What are chances this comes to market?
http://www.international-pilot.com/tecn ... t-project/

I bet Mike C. has a guess.

Essentially the Sub-Sonex with 2 seats and hopefully more efficient turbine. I would love to have one, but since it will be certified it will likely be more than I would spend.

Looks like a rehashed volksjager.

I'll change the question to what are the chances they can deliver something resembling this to a customer that is certified.

Very low, << 5%.

So far, many SEJ announcements, not one delivery. This project hasn't even made it to the "mock up" stage yet, all it is are artists conceptions.

A general problem is that SEJs are very difficult to certify over FL250 due to pressurization rules requiring redundancy. This limits the efficiency you can achieve, which makes a single jet use more fuel than a twin.

The engine is too far forward. The rotor containment zone means a turbine burst will shred the wing, fuel tanks, and wing control surfaces. Plus the thrust line is too high leading to nose down effect with power change. If the engine is moved back and lowered, like the Flaris, then you get less rotor containment issues, the intake is shadowed by the fuselage to reduce icing issues, the thrust line is lower, ground access to the engine is easier, the CG moves back, so you can move the wing back improving ground visibility (particularly useful for the military use case), etc. it will also make noise and vibration less in the cabin.

The apparently one piece canopy, but pressurized, will be a challenge. That is going to be one heavy thick piece to withstand the pressure, and the canopy latching frame and support will be heavy and complex.

The wing aspect ratio is not suitable for the high flight levels. Compare EA500 to this. This means it will be somewhat less efficient at high altitude, so it seems more geared to low level maneuvering than travel.

The twin tail has some drag, but not as bad as a V tail. The multiple surface junctions add drag. The orthogonal surfaces do eliminate trim drag that afflicts V tails.

I don't understand why the horizontal tail is slightly elevated on a stunted fin. That's ridiculous structural complexity for no benefit and high drag. Just lower the horizontal to the fuselage body, or better yet slope the tail up to it. The tail is pretty low, so a tail strike seems possible, and sloping the tail up helps with that, too.

No deice shown. A must for turbine airplanes to be truly useful.

No baggage space indicated. A must for travel.

I worry that combining the military and civilian market will lead to substantial, perhaps crippling, compromises in each.

Mike C.

Tecnam is not without street cred. Should be interesting to watch.