Cyclone AX3 evaluation by RAF

[chillindan]

Hi everyone,

I need some help for a project I am working on and hope there may be some to be found here http://www.microlightforum.com/images/smilies/icon_e_smile.gif

Is there anyone on here who was involved in the evaluation by the RAF of the Cyclone AX3? Or any use of the Cyclone AX3 with the AEF?

I'm working on a book and this forms part of one of the chapters so I'd be very grateful if anyone can help me with this.

Many thanks,
Danny

[Forfoxake]

Hi everyone,

I need some help for a project I am working on and hope there may be some to be found here http://www.microlightforum.com/images/smilies/icon_e_smile.gif

Is there anyone on here who was involved in the evaluation by the RAF of the Cyclone AX3? Or any use of the Cyclone AX3 with the AEF?

I'm working on a book and this forms part of one of the chapters so I'd be very grateful if anyone can help me with this.

Many thanks,
Danny

You should probably try to track down the director of Cyclone Airsports at the time, Bill Sherlock.

[megan]

Is there anyone on here who was involved in the evaluation by the RAF of the Cyclone AX3? Or any use of the Cyclone AX3 with the AEFYou might ask in the Military forum Danny, think it would be the best place for a response.

[chevvron]

You might ask in the Military forum Danny, think it would be the best place for a response.
No need for that; I was involved; the 'evaluation' as such took place at Halton.
In the early '90s, the use of microlights for flying cadets was 'officially' frowned upon and squadrons were told that 'microlight flying was not an approved Air Cadet activity', however, to HQ Air Cadets, microlights were of the weight shift variety and those in charge were unwilling to accept the rate of development of other designs.
As more 'robust' designs were developed with 'normal' 3 -axis controls, the OC of No 2409 (RAF Halton) Sqdn ATC got the manufacturers of the original Thruster to 'lend' him one with a promise he would make every effort to 'sell' the concept to HQ Air Cadets.
I had a PPL but due to official policy, I kept the operation at arms length rather than leap in and get involved.
Then in May 1991, a letter went out to squadrons in Herts and Bucks Wing ATC inviting any adult staff with PPLs who might be interested to come along to a 'look/see' day at Halton to find out what microlights were about and have a free ride in one.
Not being one to turn down a free flight, although I was a bit dubious about how safe microlights were, I went along on the specified date, 26 May 1991. I arrived to find the Thruster parked outside the microlight operator's caravan, alongside another microlight of an unfamiliar design with a strange registration. This yellow painted aircraft had a nosewheel undercarriage rather than the tailwheel of the Thruster.
Within minutes, I was introduced to Bill Sherlock of Cyclone Airsports, who took me over to this 'other' aircraft which he called the AX3, its 'strange' registration (F59EE) being apparently French Class 'B' markings indicating it was a prototype or experimental aircraft.
We strapped in, Bill pointing out that although lightweight in construction, it was made of triangular tubular sections making it very robust.
Anyway, we started up and Bill taxiied us out to the takeoff point. He did the first takeoff, talking me through it and handed over to me once we were airborne.
I climbed to 1,000ft QFE, quite a good rate of climb, flying a 'normal' circuit pattern left hand on runway 02 ( I was already familiar with Halton having been associated with 613 Glding School for many years including being an Air Cadet Glider pilot cleared for air experience flying) and with the occasional advice from Bill, flew an approach and landed, to which Bill said 'well done, greaser first time'. He then suggested we taxy back and I tried a takeoff which once again was quite straighforward.
We flew another circuit then taxiied back in to allow the next 'volunteer' a go.
I was hooked!
Next instalment shortly; Chillindan, I'll try to reply to your pm with more detail when I can.

[Forfoxake]

Great account, Chevvron.

My first flight in an AX-3 was also in F59EE at a farm strip not far from Halton.

I went on to do about 500 hours in AX-3s. It was a great wee trainer- much easier to land than the taildragger Thruster- though the nose-wheel was a bit vulnerable and it had very limited range.

My friend Hugh Knox flew a later version, with bigger fuel capacity, from Shetland to Norway and back to Scotland via Sweden, Denmark, the Netherlands. Belgium, France, England, and, just to cross a bit more more water, Ireland!

[chillindan]

This is great stuff thanks both for your help, I've dropped you an email in reply to yours!

[chillindan]

Sent you an email Chevvron with more details of my project.

