Cessna's to microlights
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Joined: Jul 2000
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From: somewhere hot and sticky
Cessna's to microlights
Just wondering what's required to go from my PPL in cessnas to flying the little-un's.
Are they much different to fly? Would there be much work or would it be a bit like a type rating?
Cheers, Dupre.
Are they much different to fly? Would there be much work or would it be a bit like a type rating?
Cheers, Dupre.
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Joined: Feb 2000
Aviation Qualifications: CPL
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From: UK
Be fair, some of us have been out slaving in a cold cockpit all day. (Spinning at FL50 in an open cockpit in my case, not recommended in December !).
Legal issues:
(1) You need to pass a microlight GFT. This is not much different to a PPL(SEP) Skills test, reckon on about 3 hours dual to prepare for it. [This is assuming you're going 3-axis rather than flexwing.]
(2) I strongly recommend learning microlight air law. The best book for this is Brian Cosgrove's "Microlight Pilots Handbook".
Money Issues
(1) Reckon on about £25/hr direct operating costs for most microlights.
(2) You can spend as much as you want on an aeroplane, from about £1500 for a basic single seater, to £45k for a brand new Pegasus CT2K. Realistically, £6k will buy you a basic 2-seater, and £12k a good one (second hand prices).
(3) 3rd party insurance costs about £70pa, hull insurance around 6-8% of value pa. BMAA membership (a necessity) about £40pa. (British Microlight Aircraft Association)
(4) If you don't want to buy your own, many microlight clubs have club syndicates, buy-in is usually around £500-£2000, plus equal monthly and hourly costs in the region of £20-£30.
Practical issues
(1) Microlights are generally high drag and low inertia compared to a light aircraft, so speeds change much faster - something to be aware of.
(2) Crosswind limitations are similar, cross-country flying can be limited by strong winds however.
(3) If you buy your own aircraft, you'll need to learn how to look after it yourself too, including most servicing.
(4) Most aircraft have 2-stroke engines, these are thirsty and temperamental - but we love them. Nonetheless, there's a whole art to looking after 2-strokes that needs to be learned.
(5) Meteorology becomes significant in very different ways. Poor visibility is much less important if you can fly at 40 knots, but turbulence can be unpleasant. Flight in rain in a microlight, whilst not dangerous, is thoroughly unpleasant.
(6) With a bit of experience on microlights, you shouldn't need ever more than a 250m runway.
(7) Microlight pilots are very very good at PFLs. It's not instinctive, they practice them a lot, through good old fashioned paranoia.
(8) Most airfields routinely frequented by microlights tend to regard radio as optional, and good lookout and airmanship as a valid alternative.
(9) Depending upon type, stall speeds are likely to be around 25-35 kn CAS (IAS varies wildly), cruise 40-70 kn CAS (100kn CAS in a few of the more exotic new types). They are all non-aerobatic, generally limited to 60° of bank and +4g.
A few Types (3-axis only, and my private opinion only)
Good 1-seaters: MW5, Phantom
Bad 1-seaters: Tiger Cub, Goldwing, Rans S4
Good 2-seaters: Spectrum, X'Air, Shadow CD, Renegade Spirit, MW6S, Chevvron, Easy Raider, Thruster T600, Snowbird
Mediocre 2-seaters: AX3, Rans S5, Aviasud Mistral, Shadow BD
Bad 2-seaters: MW6T, AX2000, Shadow DD, Kolb Twinstar, Thruster TST
G
[ 04 December 2001: Message edited by: Genghis the Engineer ]
Legal issues:(1) You need to pass a microlight GFT. This is not much different to a PPL(SEP) Skills test, reckon on about 3 hours dual to prepare for it. [This is assuming you're going 3-axis rather than flexwing.]
(2) I strongly recommend learning microlight air law. The best book for this is Brian Cosgrove's "Microlight Pilots Handbook".
Money Issues(1) Reckon on about £25/hr direct operating costs for most microlights.
