Anyone fly microlights?
Discussion
The microlight restriction to built up areas has now been removed but RULE 5 which says you must be able to land clear in the event of an engine failure still applies.
Im not sure what fuel the Jab runs on but suspect its standard pump unleaded. Most of the new microlights use that rather than Avgas as its much cheaper (Avgas currently around £1.50 / litre)
Im not sure what fuel the Jab runs on but suspect its standard pump unleaded. Most of the new microlights use that rather than Avgas as its much cheaper (Avgas currently around £1.50 / litre)
Lefty Two Drams said:
What are the technical differences between a group A aircraft and a microlight/Ultralight?
Is it dimensions/weight/power or something else?
Ta
There are also additional limitations on microlights regarding aerobatics - legally, and in most cases practically, you can't fly aeros in a microlight in the UK - I think the formal definition is that they're limited to a maximum of +/- 45 degrees of pitch and 60 degrees of bank. The ultimate G-loads they're tested to are quite low as well - +6/-3 (that's ultimate, not operational). There probably isn't an engineering reason why you couldn't build & certify something that comes within the microlight weight limits stressed to much higher levels, but it would push the costs up a long way.Is it dimensions/weight/power or something else?
Ta
You do occasionally hear tales - or see the odd clip of video - of microlight aerobatics. In general, the perpetrators end up dead, because they're also generally self-taught aerobatics, and a fairly brutal example of Darwinism in action.
eharding said:
The ultimate G-loads they're tested to are quite low as well - +6/-3 (that's ultimate, not operational).
Having pulled maybe a couple of G lateral and braking in a racing car, that's actually pretty bloody inpressive for something made out of alloy tubes and fabric, braced with bits of wire!Sam_68 said:
NoelWatson said:
I am informed the old safety issues have been eliminated with the new models
Worth some further thought then.£50K seems a bit steep for something with the functionality of a microlight and only a little higher cruise speed, though, and second hand availability and pricing doesn't look particularly promising?
Being restricted to an NPPL doesn't mean you can't fly group "A" aircraft. Not saying that microlights aren't good little machines but check out the LAA website and look at Vans aircraft, the 4 and the 6 can be built to be aerobatic.
The big advantage of modern flex wings over "hot" 3 axis machines is greater pay load. Microlights are limilted to 450Kg max weight so your 3 axis machine that weighs 265Kg empty only has 185 Kg for people and fuel. So 2 off 86Kg people only leaves 13Kg for fuel and sarnies. Fuel is about 750g per litre so you only get 17 liters of fuel. An average fuel burn is 14 litres per hour for a 912 rotax so thats less than an hours endurance with a sensible reserve.
A modern flex on the other hand can carry 2 100Kg adults and full fuel and still have weight available for camping gear. Also check out the new SSDR catagory, you still need a licence but the aircraft are not regulated at all. They are restricted to a max of 115Kg empty weight and they aren't that cheap as they are all brand new. They do mean however that you are free to modify them as much as you like as long as they still comply with the weight rule.
The big advantage of modern flex wings over "hot" 3 axis machines is greater pay load. Microlights are limilted to 450Kg max weight so your 3 axis machine that weighs 265Kg empty only has 185 Kg for people and fuel. So 2 off 86Kg people only leaves 13Kg for fuel and sarnies. Fuel is about 750g per litre so you only get 17 liters of fuel. An average fuel burn is 14 litres per hour for a 912 rotax so thats less than an hours endurance with a sensible reserve.
A modern flex on the other hand can carry 2 100Kg adults and full fuel and still have weight available for camping gear. Also check out the new SSDR catagory, you still need a licence but the aircraft are not regulated at all. They are restricted to a max of 115Kg empty weight and they aren't that cheap as they are all brand new. They do mean however that you are free to modify them as much as you like as long as they still comply with the weight rule.
Ayahuasca said:
I have been invited for a spin in one next weekend. What surreptitious pre-flight checks can I carry out to ensure the thing won't disintegrate in mid-air?
Check the parachute is in date and that the pins under the velcro cover aren't bent.Oh, no parachute? Er.. trust that the pilot values his own life more than he does yours
Smart roadster said:
Being restricted to an NPPL doesn't mean you can't fly group "A" aircraft.
