I’d seen the full-size Stampe SV4-RS replica at AERO a few weeks previously, and it really put a hook in me. I was fortunate enough to fly a Stampe several years ago and was very impressed—it being greatly superior to the DH Tiger Moth, with which it is often confused. Of course, even the youngest Stampe is still 69 years old, and they require a lot of maintenance. Spares for the original Renault engine in particular are getting rare, the strength of the wooden fuselage can be compromised from decades of oil being splattered across it and the metal fixtures and fittings are far from the first flush of youth. These are old aircraft and they require a lot of looking after. Indeed, the reason why such aircraft (and cars and motorbikes of a similar vintage) are often referred to as “collector’s machines” is that you often need someone following along behind collecting up all the pieces that have fallen off!
Flight Review: Riding the Shark!
(Photo: Keith Wilson)
(Photo: Keith Wilson)
(Photo: Keith Wilson)
Ready to Go?
To get started, turn the master on and use the rotary knob in front of the throttle to preset the adjustable air scoop in line with the ambient temperature. Press start and the Rotax fires instantly. The nosewheel steers through the rudder pedals, and the turn radius can be tightened by differential braking, an option many microlights don’t offer, being fitted with handbrakes. The powerful, progressive Beringer hydraulic disc brakes work well. With two people on board and 14 gallons (84 pounds) of fuel and no baggage, I reckon we’re about 110 pounds below max gross. As I always do on the first flight on type, I open the throttle slowly. Directional control is fine, and acceleration adequate. Following Howard’s advice, as soon as I feel the elevator start to bite, I hold the nosewheel just off the ground, and the Shark soon slips into the sky having used about half of the 2200-foot runway. The ground roll felt slightly untidy, as the nose pitched and bucked a bit—I suspect it’s a lot easier on asphalt. Now I encounter the Shark’s oddest facet. For reasons best known to the designers, the undercarriage uses airspeed to inhibit retraction, not “‘weight on wheels” microswitches. There’s a switch in the pitot-static system that prevents the wheels from retracting below 60 knots IAS, or above 76, irrespective of the undercarriage selector’s position. Having to maintain a 16-knot speed range simply to retract the undercarriage demands accurate speed control (76 knots is slower than the 81 knot Vy), and this is not helped by the low flap-limiting speeds. This is a solution searching for a problem, although once the undercarriage is extended the limiting speed is a heady 124 knots.(Photo: Keith Wilson)
(Photo: Keith Wilson)
About Those Ergonomics
As mentioned at the beginning, the Shark could use some refinement in the cockpit and warning systems. To wit:- I’d suggest making the parachute recovery system’s handle a black and yellow striped loop (like an ejection seat), which would make the cockpit look even more like a fighter’s.
- The sidestick could use one of those Infinity stick tops with all the buttons, and possibly even on the throttle as well. The HOTAS thing isn’t pure aesthetics though. The low flap speed means that on a go-around you need to get the flaps moving almost as soon as the throttle hits the stop, so a pistol grip on the throttle could incorporate switches for the flaps, transponder ident and transceiver flip-flop to compliment the buttons on the sidestick for electric trim, push-to-talk and autopilot disconnect.
- The prop lever should be blue, and the undercarriage selector needs more presence. It’s operated by a small toggle switch that is essentially the same as the intercom selector but is sprung to neutral, which means that its position provides no visual clue as to what’s supposed to be happening.
- The undercarriage and flap annunciator lights also need work. With all three wheels locked down, “three greens” is traditional. Wheels out of the wells and unlocked, red is the accepted convention. Up and locked: no lights illuminated. Instead, the Shark has three green and three red lights, and when I flew it, the red lights flashed when the undercarriage was unlocked, but also flashed if the airspeed dipped below 100 knots when the wheels were locked up, and stayed on red when the wheels were up. This has subsequently been improved since my flight test. Upon retraction, the red lights now go out after five seconds, and the green lights flash and a horn sounds if the airspeed reduces below 67 knots with the wheels up. This is good, but would be better if the red lights flashed.
- The flaps are currently selected by pressing the appropriate yellow button, which flashes until it reaches the selected setting, then stays on. However, if it senses you’re approaching Vfe (and that’s very easy to do) it also flashes, which is confusing.
- A pair of green LEDs indicates the position of the moveable ballast, and one of these also remains illuminated in flight. It would be better if the ballast system was arranged so if there is a mismatch between the number of occupants and the ballast’s location, the engine simply won’t crank. Four microswitches, some wire and a solenoid is all you need. The green LED which shows the weight’s position doesn’t need to be on once the engine has started, and could even be deleted.
“You never get a second chance to make a first impression” is a wise old saw, and my initial impressions of the Shark were all very positive. Some aircraft look like they’re moving even when they’re standing still, and the Shark definitely falls into this category. From the tip of the sharp-looking spinner to the top of the swept-back fin, it’s easily the sexiest-looking microlight I’ve ever seen. Indeed, my first thought is that it looks rather like a scaled-down PC-21. Walking around the aircraft, I note that the 100-hp Rotax 912S is very tightly cowled, and that access to the engine bay is adequate, but not outstanding, as quite a lot of Camloc fasteners need to be undone to remove the entire cowling for a full engine inspection. There’s a large electrically actuated NACA scoop in the bottom half which supplies air to the oil cooler and radiator, and small intakes in the top half on both sides of the spinner for cooling the cylinders.
