AOPA Pilot Magazine - January 2021 - 56

of noise running north of 5,000 rpm in cruise (a gearbox reduces prop
speeds to the 2,000-rpm range), but their electronic ignition, automatic
mixture control, and 2,000-hour TBOs explain why they've become the
standard powerplant among today's LSAs. " And most of them make TBO, "
Peghiny says.
The bigger door and lower door sill mean entering the F2 is a breeze.
Back up to the door, and your butt is already nearly resting on the seat,
so it's easy to swing your legs around and over the control stick. Starting
is auto-style simple: turn the key and the Rotax fires up.
Taxiing and flying the F2 is equally straightforward. The power lever
doubles as wheel brakes: pull it back to idle power, then aft some more and
the brakes start grabbing. For takeoff, it's flaps at neutral, fuel boost pump
on, full power, lift off at 50 knots, and climb away at 60 knots. I saw 800
fpm as we climbed to 3,000 feet.
Once in cruise, the flaps were put in the reflex setting, which raises
the flaps 12 degrees; this reduces lift a bit but also reduces induced drag,
which adds about three knots to cruise speed. At maximum continuous
power (5,500 rpm) the F2 did 119 KTAS according to the G3X's real-time
true airspeed readout. It also showed a fuel burn of seven gph. At a more
reasonable, 5,400-rpm setting we saw 115 KTAS and five gph. Stalls were
as advertised, with slight buffeting and no radical wing drops. Power-off
stalls with full flaps-which came at 40 knots-were more of a mush, with
little in the way of a sharp break. As for landings, 60 knots was once more
the target, with full flaps and a flare for touchdown beginning at 50 knots
or so. It took me a while to learn the timing for the flare, but by the third
landing my performance was, um, acceptable.
Peghiny said there would be a few tweaks to the F2 before deliveries
begin. The rudder forces will be beefed up with stronger springs, and the
main gear leg attach points will be moved slightly forward. As this was written, eight LSA-version F2s have been sold in the United States.
In the near future, Flight Design will add more models to the F series.
The Part 23 version of the F2 should become available in the United States
later in 2021, after it earns European certification. This airplane will come
with the F2 equipment mentioned earlier, plus a second alternator and battery, a dual-bus electrical system, two com radios, a fuel header tank, and a
ground power plug. Its price is currently set at $225,750. That price could
vary according to the euro's exchange rate with the dollar.
The two-place F2e will be powered by a Rolls-Royce electric motor
capable of providing an 85-knot cruise speed and an endurance of two
hours. This airplane will have a Garmin panel, including the G3X; a cabin
10 inches longer than the F2's; and a longer, 37-foot wingspan. A prototype is
in flight test in the Czech Republic, with a goal of earning European Union
Aviation Safety Agency (EASA) certification under its CS-23 certification
specifications rules. Plans are to earn this certification in 2022. As it stands
now, there is no certification path for electrically powered aircraft in the
United States, but plans are afoot. If and when they come to fruition, Flight
Design says they'll sell for $294,000.
There's more. A four-seat model-the F4-is also due for CS-23 certification in 2022. This appears to be a replacement for Flight Design's earlier C4,
which never made it to market; parent company Lift Air calculated it would
have a too-high, $450,000 price tag. Though it hasn't been announced, the
F4's price would presumably be lower. All these developments are signs that
the U.S. customers could well have new choices in the Part 23 market-and
maybe even its first certified electric airplane.
AOPA

THE F2'S CARBON FIBER WINGS (right) are
manufactured by essentially baking them
in an autoclave; Flight Designs' CT models'
wings are made using a wet-layup process.

SPEC SHEET
Flight Design F2
PRICE: $200,000
SPECIFICATIONS

Takeoff distance, ground run | 965 ft
Takeoff distance over 50-ft obstacle | 1,680 ft
Max demonstrated crosswind | 15 kt
Rate of climb, sea level | 840 fpm
Max recommended cruise power/fuel burn,

6,000-ft density altitude, 5,470 rpm |

114 KTAS/4.7 gph

Service ceiling | 13,780 ft
Landing distance over 50-ft obstacle | 2,031 ft
Landing distance | 1,083 ft
LIMITING AND RECOMMENDED AIRSPEEDS

VX (best angle of climb) | 53 KIAS
VY (best rate of climb) | 59 KIAS
VA (maneuvering speed) | 90 KIAS
VFE (max flap extended) | 80 KIAS
VNO (max structural cruising) | 120 KIAS
VNE (never exceed) | 140 KIAS
VS1 (stall, clean) | 44 KIAS
VSO (stall, in landing configuration) | 41 KIAS
FOR MORE INFORMATION:
flightdesignusa.com
All specifications are based on manufacturer's
calculations. All performance figures are based
on standard day, standard atmosphere, sea level,

EMAIL tom.horne@aopa.org

56 | AOPA PILOT January 2021

gross weight conditions unless otherwise noted.

http://www.flightdesignusa.com

AOPA Pilot Magazine - January 2021

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