Thousands of other Phantom ultralights are flying, but the one I was about to fly was built by a bunch of kids. Although they were no doubt serious and focused during the building effort, the Phantom X-1 was named Child’s Play. Had I lost my mind?
“So, you’re really going to fly that ultralight built by a bunch of elementary school kids, huh?” The question was more than small talk. The prospect actually worried some observers.
“Of course,” I replied. “The kids probably did a better job than I could.” I’m no builder, a fact I often repeat. After flying airplanes built by all kinds of pilots, I didn’t see the jeopardy in flying the product of students at the Haverhill Elementary School in Portage, Michigan.1
I admit I looked over the Phantom carefully, but I found no flaws. Besides, long-time Phantom pilot and Phantom Aircraft Company president Pat Schultheis had already test-flown it and put hours on it.
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Quicksilver’s GT 400
The GT 400 isn’t the fastest handling ultralight, nor is it the speediest, cheapest, most modern, nor fastest to build. But it does everything so well it doesn’t need to be tops at any one function. In this sense, I believe the GT 400 may be the best ultralight in the world.
While “best” means something different for virtually every pilot, I’ll go out on a limb and predict that any pilot who flies the GT 400 will find it a highly satisfying ultralight.
Fortunately for other ultralight manufacturers, every single pilot is different, a unique individual.
Still, for an estimated 1,000 current GT 400 owners – and the new buyers that will follow – the GT 400 single-seater that Quicksilver first offered in 1984 remains an excellent choice.
If you accept my opinion that the 400 is a desirable ultralight, then you may be moved to action by its pricing.
Talon Super Magnum
Among the aircraft produced by Sport Flight Aviation are the tandem 2-seat Talon XP, the Talon Magnum single-seater, and our plane for this test, the single-seat Talon Super Magnum. The energized version comes from the substantial 80-hp twin-cylinder 4-stroke engine that pushes the single-seater aloft with an enthusiasm that is truly inspirational.
Published in Light Sport and Ultralight Flying
Seating
Single-seat
Empty weight
494 pounds
Gross weight
1,056 pounds
Wingspan
29 feet 6 inches
Wing area
156 square feet
Wing loading
6.8 pounds/sq ft
Length
21 feet 9 inches
Height
6 feet 4 inches
Fuel Capacity
10 gallons
Kit type
Assembly
Build time
130-150 hours
Standard engine
Verner SVS-1400 4-cycle
Power
80 hp at 5,000 rpm
Power loading
13.2 pounds/hp
Cruise speed
76 mph at 3,900 rpm
Never exceed speed
110 mph
Rate of climb at gross
1,000 fpm
Takeoff distance at gross
170-200 feet
Landing distance at gross
300 feet
Standard Features
3-position flaps, rudder trim, steerable tailwheel with takeoff/landing lockout, 4130 chromoly steel landing gear, streamlined struts, windscreen, nose fairing, instrument panel, 4-point shoulder harness pilot restraint, aluminum wheels, padded seat, cargo area.
Aerotrike
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.
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.
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.
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.
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.
Super Drifter XL with Rotax 912
Considered by many to be a workhorse, the Super Drifter XL shows refinement and features that make it seem like a “luxury ultralight.” Leza AirCam, the newly renamed producer of this venerable ultralight, has equipped the top-of-the-line model with nearly every option in their price list. Conclusion: While it will cost you a bundle, you should be satisfied with this ultralight for many years.
How is this Super Drifter XL different from the Super Drifter that I evaluated almost 3 years ago? According to Denny Franklin – yes, that same icon of the Maxair days when the Drifter was a youngster – the XL is a significant redesign of the original Super Drifter 912 flown in 1998.1 It has seen numerous changes to make the veteran design work better with the big 80-hp Rotax 912 situated at the rear of the wing.
What’s New With the Super Drifter XL?
The Super Drifter XL has an extended fuselage – meaning the boom tube and its fuselage “pan” – to position the front seat 5 inches further forward.