Until recently, we heard little from South Africa. Under the country’s apartheid (racial segregation) rule of the past, South Africa disappeared off the radar so far as most Yankee pilots knew. Our government instituted economic sanctions so that few, if any, South African products appeared in America.
Apartheid is over, and with it the isolation of that southern hemisphere country and its people. In recent years, we’ve seen a growing number of products arrive from the way down under country. Perhaps you’re not surprised to hear that South African ultralight builders are also making a mark on American aviation. Welcome to the modern age of globalization.
No Pushy Peddler
You probably already know of Rob Rollison. He garnered attention in April ’95 by flying his Air-Bike from Indiana to Lakeland, Florida.1 The trip set no records – Ian Coristine, Dave Goulet and Don Zank flew 2-seat Challengers 2,400 miles (round trip) from Moline, Illinois to Lakeland a decade earlier – but in an open-cockpit ultralight, no doubt Rob’s 870-mile (each way) flight seemed longer.
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Chinook Plus 2
What started as Canadian Ultralight Manufacturing has now become ASAP and Brent Holomis is now president again. In the early days of the Vernon, British Columbia company, Brent became occupied with GSC props and focused on building that enterprise while brother Curt dealt with aircraft sales. Now they’re both involved in aircraft manufacturing.
Expanding Enterprise
Over the years, ASAP’s business has expanded and the western Canada company now sells the Chinook Plus 2 and the Beaver RX-550 Plus, tagging both models with the “plus” suffix that indicates the ASAP team improved and refined the aircraft after their acquisition of the models.
I find it impressive that two of Canada’s most popular ultralights are now built by ASAP, a company that rescued these designs after the original companies failed. Birdman Enterprises designed and built the Chinook, and Spectrum Aircraft built the Beaver RX-550 (though the latter company went through a few name/ownership changes before succumbing completely).
Super Drifter
The original Drifter was one of the ultralight industry’s flagship aircraft. Hatched by early entrepreneur Dennis Franklin, the Maxair Drifter enjoyed immense popularity. Several reasons exist for the Drifter’s popularity, and these were enough for Leza-Lockwood to offer a rebirth to the design.
Déjà Vu All Over Again
The Drifter is a tough design. The basic airframe consists of a lower boom tube that supports the pilot at the front and the large empennage at the rear with an engine midship. Because the separation is longer than some similar designs, the Drifter boasts a high level of stability that should please most pilots.
Secured to the boom by a series of triangulated tubing structures, the wing is classic Klaus Hill. This prolific designer from the early ’80s died in an unfortunate accident many years ago, but not before putting his indelible mark all over ultralight aviation. Klaus is directly responsible for the wings of the Weedhopper, Hummer, Humbug and SuperFloater.
Para-Ski X-treme
Taking a broader view, this is similar to other forms of aviation. One only need look at airliners. From the outside, they’re virtually identical except in size, and for good reason. Airliner designers have discovered the optimal ways to build jets that accomplish their narrowly defined mission of speedy transportation.
On the light end, essentially the same can be said for trikes, or for that matter, for most types of ultralights. Fortunately, however, the purpose of fun aircraft remains widely varied, and that forces an interesting assortment of sport flying machines.
In this month’s Ultralight Flying! Pilot’s Report, we’ll look closely at the Para-Ski powered parachute. I believe you’ll agree it stands apart from the rest.
Versatility a Goal
Para-Ski International describes their machines as “the ultimate ATV/ASV (all terrain/all season vehicle).” It may sound like a big boast, but I think you’ll see Para-Ski may be able to honestly earn the title.
Eros
You know TEAM Aircraft. The Manchester, Tennessee company achieved success and notoriety by making inexpensive wood aircraft. They’ve been at it for more than a decade, selling in excess of 1,000 kits, an overwhelming majority of which are completed and flying. The company is also
one of the most-respected companies in light aviation.
One of their models has been the half-VW-powered miniMAX. However, for the 1996 season, the Eros brought further recognition of the continuing work of innovative designer Wayne Ison and his staff.
Published in Light Sport and Ultralight Flying
Seating
Single seat
Empty weight
345 pounds
Gross weight
625 pounds
Wingspan
26 feet 5 inches
Wing area
118 square feet
Wing loading
5.3 pounds/sq ft
Length
16 feet
Height
5 feet
Load Limit
+5.5 Gs, -3 Gs
Fuel Capacity
5 or 10 gallons
Kit type
Construction
Build time
350-450 hours
Set-up time
20 minutes
Standard engine
Rotax 503 dual carb
Power
52 horsepower
Power loading
12 pounds/hp
Max Speed
90 mph
Cruise speed
85 mph
Stall Speed (Flaps)
36 mph
Never exceed speed
110 mph
Rate of climb at gross
1,200 fpm
Takeoff distance at gross
150 feet
Landing distance at gross
250 feet
Standard Features
Enclosed cockpit, detachable wings, steerable tailwheel, 4-point pilot restraint harness, wood landing gear, big wheels, 5-gallon fuel tank, prop spinner, round wing tips, fiberglass cowling and boarding step insert.
