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Flyi 0 the Fanfet 600
Hos the Fontroiner's time finolly come? [u$<ss kVf$fe*eks troyels
to test fly the reborn Fanjet 500,
Ithough the RFB
Fantrainer first flew
as far bacl< as 1977.
the type did not
enjoy the success it perhaps
deserves. The prototypes
were praised by German and
USAF test pilots but, under
the political pressure to
maintain a US based training
system, the Luftwaffe chose
not to order the type en
masse. lt was the Royal Thai
Air Force that first saw the
potential for the aircraft and
placed an order for 47 to
act as lead-in trainers for
pilots destined to fly the F-5
into powered sailplanes
and wing-in-ground-effect
craft. Ducted fans have
obvious advantages over
propellers, including fuel
efficiency, noise reduction and
protection of ground crew
from spinning blades and
this concept remains valid
to this day. lndeed, geared
turbofan technology will be
fitted many future airliners
including the Boeing 737YAX,
Airbus ,A320NEO and the
Bombardier C Series.
AImost 40 years after
the initial programme was
conceived a new organisation.
Fanjet Aviacion GmbH,
has
taken on the RFB (Rhein
Flugzeug Bau) brand and
the remarkable
Fantrainer
aircraft. This includes
to Germany
Fanjet Aviation GmbH, invited
me to test fly the aircraft
before its re-launch as the
Fanjet 600 (FJ600) at last
year's Aero 20 I I show in
Fried richshafen, Germany.
With military budgets hit
by che global economic crisis,
rights, spare parts and EASA/
aviation fuels becoming harder
to secure and training costs
FAR 23 certification as well
continuing
demonstrator.
extremely efficient machine
design
as a production standard
Andreas Sattler, CEO of
to
soar, Sattler's
stated aim is to put this
back into produccion.
t
Freedom Fighter.
The aircraft's unique selling
poinc lies in its design.
Although powered by u
Rolls Royce-Allison 250 C30
(similar to that fitted to
l.::*r'*3 r!
rr-l:
lgs:,ts*gs*
jetRanger helicopters), it is
not your common or garden
t?
turboprop military trainer.
During the 1970s, RFB's
Technical Director Hanno
Fischer and his design team
came up with a mid-engined,
ducted and geared fan concept
based on previous research
ln the flare to land ot Fornborough in 1990 D-EIWZ demonstrotes the excellent visibility on offer to its crew.
12 JETS MONTHLY March2012
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The3lftlOinsponwingisslightlyforwardswePttomointainthecentre of Gravityposition.
Ar,LLkd!will(ockrdn]esssrored
"This is not
your common
or garden
turboprop
military
trainer"
fet-Like Handling?
Manufacturers of turboprop
basic rraining aircraft often use
the marketing phrase 'let-like
handling', by which rhey mean
propeller torque-free flight and
single lever thrust operation.
The former refers to the side
effects of changing airspeed
in a propeller aircraft. As the
thrust lever is pushed forward
and the machine accelerates, a
normal propeller force tends
to pitch the nose up relative to
the pilot and yaw the aircraft
sideways, the latter having ro
be counteracted with rudder.
A competent pilot would
have no difficulty keeping the
aircraft straight and level, but
these motions are very un-jet
like. Modern machines like
the Pilatus PC2 I and Embraer
Super Tucano have automatic
yaw compensation to reduce
or remove these effects during
acceleration and deceleration.
With powerful propeller
aircraft (tractor configuration),
when power is applied, the
large propeller will claw
its way out of a slow speed
flight scenario with ease. ln
with o utility wing looding of 33,9lblsq ft the
environmenL
simple terms, propellers
move a large air mass slowly
whereas jets move a small
air mass quickly. Propeller
thrust actually increases as the
aeroplane slows down whereas
a jet produces much the same
thrust whatever the airspeed.
FJ600 offers good ride comfort
EASA approved Fantrainer
instructors in Germany.
Climbing into the front
(student pilot) cockpit is much
the same as a BAE Hawk but
without the need for external
steps. Certainly rhere is
much that a jet pilot would
Therefore, it is at the lowest
flyable airspeeds where this
is best evaluated (i.e. how an
aeroplane responds to power
inputs between minimum drag
find familiar. By placing the
propulsion system close to
the centre of gravity (C of G)
speed and the stall).
view and associated kinesthetic
design gives pilots a field of
cueing far closer
Strapping ln
So does the FJ600 have 'jet
handling' characteristics? The
only way to find out was to fly
the machine!
I arrived at Heubach Airfield
just east of Stuttgart on
behind the aircrew, the cockpit
a
beautiful high pressure day.