Flight Review: The Sleek Sting S4
So Let's Fly
Having hurriedly strapped myself down with the excellent four-point harness (the seats are fixed, although the rudder pedals adjust) we start up, line up and go. With around 13 gallons of fuel and no baggage, our mass is quite close to the 1320-pound max takeoff weight. But we use less than 10% of the 3600-foot runway before I rotate at 50 knots and the Sting springs off the runway. It settles into a 65-knot climb with the VSI indicating just over 1000 fpm.(Keith Wilson photo)
(Keith Wilson photo)
(Keith Wilson photo)
(Keith Wilson photo)
Back to Flying
(Keith Wilson photo)
“Look at that groundspeed!” I exclaimed, pointing at the Garmin EFIS. “Our TAS is nearly 125 knots, which means we’ve got a 60 knot headwind straight on the spinner!” “Can you imagine being up here in a traditional microlight?” asked the Sting’s owner, John Palmer. “No, because not only would I be scared out of my mind at the prospect of having to land, but right now we’d practically be going backwards!” I said. I’ve written before about just how capable and potent the new breed of light sport microlights is, and several of the aircraft I’ve tested recently are not only comparable to traditional GA types, but are demonstrably superior. An excellent representative of this new breed of speedy sport planes is the Sting S4, from Czech airframer TL Ultralights. As I wait at Saltby for John to arrive in the Sting, I’m aware that it’s extremely windy, and that if I’d told someone that I was planning on flying a microlight in such conditions, they’d probably think I was mad—or suicidal.
AERO Wrapup: Dave Unwin Concludes His Coverage of AERO Friedrichshafen 2024
Dave in a Dingo
The Dragonfly 120.
With my feet failing fast, and the lederhosen beginning to chafe in a most disagreeable fashion, I viewed the end of AERO 2024 with mixed emotions. My legs said enough is enough, but my head, heart and eyes still wanted more—because what a show it was! From replica rocket-powered fighters to jet packs, LSAs fitted with turbines and paramotors for paraplegics and finally to biplane pusher SSDRs, it was a fabulous event. The AERO team produced a show that they could justifiably be proud of for the 30th anniversary, and although the weather was unseasonably cool, the action in the halls was as hot as ever, and with more than 270 aircraft in the exhibition halls and in the static display, show-goers were not short of mouth-watering machines to tempt their wallets. Among the aircraft debuting at the show were the electric DA40 aircraft from Diamond Aircraft in Austria, two electric aircraft and a hydrogen powered one from China and the Integral E from French manufacturer Aura Aero.
Day 4 at AERO: A Few More Conventional Aircraft But Also a Few Surprises!
ICP Ventura 2 and Ventura 4
GoGetAir G750
JH Aircraft Corsair
Atol Amphibian
Avio SMA Stratos Sports
Tomark Aero SD4 Viper and GT9 Skyper
JMB Parachute Training Program
Many, if not most, modern LSAs feature whole airframe parachute recovery systems, and JMB aviation were offering what they claimed to be the first ultralight parachute training programme. This consists of a three hour course, which they claim is essential for ultralight pilots operating aircraft equipped with a ballistic rescue system.I’ll take the opportunity in this installment to take a look at some of the lighter aircraft to be seen at AERO Friedrichshafen this year. ICP Ventura 2 and Ventura 4 Italian airframer ICP had several aircraft on display including the Ventura 2 ultralight powered by various permutations of Rotax, and also the Experimental, which as well as being fitted with a Rotax can also be powered by a Lycoming of up to 180 hp. The Venture 2 is a side-by-side two-seater, while the Ventura 4 is, as the name suggests, a four-seater specifically designed to meet the requirements of amateur construction and suitable for the Experimental category. ICP claims that a first time builder can reasonably expect to finish the aircraft in between 700 to 800 hours, while a more experienced builder with practical build experience can complete the aircraft in around 400 hours, excluding paint and upholstery. ICP also had the Savannah SR on show, and this machine bore quite a strong resemblance to the Zenith 701.
Day 3 at AERO: A Look At Sailplanes & Towplanes
Jonker JS3
Lightwing AC4
Elektra Solar
Blanik Urfin Juice
A-I-R ATOS Wing
Altus Motorglider
The cavernous halls of the Messe truly do contain the aspirations and, let’s be honest, the dreams of literally dozens of designers. There were quite possibly more new types than I have ever seen, and I’ve been attending the Friedrichshafen show for over 20 years. Anyone who claims general aviation is dying would only need to see this show to have their viewpoint radically altered. Gliding has always been well represented at AERO, and in the show’s 30th year all the major sailplane manufacturers were out in force. For many years AERO was a biennial event and when the organizers made it an annual show, many decided to stick with the biennial schedule and only attend on even-numbered years. There were many different permutations of self-launching and self-sustaining sailplanes on show, which utilized piston engines, electric motors and small jets. Jonker JS3 South African company Jonker has several versions of the “engine-on-stick” solution for its JS3 single seat high performance sailplane, including an electric motor turning a two-blade propeller and a small jet.
