Has anyone already placed an order for a Panthera?

[Lslblues]

Does anyone really think there is any chance we see this is a certified single in the US? As much as I would love to see it, IMHO it seems like the chance of it happening is less than 5%.

[CFIDave]

Does anyone really think there is any chance we see this is a certified single in the US? As much as I would love to see it, IMHO it seems like the chance of it happening is less than 5%.

There's probably a good chance. When requested by aircraft manufacturers, the FAA has historically accepted EASA certification of new aircraft designs, and visa versa. My guess is that FAA certification might be expected within a year of EASA Pantera certification.

[Antoine]

Well here is my 2 cents worth.

I do not buy this bs about the IO390 not being certified for Mogas. (Who cares for MOGAS anyway?)
The reason is very simple. I got directly and personally from the Echelon STC manager at Lycoming the statement that the IO390 is not and can not be MOGAS certified. If you look in the thread about IO390 STC for our planes this is where it basically ended.
This is a very smelly affair here. It reminds me of DAI putting the blame on Thielert for the mysterious performance drop of the production DA42, only to "find out" 10 years later that maybe they could have done their aerodynamics job properly from day one...
Here is my analysis:
Pipistrel were getting neither the speed nor the climb rate they were hoping for and took the most unforgivable, most frustrating way out. They added 110 lbs of gas-guzzling metal to this beautiful bird. History repeats itself. 110 lbs cost 550 lbs at the end of the road...

WRONG! I am mad at Pipistrel. No speed? no problem. No climb? Add winglets.
And in fact here is what I think they should do if they are really embarrassed with the performance of the Panthera:
1) Modify the wings to sacrifice some speed for some climb rate
2) Install a Centurion diesel. This is the same weight as the IO/390, but it needs much less fuel, so you have a lower MTOW and it helps climb rates, If the IO/390 only did 180 KTAS, the Centurion will do around 165 and that's good enough for a start.

Maybe they get their act together and reverse this insane decision.

[Jean]

I agree with Antoine, this is a very strange decision. I'm afraid we won't see this aircraft certified before a long time and certainly not for 200 kts with four people, full fuel and 1000 NM.

[Tommy]

I agree with Antoine, this is a very strange decision. I'm afraid we won't see this aircraft certified before a long time and certainly not for 200 kts with four people, full fuel and 1000 NM.

Yes. In a nut shell, I fully agree. They (Pipistrel) just couldn't pull a rabbit out of the hat no matter how hard they tried. You can promise the moon, but when it comes time to deliver, you must deliver and they (Pipistrel) couldn't.
If it sounds to good to be true it probably is. Pantera sounded to good to be true and it was.

[Kai]

Looks like you are right, Antoine.

[BlackMammoth]

Don't forget that the DA40 originally started off with a Rotax...

[Tommy]

Don't forget that the DA40 originally started off with a Rotax...

I thought it was rubber bands.

[BlackMammoth]

I thought it was rubber bands.

Rubber bands with reduction gearing

[Charles]

If the engine is really the issue, why not go with the SMA SR305-230 instead? Same weight as the IO-540, more power at high altitude, lower fuel cost.

The lower fuel burn might even allow for carrying less fuel without sacrificing range to offset part of the added weight of the engine relative to the IO-390.

In fact, In fact, given the choice, I think I would take that engine over an avgas IO-390.