Andreas Sattler introduced
me to my check pilot, Frank
Kutz, who is one of only four
F-
I
6 than,
say,
to that of
an
a Spitfire. The
two-piece canopy is divided
by a single frame over the
rear pilot's coaming, so each
pilot has their own unit. lt is
lifted and pushed to starboard
before locking with a stay. The
FJ600 can be taxied
with the
canoPy oPen.
Once aboard it is clear
from the cockpit layout that
in the often turbulent low
level
RFB learned much from their
experiences with the Luftwaffe
test team and from USAF
Next-Gen Trainer (pre
JPATS)
development work. The Fj600
feels like an Alpha Jet but with
a simpler interface.
Once seated, the field
of view is incredible. Seat
height and position are
electrically adjusted. Currently,
de-activated Stencil Ranger
seats are fitted but it is likely
FanietAviation GmbH will seek
the equally lightweight Martin
Baker MKI5B as replacements.
Ergonomics
the FJ600 is on
a par with a modern luxury
Ergonomically,
German motorcar. Everything
is within easy reach for the
average Percentile pilot
and strapping in requires no
specialist ground crew. The
analogue instrumentation
March2012 JETS MONTHLY 13
differential application of the
powerful main gear brakes.
Very tight turns can
be
achieved using the canrilevered
un-castering nose gear.
Departure
With full power applied, the
FJ600 accelerated
in a jet-lil<e
fashion, slowly at first then
with rapid acceleration rhrough
40kts lndicated Air Speed (lAS)
At 7'000ft the oircroft wos deceleroted in stroight and level ftight from l80ks
hondling.
IAS
to 90kts to test itsletJike
"Climbing
into the
cockpit is
much the
same as a
Hawk but
without the
need for
external
Seen from below the unusuol ducted
fon configurotion
steps"
is most eyident.
instruments (G meter and Turn
Needle for Spin recoveries) are
also envisaged.
Later versions are likely to
include a Head Up/Helmet
mounted Display option and
and functional and includes
a
beautiful Sinn clock.
The rear (instructor's)
cocl<pit duplicates much of
to
of G balanced and also carry
integral fuel cells within the
wing structure.
Fanjet Aviation GmbH
have commissioned Avionik
Straubing to create a glass
the front but includes essential
override switches. The single
canopy arch between cockpits
is unobtrusive and seat is still
ahead of the wing's 2.3-degree
leading edge forward sweep,
which provides an uninhibited
fighters,
view. The wings themselves are
dedicated engine parameter
cockpit design for the FJ500
and. like mosr modern jer
it will
include a very
large EFIS (Electronic FIight
lnformation System), MFD
(Multi Function Display) and
14 JETS MONTHLY March 2012
the power back to 80% for
a
cruise climb.at l20kts lAS.
Just two minutes from
'brakes off' we were transiting
downwind at 4,000ft (around
2,500ft AGL) witlr ,6Q% power
giving l80kts IAS and burning
just
140
lit of JETAI an hour.
Handling
i
Once clear of Stuttgart's
to
7,000ft for some general
handling. Roll rate at cruise
speed was a highly respectable
I 00 deg/sec, although 360 deg/
a l20kts
roll. Despite the
sec is achievable in
flick/snap
T-tail design and relatively
for more advanced tactical
(stick free) spiral stabilities.
When transiting, Andreas
reveals he already uses an
approved Apple iPad EFB
(electronic flight bag) for
lnstrument Approach charts
to provide up-to-date
and
keep the C
effects..
Gear up, flaps up and a climb
rate of close to 3,000ft/min
was regiscered before bringing,
training.
System that can be integrated
with ground based Simulators
swept forward
of turboprop torque
short cross coupling, the Fj600
handles very smoothly. The
servo tabbed control surfaces
offer mild longitudinal, strong
directional and neutral lateral
Military Sortie Management
is based upon the Dassault
Alpha Jet and is very clear
Maintaining rhe centreline was
simplified by a complete lack
Class D airspace we climbed
displays. Analogue standby
The.two-piece canopy is lifted and pushed to starboard before locking
with o stay. The FJ500 can be toxied with the canopy open.
onwards. TheT-tail mounted
elevator response was crisp
despite a lack of slipstream
assistance from che fan unit.
navigational dara.
Start Up
A clean configuration stall
was set up and on closing the
chrust lever (TL) a warning
horn sounds to remind the
pilot that the undercarriage is
retracted. This is cancelled by
a well placed switch behind the
TL.
