This elegant little airplane was born into a general aviation boom period, quite different from the high-cost, low-volume single-engine market of today. During the 1960s, nearly 9,000 light singles and twins were produced every year. In addition to the big three of the time—Cessna, Piper, and Beechcraft—the major defense airframe contractors were considering ways to enter this red-hot civilian market.

There was both an easy way and a hard way. The hard way involved designing an aircraft from scratch and suffering the slings and arrows of a long and expensive certification process. The easy way involved buying a type certificate of an existing aircraft.

Grumman Aerospace created its Grumman American Division by purchasing the American Yankee and Traveler type certificates and then developing a full line of single- and twin-engine aircraft based on these designs. In a similar way, North American Rockwell’s GA subsidiary, Aero Commander, acquired the type certificates to the single-engine, fixed-gear Volaire Model 10, which it renamed as the model 100 Darter and Lark Commanders. In 1966, it purchased the type certificate and tooling of a high-performance, retractable-gear single, the Meyers 200.

And just like that, Aero Commander had a full line of single-engine aircraft. With a hot GA market, a record-setting airframe and engine combination, and the deep-pockets support of an aerospace giant, what could go wrong? Spoiler alert: By 1972, Aero Commander had ended production of both the 100 and 200 series and designed and certified its own Rockwell Commander 111/112/114 line of fixed- and retractable-gear aircraft.

So what happened?

To answer the question, let’s go back to where the Meyers 200 story begins. Al Meyers was a gifted aircraft engineer who spent the years leading up to World War II working for industry leaders Stinson Aircraft, Chance Vought, and Glenn Martin. His first solo design, the Meyers OTW (Out to Win) was an elegant biplane trainer that enjoyed a limited production run in the run-up to the war.

Unfortunately, as with most peacetime activities, the war years placed a hold on the Meyers Aircraft Co. However, as the war ended, and the postwar civil aviation boom got underway, Al Meyers designed the Model 125 and 145. This thoroughly modern monoplane design featured a fully enclosed, two-place cabin, all-metal construction, a distinctive squared-off tail, and fully retractable conventional landing gear. Though just 23 were constructed, the design was good enough to be resurrected nearly 50 years later as the Micco SP 20 and 26, a plus-6G and minus-3G personal aircraft produced for a short time by the Miccosukee Nation in Fort Pierce, Florida.

However, Meyers was not done. His next design took the Meyers 145 to the next level, featuring a four-place cabin, retractable tricycle gear, and retaining the sturdy, steel tube wing, carry-through structure of the 145. Originally equipped with a Continental IO-470, then later with the larger IO-520, this design realized Meyers’ goal of a fast, strong, and comfortable airplane. One feature that really set the Meyers 200 apart from the rest of the four-place field was its unique, wraparound cabin windows. When combined with its raised canopy section, this provided the pilot with nearly 360-degree vision, similar to the WWII fighter to which it bore such a strong resemblance.

• READ MORE: Incredible Plane: Cessna 150

With a gross weight of 3,000 pounds, empty weight of just less than 2,000 pounds, and a 70- to 80-gallon fuel capacity, the Meyers 200D variant, like most GA aircraft, is really a two-,or occasionally three-place, aircraft. However, the lucky pilot and passengers were treated to 180 knot cruise speeds and 1,350 fpm climb rate. Because of its sturdy 4130 chrome-moly steel cabin/wing center section, the 200 series have not experienced an in-flight structural failure or airworthiness directive related to the airframe and wing structure. Adding to its high cruise speed, the engine mount on the Meyers 200 line is not canted to compensate for P-factor, and it coincidentally requires a boot full of right rudder on takeoff.

In fact, the Meyers 200D set several national and international speed records, and some consider it more than a match for the mighty 8-cylinder Piper Comanche 400. Yet stall speed with its fowler flaps fully extended is under 50 knots. Topping it all off, the Meyers 200 is a great looking airplane. With its large greenhouse, squared-off tail, and compact landing gear, it resembles a cross between a P-51 Mustang and P-39 Airacobra. It appears to be fast just sitting on the ground, even now.

When Aero Commander purchased the type certificate, the Meyers Aircraft Co. had produced just 49 Meyers 200 models between 1959 and 1965. Each aircraft had been built to order in the Meyers factory in Michigan. As Aero Commander soon discovered, each one had been hand built by a small but dedicated production staff, with a minimum of factory tooling. The result was a high-quality product that was prohibitively expensive to build. After creating the required tooling and constructing just 75 Aero Commander 200D models, the company accountants calculated that it took $4 million to produce $3 million worth of these sturdy little birds. Seeing the handwriting on the wall, production ceased in 1968. The same fate awaited the Aero Commander 100 single-engine, fixed-gear line, which by 1971, with a little more than 500 produced, was a memory.