Thanks.

[patowalker]

That aircraft was not F59EE, it was 59EE, and that did not indicate it was a prototype or experimental aircraft. Microlights in France do not have an F registration, they are identified by the number of the department they are based in and two or three numbers. Ultralair, the manufacturer, was established in Valenciennes, Nord department, which is number 59.

Here (http://www.lesvieuxdebs.fr/en/information/34525/le-weedhopper-ax3-ten-years) is some background information on the AX3, including the assembly manual.

[Jan Olieslagers]

@patowalker: totally correct*, only allow me to elaborate: to add to the confusion, French microlights need to have a radio callsign if so equipped, and these callsigns are remarkably alike to registrations. For example, 08EB has the callsign F-JGHO, while 59CJT has F-JPIB. These callsigns seem to be in the F-Jxyz range - like several European countries, France attaches special meaning to registration subclasses. F-Pabc are experimentals, F-Wdef are temporary regs for test-flying new planes, &c.

Now regarding this Cyclone AX3, must I understand this is a UK-built variant of the famous and much copied Weedhopper design, later grown into the AX2000?

I have always liked the Weedhopper concept, but have also wondered why they are so slow. Given a more powerful engine and a sleeker wing profile, surely it must be possible to get them to cruise speeds of 150 km/h - say 80 knots - or perhaps even faster? Has this ever been done? I have even had visions of two of them coupled, a bit like the F-82 "double Mustang".

*except that it is the department number followed by two or three alpha characters, not numbers. [0-9][0-9][A-Z][A-Z]([A-Z]) might make sense to some in IT :) but is not really comprehensive.

[patowalker]

Ah, yes, I meant the number of the department followed by two or three letters. It is all very confusing to Brits, because the registration is only under the wing and the radio callsign is sometimes shown in small characters on the tail.
BTW, Jean Luc Prignol, seen in that video, signed me off to carry passengers in my ULM. Quite a character.

[Jan Olieslagers]

It is all very confusing to anyone - probably even to the locals, though not all would say so in public :) But for this once, the Brits are not an exception, I think ;)

As for "quite a character": yes, aviation seems to be full of them (though I didn't yet have the pleasure of meeting this particular gentleman) ; ultralight aviation not the least. It is one of the factors that keep me hooked!

[chevvron]

Ah, yes, I meant the number of the department followed by two or three letters. It is all very confusing to Brits, because the registration is only under the wing and the radio callsign is sometimes shown in small characters on the tail.
BTW, Jean Luc Prignol, seen in that video, signed me off to carry passengers in my ULM. Quite a character.
I'm positive the one I first flew at Halton had the letters/numbers 'F59EE' painted on tail; unfortunately I didn't think to take a photo of it; perhaps Forfoxake will confirm. I have recorded it in my logbook as a 'Viper' rather than an AX3 by the way.
One significant thing I notice in the video is the pilot has a 'joystick' between his legs whereas the one I flew had a single central stick which could be shared by both occupants as with the 'production' version.
I'm not sure if all UK registered AX3 were UK built; certainly the first ones were French built, however I believe the later AX2000 was UK built.
Bill Sherlock fitted one with a Rotax 912 which was much faster and took off after a ground run of about 5 feet; he also dropped into Halton one day with one he had fitted with a 2 cylinder 4 stroke engine; not sure what make the engine was but it was much quieter than the 2 stroke Rotax 503.

[chillindan]

Thanks everyone for contributing to this thread its helping me out a lot.

Danny

[Forfoxake]

I'm positive the one I first flew at Halton had the letters/numbers 'F59EE' painted on tail; unfortunately I didn't think to take a photo of it; perhaps Forfoxake will confirm. I have recorded it in my logbook as a 'Viper' rather than an AX3 by the way.
One significant thing I notice in the video is the pilot has a 'joystick' between his legs whereas the one I flew had a single central stick which could be shared by both occupants as with the 'production' version.
I'm not sure if all UK registered AX3 were UK built; certainly the first ones were French built, however I believe the later AX2000 was UK built.
Bill Sherlock fitted one with a Rotax 912 which was much faster and took off after a ground run of about 5 feet; he also dropped into Halton one day with one he had fitted with a 2 cylinder 4 stroke engine; not sure what make the engine was but it was much quieter than the 2 stroke Rotax 503.