Day 2 at AERO: The Show Gets Busier and So Does Our Correspondent!
Aura Aircraft
JMB Aircraft
The Spanish Arzeos
Aeroprakt A32
Spacek SD-2
Notable Mentions!
Skyleader 400
Skyleader had several versions of its two-seat side-by-side speedster on display including the Skyleader 400 towmaster, which has been specifically designed to tow sailplanes weighing up to 500kg (1100 pounds), and the 600RG which features retractable gear. Of particular interest was that both machines were on sale with a special show price, the towmaster coming in at €114,900 excluding VAT (call it $122,000 US), and the 600 RG at €134,900 ($144K) excluding VAT. Not bad deals for well-made, all metal VLAs.Promecc Aerospace
From Italy, Promecc Aerospace had three very attractive LSA types on display—the high-wing Pegaso and the low-wing Freccia and Freccia RG. Interestingly both the high-wing and low-wing fixed gear models seemed to offer essentially the same performance;- both stalled at about 40 knots, both had VNEs of 165 knots and both cruised at about 120, although unsurprisingly the RG was significantly faster. All featured that inimitable Italian styling with, in your correspondent’s opinion, the Freccia having a slightly more sporty appearance than the Pegaso.Orlican M-8 Eagle
From the Czech Republic came the M-8 Eagle from Orlican. This very attractive machine looked a little like a scaled down Cessna 172. Built mostly of carbon fiber composites, the company claims it has the largest cockpit in the LSA class, and can carry a large payload over a wide center of gravity. Powered by either a 912 or 914 Rotax, it is claimed to have a takeoff roll of less than 500 feet, a climb rate of around 900 fpm and a maximum cruise speed of 122 knots, while the stall speed is a creditably low 37 knots. Range is over 700 miles.Day Two of AERO at Friedrichshafen, and after a slow start footfall-wise yesterday there were considerably more visitors thronging the massive Messe today. Aura Aircraft The day started with a visit to the Aura Aircraft press conference, where the French airframer announced that it was signing a deal with the Deutsch aeroclub to use its Integra E electric two-seater as a glider tow plane. As a very experienced tug pilot and having been Tug Master at two different gliding clubs. I found this initiative both extremely interesting and very exciting. Noise and pollution are two very hot topics in Germany—and indeed most of Europe, and while all the gliding clubs are keen to promote the sport as being both green and sustainable, critics will always point to the noisy, gas guzzling Piper Pawnees and Robin DR400s and observe that it isn’t as green as they claim. This initiative is certainly very laudable and could have significant implications for the gliding community.
Day 1 at AERO: Affordable Aviation at Friedrichshafen
Editor’s Note: Correspondent Dave Unwin is at the AERO show in Friedrichshafen, Germany, this week and will be reporting on news from the show. Here’s his first report.
Europe’s top general aviation event, AERO at Friedrichshafen, Germany opened on Wednesday, April 17, and runs through Sunday. It is no exaggeration to say that AERO has grown to become one of the biggest and best GA events on the planet—and certainly the biggest outside of North America.
This year is the 30th time the event has been staged and the organizers claim that more than 680 exhibitors from 36 countries are attending, which may well make the 2024 AERO the biggest ever.
The full-scale Me163 uses a small jet engine. Imagine this at the next local pancake breakfast.
The amount and diversity of aircraft on display was truly breathtaking, from a full-scale Me163 replica, powered by a small jet engine typically fitted to self-sustaining sailplanes, to the very latest bizjets. Unsurprisingly, there were several electric aircraft on display, and Bristell—in partnership with H55—had flown its final prototype of the electric Bristell B23 Energic to the show. It is intended to go into production in 2025.
China’s Rhyxeon General Aircraft Co had a pair of electric aircraft on display, one on wheels/skis and one on floats, while Aura Aero from France had a trio of its two-seat aerobatic trainers on show, including the electric Integral E.
The Chinese Rhyxeon.
Aura Aero's aerobatic trainer.
One aircraft that generated a lot of interest was the Junkers A50 Heritage, which was also seen at Sun ’n Fun. This is latest version of the art-deco 1930s style two-seater, but where earlier versions were powered by a Rotax 912, this one is fitted with a Werner seven-cylinder radial engine. It looked stunning, and I think could really appeal to the American sport flyer. Flight testing is due to start in June.
The Junkers A50 Heritage introduced at Sun 'n Fun. (Photo: Amy Wilder)
Staying with the vintage theme Belgian company Ultralight Concept had their gorgeous full scale replica of the classic Stampe SV-4 on display. Powered by a Rotax 912 of either 80 or 100 hp, it has a maximum takeoff weight of 600kg (1320 pounds), a stall speed of 35 knots, cruises around 75 knots and has a Vne of 95 knots. I’ve flown an original Stampe a few times, and if this replica flies as good as it looks they're almost certainly onto a winner and I hope to be flight testing this machine later this year.
Ultralight Concept's full-scale Stampe.
