A dashing hybrid from the European microlight scene European microlight designers are blazing new runways to the sky. Two decades after the first powered hang gliders were turned into powered ultralights, companies now offer two styles of aircraft. As one would expect, many ultralight designers have evolved their airplanes in new ways. These producers now offer flying machines that employ the best ideas of familiar old designs (such as sewn Dacron wings and aluminum-tubing main structures), but they combine these tried and true components with composite fuselages and welded steel parts. Many variations on this theme keeps a wide range of aircraft in the pipeline. Taking a different approach are those designers who are emerging from the world of kit-built designs. Some developers have conventional general aviation or airline design backgrounds. Whatever their experience, these engineers create clean-sheet designs that have evolved since the early days of aviation design. As each tries to create a new microlight, they are not bound by any traditions, other than the laws of aerodynamics.
Albatros
A dashing hybrid from the European microlight scene European microlight designers are blazing new runways to the sky.
Two decades after the first powered hang gliders were turned into powered ultralights, companies now offer two styles of aircraft. As one would expect, many ultralight designers have evolved their airplanes in new ways.
These producers now offer flying machines that employ the best ideas of familiar old designs (such as sewn Dacron wings and aluminum-tubing main structures), but they combine these tried and true components with composite fuselages and welded steel parts. Many variations on this theme keeps a wide range of aircraft in the pipeline.
Taking a different approach are those designers who are emerging from the world of kit-built designs. Some developers have conventional general aviation or airline design backgrounds. Whatever their experience, these engineers create clean-sheet designs that have evolved since the early days of aviation design.
As each tries to create a new microlight, they are not bound by any traditions, other than the laws of aerodynamics.
Such new machines are typically all-composite designs with new technology and new building techniques.
In the United States, companies such as Lancair and Cirrus have recently won FAA certification using these same advanced methods. Rest assured that the kit builders in Europe and the certified-aircraft builders in the U.S. expect to surpass the performance and comfort we see in older designs.
As buyers, recreational aircraft pilots will follow one or another school of design.
What's the difference?
Although I can identify a design divergence, it isn't a clean path in one of two directions. As with most aviation design, each major path fractures into different trails as builders appeal to different pilot interests.
From a wider perspective, however, it is possible to show the two main paths.
Among what I call hybrids - those ultralights or microlights that have evolved from older designs but incorporate newer methods - one finds more modest performance and generally easier handling. You may also find those machines are good for shorter cross-country flights and low-level zooming around the local countryside. Benefits include lower prices, lesser complexity and perhaps lighter weights, which can equate to lower operating costs.
Among composites - those wholly new designs hatched from the latest ideas and methods - one finds hotter performance, which demands advanced flying abilities. They can make longer cross-country flights with ease, but may not be as adept at low-level sightseeing. They cost more and may require more care, but you'll attract plenty of admiring glances anywhere you fly these shapely new birds.
At an air show in France, I had an opportunity to fly the Micronef Albatros. The side-by-side microlight is one of the hybrid designs. In a future Flyer Pilot Report I will look at one of the new composites, the sleek FK-9.
Introducing the Albatros
After building advanced versions of older models since the '80s, Aviasud Industries went through bankruptcy in 1997 "due to high production costs," reports my demonstration pilot, Jean-Louis Sargnac. Now all manufacturing is done in Poland under the direction of a company in Belgium called Micronef ULM Service (ULM is an abbreviation for motorized ultralight).
After a reorganization and with reduced manufacturing costs, the Albatros is back and logging sales. Production allows the sale of three aircraft a month, a rate the new owners expect will increase.
Sargnac gave me a lot of facts about the plane, stopping only to concentrate on a very thorough preflight while I watched attentively.
Seats in the Albatros are slightly staggered and offer nine positions to fit a range of pilot dimensions. The idea is ingenious and provides side-by-side seating, which still provides adequate elbow room even for two large pilots.
The Albatros also employs a single center joystick. The top of the stick has one grip offset a few inches from a second grip so occupants in both seats can reach it comfortably. This allows a dual handle for instruction, but Sargnac said most pilots remove the second grip.
You can have the Albatros in either tricycle gear or taildragger forms. My test flight was in a taildragger, which I favor. Actually, operations would be similar; either version produces the same deck angle, which is so close to horizontal that few pilots should be concern about learning taildragger procedures.
The cockpit windows, made of Lexan, pivot up generously, making entry relatively easy. I entered first, which gave me a little more leaning room than Sargnac, who followed me into the spacious cockpit.
I appreciated the installation of four-point seat harnesses, which are standard. Ballistic parachute systems are often mounted directly above the pilot's head in a space in the center wing section.
Albatros' instrument panel has adequate room for many instruments. A single-lever hydraulic brake system is borrowed from Ducati motorcycles. Your throttle is found only on the left side.
