Built Light.
Built To Take It.
The systems, materials, and tolerances behind a clean-sheet carbon-composite airframe — designed so any A&P mechanic can keep it flying on a ramp for decades.
Multi-Axial Carbon Fiber. Resin Infusion.
The airframe uses multi-axial carbon fiber — not woven — for consistent load distribution across the laminate. The fuselage shells are produced via resin infusion, delivering a stiffer, more rigid central box and spar bond than traditional layup methods.
The complete wing weighs 115 kg including flaps, ailerons, and the full landing gear support structure. Fuselage skin density runs 2.35 kg/m² — about 0.48 lb/ft². Lower wing skins come in at 25 kg. Door panels weigh 2 kg each. Every gram is tracked and every component is weighed before it leaves the shop.
Kevlar Belt Drive. Zero Backlash.
The control yoke moves on a single axis — fore-aft for elevator, plus rotation for ailerons. No chains. No roller-pin cam mechanisms. The drive is a Kevlar belt with double the tensile strength of equivalent chain, zero noise, and zero maintenance over the life of the airframe.
A carbon bridge ties the left and right yokes together so both sides feel identical. No slop, no elongation. The torque tube runs directly to the aileron pushrod at the wing; the elevator pushrod runs straight to the tail. Ailerons are differential — 20 degrees up, 15 degrees down — driven by push-pull tubes for precise, linear response.
The stick-equipped aerobatic variant uses the same push-pull tube architecture with a center-mounted stick instead of the yoke.
60-Liter Composite Tanks. Automatic Management.
3.8 kilograms each. 60 liters (16 US gallons, 8.4 lbs). Three internal baffles. Adhesive-bonded — no welds, no rivets, no fatigue paths. Pressure-tested to twice the FAR Part 23 burst requirement.
The fuel selector is fully hybrid — mechanical valves that work without any electrical power, plus contactless hall-sensor position detection that feeds the glass panel. In auto mode, the system switches tanks every 10 minutes. LED display shows real-time tank status. You can’t start the engine with the fuel valves closed — the system won’t allow it.
Modular configuration: the platform supports 4 to 6 tanks depending on mission, for 200 to 300-plus liters total capacity. Same tank design, different count.
Gull-Wing. Top-Hinged. Seven Locking Points.
Top-mounted hinge with gas-hydraulic cylinders. Each door has seven locking points, weighs 2 kg, and clears 2.05 meters when open — step in without ducking. A single motor per door handles powered open, close, and lock.
Electric retractable steps deploy automatically. The whole sequence runs off a phone or key fob: press the button, steps extend, doors unlock and swing open, cabin lights come on. Remote entry from your pocket — no fumbling with keys on the ramp.
Every Box Below the Glass Is Ours.
Every module below the flight instruments — dimmer controllers, dual-flash strobe drivers, fuel-valve controllers, wing-tip LED arrays, switch panels — is designed and built in-house. IP65-rated keyed connectors make it physically impossible to plug the wrong harness into the wrong module. Everything is plug-in and modular.
A 3.3 kW alternator provides the electrical backbone. Starlink antenna fits under the dashboard, invisible from the cockpit. Dual-flash synchronized strobe lights on both wingtips. Custom PCBs throughout. The goal: any A&P mechanic, anywhere in the world, can swap a module in minutes with no special training.
BRS Parachute — Standard, and Actually Replaceable.
Every Volozen ships with a Ballistic Recovery System whole-plane parachute. The BRS container is structural — 1.5 kg — integrated into the rear fuselage as part of the airframe’s longitudinal load path. It holds the chute, the rocket motor, and the Kevlar bridle in one composite assembly.
When the FAA-mandated repack comes due, you pull a rubber seal, slide the Kevlar belt out of its channel, and install a new one. Five to ten minutes of labor. On comparable aircraft, the same job means cutting the fuselage open, replacing the pack, resealing, and repainting — easily tens of thousands of dollars and weeks in the shop. We designed around that problem from day one.
Built for Student Pilots. Tested Like It’s Going to War.
Fixed gear with gas struts and adjustable dampening — both compression and rebound are tunable per model. The main gear is designed around a 3.8 g vertical limit load. We test at 1.875 times that limit load, with a 20,000-landing fatigue cycle and 100,000-cycle gas-strut lifetime test.
Total gear deflection is close to ten inches, so even a hard arrival barely rattles the airframe. No wheelpants on the training variants — they just get knocked off. Every hinge and bellcrank is removable, pin-aligned for neutral position setup. No welding, no shimming. Need a bearing swap? Order a complete tested unit and bolt it on.
0.01 mm Mold Tolerance
That’s the precision standard for every CNC-machined mold at Composite Project Kft. Anodized 7075-T6 sub-assemblies and pin-aligned bonding fixtures make it repeatable — not just on the prototype, but on every airframe that follows.
See What We’re Building
Every system described on this page is being manufactured right now in Balloszoeg, Hungary.