A type I hadn't seen before was the Norden from famous Czech airframer Zlin. Powered by, you guessed it, Rotax ranging from the 115-hp 914 and 141-hp 915 to the 160-hp 916, this Super Cub lookalike boasted some impressive performance numbers, and also looked like a lot of fun to fly.
At the other end of the speed scale, Italian airframer Porto Aviation Group had its Risen two seat side-by-side speedster on display. This machine is fitted with a V tail and, when powered by a 912iS, is claimed to have a cruise speed of 162 knots TAS at 75% power and 9000 feet, while the 916-powered version is claimed to be able to reach almost 200 knots at sea level! I was particularly impressed by the size of the cockpit canopy, which is a very large blown single piece transparency.
Swedish airframer Blackwing also had three different versions of its two-seater on display powered by either 912,915 or 916 engines. All three variants fall within the 600kg (1320-pound) LSA rules, and are stressed to +4.4 and -2.2G. Stall speeds are between 35 and 44 knots, while top speed for the 916-powered version maximum speed is a highly impressive 200 knots. End even the 100-hp version is claimed to be able to cruise at 157. Climb rate for the 916 is an amazing 2500 feet per minute.
Another type sporting a Rotax 916 iS was the Carbon Cub UL. Marketed in Europe as a 600kg microlight, this aircraft—which is already well established in the US—albeit with a Lycoming, promises to be a very capable bushplane. Two other machines powered by a Rotax 916 iS and promoted at the show were an RV-9, which boasts impressive performance for a machine with a fixed undercarriage, and a Lockwood AirCam. This had two 916 iS engines, and have greatly enjoyed flying an AirCam powered by a pair of 912s, the prospect of having two 916s out on the wing was almost enough to make me salivate.
The new AirCam instrument panel. This sightseeing twin is going to get the Rotax 916 iS for even better performance.
A real innovation was the turbulence cancelling technology from Turbulence Solutions. Claimed to reduce the negative effects of turbulence by more than 80%, it uses a wing-mounted sensor and a powerful processor to make small “flaplets” introduce differential control pulses. I flew the simulator, and if it’s as good as they claim the system could be a real game changer!
More tomorrow, on day two of AERO 2024...
Editor’s Note: Correspondent Dave Unwin is at the AERO show in Friedrichshafen, Germany, this week and will be reporting on news from the show. Here’s his first report. Europe’s top general aviation event, AERO at Friedrichshafen, Germany opened on Wednesday, April 17, and runs through Sunday. It is no exaggeration to say that AERO has grown to become one of the biggest and best GA events on the planet—and certainly the biggest outside of North America. This year is the 30th time the event has been staged and the organizers claim that more than 680 exhibitors from 36 countries are attending, which may well make the 2024 AERO the biggest ever. The amount and diversity of aircraft on display was truly breathtaking, from a full-scale Me163 replica, powered by a small jet engine typically fitted to self-sustaining sailplanes, to the very latest bizjets. Unsurprisingly, there were several electric aircraft on display, and Bristell—in partnership with H55—had flown its final prototype of the electric Bristell B23 Energic to the show.
Skyranger Nynja: Economical, Proven, Agile, Tough, Simple — Now from UK
Welcome to our favorite British writer providing in his distinctive style thoughts about flying Skyranger's Nynja. Also thanks once again to talented photographer, Keith Wilson.Why did I want this article even though Skyranger has no U.S. representation at present? With a base price in UK of $59,760, Nynja is affordable to many. Is it desirable? Dave helps you decide. —DJ
Now "Made in UK"
Since 2017, Britain's Flylight Airsports Ltd., has had the sole design rights and is now rightly considered the manufacturer. Owning the design rights also puts Flylight firmly in the pilot’s seat regarding future developments. (It will also be helpful for FAA acceptance, if sought. —DJ)Very simple structure with no bent tubing and no welding, Nynja is easy to build and repair. Note overhead skylight.
Nynja Flight Qualities
Flying in close formation will show up any handling deficiencies from a qualitative perspective, but when I switch over to a more quantitative evaluation I soon discover the Nynja is nicely harmonized around all three axes. Expanding the envelope with some more energetic maneuvers confirms the controls are authoritative with agreeably light stick forces. Only small amounts of rudder are required to keep the slip-ball centred, and harmony of control is as it should be, with the ailerons being the lightest and the rudder the heaviest. Breakout forces are low.Touch Down!