Standby, Chevvron.

[chevvron]

As Halton is an RAF station, the OC airfield had to be involved with the operation. OC airfield (not the Station Commander) was in these days an experienced RAF pilot of Sqdn Ldr rank and he was very keen on the microlight operation so he carried out the initial evaluation of the AX3 and made 2 main recommendations:
1. The aircraft as presented had 2 instrument panels; one above the windscreen with engine instruments and another below the windscreen with flight instruments. These needed to be grouped into a single panel below the windscreen.
2. There was no floor so nowhere for the pilot not flying to rest their feet.
This was communicated to Ultralair by Bill and they readily agreed to carry out these mods, so Bill and Rob (OC Halton Squadron ATC) paid several visits to the CAA to get UK approvals arranged and a registration allocated. Ultralair asked what colour scheme was required so they were sent a photo of a Tucano in the standard colour scheme of red and white.
Some time later, those of us who had attended the intitial evaluation day were invited back because representatives of HQ Air Cadets were coming along to 'check out' the suitability of the AX3 in its refined version for cadet flying.

[Forfoxake]

I'm positive the one I first flew at Halton had the letters/numbers 'F59EE' painted on tail; unfortunately I didn't think to take a photo of it; perhaps Forfoxake will confirm. I have recorded it in my logbook as a 'Viper' rather than an AX3 by the way.
One significant thing I notice in the video is the pilot has a 'joystick' between his legs whereas the one I flew had a single central stick which could be shared by both occupants as with the 'production' version.
I'm not sure if all UK registered AX3 were UK built; certainly the first ones were French built, however I believe the later AX2000 was UK built.
Bill Sherlock fitted one with a Rotax 912 which was much faster and took off after a ground run of about 5 feet; he also dropped into Halton one day with one he had fitted with a 2 cylinder 4 stroke engine; not sure what make the engine was but it was much quieter than the 2 stroke Rotax 503.

I have checked my log book and reminded that my first flight (with Jon George at Popham) was recorded as in 'AX-3 Premier' registered F-59EE. Not sure why I would have put that regn in my logbook if it was not on aircraft but I cannot find a picture to prove it!

It was actually my second flight that was at the Drayton St. Leonards farm strip with Bill Sherlock in 'AX-3 Cyclone' but that was in F-59GD.

As far as I am aware, at least initially, all UK registered AX-3s were built at the Drayton St Leonards 'factory'- actually a tarted up farm shed. I never heard Bill talk about flying the demonstrators across the Channel so assume they were built in France and trailed over derigged, exactly how I later got my own AX-3 from Drayton St Leonards to Scotland. Unlike the Kitfox etc, it was not a quick derig/rig but it was doable.

I am almost certain that the 4 stroke engine you refer to was the Rotax 508, but I think it proved underpowered for the two seat AX-3, although fine for the single seat Chaser. Later, some might have been fitted with HKS engines.

But since my memory is obviously suspect- it was over 27 years ago after all- I think someone needs to track down Bill Sherlock. Hopefully, he is still on the go!

[patowalker]

I'm positive the one I first flew at Halton had the letters/numbers 'F59EE' painted on tail; unfortunately I didn't think to take a photo of it; perhaps Forfoxake will confirm.

I don't doubt what you say. All I am saying is that it was not the aircraft registration, it its callsign. The registration marks would only have been under the wing only. I know how it worksthere, because I had a (radio equipped) Chaser registered in France.
Incidentally, Cyclone took over the Chaser when Aerial Arts went bust, so I got to know Bill well. Once when I visited his workshop, he and Conrad were insulating the barn, so that they could get approval from the CAA to build the AX3 in it. Bill and I still correspond at Christmas.

[Jan Olieslagers]

I have been wondering if preceeding the registration with "F-" was perhaps mandatory at that time, even if it certainly isn't today. Or perhaps the people fitting them out were unsure, and preferred to "err on the safe side". Or, who knows, they may even have thought it logical...

[patowalker]

Jan,
It has always been as it is today. It is very simple to verify this by going to the register (https://immat.aviation-civile.gouv.fr/immat/servlet/aeronef_liste.html) and checking it for registered and de-registered aircraft.

[patowalker]

Bill Sherlock fitted one with a Rotax 912 which was much faster and took off after a ground run of about 5 feet; he also dropped into Halton one day with one he had fitted with a 2 cylinder 4 stroke engine; not sure what make the engine was but it was much quieter than the 2 stroke Rotax 503.