The good news is that a considerable number of the Meyers/Aero Commander 200 series remain on the FAA registry, and their record of safety and performance remain a source of pride. The type certificate has passed through several hands, but most recently resided with the Interceptor Aircraft Corp. A Meyers Aircraft Owners Association provides limited product support, web presence, and camaraderie for the type.

Oh, and there is one more thing. The final model of the line, initially labeled the Meyers 200E, mated a 400 hp Garrett TPE331 turboprop to the already sturdy airframe. This model, soon dubbed the Interceptor 400, added nearly 100 knots on the top end and is still registered and flying.

The Meyers/Aero Commander 200 series combined outstanding performance, strength, and hand-built quality into a stylish airframe. Its undeniable ramp appeal and excellent performance remain class-leading. Occasionally one turns up for sale and, like anyone shopping for an out-of-production, retractable single, the prospective buyer should balance the performance against the cost of insurance and ownership.

However, if the Meyers/Aero Commander is your cup of tea, this incredible plane will reward you with speed, safety, and undeniable ramp appeal. 

Editor’s Note: This story originally appeared in the JAN/FEB 2024 issue of Plane & Pilot magazine.

The post This Incredible Plane: Meyers/Aero Commander 200 appeared first on Plane & Pilot Magazine.

I was underinformed about Latvia and had no awareness of its aviation capabilities. Hint: Latvia is east of Sweden, well north among the Eastern European countries. It is reasonably distant from hostilities in eastern Ukraine. One Latvian company’s ability to build a good-looking airplane is seen in nearby images.

I was alerted to visit Belmont by my journalist friend, Marino Boric, who suggested I have a look at Belmont primarily because it carries quite an agreeable price point: €96,000. At today’s exchange rate ($1 = €1.09), that translates to $105,000 before shipping and related transport expenses.

I realize everybody’s budget is different. Nonetheless, after the world has experienced at least 20 percent inflation over the Covid years (many experts believe inflation has been considerably higher), $105,000 for a airplane that looks like what you see in these images is, I believe, quite a bargain in 2023.

Introducing Belmont Patino DW200

The design is not brand new; it debuted at Aero 2018. I gave it a brief reference when reporting from Aero 2019.

Yet the design only days ago won German approval. Remember, the global response to Covid damaged economies and created supply chain problems between Belmont’s debut and the recent approval. The German system is not identical to ASTM but is similar enough to suggest the company could achieve Special LSA acceptance.

At present, this design has no U.S. representation but the company has attracted distributors in Europe. At this list price, an existing LSA seller in the U.S. may show interest in importing the Belmont Patino DW200 to offer an alternative to higher-priced models.

“DW200 is a two-seat, all-metal, low-wing aircraft with side-by-side seats,” said Belmont. “The landing gear consists of a fixed tricycle landing gear with steerable nose wheel.”

Belmont’s model comes standard with a Rotax 912 ULS producing 100 horsepower paired with a ground-adjustable, three-blade composite propeller. Optionally, Belmont offers the fuel-injected Rotax 912iS, the turbo-charged 914, and UL Power’s 130 horsepower 350is.

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This link provides a detailed description of the aircraft in adequate English, although some readers may wish to convert metric to American measurements. For essential specs that may interest you, I present data both ways below.

Belmont Aero was founded by owner and pilot Juris Libmanis in 2017. Belmont won its Germany approval recently, on April 13, 2023. Earning that credential opens the door for sales in many European countries that honor German rules. As mentioned, it will also help Belmont make its 8130-15 declaration to U.S. industry consensus standards—which are also used, with minor variations, in several other countries.

Belmont’s wing is all-metal with a rectangular center section and trapezoidal outer sections. All elements are made of aluminum, which may assure some readers concerned with repairs for an aircraft with a distant origin.

Slotted wing flaps occupy about two-thirds of the wingspan while the outer third is aileron. An integral aluminum fuel tank is located between ribs 2 and 5 in the leading edge portion of the outer wing. Belmont Patino carries almost 32 gallons of fuel that would easily give it a range of  around 800 miles.