Hurricane Ultra 103
In barely a dozen years, the original Phantom has gone through at least four changes of ownership I can clearly recall. One of the imitators, the Avenger, ceased and was restarted only to stop again (and who knows, maybe it will live on yet?). Another imitator, the Spitfire, has endured at least three owners I can think of, and yet it, too, continues to be an available aircraft to this day. Finally, the Hurricane left the hands of founder Donnie Eccker and was passed to present-day owner Mike Kern.
Published in Light Sport and Ultralight Flying
Seating
Single seat
Empty weight
250 pounds
Gross weight
500 pounds
Wingspan
28 feet 6 inches
Wing area
147 square feet
Wing loading
3.4 pounds/sq ft
Length
16 feet 9 inches
Height
8 feet 3 inches
Load Limit
+6 Gs, -4 Gs
Fuel Capacity
5 gallons
Kit type
Assembly
Build time
80-100 hours
Set-up time
30-40 minutes
Standard engine
Rotax 447
Power
40 horsepower
Power loading
12.5 pounds/hp
Cruise speed
55 mph
Stall Speed
26 mph
Never exceed speed
80 mph
Rate of climb at gross
850 fpm
Takeoff distance at gross
100 feet
Landing distance at gross
120 feet
Standard Features
Flat-bottomed wing airfoil, full-span ailerons, mechanical drum brakes, steerable nosewheel, 4-point shoulder harness, 6-inch aluminum wheels, windshield, pod.
Hornet
Let’s cut right to the chase. Flying the Hornet for the second time in a couple of years (the second flight was in April ’96), I experienced a most disconcerting quality: flutter. While I have many good things to say about the Hornet, this one experience elbows its way to the front of the line. Easing into the “Pilot’s Report” on the Hornet simply isn’t possible when such an experience dominates my thinking.
Published in Light Sport and Ultralight Flying
Seating
2, tandem
Empty weight
475 pounds
Gross weight
1,000 pounds
Wingspan
27 feet 6 inches
Wing area
138 square feet
Wing loading
7.2 pounds/sq ft
Length
20 feet
Height
6 feet
Fuel Capacity
9 gallons
Kit type
Construction
Build time
250-400 hours
Standard engine
Hirth 2703
Power
55 horsepower
Power loading
18.2 pounds/hp
Cruise speed
100 mph
Never exceed speed
140 mph
Rate of climb at gross
500 fpm
Takeoff distance at gross
400 feet
Landing distance at gross
250 feet
Standard Features
Electric start, steerable nosewheel, pneumatic suspension on all wheels, hydraulic brakes, aluminum wheels, large tires, electric flaps, electric horizontal stabilizer trim, dual aileron control circuits, dual elevator control circuits, adjustable seats, disassembles for trailering; wings, fuselage and empennage factory-assembled.
XP Racer
More than one European writer has called the single-seat Air Création Racer “the best ultralight in the world.” That’s a pretty big statement in a world full of wonderful recreational aircraft. Can it measure up? The short answer is, “Yes, very possibly it can!”
The best ultralight in the world? Really? Well, this is too sweeping a statement. No one knows which ultralight is truly the best because best is different for every person. What is best for you may not be best for me.
This very point has crystallized my response to many pilots who ask me at airshows, “You’ve flown everything. What should I buy?” I can’t answer the question because I don’t know what you want. Only after a lengthy conversation and watching you fly could I even hazard a guess about the best ultralight for you. Even then, it’s too likely I’d be wrong.
Nonetheless, some aircraft are clear winners and others aren’t so strong.
Carlson Sparrow Single-Place Ultralight Aircraft
Carlson’s White-Throated Sparrow 503
General aviation pilots who visit the ultralight area at an air show often regard some aircraft with apprehension, wondering if these different-looking machines are indeed actually airworthy.
In the early days of ultralight aircraft, many designs were in fact of questionable quality. These days, however, the aircraft you see on display generally are solid machines with admirable safety records.
It’s a little confusing at first, but not all ultralights are officially Ultralights. Some weigh just a little too much — a product of trying to satisfy customers by adding larger engines and other features. Some fly a little too fast or carry a little too much fuel. It doesn’t take much to barely miss the tight FAR Part 103 regs.
Fortunately that doesn’t matter much to Flyer readers, as the majority of us have private pilot certificates and our medicals are current. We can simply put an N-number on our ultralight-like aircraft and fly it as we would any certified airplane.
Hawk Plus
CGS’ new Hawk Plus
As the year 2000 approaches, computer programmers may be sweating that Y2K bug we’ve all heard way too much about. Ultralight enthusiasts, on the other hand, will be celebrating the completion of two full decades as a member of the aviation community. Throughout the 1980s and 1990s, a lot has happened.
This newest community of pilots and designers learned a great deal. Accidents are far lower than in the “old” days, and equipment is far better. Specifically, ultralight aircraft designs are the best we’ve seen, with many reliable brands offering airworthy sport-flying machines.
Buyers of ultralights include those lightweight enthusiasts who enjoy Part 103’s freedom from FAA licenses, registration or certification. That’s why ultralights can be bought for $10,000 to $15,000, and you don’t need an FAA ticket to fly one legally. That fact practically assures that ultralights will stay on the radar of many aging baby-boomer pilots.
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