I have found a black and white picture in FlightLine of a (yellow?) Premier AX3 at the 1990 BMAA show. There is a sign saying it is powered by a Rotax 508, which is a two cylinder 4 stroke. It must have been an imported aircraft, because it says AX3 by Ultralair on it, rather than Cyclone AX3. The tail is not visible, so can't see a reg.

[Piper.Classique]

Ok, this is how it works in France
Ordinary Aircraft get F-GEKO or whatever. That's a real one, you can look it up. Or F-Hxxx now that they have run out of F-Gxxx
Homebuilt get F-Wxxx until the test program is complete. Then it's F-Pxxx
Gliders get F-Cxxx
Gendarmes and customs get F-ZBxx or F-MJxx (might be the other way round, but you get the picture.)
Historic or collection you get F-AZxx even if it's a glider.
There are others.
Microlights are completely different. They get the department number plus letters (two or three) For example 22IS. Under the wing and on the fuselage. Unless there isn't a wing, (autogyro or helicopter) or indeed a fuselage as such (powered parachute, weightshift) They keep this number even if they move house, on sale or the owner changing department.
Now this is where it gets silly. If you want a radio in your microlights you can put one in, but it is identified to YOU not the machine. That would be F-Jxxx. One radio can be used in more than one machine, and each machine can have more than one radio...You need to declare all this, showing how the installation is done. This is the callsign you use, not the 22IS or whatever. You aren't allowed to put the radio id on the outside. But people do.
Confused? Never mind. Thats just the way it is.

[patowalker]

Hi PC,
They get the department number plus letters (two or three) For example 22IS. Under the wing and on the fuselage
I beg to differ. The regulation (https://www.legifrance.gouv.fr/affichTexte.do?cidTexte=LEGITEXT000005626846) says under the wing or, if this is impossible, on the fuselage. Un ULM ne peut circuler sans comporter sous la voilure ou sur la structure en cas d'impossibilité :
a) Les marques d'identification, ou
b) Les marques d'identification provisoires, ou
c) Les marques d'identification constructeur.
If you want a radio in your microlights you can put one in, but it is identified to YOU not the machine.
How do you reconcile that with this (https://www.legifrance.gouv.fr/affichTexte.do?cidTexte=JORFTEXT000023941201) ― les références de l'aéronef : constructeur, modèle, numéro de série et immatriculation

[Jan Olieslagers]

I quite agree with the first point, but see no issue in the second: the "immatriculation" is the "registration", 22IS in the example. It does go with the airframe. @PC rightly states that F-J(ghi) is the callsign, not the registration. That the callsign goes with the owner of the radio license is new to me. But the idea has some merit, as many microlight pilots use a handheld radio that they carry from one plane to another.

Et pour la petite histoire: at one time there was an idea to have something similar in Belgium, but it never really worked out. I recall being puzzled by seeing OQ-(a-z)(a-z)(a-z) on a microlight, I vaguely remember it was a scarlet red Rans S5 single seater.

[Piper.Classique]

Patowalker, I expect you are right about where the registration goes on a microlight. It's peripheral, though. I was trying to explain the difference between the aircraft registration and radio call sign. Never mind.
I only fly them, and this was from memory. Feel free to nit-pick. Quoting in French on an English speaking forum would be more useful if you added a (correct) translation.

[patowalker]

I quite agree with the first point, but see no issue in the second: the "immatriculation" is the "registration", 22IS in the example. It does go with the airframe. @PC rightly states that F-J(ghi) is the callsign, not the registration. That the callsign goes with the owner of the radio license is new to me. But the idea has some merit, as many microlight pilots use a handheld radio that they carry from one plane to another.

Jan,
Let me add to your confusion. I have fixed the second link in my previous post and you will see that the decree refers to radio installations in aircraft, which is why it uses the generic 'registration'. There are no registration marks on a French microlight, only identification marks. That is why they have an ID card instead of a certificate of registration.

The callsign is attached to a single aircraft. If that decree didn't convince you, search for images of ULM radio licences online. I was refused an LSA for my Chaser,28FY, because the ICOM handheld was sourced in the UK, instead of France. I obtained a certificate from ICOM Japan stating the my radio was idententical to the FR model, but the DGAC wouldn't budge.