Main gear are equipped with hydraulic brakes controlled by a hand lever in the cockpit closely located to the throttle for easier one-handed operation. Belmont’s main gear legs are a laminate build-up.

Beautifully upholstered seats have a composite sandwich structure. Four-point seat belts are standard. Headphone jacks are located behind the pilot’s seats.

For a more thorough look at the factory and its collection of sophisticated manufacturing equipment, visit this web page. The website is strenuous about Belmont’s adherence to quality. “Our team of engineers takes care of the safety, durability and quality of the aircraft using the latest production technologies,” it states.

Belmont DW200 presented well at AERO and looked top quality on display. The company’s base price appears reasonable in an age that has seen several LSA cross the $300,000 border. I believe it’s fair to call Belmont “affordable.”

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TECHNICAL SPECIFICATIONS:

Belmont Aero Patino (DW 200)
all specifications provided by the manufacturer

• Takeoff weight — 1,320 pounds / 600 kilograms
• Empty weight, without emergency parachute — 650 pounds / 295 kilograms
• Takeoff distance to 50 feet, from hard surface — 550 feet / 166 meters
• Takeoff distance to 50 feet from turf: 575 feet / 175 meters
• Maximum horizontal speed — 140 miles per hour / 122 knots / 225 kilometers per hour
• Maximum climb rate at full gross — 1,150 feet per minute / 5.8 meters per second
• Stall speed, best flaps at full gross — 41 miles per hour / 66 kilometers per hour
• Stall speed, no flaps at full gross — 45 miles per hour / 73 kilometers per hour
• Maximum fuel capacity — 31.7 gallons / 120 liters
• Cabin width — 43.5 inches / 1.105 meters
• Maximum luggage weight, interior — 33 pounds / 15 kilogram
• Maximum luggage weight, in each wing — 44 pounds / 20 kilograms
• Engine — Rotax 912 ULS, 100 horsepower

The post More from AERO Friedrichshafen 2023 appeared first on Plane & Pilot Magazine.

Gear up with an adjustable prop and flown at common cruise altitudes, it’s clear that Superveloce lives up to its name. Just a quick note that while Superveloce is LSA-like, with features such as retractable gear and higher cruise speeds, this aircraft does not qualify as a present-day LSA.

What could the typical pilot expect while flying Superveloce? Porto Aviation lists the cruise speed at 75 percent power from Rotax’s 915iS at 200 knots true airspeed at 9,000 feet. Compared to other LSA I have examined, this tops the list (although some other fast designs aren’t too far behind).

Porto Aviation, previously quartered in Switzerland, is now a bit further south in Italy. Flying across his former country and the large Bodensee lake to Friedrichshafen, about 200 miles, took Porto just over one hour. By car, this would take over four hours. For a large country like the U.S., Superveloce can get you around fast. It also has an impressive range. No wonder Yankees are buyers.

How Fast Is Superveloce?

OK, it’s fast, but…

Isn’t this well beyond LSA speeds? Yes, it is. Superveloce must be sold in the USA as a kit-built or it might be imported (in limited numbers) as Experimental Exhibition or some other experimental category. However, when Mosaic is released, based on what we expect at this time, Superveloce could qualify. We do expect retractable gear, in-flight adjustable props, higher stall, and faster speeds, although we do not yet know if Sport Pilots will be allowed to operate this aircraft with that certificate.

Engines such as Rotax’s 915iS can bring the 9,000-foot cruise true airspeed close to 200 knots burning just under 7 gallons per hour and able to range more than 800 nautical miles. No wonder Superveloce gets a pilot’s heart pumping strongly.

With its smaller “speed wing,” can Superveloce stay within LSA regs?

You might rightfully wonder about that but although stall rose six knots from the earlier Risen model, it still claims a best-flaps stall at 43 knots indicated, which is within current LSA parameters and safely below the 50-knot stall speed expected under Mosaic regulations, though we have not yet seen FAA’s Notice of Proposed Rule Making (NPRM) to verify this number. A key reason Superveloce can achieve this sane stall speed from a speed wing is the brilliant execution of Fowler flaps.

Looking Back; Looking Forward

At the beginning of 2010 Alberto Porto and his partners started construction of the first Risen prototype. Two years later on a sunny Swiss morning in March 2012, the Risen aircraft made its maiden flight.

After work to refine the model and to prepare for production the first aircraft ready for customers was unveiled on April 15th, 2015 at AERO. My video below was recorded at this debut.

