Staying inside the cockpit, the key has been moved to a new position at the bottom of the stick where it’s much less likely to be disturbed during times of high and extreme pilot workload, and the contact breakers now sit behind a couple of small doors which are so close fitting that should one pop, the door is pushed open making it much easier for the pilot to notice that something might need attention. Next up on the ‘clear to see’ list are the big holes at the back of the spats (more later) and the change from analogue to Garmin’s G3X Touch, complete with an optional autopilot. With the trademark steel tube framework gone, with the NG it was possible to add some nice and useful design points.įrom its looks though there’s no doubt that the NG hails from Extra’s aeroplane maternity ward, but the differences between the siblings go further than the obvious change from steel to carbon fibre and bigger tailplane and rudder. Aerobatic pilots often have long ferry trips between competitions and displays, and aircraft produced specifically to fly this well don’t have many creature comforts or places to put things. One reason is to produce a slightly more ‘comfortable’ aircraft. With such a successful pedigree, why would Walter Extra change from his established construction formula to the new NG with its all-composite airframe? For even more performance, easier production or what? The difference between one of these razor-sharp handling aircraft and a standard touring aircraft can only be appreciated with one hand on the stick, other hand on the throttle, an empty sky and an accomplished instructor. If you’ve never had a flight in an Extra aircraft, book one now. Many flight schools also have an Extra on the fleet, often the Extra 200, a lower-powered two-seater that’s ideal for teaching aerobatics and for Upset Recovery Training (UPRT)… and for fun. It’s an extraordinary takeover of aerobatic competitions.īut not just competition. In the Advanced (one down from Unlimited) World Championships held in Poland, only seven out of the 38 competitors were not flying an Extra. Out of the top 35, only three flew an aircraft other than an Extra. At this year’s World Aerobatic Championships in France, the top four all flew 330SCs. The current top model is the single-seat Extra 330SC. Since then, various other Extra models have been produced with startling results. It was very light and was powered by a 300hp fuel-injected Lycoming engine. The fuselage was constructed of a welded steel tube framework that was extremely strong, clad in aluminium and, in some places, more carbon fibre bodywork. It also had a wing shaped with a symmetrical aerofoil and mounted at mid-point so that it would fly the same inverted as right way up (and any angle in between). This had an immensely strong wing with a spar made from carbon fibre clad in sheets of more carbon fibre. Walter was determined to aim high, so set about creating an Unlimited class single-seater, the 300S. As a qualified mechanical engineer he had the knowledge and skill but his first effort, the Extra 230, had a wooden wing that limited its abilities. Walter was flying a Pitts S-1E back then but was already inspired to create his own aerobatic aircraft. OK, so Walter only came 41st but these are the best in the world remember. Walter Extra (yes, that’s really his name) was a successful aerobatics pilot during the 1980s, even getting to compete in the 1982 World Aerobatic Championships against such big names as Victor Smolin, who won flying a Yak 50, Kermit Weeks, Leo Loudenslager and Jurgis Kairys.
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