[chevvron]

I have checked my log book and reminded that my first flight (with Jon George at Popham) was recorded as in 'AX-3 Premier' registered F-59EE. Not sure why I would have put that regn in my logbook if it was not on aircraft but I cannot find a picture to prove it!

It was actually my second flight that was at the Drayton St. Leonards farm strip with Bill Sherlock in 'AX-3 Cyclone' but that was in F-59GD.!
I remember F59GD; it was a much improved version having larger wheels and a Rotax 582 engine. Bill lent it to the Halton operation (by now named the 'Ridge Runners') for a couple of weeks but I never got to fly it as the weather was too bad for a while.

Anyway the upshot of the visit from HQ Air Cadets (thinking back now I believe one of them was actually from CFS) was that although the aircraft flew well, they were unable to commit public finds to support us due to the Rotax engines not being certified aircraft engines. We were allowed to fly cadets provided their parents gave consent via a special 'blood chit' which was derived from a template contained in AP1919 however so the cadets could record the flights in their log books..

[patowalker]

Chevvron,
I wonder if the 4 stroke 2 cylinder engine you remember was an HKS. Cyclone was the importer and I know they fitted it to the AX2000, which succeeded the AX3.

[chevvron]

Chevvron,
I wonder if the 4 stroke 2 cylinder engine you remember was an HKS. Cyclone was the importer and I know they fitted it to the AX2000, which succeeded the AX3.
No I'm pretty certain it was a Rotax 508 now; it was a vertical twin like the 503 and I think the HKS was a flat twin wasn't it? It was early/mid '90s; '93 or '94.

[patowalker]

Yes, the HKS is a flat twin. It never caught on in microlights. Must have been better than the Cuyuna 430 in my Eagle though. How time flies!

[Forfoxake]

No I'm pretty certain it was a Rotax 508 now; it was a vertical twin like the 503 and I think the HKS was a flat twin wasn't it? It was early/mid '90s; '93 or '94.

Me too. I think I have a brochure from the time somewhere that advertised the Rotax 508 as an option on the AX-3.

[patowalker]

I found this (http://ulav8r.com/cyclone_ax3.htm) US website that mention the evaluation by the RAF.

[chevvron]

I found this (http://ulav8r.com/cyclone_ax3.htm) US website that mention the evaluation by the RAF.
The photo shows GMYFI, the first one delivered to the Ridge Runners at Halton. As I said, Ultralair were sent a photo of a Tucano when they asked what colour scheme was required and embarassingly when it turned up we found they had copied it a little too faithfully by adding the roundels and fin flashes!
I am not aware of any evaluation by Boscombe Down which would have not have been done by ETPS but by one of the evaluation sections, however many RAF pilots visiting Halton for various reasons were given the chance to have a go.

[chevvron]

Yes, the HKS is a flat twin. It never caught on in microlights. Must have been better than the Cuyuna 430 in my Eagle though. How time flies!
Angus Fleming bought the Chevvron 2-32 with a 45 hp Hirth 2 - stroke flat 4 to Halton to demonstrate. Knowing he'd considered the Mid West single rotor engine of the same power output I asked him about it and he said it was OK, but with an EGT sometimes exceeding 1,000 deg C it wasn't a good proposition.

[Forfoxake]

Me too. I think I have a brochure from the time somewhere that advertised the Rotax 508 as an option on the AX-3.

Have not found the brochure but did come across the following article from the Microlight Flying magazine from Nov/Dec 1992 (Whistles in the Wires):


"Bill sees it through

After something like two years- and it must have seemed far longer- Bill Sherlock of Cyclone Airsports has finally got the French-designed AX-3 side-by-side two-seater through Section S. He thus joins Mainair in the elite club of manufacturers who produce both fixed-wing and flexwing aircraft.

Bill has kept a typically low profile while the work has been proceeding, mainly because he preferred to proceed in easy- and affordable- stages.

The finished aircraft is very similar to the machine demonstrated at Popham in March 1991, except that the four-stroke has been replaced by a Rotax 582. It will return eventually, as an option. The price, however, has increased markedly and at £14,808 including VAT is nowhere near the £9000 Bill originally aimed at.