Nynja is a fabulous machine for flying traffic patterns at your airport; Nynja's strong climbs gets you back up quickly for the next. I flew several variations: full flap, half flap, no flap, glide approaches, powered approaches, steep sideslips… the whole gamut, and each one was great fun. For the last I sat up a little straighter in my seat, held the brakes on against full power and was airborne in less time than it takes to read this sentence.TECHNICAL SPECIFICATIONS Skyranger Nynja More about Nynja
- Length — 19.4 feet
- Height — 7.9 feet
- Wing Span — 29.2 feet
- Wing Area — 138 square feet
- Empty Weight — 573 pounds
- Gross Weight — 992 pounds (see "Coming Later" below)
- Useful Load — 419 pounds
- Payload (calculated at full fuel) — 324 pounds (see "Coming Later" below)
- Wing Loading — 7.2 pounds per square foot
- Fuel Capacity — 15.9 U.S. gallons
- Never-Exceed Speed — 132 knots
- Cruise Speed — 90 knots
- Stall Speed (flaps) — 32 knots
- Climb Rate — 1,200 feet per minute
- Takeoff over 50 foot obstacle — 920 feet
- Landing Roll over 50 foot obstacle — 930 feet
https://youtu.be/Pg7HF05Xk-8
COMING LATER… Flylight Airsports said that with the increase in the allowed weight to 600 kilograms (the 1,320 pound LSA maximum at present) the company is looking at increasing Nynja's capabilities and feature set. All indications are that the UK will transition during 2021 to a 600 kilogram microlight category, matching the global LSA standard. Details are still being worked out, but Flylight has been preparing for the change. The LS model was initially approved at 500 kilograms (1,102 pounds), and work is ongoing for a higher gross weight. The wing has already been tested satisfactorily at 600 kilograms, and currently the last piece in the jigsaw for approval at the higher gross weight is a new main undercarriage. Other future plans include a taildragger version, different engine options, and electric propulsion.
“Nynja lifts off after a ridiculously short ground roll and soars skyward at a precipitously steep angle. I can’t help but grin. You can have a lot of fun with something like this,” writes longtime aviation journalist, Dave Unwin. Welcome to our favorite British writer providing in his distinctive style thoughts about flying Skyranger’s Nynja. Also thanks once again to talented photographer, Keith Wilson. Why did I want this article even though Skyranger has no U.S. representation at present? With a base price in UK of $59,760, Nynja is affordable to many. Is it desirable? Dave helps you decide. —DJ For far too long, the more bigoted aviators among us considered such an aircraft to be little more an overweight hang glider powered by a second-hand lawn mower engine and barely capable of flying fast enough to kill you. Noisy, slow, and smelly — they were considerably less than satisfactory.
Full Flight Review of Scout from The Light Aircraft Company
Describing Scout
Renamed the Sherwood Scout, TLAC currently market it as either a ready-to-fly factory-built microlight or as a kit or fast-build kit. The overall construction is TIG-welded 4130 steel tube, while the wings use aluminum spars and plywood ribs. The fuselage, wings and tail are all covered with Oratex (see at end) and power can be supplied by either the 80 or 100-horsepower Rotax 912, 85-horsepower Jabiru 2200, 95-horsepower UL260i or a 95-horsepower D-Motor. Scout can be configured with either a tricycle or tailwheel undercarriage (converting takes only two hours) and is fitted with wings that can be quickly and easily folded aft with no control disconnection.Preparing to Fly
With the minimal pre-take off checks complete and 25° of flap set I line up on runway 25 and smoothly open the throttle. I wouldn’t describe Keith and I as “overweight” — more “underheight” — but even with full tanks we’re still about 45 pounds below the 1,098-pound maximum all-up weight.Conclusions?
Sherwood Scout The Light Aeroplane Company Ltd
- Length — 19 feet
- Height — 5.75 feet
- Wing Span — 28.5 feet / wings folded — 8 feet
- Wing Area — 120 square feet
- Empty Weight — 578 pounds
- Gross Weight — 1,098 pounds
- Useful Load — 522 pounds
- Payload (with full standard fuel) — 402 pounds
- Wing Loading — 10.47 pounds per square foot
- Power Loading — 11 pounds per horsepower
- Fuel Capacity — 20 gallons
- Baggage Capacity — 77 pounds
- Never-Exceed Speed — 115 knots
- Maximum Cruise (True Air Speed) — 95 knots
- Economical Cruise — 80 knots
- Stall — 34 knots
- Climb Rate — 1000 feet per minute
- Take Off Distance over 50 foot obstacle — 600 feet
- Landing Roll over 50 foot obstacle — 600 feet
- Powerplant — Rotax 912ULS 100hp
- Propeller — Composite three-blade fixed pitch
Oratex No-Paint Covering
Developed in Germany, Oratex is a water-based, solvent-free, pre-colored aircraft covering system that is available in two different weights, depending on the size of aircraft. It is claimed to offer several significant advantages over legacy covering products such as Ceconite, Diatex, and Polyfiber. Unlike earlier systems, it is non-toxic and, being pre-colored, makes Oratex quicker and safer to work with, while the covered aircraft is invariably lighter, as you don’t have to paint it.Welcome to the two-seat Sherwood Scout. We previously presented Sherwood’s single-place Kub. Now, our favorite British writer, Dave Unwin — master pilot of many aircraft of widely varying types — reviews the UK company’s Scout model. All photos are by UK photographer extraordinaire, Keith Wilson. Thanks to both gentlemen. Enjoy! —DJ A handsome high-wing, side-by-side two seater, Scout’s lineage goes back to 1983, when Dean Wilson’s trendsetter-to-be Avid Flyer was first introduced. His often-imitated design was the basis for Kitfox, Rocky Mountain’s Ridge Runner and the Flying K Sky Raider. The latter morphed into the Just Aircraft Escapade. When The Light Aircraft Company — TLAC — bought the design in 2013 the first thing Paul Hendry-Smith and his team did was implement a significant number of improvements to both its design and construction. They improved stability, pitch authority, and decreased adverse yaw. After a year of flight testing various revisions, they enlarged both the elevator and rudder, cleaned up the junction between the wing root and flaps, added gap seals and implemented several other aerodynamic tweaks.