(2) You can spend as much as you want on an aeroplane, from about £1500 for a basic single seater, to £45k for a brand new Pegasus CT2K. Realistically, £6k will buy you a basic 2-seater, and £12k a good one (second hand prices).
(3) 3rd party insurance costs about £70pa, hull insurance around 6-8% of value pa. BMAA membership (a necessity) about £40pa. (British Microlight Aircraft Association)
(4) If you don't want to buy your own, many microlight clubs have club syndicates, buy-in is usually around £500-£2000, plus equal monthly and hourly costs in the region of £20-£30.
Practical issues(1) Microlights are generally high drag and low inertia compared to a light aircraft, so speeds change much faster - something to be aware of.
(2) Crosswind limitations are similar, cross-country flying can be limited by strong winds however.
(3) If you buy your own aircraft, you'll need to learn how to look after it yourself too, including most servicing.
(4) Most aircraft have 2-stroke engines, these are thirsty and temperamental - but we love them. Nonetheless, there's a whole art to looking after 2-strokes that needs to be learned.
(5) Meteorology becomes significant in very different ways. Poor visibility is much less important if you can fly at 40 knots, but turbulence can be unpleasant. Flight in rain in a microlight, whilst not dangerous, is thoroughly unpleasant.
(6) With a bit of experience on microlights, you shouldn't need ever more than a 250m runway.
(7) Microlight pilots are very very good at PFLs. It's not instinctive, they practice them a lot, through good old fashioned paranoia.
(8) Most airfields routinely frequented by microlights tend to regard radio as optional, and good lookout and airmanship as a valid alternative.
(9) Depending upon type, stall speeds are likely to be around 25-35 kn CAS (IAS varies wildly), cruise 40-70 kn CAS (100kn CAS in a few of the more exotic new types). They are all non-aerobatic, generally limited to 60° of bank and +4g.
A few Types (3-axis only, and my private opinion only)Good 1-seaters: MW5, Phantom
Bad 1-seaters: Tiger Cub, Goldwing, Rans S4
Good 2-seaters: Spectrum, X'Air, Shadow CD, Renegade Spirit, MW6S, Chevvron, Easy Raider, Thruster T600, Snowbird
Mediocre 2-seaters: AX3, Rans S5, Aviasud Mistral, Shadow BD
Bad 2-seaters: MW6T, AX2000, Shadow DD, Kolb Twinstar, Thruster TST
G
[ 04 December 2001: Message edited by: Genghis the Engineer ]
Joined: Apr 2000
Posts: 438
Likes: 3
From: South of YSSY
Dupre,
Beware control "reversal" at least in the sense of how bank and pitch are controlled. In a microlight, moving the bar to the left puts the right wing down and the aircraft turns right! In a 3-axis, moving the control-column left produces left bank and a left turn.
Ditto pitch...in a microlight, pushing bar forwards increases AOA (and reduces airspeed), the direct opposite of 3-axis.
Think "wing" when turning...want to turn left, put left wingtip down and forget about which way the bar has to move, that will become instinctive.
The cardinal rule about microlights:- "Pitch is airspeed and power is altutude".
If you make the transition I hope ypu have many hundreds of happy flying hours.
Beware control "reversal" at least in the sense of how bank and pitch are controlled. In a microlight, moving the bar to the left puts the right wing down and the aircraft turns right! In a 3-axis, moving the control-column left produces left bank and a left turn.
Ditto pitch...in a microlight, pushing bar forwards increases AOA (and reduces airspeed), the direct opposite of 3-axis.
Think "wing" when turning...want to turn left, put left wingtip down and forget about which way the bar has to move, that will become instinctive.
The cardinal rule about microlights:- "Pitch is airspeed and power is altutude".
If you make the transition I hope ypu have many hundreds of happy flying hours.
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Joined: Feb 2000
Aviation Qualifications: CPL
Posts: 14,480
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From: UK
But before you get totally confused, Criticalmass is talking about weightshift controlled microlights, which are a rather different beast from 3-axis controlled microlights (which are essentially just smaller light aircraft, and what I was talking about).
G
G