Although regarded as a French design nowadays, the AX-3 is actually a heavily developed version of the Weedhopper designed by American John Chotia in the very early days of microlighting. The American model was significant in that it was the first microlight to boast a purpose-designed engine, rather than the chainsaw/snowmobile/you-name -it units pressed into service by other manufacturers. The Chotia engine, however, was a dreadful power plant which did the aircraft no favours at all, and it was not until the design rights crossed the Atlantic that the aircraft's true potential could be realised."


The reference to the Rotax 582 is strange since my (G-MYHG), and most of the early AX3s in the UK, were powered by the Rotax 503. And that is still the case if you look at G-INFO! I thought the first AX3 that I came across with a 582 was G-MYER (that Hugh Know flew from Shetland to Norway etc.) but note that it is now classed as an AX2000. There is also at least one AX2000 still registered with a HKS but sure that it was the four stroke 508 in the AX3 because the same issue of Microlight Flying lists the other Cyclone Airsports product of the time, the Chaser, with a 508 option (instead of the 377 or 447).

[Forfoxake]

The Nov/Dec 1992 issue of Microlight Flying also had an advert from AirBourne Aviation (Paula and Mac Smith at Popham), with a picture of the AX3:

"It's HERE...... NOW! The Cyclone AX3

It's roomy, it's fully enclosed but you can remove the doors for summer, it's an economical cruiser and it's so easy to handle even in extreme turbulence and strong crosswinds. It's an absolute dream, and if it's good enough for the RAF to fly it on a expedition to Gibraltar....... well!

Come and fly it at Popham"

[chevvron]

The Nov/Dec 1992 issue of Microlight Flying also had an advert from AirBourne Aviation (Paula and Mac Smith at Popham), with a picture of the AX3:

"It's HERE...... NOW! The Cyclone AX3

It's roomy, it's fully enclosed but you can remove the doors for summer, it's an economical cruiser and it's so easy to handle even in extreme turbulence and strong crosswinds. It's an absolute dream, and if it's good enough for the RAF to fly it on a expedition to Gibraltar....... well!

Come and fly it at Popham"
The aircraft was actually flown to Barcelona from Halton; there was never any intention of going on to Gibraltar as the flight was to celebrate the Olympics in Barcelona.
There were articles in Microlight Flying and (I think) 'Pilot' magazine about it.

[Collapsed Canopy]

Pilot Magazine October 1995 had a feature on the AX3 - it mentions Air Vice Marshall Merriman (one time head of ETPS) flying the machine and of the trip to Barcelona.

A photo of yellow coloured 59EE at Cranfield in 1990 can be seen at:

ABPic.co.uk/pictures/view/1532969 (copy and paste to browser address bar)

G-MYFI (Cyclone Airsports Ltd) had serial number: CA 002 - does anyone know what the UK production run was?

According to the Pilot Magazine article, Marc Mathot claimed to have sold 5000 AX3's before Ultralair's 1994 liquidation - including a float equipped fleet to the Mauritian police. (5000 ? a misprint?)

[chevvron]

Pilot Magazine October 1995 had a feature on the AX3 - it mentions Air Vice Marshall Merriman (one time head of ETPS) flying the machine and of the trip to Barcelona.

A photo of yellow coloured 59EE at Cranfield in 1990 can be seen at:

ABPic.co.uk/pictures/view/1532969 (copy and paste to browser address bar)

G-MYFI (Cyclone Airsports Ltd) had serial number: CA 002 - does anyone know what the UK production run was?

According to the Pilot Magazine article, Marc Mathot claimed to have sold 5000 AX3's before Ultralair's 1994 liquidation - including a float equipped fleet to the Mauritian police. (5000 ? a misprint?)
Memory a bit hazy but I remember Commandant Air Cadets flying 'FI at Halton just after it was delivered and I believe that was AVM Merriman; RAF postings often only lasted for 2 years and AOC/Commandant Air Cadets was usually on his last 'tour' before retiring in those days.
I was supposed to fly the slot that he took but was sidelined because he wanted his 'go' in it!

[Forfoxake]

Pilot Magazine October 1995 had a feature on the AX3 - it mentions Air Vice Marshall Merriman (one time head of ETPS) flying the machine and of the trip to Barcelona.

A photo of yellow coloured 59EE at Cranfield in 1990 can be seen at:

ABPic.co.uk/pictures/view/1532969 (copy and paste to browser address bar)

G-MYFI (Cyclone Airsports Ltd) had serial number: CA 002 - does anyone know what the UK production run was?