Light buffet precedes the
stall warner and thereafter stall
Start up was swift, using a
procedure familiar to any
JetRanger pilot. The starter
onset is predictable with heavy
buffet and nose drop achieved
at 83kts lAS. Standard stall
was released after the RR
Allison 250 stabilised at 58%
N I (under 40 seconds) and
with the generaror online
we were given taxi clearance
to Runway 25. Steering is
accomplished with gentle
advertised with just under
30Oft of heighc lost using
FAR{AR 25 upset recovery
button on the control column
recovery performed
as
techniques.
Next up, a simulated
military oval circuit was flown,
decelerating from I 60kts
Power from the mid-mounted Rolls Royce-Allison 250 C30 turboprop
to o ducted and geored fan. This helps reduce noise ond increose
is fed
efficiency compored to both jets and conventionol turboprops.
i
The anologue instrumentation is bosed upon the Dossoult Alpho let
ond isvery clear ond functionol. FonjetAviation GmbH has now
commissioned o gloss cockpit design for the FJ500 ond,like most modern
jet fighters, it will include o very lorge EFiS, MFD ond dedicated engine
Pdrometer disploys.
Climbing into the front (student pilot) cockpit is much the sorne os o BAE
Howk but without the need for externol steps.
IAS to achieve I20kts IAS
downwind during the prelanding checks. After a full
lookout, a simulated finals
turn was initiated at l00kts
IAS to achieve the wings level
point, fully configured, but
deliberately below the ideal
glide path. This simulated
a student neglecting his
instrument and external
5kt warning was provided by
the audio annunciator before
the stall occurred with heavy
attitude scan. With the aircraft
in the landing configurarion,
foolhardy.
the elevator alone was used
to correct flight path, negaring
the need for power (which
remained at 20%) and the
subsequent deceleration.
Despite the increased
AoA, the view over the
nose remained superb at the
normal approach speed of
8lkts lAS. Slowing further, a
buffet, nose drop and a slight
wing drop (an incipienr spin:
un-demanded roll to the left).
Of course, a student would
normally be taught to recover
at the warner or light buffet.
ln reality, decelerating further
at very low altitude would
be
Aerobatics
Once familiar with the light
buffet, maximum level turn
performance at 6,50Oft was
evaluated using 80% power
and l60kts lAS. The result
was 3G on the light buffet
at a 70-degree AoB (angle of
bank) and l30l<ts lAS. The 360
degree turn was completed
"Once seated
the fietd
of view is
incredible"
out-spin aileron is used which
is consistent with many jet
trainers.
Low Level
With a utility wing loading
of 33.91b/sq ft the FJ600
within 20 seconds.
For aerobatics we restricted
power to 80% and positive
8 manoeuvres, given the
engine and fan were fresh
from overhaul. The FJ600
was delightfully composed
throughout. Trimming the
elevator for an entry speed
of l80kts
IAS gave consis[enr
pitch feel for loops, barrel rolls,
half horizontals and Cuban 8s.
The Fanjet is capable of +5G
and -3G and under FAR 23
it is certified for full spinning.
A four turn spin requires
4,000ft to recover and with
rudder taking up almost half
of the fin chord, spin recovery
is predictably swift, provided
offers good ride comforc in
the often turbulent low level
environment. The view over
the nose is far superior to all
other turbo-prop competitors
and much closer to front
line fighters. This increases
situational awareness during
navigation/target runs and aids
collision avoidance.
Upon recovery to Heubach
we simulated an engine related
emergency. A Practice Forced
Landing (PFL) pattern was
flown from a High Key of
3,000ft above the airfield. Best
glide speed was I l0kts IAS and
the landing gear and one stage
of flap were extended whilst
downwind. Given the light
March 2Ol2 JETS MONTHLY 15
IAS Minimum Drag Speed
(Vmd). The nose was raised at
90kts IAS giving a climb rate of
lO0frJmin and speed bled back
towards 80kts with no further
climb. Any slower and the stall
warner would have activated so
'
power was increased to 75% to
maintain speed.
Next a simulated instrument
approach was flown in the clean
configuration, once again slowing
to belowVmd at 90kts IAS with
the standard approach power
setting (20%) established. This
of Descent of 500ft/
gave a Rate
min and Angle of Attack was
increased slightly
correcting
to
simulate
to glidepath without
power. Descent rate reduced
to 3OOftJmin and the extra drag
led to a slight speed loss down
".fust two
minutes
from'brakes
off we were
transiting
doumwind at
4,OOOft"
The aircraft moy not look'conventionol'but the performonce indicotes
could be o morket winnen
it
FJ600
straight and level flight (clean
Circuits
The clamshell
airbralces
mounted on the sides of the
fan shroud are operated by a
thumb switch on the thrust
lever. These can be 'blipped'
open or extended for longer
periods. ln either case, being
so close to the C of G there
is no apparent pitch change. ln
addition, along with flap, they
l6
to reduce landing roll.
approaches
were then flown, including
normal and flapless landings
and the FJ600 offers both
crew members an excellent
view over the nose even
when landing without flaps. lt
also coped very well in the
increasingly thermal low level
conditions at Heubach, with
little deviation of speed and
good lateral control. By the
JETS MONTHLY March2Ol2
it
accelerated
Conclusion
So is the FJ600 let-likel Well,
the low deceleration, fairly
slow engine spool up rate and
at low speed? At 7,000ft the
aircraft was decelerated in
A variety of
seconds later
the natural lack of any speed
torque issues certainly are.