The Albatros has a T-tail configuration with a full-flying stabilator. It works conventionally and is part of what makes the microlight look like the modern hybrid machine that it is - especially since it is connected by a long, large-diameter tail boom.
One of the most unusual features is a fascinating wing-folding mechanism.
Micronef representative Alex Demets showed that the operation can be performed easily by one person.
After disconnecting safety pins on each rear-spar carry-through, panels in the wings hinge upward to allow the wing to fold back. Then you go to the tip, rotating the wing to vertical and walking it back into position. The lift struts stay connected throughout, but a grease fitting at the strut-to-fuselage point reveals some of the workings (it also gives you another place to carefully preflight). Prop removal involves spinning off the "wing nut" after removing its hitch-pin security. When the hub is refitted, it seats against some bolt tips that fit precisely into the hub.
The entire wing-folding process requires little strength or dexterity and takes less than 10 minutes.
Going aloft
Even when securely belted in, fuel quantity can easily be seen behind you, thanks to obvious sight gauges. Two squeeze bulbs are also located behind you, one for priming and the other for fuel flow.
Once we got permission from the control tower, Sargnac and I taxied out for departure. In an interesting taildragger technique, you can use both power and brake to lift the tailwheel, then taxiing on only the mains. It sounds tricky, but it's not. At runway's end and looking for traffic, I quickly realized that the Albatros has excellent visibility; her drooped nose gives superb forward vision.
Rotation speed and climb speed are 90 kilometers per hour (about 55 mph). With approach speeds also at 90 kmh, you can settle in with this figure, much like builders of some American ultralights recommend that "fifty is nifty."
At the end of our flight, I made the landing without help and found it quite simple. The Albatros has no flaps, but it side slips quite well to adjust your final approach flight path.
A couple of miles away from the airfield, I tried some Dutch rolls, which went very well. The Albatros' handling is lovely and intuitive. The hybrid designs commonly have very straightforward characteristics, and this Albatros was a great example.
While not fast in degrees per second, its roll rate is acceptable. I found it to be much quicker to adapt to than the Composite FK-9, though its control agility was not as evident.
Cruise speed ranges between 130 and 140 kmh (80-85 mph), depending on the prop. That puts it slightly above vintage ultralights, but shows the hybrid's place between the old models and the new composite machines, which typically can cruise at 100-125 mph.
Stalls in the Albatros come at 65 kmh (40 mph) and are very docile, though I noted some wing fall-off. I never felt I was not in full control during any stall maneuver.
In-flight trim adjusts the stabilator position. It takes only small movements of the trim wheel, and appears to be effective.
Hybrid or not?
The hybrid design happens to suit my personal flying style better than the composites, though the latter's shapeliness and extremely smooth finish is certainly attractive.
The hybrids are a little slower, and that agrees with my preferences. I can always fly speedy general aviation aircraft when transportation becomes my objective. Among the truly sport-oriented segment of highly evolved ultralights, the Albatros is the genuine article, worthy of a buyer's attention.
Micronef was fielding seven Albatros aircraft at this air show last May. It was a better showing than any other single manufacturer. Sargnac reported sales at about 150 units. He also proudly added that they have never encountered any problems with customer airplanes. After switching to production in Poland, the company delivered about 10 models while working out the production bugs and can now produce about three aircraft a month.
At roughly $25,000, Americans won't regard this as a bargain-priced microlight, but you must remember that she's sold ready to fly. A kit was available at the French show, retailing for a special price of about $18,500.
By American standards, Micronef's kit is unusual: The airframe comes fully built. To increase choices and reduce the price, Aviasud leaves off the engine and instruments. You can use more or less instruments, or more or less costly engines. The Albatros reportedly works well with the Rotax 503, 582 or 912. That' an unusually wide range of choices.
This is an excellent choice for American builders who can then add American-sourced engines and instruments, probably for less money.
Demets took a 7,000-kilometer flight from Belgium to Morocco in his Albatros. It may be true that the composite designs can cover more ground in less time, but it isn't at all sure that their pilots could have more fun than Demets did on his 4,400-mile voyage.
An Albatross (that's the American spelling) is either a long-winged bird or a worrisome burden. This microlight certainly is not the latter. On the other hand, the former defines this engaging and enjoyable microlight quite accurately. Should you find the chance, I highly recommend a flight in the French Albatros, a modern hybrid microlight.
| Empty weight | 475 lbs |
| Gross weight | 992 lbs |
| Wingspan | 31.5 ft |
| Wing area | 150 sq ft |
| Fuel Capacity | (Rotax 503) 3.75 gph |
| Max Speed | 100 mph |
| Cruise speed | 80-85 mph |
| Stall Speed | 40 mph |
| Rate of climb at gross | 750 fpm |
