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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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.
Built for two
After ten years of producing exclusively single seaters, Tennessee-based TEAM Aircraft broke with tradition and rolled out their very first two seater, the Tandem Air-Bike, at Sun ‘n Fun ’96, following the company’s successful Air-Bike design debuted two years earlier.
Wayne Ison’s TEAM got a lot of attention from the Air-Bike – it being regarded as an aircraft you get on, not in. That same sporty, fun-to-fly concept has now stretched into a two-seat model.
Some buyers will use the Airbike Tandem for instruction under the training exemption to Part 103. Others will N-number the machine and use it for the occasional joy ride with a passenger. It should work well either way. In fact, the close-quarters tandem seating means that when the aircraft is flown solo, it should perform well and yet feel more like the agile single seater than some other designs. This theory has worked well for Kolb and their Firefly II, for example.
Facing the buying decision
What Kind of Pilot Are You?
Let’s just say you actually know yourself. While this sounds like a comment that deserves a “duh!” response, don’t be too quick to judge. If every pilot or buyer of an aircraft knew what he/she needed or wanted, my job would be easier. But it isn’t so. Most pilots know something about what they want, but many don’t have enough information to make the best decision.
Some readers are “experts.” A good many ultralight or light plane enthusiasts have been around long enough and owned enough of a variety of ultralights to know what they like. These veteran sport aviators represent a lot of combined experience. If you’re new to ultralight flying, I strongly encourage you to seek out local experts. They can be your very best source of information because they know you. (However, as I reminded you last time, remember that anybody selling any aircraft – whether their own or one they represent – has a bias that you must not overlook.
Dakota Hawk
Vintage looks. A few companies in aviation specialize in the look and feel of aircraft from yesteryear. These manufacturers offer aircraft that are reminiscent of days gone by in aviation. Visually and even in the way they fly, these machines can transport enthusiasts back to the so-called Golden Era when the nascent aviation industry offered simple, easy to fly aircraft like the Piper Cub and others. Today, most of these specialty aircraft are kit-built airplanes because the freedom of the Experimental 51% rule permits exploration that cannot be justified when making a fully FAA certified model. Some of these kit manufacturers hail from the ultralight community. Fisher Flying Products is one such company.
Second-Generation Fisher
In two ways, North Dakota-based Fisher Flying Products is a second generation company. First, the company now owned by Darlene Jackson and husband Gene Hanson was purchased from Mike Fisher, who subsequently started another business using his name.
Gull flying in a new millenium
It is Mark’s design philosophy to make the most efficient aircraft he can, one that will use the least fuel. He defines himself as “a minimalist,” and this sentiment is carried throughout this beautifully optimized aircraft.
To me, Mark appears to have grown increasingly comfortable in his role within ultralight aviation. Relaxed and confident, he knows he has created a superior flying machine.
He also smiles a lot more these days in my opinion, thanks to a wonderful woman named Leslie who accompanied him to AirVenture 2000 in Oshkosh, Wisconsin. Married a year and a half ago, the two complement each other and make a good team.
No more tight squeezes
Perhaps it was this new personal relationship that motivated Mark to pay more attention to creature comforts. Notably, the Gull 2000 is wider than the previous single-seat or tandem two-seat Thunder Gull aircraft. Considering Mark is a lean and healthy vegetarian, his concern for broader pilots is no doubt appreciated.
Polaris Slip
Here’s Polar Star’s entry in the minitrike sweepstakes.
You probably know Polaris even if you aren’t aware of the company name. Odds are good you’ve seen a picture of the Polaris inflatable flying boat. This is a trike with a small boat built around a steel trike frame. It looks unusual and remains unique.
Polaris claims to have shipped over 600 of these flying inflatable boats, once known as the Air Dinghy. The company reports these are flying around the world, owned by tourist resorts, Navy and police departments, Greenpeace ships, yacht owners, research marine institutions, and private pilots.
The company originated in Italy but opened an American office after founder, Doi Malingri, retired in Florida. Along with several Americans including Dave Melillo and Vince Kaufman, Malingri has established a U.S distribution center called Polar Star Group, a division of Polaris Motor.
Established in 1982, Polaris is experienced in aircraft manufacturing.