According to the Pilot Magazine article, Marc Mathot claimed to have sold 5000 AX3's before Ultralair's 1994 liquidation - including a float equipped fleet to the Mauritian police. (5000 ? a misprint?)

Thanks, Collapsed. So it's pretty conclusive that the registration was only 59EE, although you cannot actually see the whole tail in the picture.

Cannot answer your production run question but I note that G-MYER, that I mentioned earlier, was CA 001.

For the record, I have confirmed from my log book that I only did about 400 hours in AX3s, mostly in G-MYHG. This included using the shortest field I have ever got in and out of at a farm near Dumfries (less than 100 metres) to get away from the cows in the main field. Because of the negative angle of attack on the ground, it could also fly in pretty windy conditions for a microlight. On one of those windy days, it was flown from Montrose to Strathaven (only 84nm direct) but had to stop three times for fuel! Nevertheless, it was a great little trainer.

[chevvron]

Thanks, Collapsed. So it's pretty conclusive that the registration was only 59EE, although you cannot actually see the whole tail in the picture.

Cannot answer your production run question but I note that G-MYER, that I mentioned earlier, was CA 001.

For the record, I have confirmed from my log book that I only did about 400 hours in AX3s, mostly in G-MYHG. This included using the shortest field I have ever got in and out of at a farm near Dumfries (less than 100 metres) to get away from the cows in the main field. Because of the negative angle of attack on the ground, it could also fly in pretty windy conditions for a microlight. On one of those windy days, it was flown from Montrose to Strathaven (only 84nm direct) but had to stop three times for fuel! Nevertheless, it was a great little trainer.
It handled crosswinds very well compared to some aircraft.
One day at Halton, we were getting 310/20kt gusting 25 - 28 so I taxied out to runway 28. This grass runway was quite wide so I lined up diagonally so I could take off pretty much into wind - I'd had a 'moment' on an earlier flight when one wing lifted prematurely due to a gust, so I gently started opening the throttle and thought 'this is smoother than I expected'. The reason for this was that I was already airborne in about 50ft on just over half throttle so I opened up fully and climbed away!

[Forfoxake]

Me too. I think I have a brochure from the time somewhere that advertised the Rotax 508 as an option on the AX-3.

Found the brochure. It states:

"Featuring the renowned ROTAX engine, the CYCLONE AX3 is available with 3 engine options- on the mid range 503 engine up to five hours' flying can be comfortably achieved with the aircraft's optional 50 litre fuel capacity." (G-MYHG only had one 28.5 litre tank)

The specifications on the back page, all refer to the Rotax 503 DCDI (52 hp). So no confirmation, but I strongly suspect the other two engine options were the ROTAX 582 and 508.

The pictures in the brochure are all of the aircraft in RAF colours with no registration visible. If this was G-MYFI, I wonder why is was first registered (on 9/9/92) to a Robert George Walton of Aylebury (according to G-INFO)?

PS The total hours on G-MYFI were 2511 at 31-Dec-2008.

[chevvron]

The pictures in the brochure are all of the aircraft in RAF colours with no registration visible. If this was G-MYFI, I wonder why is was first registered (on 9/9/92) to a Robert George Walton of Aylebury (according to G-INFO)?

PS The total hours on G-MYFI were 2511 at 31-Dec-2008.
Rob Walton was the OC of 2409 (RAF Halton) Sqdn ATC as I mentioned at #4 and the instigator of the microlight AEF project; it was he who supplied the photo of the Tucano to UltraFlight when they asked what colour scheme was wanted.
'FI was joined in mid 1993 by GMYKA.
'FI was delivered with twin fuel tanks but if they were full, you could not (legally) fly it 2 up as you would have been over the 390kg limit.

[Forfoxake]

" 'FI was delivered with twin fuel tanks but if they were full, you could not (legally) fly it 2 up as you would have been over the 390kg limit. "

I think that was why G-MYHG only had one fuel tank!

PS G-MYKA was also registered initially to Robert George Walton and later to him and Henry Alan Merriman (and in between to David Harold Amor).

[chevvron]

As far as I recall, both AX3s were sold in late '95 or early '96; maybe Rob bought 'KA back from David Amor (don't know him); haven't been in contact with Rob since '97.

[chillindan]

Thanks everyone for the input above, its great information and is helping me no end.