Sherwood’s Kub — Fun, Light Recreational Aircraft from Across the “Pond”
Kub, the Machine
Wandering out to look at the test machine reveals an interesting anomaly; unlike any other aircraft I’ve ever flown (but similar to the Kolb TriFly), "Golf Oscar Kilo Uniform Bravo" appears to have both a nosewheel and a tailwheel! TLAC’s Chief Pilot James Milne explains that the Kub shares several similar features as its big brother the Scout, including being offered with different engine options, having quick-folding wings and being easily reconfigured with either a nosewheel or tailwheel undercarriage. “The mainwheels are set up for a nosewheel” he explains, “but we thought we’d leave the tailwheel on for a laugh; to see if you’d notice!”In-Flight Evaluation
Access to the cockpit is via a split window/door on the starboard side. The door opens forward and is quite small, while the upward-opening window is big. Most Kubs also have an identical window to port. Unsurprisingly, neither the seat nor pedals adjust, but luckily it fits me quite nicely, so once firmly strapped in with the well-made Willians four-point harness I study the surprisingly large cockpit’s controls and instruments. Quite predictably it’s an exercise in minimalism. The tall stick carries twin bicycle-type brake levers, while levers for the throttle, trim and flaps are on the port sidewall by your left knee, hip and elbow respectively. The panel continues the minimalist motif with a centrally-mounted MGL Stratomaster Xtreme EFIS as the primary instrument for both flight and engine information, with a back-up analog altimeter and ASI below it and a slip-ball between them. The ASI reads in mph and somewhat optimistic (about a third of the scale is basically superfluous) and the altimeter not ideal, as it only has a single pointer.Sherwood KUB Specifications
- Price as tested — £34,250 (about $42,000 at current exchange rates)
- Aircraft can be fitted with a variety of engines and a nose or tailwheel undercarriage.
- Length — 16 feet
- Height — 5.2 feet
- Wing span — 29 feet / 8 feet (folded)
- Empty weight — 297 pounds
- Gross Weight — 661 pounds
- Useful load — 364 pounds
- Fuel Capacity — 13.6 gallons
- Baggage Capacity — 22 pounds
- Vne — 86 knots
- Cruise — 50 knots
- Stall — 22 knots
- Climb Rate — 1000 fpm
- Takeoff over 50 feet — 325 feet
- Land over 50 feet — 325 feet
While occupied on some travel, I am pleased to provide a pilot report on a Part 103-type from across the Atlantic in the United Kingdom. Who better to report this to you than my counterpart in Britain, Dave Unwin. Dave has flown a huge number of aircraft of all sizes. When he writes about lighter aircraft, I enjoy presenting his views. Comments in italic are my amplifications. This time I present Dave’s article with minimal editing so you can enjoy his British style. This means it is longer than our usual fare but I found it a fun read and I hope you will, too… All the great pictures were shot by photographer extraordinaire, Keith Wilson. Thanks to Dave and Keith for a great story. —DJ As I turn onto final James Milnes’ voice suddenly crackles in my headset, “Golf Oscar Kilo Uniform Bravo, don’t forget it’s a tailwheel today!” The reason for James’ timely reminder was that when I’d flown the same aircraft a few weeks previously it had been configured as a trike, but today it’s a taildragger!
Flying SD Planes’ SD-1 Highly Affordable Single Seat Aircraft
photo by Keith Wilson/SFB Photographic
We again have the pleasure of a flight review from British aviation journalist, Dave Unwin. Here's his report on SD-1… —DJ
Having strapped the SD-1 on (well, that’s what it feels like) I gesture at the fuel sight tube. “Looks like around five gallons," I said to UK agent Jiri Krajca. "So, how much playtime do I have, about an hour and a half?”
“Approximately four hours,” Jiri replied with a grin.
While some aircraft companies seem determined to price themselves out of existence it's always refreshing to discover a new, fun aircraft that is genuinely affordable: the SD-1, which can be flown away for the equivalent of less than $30,000. In the USA, this is available as a kit that further lowers the investment (see video below).
Visually, SD-1 looks a bit like TEAM's Mini-Max although it is actually a clean-sheet design from Igor Spacek intended to meet Britain's SSDR rules (very similar to FAA's Part 103).
The test SD-1 was powered by an air-cooled, vee-twin, a 820-cc engine is based on a Briggs & Stratton design (photo). It produces 33 horsepower at 3600 rpm.
photo by Keith Wilson/SFB Photographic
The wings are built from a composite main spar with carbon caps which carries glued ribs made of extruded polystyrene and covered with very thin plywood and composite, upturned wingtips. Almost the entire trailing edge of each wing consists of full-span flaperons.
SD-1 uses an all-flying tail or stabilator. Flaperons and stabilator are actuated by a combination of pushrods and bellcranks, with the mixer for the flaperons under the seat. Cables actuate the rudder, while springs (also under the seat) are used for pitch trim.
