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.
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Laron Aviation – Streak Shadow
A unique looking machine, the Streak Shadow design hails from England. This gives another unique quality among ultralights available in the USA: it comes with British CAA approval. Their Section S procedure is most demanding and the Streak owns a certificate.
Heavily part-sourced in this country by U.S. distributor, Laron Aviation Technologies, it becomes almost Made In America. With its high tail boom, twin rudders, and composite cockpit, no one mistakes a Streak Shadow at an airshow.
Flying in a certified aircraft, I felt more comfortable pushing the envelope. I almost never check for Vne; I’m no test pilot. I didn’t go to the listed 140 mph (!), but found this to be the fastest ultralight I’ve flown. Less rigorous flying showed speeds approaching 90 mph.
At whatever speed, the handling was very good as was ground handling. Equally easy was entry to the forward seat where you find yourself luxuriously surrounded by a nicely-finished composite structure.
Pyma Lake Aircraft — Micro Mong
Bi-winged airplanes — or simply bipes — are fascinating to a major segment of the flying community, and it’s and not just “old guys” who like them. The nostalgia they evoke appeals to a broad segment of pilots. Talented designer Ed Fisher created this single-seat Micro Mong replica. Does it fly as well as it looks? The short answer: Yes, it does!
The light weight aircraft is built around a welded-steel frame. While it is small overall, the Micro Mong is surprisingly roomy. Controls are fluid and light to the touch. Even with the smallest Rotax pulling her along, the Micro Mong has plenty of power for all but the heaviest pilots. However, if you need more oomph, the Micro Mong can accommodate the 52-horse Rotax 503 engine.
In the air, the Micro Mong feels as light as the specifications which describe the bird. She dashes about with ease and has the famous snappy role which is something of a trademark for bipes.
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.
St. Andrews Aviation — Viking II
St. Andrews Aviation boss Charles Dozier calls his new Viking II a “parachute plane” rather than simply a powered parachute. In one particular way it certainly isn’t like those which preceded the new aircraft: Viking II employs side-by-side seating in the first such example with which I’m aware among powered parachute aircraft. For those doing training in these machines, such side seating is usually considered optimal so the instructor can better interact with his student.
Ground steering is also made intuitive by employing a steering bar that works the way a bicycle does (whereas many powered parachutes use a joystick-type control for ground handling). Because the seats are alongside one another, Dozier was also able to centralize the throttle and nosewheel brake. Another benefit, says the designer, is a lowered center of gravity because the student or other occupant is not raised above and behind as in most powered parachutes.
For in-air steering – which requires the use of your feet on powered parachutes – the Viking II has a dual set of foot pedals such that either occupant can fly the machine while the other observes.
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.
ASAP — Summit Powered Parachute
After saving two leading Canadian ultralight designs, refining, building, and marketing the Chinook and Beaver 550, plus operating their successful machine shop enterprise, they also started producing their own powered parachute, the Summit. And as they did with the other ultralights, they made changes to bring improvements they felt were needed.
ASAP changed the control system from the standard foot-tubes that create lateral control on most powered parachutes. Summit uses “foot platforms.” Accessible only to the front seat pilot, the platforms (like rudder pedals) effect a turn in the direction pushed. When you push on one platform it slides on a rail to input the control to the canopy trailing edge.
Steering on the ground also takes a new turn. Instead of a joystick-type control common to other brands, the Summit employs a control wheel that moves the nosewheel only. A lever on this yoke activates a nose drum brake.
Summit supports its parachute canopy from four points, not unlike the Para-Ski but quite differently than most powered parachutes which suspend from a couple common points.
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.
Rotax’s new 912S
Rotax’s new 912S produces more horses per dollar than its 80-hp 912 (no “S”). One of the big success stories in light aviation powerplants is the Rotax 912. The four-stroke engine evolved from Rotax’s two-stroke line and offered a strong 80 horses. Still, some planes need a little more.
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“An airplane that climbs well on the (regular) 912 won’t see much improvement from the 912S,” said one of the leading importers, Phil Lockwood of Lockwood Aviation Supply.
“But if your plane climbs a bit marginally with the 912, the 25% power increase in the 912S will make a world of difference.”
More power usually means more weight; however, the 912S adds a mere 3.5 pounds over the standard 912.
Rotax Aircraft Engines – a division of world aviation leader Bombardier – also offers the 914, a turbocharged version of the 912. The 914 brought power from 80 horses to 115 (with 100 continuous), but comes with a substantial price increase.