So bacl< to the big question.
How does the FJ600 handle
approach
go-around. The aircraft achieved
Ievel flight within &seconds-and
with 80% power set, the FJ500
accelerated to 90kts IAS whilst
climbing at 500ftJmiri. Just three
this fuel burn with an Alpha
Low Speed
controlled.
l
averagi ng 96litres/hr. Compare
advantage is clear.
can also be used to control
rate of decent for recovery
or on a powered short field
85kts.
Full Power was added to
prevent fur-ther. heiglit loss
and deceleration and the
attitude was held to simulate a
through l,00OftJmin.
time we landed we had been
airborne for 50 minutes and
burnt just 80 litres of fuel Jet or Tucano and the
surface wind a shallow sight
line angle gave the desired
result and the flare was easily
to
configuration; TL at Idle)
from l80kts IAS to 90kts deliberately below the I l0kts
However, flight path stability is
positive and there is more of
a turboprop response to low
speed handling. Of course,
this is no bad thing for both
basic flight training and when
operating from short field
runways.
It must be
remembered that
modern fighters now have
higher bypass ratio engines
D-EIWZ gets airborne at the l9g0 SBAC show ot Fornborough in spirited
ttyle.
The moin geor is simple ond sturdy ond retrocts into
wing,
"It has the
potential to
radically blur
the Elementary
to Advanced
definitions
that have long
described
military flyrng
training"
machinery. Given an appropriate
cockpit update, it has the
potential to radically blur the
Elementary to Advanced
definitions that have long
described military flying training.
With relatively low acquisition
and running costs, the
il:i:i:1i:a r .ip.:r'ii
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original Fantrainer was designed
Elementary/Basic FIight
lnstruction, any transition to a
BAE Hawk T2lAlenia Aermachi
M346 would be far simpler than
the current route via piston and
traditional turboprop designs.
The Fanjet 600 is a remarkable
flight training device. Even in
its current form, in the right
hands this aeroplane is capable
faster
jirlrl
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1
Fanjet 68t3
FJ600
could also be utilised for Civilian
Pilot Upset Recovery or
Space
Tourism training instead of
l00LL fuelled piston aerobatic
craft, thirsty ex-cold war jets
or
unrealistic and expensive
Simulators.
to work alongside. However,
were the FJ600 to be chosen
of simulating much
The F1500 offers both crew members on excellent view over the nose eyen
when londing without flops.
Andy Hay I ww.flyingart co.uk
Ground Based Full Motion
than those pre- I 960s jets the
for
the bottom ofthe
Peter R Morcrr
Given the current economic
climate, ongoing defence
spending cutbacks, combined
and
environmental concerns, the
FJ600's unique selling points
with fuel security
stand every chance of coming ro
the fore.o
The outhor wishes
to
thonk
Andreos Sottler ond Frank Kutz
ot Fonjet Aviation GmbH os well
os Angelika Heiss for the Extro
200 comero ship.Thonks olso to
Crew
l-ength
Height
Wimgspan
Wing Area
ErnPtY lAfeight
Max ?ake'off Sfeiglrt
Service Ceiling
Max Cruise Speed
lnitial Rate of climb
TIO and !-amding Run
Range
Ferwenplant
Arnlanremt
Roger Boiley (Cronfield University)
ond Seon Roberts (NTPS
www.fo njetov i ati o n. co m
USA).
Finst Flight
2
3
9
lft I in (9.48m)
ft l0 in (3.00 m)
3lft llin
(9.70m)
l49.6sq fr (13.9m2)
2,560rb (r,t60k8)
5,070tb (2,300 kg)
25,000ft (7,620n)
225kts (259mph I 4lTkmlh)
3000ft/m (l5m/s)
820ft (250m)
863 miles (1,389km)
One Allison 250-C30 turboprop ducted
fan (650shp)
Four underwing hardpoints with fuel
lines for drop tanks. (RTAF FT600 can
carry COIN armament)
October 27, 1977
March 2012 JETS MONTHLY 1Z