Flying SD-1 Minisport
Jiri recommended using a soft field technique with take-off flaps, so I slowly open the throttle with the stick on the backstop, and then just ease it forward as the elevator starts to bite, with the aim being to hold the nosewheel just clear of the ground.
Primary instrumentation in this SD-1 is based on Apple; an iPad and iPhone. photo by Keith Wilson/SFB Photographic
Controls feel crisp, taut and powerful. Handling is very good, with plenty of control around all three axes and no discernible break out forces.
Examining the stability reveals Minisport to be positive directionally, neutral laterally, and just barely positive longitudinally. In fact, having pitched up to lose 10 knots from a comfortable 80 knot cruise and then releasing the joystick, I wonder for a couple of seconds if it is actually divergent in pitch as the ground began to loom through the windscreen. About the time I figured that as the airspeed was still increasing so perhaps I’d better intervene, the nose slowly rises and after several oscillations SD-1 reluctantly returns to the trimmed speed. Mnisport is quite short-coupled, and the slightly soft longitudinal stability is probably exacerbated by the all-flying tail.
Moving on for a look at the cruise is particularly impressive. At around 3000 rpm, IAS reads 80 knots at 3,500 feet, for a TAS of 87 and a fuel flow of about 1.25 gph. That’s close to 100 air miles per gallon!
Slowing down for a look at the stall takes a while. Minisport is a slippery little beast, and the low flap-extension speed (56 knots) doesn’t help. For the first stall I leave the flaps up, and at around 45 it starts to mush earthward with an increasing sink rate. A departure stall with take-off flap and power is also quite innocuous. However, the full flap stall is a little disconcerting, basically due to flaperons reducing roll authority at slow speeds.
While this vee-twin appears to fit perfectly in Minisport, you will see in the video below that Americans may choose the Hirth or another engine. • photo by Keith Wilson/SFB Photographic
Back in the pattern I take care to ensure the speed is below 60, and also apply plenty of nose-up trim before lowering the first notch of flaps as suggested in the POH. For pilots converting onto the SD-1 from more traditional types such as Cessnas and Pipers, it cannot be emphasized enough to control speed carefully on lightweight aircraft. Given Minisport's low flap-extension velocity, your speed must be monitored carefully and the flaps retracted promptly in the event of a missed approach.
On approach, the field of view is excellent and the SD-1 slides down towards the runway as if on rails; my first landing is eminently satisfying. If you need to lose added height and don't want to take your hands off the controls to reach for the flaps I discovered Minisport slips nicely.
I could’ve cheerfully spent all afternoon performing touch and goes on Fenland’s delightful grass runways but — with some reluctance — I conclude that perhaps I’d better let Jiri get home in the daylight, as Minisport doesn’t have lights. For the final landing, I deliberately land slightly long, completely ignore the brakes and still have to add power to turn onto the taxiway that parallels 36/18. You don’t need much runway with an SD-1!
I really was rather taken with the Minisport and would love to own one. I’d probably go old school and have an open cockpit (if possible), tailwheel undercarriage and analogue instruments plus I’d love having an electric starter! Repeating… American buyers assembling a kit can choose many options not available elsewhere.
Spacek SD-1 Minisport
As tested
- Wingspan — 19.6 feet (5.98 m)
- Wing Area —65.6 square feet (6.10 m²)
- Empty weight (including BRS) — 286 pounds (130 kg)
- Gross Weight — 529 pounds (240 kg)
- Useful Load — 243 pounds (110 kg)
- Fuel capacity — 9.24 gallons (35 lit)
- Never-Exceed Speed — 137 mph / 119 knots
- Cruise Speed — 98 mph / 85 knots
- Stall, Flaps Extended — 39 mph / 34 knots
- Climb Rate — 750 feet per minute
- Take Off to 50 feet — 863 feet (260 m)
- Land Over 50 feet — 863 feet (260 m)
- Engine: SE-33 air-cooled, four-stroke, vee-twin
- Power — 33 horsepower (25 kW) at 3600 rpm
Americans should view the following video to learn more about SD-1 Minisport in the USA.
https://youtu.be/FEnJzzDzXfs
We again have the pleasure of a flight review from British aviation journalist, Dave Unwin. Here’s his report on SD-1… —DJ Having strapped the SD-1 on (well, that’s what it feels like) I gesture at the fuel sight tube. “Looks like around five gallons,” I said to UK agent Jiri Krajca. “So, how much playtime do I have, about an hour and a half?” “Approximately four hours,” Jiri replied with a grin. While some aircraft companies seem determined to price themselves out of existence it’s always refreshing to discover a new, fun aircraft that is genuinely affordable: the SD-1, which can be flown away for the equivalent of less than $30,000. In the USA, this is available as a kit that further lowers the investment (see video below). Visually, SD-1 looks a bit like TEAM’s Mini-Max although it is actually a clean-sheet design from Igor Spacek intended to meet Britain’s SSDR rules (very similar to FAA’s Part 103).
