We particularly liked the first version of the Alto aircraft which arrived in Italy, with a two-wheel undercarriage and powerful six-cylinder engine of 120 HP, not only for its flying characteristics, but also thanks to the robust and simple structure. Today, after a long wait, a "more European“ version is available, with the Rotax 912 engine of output 100 HP, with a three-wheel undercarriage, which to a great extent tackles the problems faced by an intermediate-level experienced pilot, and ultimately makes the machine more maneuverable on the ground, and with a level of final preparation which suits the requirements of the market despite remaining simple. It should be pointed out that the two-wheel version was easily maneuverable thanks to the differential brakes and good reaction of the rudder, but the front outlook when rolling was rather restricted and in lateral wind conditions taxiing required certain attention. All such problems have been resolved in this version. The version represents a new application of Direct Fly on the world market, an application which accounts also for the LSA version with an MTOW of 600 kg, which will be available within a short time. The whole-metal TG model with the lower arrangement of wings does not differ structurally from the previous one, unless we look at the undercarriage and at the different dimensions of the control areas, which were remade in order to achieve even more pleasant piloting.

One more plus

Immediately from the beginning it should be noted that the aircraft has not lost its charm due to the three-wheel undercarriage. The line, having been made slimmer by adding lateral glazing, and the simple and elegant pattern of painting have no doubt benefited it. The main part of the undercarriage was moved backwards and the front leg connected to the pedals is the same as that which is used by Eurostar (we reckon that the companies cooperate together because the components are identical), whereas the disc brakes with the differential control were preserved, which is a choice which we, after the flight test, consider as not important. The flaps have been extended by about twenty centimeters, and thus the areas of the small wings were reduced with the intention of improving operation at low speed. The electrically controlled flaps now have three positions instead of the former two (and, it seemed to us, with a greater deflection angle). Modifications were also made to the area of the tail, which is now rather smaller while the wing has remained without change. The cabin is fitted with a nice canopy in the style of the Robin which sliding  on rails and enables  comfortable boarding, the seats (subject to order) of this version are nicely designed from carbon material: simple, profiled, comfortable and light, perfect in our opinion. The design of the two steering wheels has been preserved, made with minimal friction and without play. This design constitutes a great advantage for comfort on boarding and for space in the cabin. The control of the brakes with separate pumps is only on the pedals on the left side. A simple dashboard with EFIS Dynon and complete analog engine  instrumentation equipment / there is still plenty of room/; behind the back of the pilot there is a substantially spacious area with two windows, which offer a good side outlook. Closing the hood is secured by two lateral conical self-centering pins and central lever.

Engine and propeller

Commercially, the choice of the installation of the Rotax 912 100 HP is no doubt successful. The engine is serially supplied with a three-blade Fiti propeller adjustable on the ground, which guarantees a good compromise of the outputs between start, ascent and flight. On this example, an electric two-blade GT Propeller constant speed is installed, connected to the Fly box Microel controller of constant rotations, one of the most powerful and most utilized ones. The installation of the engine is done in an expert manner, and two integral wing tanks for a total of 105 litres provide, at cruising speed, seven hours of flight; the sole fuel cock is located on the central console in the cabin and the fuel level is indicated by two level sensors; obviously, there is one back-up Facet electric pump. The machine is also available with the six-cylinder Jabiru, and we have information about the option of installing the four-cylinder Jabiru 85 HP, an engine which considering the characteristics of the aircraft, we consider rather insufficient.

Photo 1: The outer design and the rear windows have considerably enhanced the line

Photo 2: The propeller is GT Constant speed

Photo 3: A new sliding canopy

Photo 4: The steering wheel control allows for great room in the cabin, simple and complete instrumentation

Flight

A simple test flight held no extraordinary surprises. We appreciate the statically balanced control areas (small wings with balance): The positional lights provided by LED lamps with high irradiancy, are efficient and are low consumption. The key is missing, and the master is switched on by the switch; control of the flaps is provided by a three-position lever with short travel located on the central console; there is trim control with an optical indicator of the position between the two seats. The manoeuvrability while taxiing on the ground using the pedals is optimum, even though we ask why they have preserved the complexness of the double hydraulic pumps for the differential brakes, whilst just a single lever between the seats would suffice.

Obviously, the view of the ground is now perfect. With the propeller adjusted to the start mode (5 700 rotations) and the first position of the flaps, the acceleration is good, and takeoff takes place after approximately 150 metres of run with minimum need for correction with the right leg; very good ascent and practically no change of the bank when switching off the flaps; in horizontal flight with the engine at 65% output (4 800 rotations and MAP at 26) the flight speed is 175 km/h, with good stability and with easy and fast control; the difference in the reaction in controlling when compared to the previous version was not evaluated by us, but the impression is such that piloting is very simple and easy, the transition from one bank to the other is fast, the reaction of the rudder is fast, as well. Very powerful and reliable electrically controlled trim. On pushing the output to 75 %, the speed rises to 200 km/h, The Alto, however, was not designed for races and the aerodynamic interference of the front wheel is probably a bit apparent.

The fall speed occurs in the pure configuration a bit earlier than in the case of the two-wheel undercarriage, because, as we believe, of the presence of the front wheel. With the configuration with the flaps at the third grade after striking prior warning, the loss of speed is quite abrupt, with the quick return to the flight mode and without the effort of fall along the wing; the first two positions of the flaps again astonish with the almost unnoticeable change of the bank, therefore, a slight pull on the stick suffices to balance all of this; the third position, on the contrary, causes an abrupt decline and requires a more resolute action; under such conditions, with a speed of approach slightly over 100 km/h and the propeller at the lowest rotations, the speed of descent reaches around 3.5 m/s. Landing with the good efficiency of the control in the phase of under-balancing does not constitute problems, the touchdown is pleasant, and controllability on the ground is perfect using the pedals.

Photo 1: Behind the back of the pilot there is a spacious luggage compartment

Photo 2: Beautiful profiled seats made of carbon material

Photo 3: A view of the differential brakes and the mechanicals of the steering wheels

Photo 4: The aileron are statically balanced and have a reduced surface

Photo 5: Positional lights use bulbs with high visibility - LED

Photo 6: Perfect landing control on rolling with the use of the pedals

Photo 7: The GT PVV propeller considerably improves the efficiency when starting and climbing

Conclusions

Robust and performed in a perfect manner. Alto with the three-wheel undercarriage is certainly suitable for pilots with intermediate-level experience, and promises long-term operational life without unexpected events for users, particularly thanks to the easy piloting and good flight range. 912 ULS is perfectly tuned for output, even though the use of the six-cylinder Jabiru is missing. The only change which we recommend is use of the single brake on the main undercarriage, if possible, with the by-pass lever for parking. The price at EUR 55 000 for the basic version is again most satisfactory for the market, and entails the optimum ratio of "value for money".