Flight Design announced a new model, the CTLS, which improves on the CTSW in several areas, including a revised fuel system (improved fuel venting and standard-type fuel caps), a revised tailplane and upgraded landing gear. The CTSW will stay in production alongside the CTLS for the time being.

As of February 2008, there are more than 220 CTSW registered in the USA.

pecifications (CTSW)

aircraft specifications
plane or copter?=plane
jet or prop?=prop
ref=
crew=one, pilot
capacity= one passenger
payload main=
payload alt=
length main= 6.22 m
length alt= 20 ft 5 in
span main= 8.50 m
span alt= 27 ft 11 in
height main= 2.15 m
height alt= 7 ft 1 in
area main= 9.94 m²
area alt= 107 ft²
airfoil=
empty weight main= 318 kg (LSA US version)
empty weight alt= 262 kg (EU base version)
loaded weight main= 600 kg (LSA US version)
loaded weight alt= 472.5 kg (EU version with parachute)
useful load main=
useful load alt=
max takeoff weight main= 600 kg (US LSA, varies in other countries)
max takeoff weight alt= Auto lb|1320|0
more general=
* Fuel capacity: 125 litres usable (33 gal)
* Baggage capacity: 50 kg (110 lb)
engine (prop)= Rotax 912S
type of prop=4-cylinder, 4-stroke liquid/air-cooled engine
number of props=1
power main= 75 kW
power alt= 100 hp
power original=
max speed main=230 km/h
max speed alt= 138 mph
cruise speed main=112 knots (129 mph) (207 km/h) (75% at sea level) (US LSA)
cruise speed alt=
stall speed main=65 km/h
stall speed alt=40 mph
never exceed speed main=301 km/h
never exceed speed alt=145 knots (US LSA)
range main= 1266 km
range alt= 660 nm
ceiling main= 4,572 m
ceiling alt= 15,000 ft
climb rate main= 4.9 m/s
climb rate alt= 960 ft/min
loading main=61 kg/m²
loading alt=12.3 lb/ft²
thrust/weight=
power/mass main=13.2 lb/hp
power/mass alt=120 W/kg
more performance=
armament=
avionics=

ee also

aircontent

related=

similar aircraft=
*Ikarus C42
* 3Xtrim 3X55 Trener

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see also=