No, I appreciate that - just that I was kind of thinking that the additional cost of buying and running a 'proper' aeroplane would be difficult to justify if I was limited to UK air space and fine-weather flying by my licence restrcition. If I could use it for the occaisonal jaunt to the South of France, it might be a different matter...Smart roadster said:
The big advantage of modern flex wings over "hot" 3 axis machines is greater pay load....
This is usueful, and something that hadn't occurred to me, I must admit. The main reason I haven't got round to doing anything about this yet is that basically I'm a bit of a fat b
d (circa 100 kilos) and I'm trying to get my weight down a bit to give me a comfortable magin for the weigh limits that most microlight training schools seem to apply.The issue of payload wasn't one I'd thought about, but it's certainly valid in my case!
Sam
There is very little cost differential between microlights and group "A" as was. The hourly rate for flying a micro will be a bit lower than for group A. But purchasing and operating costs can be very similar.
A lot of hot 3 axis microlights can be either group A or microlight the only difference is a couple small changes like the addition of an electric fuel pump for group A. What you gain is 30Kg ish of payload for a different bit of paper. Of course the big loss with group A is that you can't fly abroad with an NPPL were as you can with a microlight NPPL.
At 100Kg you will strugle to get you an instructor and a useable amount of fuel into most 3 axis microlights. I know I am a fat git as well and had to find a midget instructor and only do short sorties. This was Ok for me as I was just converting onto micro's. I wouldn't want to do a cross country practice on the fule I could carry.
Modern flexwings are great tourers, nearly as fast as a lot of 3 axis stuff.
There is very little cost differential between microlights and group "A" as was. The hourly rate for flying a micro will be a bit lower than for group A. But purchasing and operating costs can be very similar.
A lot of hot 3 axis microlights can be either group A or microlight the only difference is a couple small changes like the addition of an electric fuel pump for group A. What you gain is 30Kg ish of payload for a different bit of paper. Of course the big loss with group A is that you can't fly abroad with an NPPL were as you can with a microlight NPPL.
At 100Kg you will strugle to get you an instructor and a useable amount of fuel into most 3 axis microlights. I know I am a fat git as well and had to find a midget instructor and only do short sorties. This was Ok for me as I was just converting onto micro's. I wouldn't want to do a cross country practice on the fule I could carry.
Modern flexwings are great tourers, nearly as fast as a lot of 3 axis stuff.
Whilst browsing the web, I stumbled across this:
Home built, (plans only) 97Kg empty, and complies with 3 axis microlight regs, looks quite nice.
All wooden construction, so similar to the model aircraft I've built in the past.
100mph cruise, and being a lightweight (65kg) loads of fuel/payload capacity for me.
Now, all I need is 10 grand and somewhere to build it...... (Oh, and a pilots licence)
Andy
Home built, (plans only) 97Kg empty, and complies with 3 axis microlight regs, looks quite nice.
All wooden construction, so similar to the model aircraft I've built in the past.
100mph cruise, and being a lightweight (65kg) loads of fuel/payload capacity for me.
Now, all I need is 10 grand and somewhere to build it...... (Oh, and a pilots licence)
Andy
Edited by andytk on Saturday 2nd January 16:47
Edited by andytk on Saturday 2nd January 16:49
IforB said:
Rather you than I Gunga-din.
You big Jessie - I bet it's a complete hoot to fly.How do you take off though? - is there a catapult, or do you just pick it up and throw it? - and then, obviously, spin it round your head using the control lines (they don't seem to have fitted them in the picture).
john_p said:
Ayahuasca said:
I have been invited for a spin in one next weekend. What surreptitious pre-flight checks can I carry out to ensure the thing won't disintegrate in mid-air?
Check the parachute is in date and that the pins under the velcro cover aren't bent.Oh, no parachute? Er.. trust that the pilot values his own life more than he does yours
I will be having a close look at how the colour of the upper wing surface compares to that of the lower!
eharding said:
IforB said:
Rather you than I Gunga-din.
You big Jessie - I bet it's a complete hoot to fly.How do you take off though? - is there a catapult, or do you just pick it up and throw it? - and then, obviously, spin it round your head using the control lines (they don't seem to have fitted them in the picture).
As for the control lines, I think that one is the GTi model with the radio control instead of string.
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