Eight years later, this project is mature with 25 flying, 10 of which are in the United States and interest is steadily growing.

Now that his airplane-building company has satisfied more than two dozen customers, Alberto is planning ahead. He is actively supporting American builders — by in-person visits on some occasions.

As Mosaic arrives and he can meet relevant ASTM standards, Alberto wants to establish a U.S. operation, possibly doing final assembly or more as the market develops.

The post Speed Propels Porto Aviation to Records and Sales appeared first on Plane & Pilot Magazine.

As I’ve observed many times, the night, mere hours before a show opens it appears to be pandemonium with what appears to be zero chance of being ready in time. Aside from a few well-heeled organizations—those larger companies with budgets to pay outsiders to set up their exhibits—many were scrambling furiously to be ready by opening day… which is now today. It always appears vendors have zero chance to be ready; it was already end of day and many exhibitors still still had lots of preparation.

Yet it always works, magically perhaps. Somehow, late hours turned into an open show by Wednesday the 19th, opening day. The show runs through Saturday the 22d. If you’re in Europe, I hope you’re coming. If not, I’ll do my best do show you what caught my attention.

What follows are a few images I captured as vendors continued their work (with apologies for showing how their spaces looked before all was complete). I’ll just a few words about each because I’m keen to start regular reporting. However, setting up is an essential—and fascinating, at least to some of us—airshow activity.

• Read More: Aero Friedrichshafen Opens Wednesday — Intriguing Aircraft, Flying Gear of All Kinds

Aero 2023

Count Dracula Flies! — From the producer of the all-composite Swan 103 that has interested Americans.

Yankees finally saw the model at airshows in the last year, here comes Dracula, a single seat low wing that can fold up into a trailer that looks impossibly small. I’ve already captured more images and information and will be writing about this soon. American have loved my review of the high wing Swan and those who love a low wing look will now have a choice. Plus, this Romanian company has embraced electric propulsion and offers both on their airplanes.

Rotax on RV? — Wait! Van’s Aircraft already does Rotax, although that’s only on their RV-12, their LSA model.

Most RV models predate the -12 and commonly use Lycoming or Continental. Those engines have been well established for many years and most RV buyers choose an engine they know …or at least they do in America.

In Europe, Rotax is very well known here but that’s not the main reason to choose it. Rotax is also more fuel flexible and that’s key. Around the world, avgas is rare and frightfully expensive. Since Rotax can use togas — which can be mixed with avgas in any proportion — it wins the international battle easily.

916iS Popping Up More Frequently — I’ve reported on Rotax 160 horsepower 916iS already LINK but it was the first time most had seen or heard of it.

As airframe producers made the effort to configure the new engine to their aircraft, its appearance is becoming more common.

One of the best marketers in the LSA space, JMB Aircraft, prominently featured one of the sleek VL3 models sporting the new fuel injected, intercooled engine. They are also displaying their turbine-powered VL3 and this highlights an iungtefrexsting shift I’ve seen. Where once diesel engines for aircraft seem to be all the rage, that has clearly faded and turbine seems to be moving into the space. Weights are less than combustion (or even electric due to battery weight). Maintenance can be low with TBOs that run well beyond a piston engine. Fuel burn can be just 10 gallons per hour; while much. higher than any Rotax, they have their advances and interest appears to be growing.

Junkers A60 Side-by-Side — Perhaps you loved the A50 Junior we saw at Sun ‘n Fun, but you wanted side-by-side seating and tricycle gear. The German company—with production in Battle Creek Michigan (in the same facility where Waco biplanes are built)—has you covered.

These are somewhat specialized aircraft and they may take a certain kind of buyer. However, you cannot fault the exquisite design effort and the painstaking detail that shows in the construction.

With adequate funding and a strong push from the owner, Junkers is back in aviation and is set to make a greater impact on recreational aviation. Who can’t like that dedication to an activity we love?

Airshow buddies! — Ask anyone who frequents airshow like I do and you will often hear how much pilots enjoy these event partly because they can run into old friends. After 25 years of attending Aero, I’ve come to know many in the European region and it is a great pleasure to have a conversation with them.

Delicious Differences

Unlike American shows that largely take place out-of-doors, Aero commonly hosts elaborate displays possible when exhibits are protected from weather and inside where stage lighting and dramatic backdrops can be arranged. While everyone comes to look at the airplanes, you cannot help but notice the great effort (and expense!) that many companies went to as they showcase their product. That and restaurant food available in multiple convenient locations (and every a beer garden for those that enjoy such). One more mundane thing that suits visitors: indoor plumbing (and I won’t say more).

