Скачать с ютуб AerolitE 103, Aerolite 103 electric powered, part 103 legal, ultralight, Dennis Carley, UFLYIT. в хорошем качестве

AerolitE 103, Aerolite 103 electric powered, part 103 legal, ultralight, Dennis Carley, UFLYIT.

AerolitE 103, electric powered part 103 legal ultralight aircraft, from Dennis Carley of UFLYIT. #aerolite103   / lightsportandultralightflyer   - Help support the Light Sport & Ultralight Flyer by becoming a Patron, contributions start at as little as $1.00 per month! Visit -   / lightsportandultralightflyer   to sign up. You can also purchase a yearly or life time subscription at http://www.ultralightflyer.com Thank You for your support! Charged with Excitement …Battery Electric Aerolite 103 Is Flying Now! For years I’ve said that of all aircraft to succeed with battery electric flight, the first truly usable, enjoyable aircraft would be a Part 103 ultralight. I’ll list several reasons below but the aircraft you see in these images is already flying with electric propulsion and you can get on the list now. U-Fly-It boss Dennis Carley said they are working on a name. For now, I’ll call the new entry the Electric Aerolite 103 and this machine is ready for market. A few customers already offered payments to get in line and one man wrote a check for an Electric Aerolite even while he keeps flying his gasoline-powered Aerolite. How’s that for a vendor’s dream? Are you ready for electric? It’s ready for you! You hear that phrase about Aerolite fairly often. A very knowledgeable veteran of the light aircraft business, Scott Severen, spoke of visiting U-Fly-It, producer of the Aerolite. After discovering the production process, Scott came away very impressed with the “efficiency” he witnessed. The electric installation on Aerolite maintains U-Fly-It’s trademark clean and tidy appearance. The arrangement looks well-conceived and executed and with a few minor refinements in hardware to contain the battery packs, the Electric Aerolite is done and will enter production. As most readers know, I am working my way through a list of 58 Part 103 producers to determine the size of the Part 103 industry and its pilot community. I have responses from about a third of those builders and I am determined to chase down every last one to find out how many are produced each year. Today, no one knows this information …NO one knows, not FAA, not member organizations, and guessing about the figures is a matter of speculation and conjecture. However, I hope to eventually correct this information shortfall and I believe many will be surprised. I am sticking to my prediction that in unit volume, Part 103 deliveries may pass registrations of Special Light-Sport Aircraft. Wouldn’t that be amazing? Whether you know it or not, I am certain Part 103 aircraft sales are more robust than most think and I believe this has been developing for a few years. Why Do Ultralights Lead in Electric? I recall a project to make a Cessna 172 fly with electric propulsion. Did you ever hear how that went? No, you didn’t …probably because it didn’t work well. Electric power isn’t the problem. A Skyhawk is not that efficient an airframe and its base weight and payload demand a large collection of weighty batteries. Here’s the business side of Electric Aerolite. A rather tiny-looking motor is mounted slightly above the wing (where heating has proved to be no problem) with the battery packs occupying space formerly used for gasoline. You see three battery packs in position while the fourth has been removed to show visitors. Big, heavy battery packs are one of the holdbacks in electric propulsion. Although seeing steady improvement — especially with electric cars being pushed by governments in most economies — batteries remain far behind gasoline in energy density. Ultralights cope with this weight problem simply by requiring fewer battery packs. A light aircraft doesn’t consume electrical energy as fast to get aloft; climbing is where so much juice is used. In contrast, cruising uses far less energy. You knew that, of course, but in the realm of electric propulsion, this difference becomes critical. Somewhat offsetting that juice drain is the high torque of electric motors; torque is essential to getting airplanes to altitude. Making 30 horsepower, electric motors show their super efficiency and delivers comparable performance to gas-powered engines while requiring almost no maintenance. Another major factor in electric Part 103 ultralights leading the charge is usage patterns. Aerolite says that how you fly is very important relative to battery capacity. Repeated takeoffs and landing (with climbs to pattern altitude) will drain batteries faster than cruising over the countryside. Part 103 ultralights are often flown in mornings or evenings for 30 minutes and that’s all the pilot needs to acquire a big grin. So, lighter weight and shorter flight times — both common features on Part 103 aircraft — makes battery power viable now. www.ultralightflyer.com www.bydanjohnson.com www.fly103.com