In case anyone has missed it, the CAA is proposing to extend the present single-seat deregulated (SSDR) category, introduced in 2007, to include all single-seat microlights. It has opened the consultation here:
http://www.caa.co.uk/default.aspx?catid ... geid=15117
This opens up some very interesting possibilities...
CAA consultation on deregulating single-seaters
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Nick Allen
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Richard Mole
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Re: CAA consultation on deregulating single-seaters
Nick,
Yes indeed. For example Section S specifically disallows aerobatics - so unless I am mistaken, aerobatics WILL now be allowed in single seat microlights if the proposed de-regulation comes into force.
Yes indeed. For example Section S specifically disallows aerobatics - so unless I am mistaken, aerobatics WILL now be allowed in single seat microlights if the proposed de-regulation comes into force.
Richard
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Brian Hope
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Re: CAA consultation on deregulating single-seaters
Hi Richard, good to see you at the Rally. SSDR single seaters to the proposed 300kg all up weight will not be subject to Section S, so if a designer can produce a suitable aerobatic aircraft within the weight and stall speed parameters then I see no reason why it can't be aerobatted.
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Richard Mole
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Re: CAA consultation on deregulating single-seaters
Hi Brian,
that's what I had in mind as there would seem to be no technical reason why not. For instance there are some ULM CriCri with wings of slightly increased chord that stall within the 65 kph requirement flying in France (although I am doubtful whether the builders have the designer's support for this modification from what I have heard on the grapevine; never a fully reliable source of information!). The aerobatics have to be seen to be believed.
Having removed an empty weight restriction of 115 kgs and the requirement for a very large wing (to give an empty weight wing loading of no more than 10 kg/m2) there is ample scope for the extra material required to strengthen the structure for sensible aerobatic g limits, and so on. Of course its rather unlikely that someone could produce a single seat microlight that could compete with the much larger and very much more powerful specialist aerobatic machines. But there may be those who would want to do modest positive g aeros. At present one cannot exceed a 60 deg tight turn in a single seat microlight and stay legal !
Barry Smith's Acro Advanced first flew 20 years ago and although its mauw of 341 kg takes it outside the single seat microlight maximum limitation it should serve as ample inspiration.
In awe of how you keep up the brilliant standard of the magazine month after month, all the best Richard
that's what I had in mind as there would seem to be no technical reason why not. For instance there are some ULM CriCri with wings of slightly increased chord that stall within the 65 kph requirement flying in France (although I am doubtful whether the builders have the designer's support for this modification from what I have heard on the grapevine; never a fully reliable source of information!). The aerobatics have to be seen to be believed.
Having removed an empty weight restriction of 115 kgs and the requirement for a very large wing (to give an empty weight wing loading of no more than 10 kg/m2) there is ample scope for the extra material required to strengthen the structure for sensible aerobatic g limits, and so on. Of course its rather unlikely that someone could produce a single seat microlight that could compete with the much larger and very much more powerful specialist aerobatic machines. But there may be those who would want to do modest positive g aeros. At present one cannot exceed a 60 deg tight turn in a single seat microlight and stay legal !
Barry Smith's Acro Advanced first flew 20 years ago and although its mauw of 341 kg takes it outside the single seat microlight maximum limitation it should serve as ample inspiration.
In awe of how you keep up the brilliant standard of the magazine month after month, all the best Richard
Richard