I hope you can make it to Aero but if not, keep dropping by to see what’s news at Aero 2023!

Europe’s Aero covers developing projects better than most shows I attend, thanks significantly to my aviation journalist friend, Willi Tacke who almost single handedly brought the e-flight expo to Aero.

One interesting project that I wrote about years ago is the PAL-V readable airplane or flying car. This particular project is flying, and is seeking regulatory approval from European authorities. As. did the folks Terra Fugia say, the most challenging part is getting approval for a vehicle that can drive on the roads.

The post Aero Friedrichshafen Opens — Europe’s Top Show Takes Shape appeared first on Plane & Pilot Magazine.

You know the expression: “What goes up, must…”

What goes up must come down and after it does, something needs to stop it. Here’s where one company has staked its claim. France’s Beringer left the high-speed action of motorcycles for even faster aerial machines …yet slowing them to a gentle stop is a matter the company takes very seriously.

Judging from all the easily-recognized Beringer hardware gripping the wheels of our favorite aircraft, the company appears to be doing remarkably well.

Happy Birthday, Beringer!

In the rolling hills of Woodruff, South Carolina, at Triple Tree Aerodrome, Beringer Aero USA celebrated its 10-year anniversary in the fall of 2022.

Beringer and its team of 32 employees has progressively moved up in the ranks of widely-used wheel and brake systems, distinguishing themselves by the safety, reliability, and innovation of its distinctively-colored products.

At Beringer in France, a team of 25 designs, certificates, and manufactures its products while their seven-person USA division “focuses on retail and warehousing for the North-American market, providing customer support and local contact to its customers.”

The leaders of Beringer reported, “We did not set out to create ‘good enough’ wheels and brakes. We sought to create exceptional wheels and brakes, with the goal of providing peace of mind to pilots during the most critical phases of flight.” Smart, because while pilots love to go fast, they definitely appreciate a strong set of brakes at the end of the flight.

With its roots in wheel and brake systems, Beringer expanded into landing gear with the Alaskan Landing Gear for Cub-type airframes featuring 12 inches of oleo-pneumatic absorption. Their Shock Wheel system for LSA and ultralights equipped with spring gear gives 8 inches of absorption. Most recently, an innovative three-piece aluminum spring gear called B’Flex was added to the product line.

Established in 2012, Beringer Aero USA relocated from Chicago, Illinois to Greenville, South Carolina. Their newly-acquired facility adjacent to the Greenville Downtown Airport (KGMU) is the North American outlet for the French manufacturer operated for 37 years by the Beringer family. Initially specializing in motorcycle wheels, forks, and brakes, the company turned to aviation in 2009. Through almost four decades, Beringer has never stopped innovating.

Introducing Aerotec+

The French company’s newest product is a new patented braking technology called Aerotec+.

“Representing a culmination of decades of production, testing, and experience, Aerotec+ offers a fundamentally new package designed for safety and increased performance,” said Beringer.

Two floating brake pads provide cooling from all sides, therefore lowering operating temperature for reduced pad wear and better caliper protection. Furthermore, the brake pad back plate has cooling fins to increase surface area and is made of a special steel alloy rated for higher temperatures that provides 20 percent more torque.

Aerotec+’s brake disc has been redesigned with a special steel alloy to increase the coefficient of friction while also handling higher temperatures while the brake caliper has been redesigned to increase rigidity for higher piston loads and incorporates new cooling fins to help dissipate heat. Beringer said Aerotec+’s 20 percent added torque translates into 15 to 30 percent greater kinetic energy meaning reduced landing distances.

What goes up must eventually stop and Beringer is determined to slow you down easily.

European Manufacturers Meeting

LAMA, the Light Aircraft Manufacturers Association, will host, at Aero Friedrichshafen, an event for airframe producers and developers to provide more information about the U.S. market.

Van’s Aircraft chief engineer Rian Johnson—who also serves as the chair of the ASTM F37 committee that creates LSA consensus standards—will present information about FAA’s upcoming Mosaic regulation in the United States.

A panel of experts will answer as many questions as possible in the time available.

Attendees will also be introduced to an organization that may be able to assist companies that wish to make their initial entry to the U.S. market.

Rotax Aircraft Engines will provide catering for those manufacturers in attendance. This is an invitation-only event.

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