An Experimental ‘fighter jet’ that any pilot could love That vast majority of general aviation pilots who won’t even think about building their own plane has missed quite a revolution.
The FAA says approximately 25,000 aircraft are registered as Experimentals. That’s 15% of the GA fleet.
Building isn’t what it used to be. You no longer need to master the skill of reading engineering prints (plans), nor must you search high and low for parts.
These days, most registered Experimental aircraft are built from kits. Many are well-fabricated packages that can be assembled in just a few hundred hours. That can mean as little as two or three hours a night, two to three days a week, for about a half-year. Not a bad investment for a truly unique airplane.
One sport pilot who enjoys flying his creations is Minnesota resident Al Reay. For Reay, building is a means to an end.
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Super Magnum
The Super Magnum packs an 80-horse four-stroke Verner Some general aviation pilots are put off by ultralights; for others they’re great fun.
If you’re the type who likes the idea of ultralight flight but you don’t trust the common two-stroke engines, then Sport Flight’s Super Magnum kit-built aircraft with the Verner engine may be what you’re looking for.
JOIN THE FAMILY
For nearly a decade, Sport Flight Aviation has produced the Talon XP two-seater and the Magnum single-seater. In 1998 the company added the Super Magnum, a one-place airplane that features a substantial 80-horsepower engine from the Czech Republic.
The Verner SVS-1400 engine was brought to the United States by Milan Stavenik in the mid-1990s. Milan lost his life in an accident unrelated to the Verner, but development of the engine has continued under Sport Flight Aviation owner Roger Bitton.
In addition to the Verner, the new HKS 700E, imported from Japan by Hpower, is enjoying a good reception.
Laminar MR 2000
You can’t argue with success. And if you do, hundreds of Icaro Laminar pilots will come out and shut you up by showing you the top of the thermal. Certainly we all know that the Laminar has shown its formidable capabilities under the guidance of Manfred Ruhmer. But what about the average pilot like you and me? Do we have a defensible position?
Come along as we review the new Laminar MR 2000 and see where things stand. You’ll discover some improvements over a glider that was already pretty good (the Laminar ST). You’ll also see what makes this glider work as we catalog its high and low points. In the past few years Icaro has written the rules on handling and performance, so let’s see how they have progressed.
LAMINAR GENERAL
My flying on the MR 2000 consisted of a fun flight from Wallaby to Quest Air as a warm-up for the second Florida meet this year.
Convertible Buckeye
In a calculated move planned for over a year, powered parachute leader Buckeye Industries introduced their new trike line at AirVenture ’98. This marks two points of interest to EXPERIMENTER readers.
The first point is a significant entry to the trike market, a segment of ultralight aircraft that has finally shown real growth potential after many years of effort by trike makers. Though European companies threw open the door with persistent marketing efforts mimicked by a few Yankee builders, Buckeye’s entry to the field could increase the number of trikes sold by a good margin.
Secondly, as a widely acknowledged sales leader among powered parachute builders, Buckeye is making something of a statement to that community of aviation enthusiasts. Powered parachutes deserve a follow-on aircraft and Buckeye has decided (logically, to my view) to make that successor a trike.
And, Why Not?
If you owned Buckeye and already made a slick, wheeled carriage for your powered parachutes, wouldn’t you also leverage that design to work for a trike?
The Appeal of Trikes
Trikes: they’re enjoyed around the world by thousands of pilots A what?
Not sure what a “trike” is, are you? Don’t feel bad. Although these machines may represent the largest production of aircraft in the world, many pilots have overlooked their appeal.
A trike is an aircraft made of two principle parts: a wing that resembles a hang glider (but is more stoutly built) and a carriage. The latter element is comprised of an engine, landing gear, seat and instrumentation. Within certain bounds, the wings and carriage can be mixed and matched.
They may sound strange, but they are enjoyed around the world by thousands of pilots. In fact, among European light aviation enthusiasts, about one in every two flies a trike.
Just a toy? Not!
In case you think that such a contraption must be only for young sport enthusiasts that don’t have enough money for a “real” airplane, think again.
Titan Aircraft – Tornado
The Tornado is one the most exhilarating ultralights I’ve flown. As I approached the short span aircraft, I didn’t expect to be so delighted with its flying qualities.
The Tornado has great lines. It looks like it might fly fast, handle briskly, and cope with bumps well. These impressions turn out to be correct when you fly the plane. However, flight reveals some secrets as well.
A clean design, cantilevered wings, full enclosure, with slick aluminum surfaces contribute to good slow flight qualities. The wing obviously works harder that its short span suggests. The Tornado will fly slowly when you deploy the large flaps and the speed range is admirably wide.
The plane will also land at surprisingly slow speeds. Handling is not only good at high speeds, it remains crisp at stall. Stalls themselves are mild affairs with no evil tendencies; under full power, I simply couldn’t generate a stall.
Wings of Freedom — Flitplane
Here’s a fun little plane with a good design heritage. Something of a sleeper till now, new builder Wings of Freedom is starting to promote the Flitplane. This interesting aircraft is an Ultralight in the best tradition; she comes in well under the 254 pound weight.
True 103 aircraft are more popular than ever as federal regulations remain aviation’s lightest load. The Flitplane joins a welded steel fuselage to aluminum wings covered with dope and fabric. A cleverly laid out cockpit shows marvelously good use of triangulation for strength with the least structure. Her rounded tail preserves some style in the simplicity.
With such a light airframe, Flitplane has enough weight allowance to accommodate a beefy 35 horse engine from 2si that will push the plane enthusiastically into the air. However, this is an ultralight in which to enjoy slow flight. Using a big wing loaded lightly to only 3.4 pounds per square foot, the Flitplane can stall at only 26, cruise at 45, and not exceed 63 mph.
Joplin Light Aircraft — Tundra
The Tundra evolved out of experience with the old Beaver 650 that had loads of development but which never really got squarely on the market. Thanks to its resurrection by Laron a few years back, this desirable aircraft flies onward.
Today, the model is built by Joplin Light Aircraft who bought the design rights for the Tundra and 1/2-Tun (single seater). Joplin got started distributing ASAP products in the U.S. but has now grown into an Original Equipment Manufacturer to better implement their own improvement ideas.
One of these upgrades involves the impressive Geo-Suzuki engine. This 65-horse four stroke powerplant burns a mere 2 gph from its smooth-running three cylinders. Best of all the lively engine is priced at $4,995, well below that of some four-stroke options available to ultralight enthusiasts. Joplin makes the Tundra available standard with a Geo-Suzuki conversion, so adding the engine is simpler.
A tandem design, the Tundra is easily appreciated by larger American pilot because it enjoys a wide cabin with ample elbow room.
Harmening High Flyers — High Flyer 103
Former flight school operators Mike and Susie Harmening obviously know what powered parachute pilots want. The company is thriving and customers relate positive impressions about their contact with the couple. That they build a quality aircraft should therefore come as little surprise.
In a world of single place powered parachutes exceeding the $10,000 mark, the Harmening’s Buckshot offers a great value at $7,995 for an aircraft that can laugh at Part 103 definitions. Tipping the scales at a mere 230 pounds you can afford some accessories; for example, the company says you can install the Rotax 503 (over the standard 447) if you wish.
For well under $10,000, the Harmening family organization can supply their original High Flyer that can be either a one or two seater, and stay under Part 103’s single seat restriction, a nice compliment to the effort to keep weight low. Some other designs seem to get their strength from the sheer quantity of tubing used.
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.