Eurofly Minifox — Light, Low-Cost, Single-Place Aircraft …Oh, and Fun!
photo by Keith Wilson/SFB Photographic
Eurofly Minifox Pilot Report
Based on Eurofly’s Firefox two seater, Minifox is a ‘pod and boom’ type, mating aluminum tube structure to chromoly steel welded frame.photo by Keith Wilson/SFB Photographic
photo by Keith Wilson/SFB Photographic
Aloft in Minifox
The only cockpit adjustment is seat cushions but a builder could fit Minifox to their size. They might also choose an optional fiberglass nosecone with small Lexan windscreen. Another option (though not on the test aircraft) is the Comelli pneumatic airframe parachute.photo by Keith Wilson/SFB Photographic
photo by Keith Wilson/SFB Photographic
photo by Keith Wilson/SFB Photographic
Eurofly Minifox Specifications
- Manufacturer — Eurofly ULM in Vicenza, Italy
- Length — 20 feet
- Height — 6 feet
- Wingspan — 28 feet
- Wing Area — 108 square feet
- Empty weight — 253 pounds
- Max AUW — 507 pounds
- Useful load — 254 pounds
- Wing loading — 4.7 pounds per square foot
- Fuel capacity — 4 gallons
- Never Exceed Speed — 70 knots
- Cruise Speed — 55 knots
- Stall Speed — 22 knots
- Climb Rate — 500 fpm
- Best Glide — 11:1 @ 30 knots
- Min Sink — 400 fpm @ 37 knots
- Take Off to 50ft — 590 feet
- Land Over 50ft — 395 feet
Dave Unwin's original article contains much more information for those who want to dig deeper. His writing style is also enjoyable and approachable.
“I knew we had all the pictures we needed but I was having a blast and just wanted to keep flying Minifox,” wrote British aviation writer, Dave Unwin. In this article we welcome Dave back to give his description of a fun, highly affordable Part 103-compliant ultralight. Minifox by Eurofly is a lot of pure flying fun, and it was just joyful to spend an agreeable afternoon on a well-tended grass strip shooting a series of touch ‘n’ goes in an open-cockpit single-seater. Upon spotting Minifox at a show I was instantly intrigued and inquired with Dave Broom of Airplay, the UK agent for Eurofly of Italy. Dave told me that a Minifox kit could be completed for less than £19.000 or about $25,000. That’s not a lot of money for a brand-new flying machine, and it occurred to me that such a price could help reverse the current trend of making aviation ever-more expensive.
Innovative Hybrid: Jet Power with Electric Motor
Article Updated 6/17/15 — ProAirsport announced, "We have now released a priority price of 39,950 British pounds (about $63,000). More details can be found on our website." This is an excellent value for a motorglider. The company forecast their first delivery in February 2016. (Update 7/6/21: The company website is no longer functioning.)
Some people, myself included, love soaring flight. As the following article from Dave Unwin explains, to use his words, “Soaring flight exercises a fascination that is both difficult to explain and hard to resist, sometimes called ‘three-dimensional sailing.’ Flying a heavier-than-air machine for several hours and hundreds of miles by using the atmosphere as the fuel possesses an undeniable attraction.” As he further explained in a longer article, the downside is getting airborne for soaring flight. Various alternatives have been explored. Some were reasonable; others were too marginal to be enjoyed. In the following piece Dave tells about a new aircraft that might solve this problem, one that can fit England’s innovative SSDR 300 (kilogram) category. —DJ Article Updated 6/17/15 — ProAirsport announced, “We have now released a priority price of 39,950 British pounds (about $63,000). More details can be found on our website.” This is an excellent value for a motorglider.
Flying the Zigolo Motorglider … a Pilot Report
For many of us, the principal reason we fly is for fun. Not to go anywhere but up, or for no other reason than that the sky is always waiting, but never impatient. Unfortunately this very pure idea became subverted along the way, as the Cubs and Champs of our forefathers were replaced by the efficient but banal 150 and PA28. As the fun diminished the costs rose in proportion. One of the original ideas behind the whole LSA concept was affordability, but with some aircraft now priced up to $200,000 that particular principle seems to have been forgotten [though more modestly priced LSA do remain available]. Consequently, when Chip Erwin of Aeromarine LSA told me at the 2014 Sebring LSA Expo that he was bringing a new aircraft to market that required minimal assembly yet cost only $16,000 including the motor and a parachute rescue system you can bet I was interested.
Beetle Power in a Jaunty Jodel D9
“It is a truth universally acknowledged that a pilot not in possession of a good fortune will be in want of a VW-powered aircraft.” Well, I’m not entirely sure Jane Austen would’ve put it quite like that but one thing is irrefutable: If you want to fly an affordable aeroplane then it may well have a Beetle engine! And, here’s a very interesting factoid: the most produced aero-engine ever is probably Lycoming’s O-360, with around 250,000 made. However, Volkswagen made more than 21 million Beetle engines! An interesting facet about lightweight taildraggers such as the D9 is that they have to be ‘flown’ all the time, even on the ground. Consequently even while taxiing I’m very aware of the wind, because even with differential braking turning out of wind can be a bit tricky. Of course, such simple machines have very simple checks, and while running through my generic SEP checks (which take the form of an unwritten ‘flow check’ around the cockpit), I often get the feeling (and particularly if I’ve flown something a bit more complex the day before) that I’ve forgotten something.