Microlight Aircraft - The Pegasus Quantum is a British two-seat ultralight trike designed and manufactured by Pegasus Aviation and later P&M Aviation. The aircraft was delivered as a completed aircraft.
In the early 2000s, Pegasus Aviation merged with rival Mainair Sports to form P&M Aviation and production of the Quantum continued but moved from the Pegasus factory in Marlborough, Wiltshire to the Mainair factory in Rochdale. As the company rationalized the two aircraft lines, Quantum production was dedicated. In 2012, the manufacturer stated "This aircraft is no longer in production... Full spare parts and support are still available and will remain so for the foreseeable future. Complete aircraft can still be produced, but only by special request."
Microlight Aircraft
The Quantum was conceived as an exclusive travel trike for long-haul flights. It was designed to comply with the Fédération Aéronautique Internationale microlight category, including the category's maximum gross weight of 450 kg (992 lb). It is also certified to meet UK BCAR Section 'S' and German DULV ultralight certification. The aircraft has a maximum gross weight of 409 kg (902 lb). It has a high wing for hang gliders with cable stays, weight displacement controls, a two-seat tandem, op-cockpit, tricycle landing gear and a single shaft in pusher configuration.
X'air Falcon 912 Fixed Wing Microlight
The aircraft is constructed of aluminum tubes bolted together, with the twin-sided Pegasus Q2 wing covered in Dacron fabric. Its 10.4 m (34.1 ft) span wing is supported on a king post with a tube and uses an "A" frame control stick. The Quantum line includes a range of models that include various option packages and gins.
Quantums have been used for a number of record flights, including the first microlight round-the-world flight flown by Brian Milton and Keith Reynolds in the Quantum 912 Global Flyer between March 14 and July 21, 1998.
I immediately ordered the newest and most proven microlight, a Pegasus Quantum 912. It had a nice all-wing that I was comfortable with, and its gin - a Rotax 912 - was four-stroke, four-cylinder, and far more reliable than the two-stroke twin Gines I'd been flying up until then. It also had dual ignition, two spark plugs in each cylinder, a convenience for sea crossings. Although Keith flew Microlights as a test pilot for competitor Medway, which also had a fine wing but less advanced trike, he favored a Pegasus 912.[4]
The base model without cockpit cover and powered by the Rotax 503, two-cylinder, air-cooled two-stroke engine with 37 kW (50 hp). Standard equipment supplied included a flight trim, four-wheel suspension and brakes. The price in 2000 was $14,000 ready to fly.
The British Microlight Aircraft Association
The intermediate model, which has an instrument panel, wheel pants, retractable wing-mounted pylon with gas spring, pylon cover, extra storage space and is powered by the Rotax 582, two-cylinder, liquid-cooled, two-stroke Gine of 48 kW (64 hp). Price in 2000 was $16,500, ready to fly.
The High-D model, which offers a full cockpit cover, windshield and extra storage space, and is powered by the 60 kW (80 hp), liquid-cooled, four-cylinder, four-stroke Rotax 912 engine. The price in 2000 was $30,000 ready to fly. "Ultralight aircraft" redirects here. For the scope of the term as defined in the United States, see Ultralight aircraft (United States).
Ultralight aviation (called ultralight aviation in some countries) is the flight of light, single- or two-seat, fixed-wing aircraft. Some countries distinguish between weight-shift control aircraft and traditional three-axis control aircraft with ailerons, elevator and rudder, calling the former "ultralight" and the latter "ultralight".
During the late 1970s and early 1980s, fueled largely by the hang gliding movement, many people sought out an affordable powered flight. As a result, many aviation authorities have established definitions for light, slow-flying aircraft that may be subject to minimum regulations. The resulting aircraft are commonly referred to as "microlights" or "microlights", although weight and speed restrictions vary from country to country. In Europe, the Sporting Definition (FAI) limits the maximum stall speed to 65 km/h (40 mph) and the maximum take-off weight to 450 kg (992 lb) or 472.5 kg (1,042 lb) when a ballistic parachute is installed. The definition means that in the event of a gin failure, the aircraft has a low landing speed and a short landing roll.
Yellow Microlight Aircraft Hi Res Stock Photography And Images
In most rich countries, micro or ultralight aircraft now account for a significant proportion of the world's civil aircraft. For example, in Canada, as of February 2018, the microlight fleet accounted for up to 20.4% of all registered civil aircraft.
In other countries that do not register microlights, such as the United States, their share of the total fleet is not known. In countries where there are no specific additional regulations, microlights are considered normal aircraft and are subject to aircraft and pilot certification requirements.
May carry only one passenger if the pilot holds an Ultralight aircraft passenger rating; may operate at a controlled airport without prior consultation
When used as both seaplane/helicopter and landplane/helicopter it falls under both MTOW limits as the case may be
Microlight In Tests For Commercial Operations
Requires helmet only for OP Cockpit aircraft. It is prohibited to fly over populated areas and crowds.
225 kg (2 places), with permitted additional weight for rescue parachutes up to 11 kg and for swimmers up to 28 kg
Overflyable area: uncontrolled airspace over unpopulated areas, prohibited within 3 km of the point of departure and landing at any other point.
Less than 5 US gallons (19 L) of fuel capacity, an empty weight of less than 254 pounds (115 kg), a maximum speed of 55 knots (102 km/h or 64 mph) and a maximum stall speed of no more than 24 knots (45 km/h or 27.6 mph). May only be flown over uninhabited areas.
Raf's Eco Friendly Fuel Takes Next Landmark Step
In Australia, microlight aircraft and their pilots can register with either the Hang Gliding Federation of Australia (HGFA)
Pilots of fixed-wing or para-engine powered aircraft do not need a certificate unless their weight with a full tank of fuel is more than 75 kg (165 lb), but they must comply with air traffic regulations.
For heavier microlights, current UK regulations are similar to European ones, but do not include helicopters and autogyros.
Apart from the very first aircraft, all two-seat British microlights (and until 2007 all single-seats) must meet an airworthiness standard. BCAR section S
Learn To Fly Microlight Aircraft
In 2007, Single Seat DeRegulated (SSDR), a subcategory of single seat aircraft, was introduced, giving owners more freedom to modify and experiment. Until 2017, the airworthiness of all single-seat microlights was solely the responsibility of the user, but pilots must hold a microlight certificate.
The United States FAA's definition of an ultralight aircraft differs markedly from that of most other countries and can cause some confusion when the subject is discussed. The applicable regulation in the US is FAR 103 Ultralight Vehicles. In 2004, the FAA introduced the "light sport aircraft" category, similar to microlight categories in some other countries. Ultralight aviation is represented by the United States Ultralight Association (USUA), which serves as the United States Aeroclub's representative to the Fédération Aéronautique Internationale.
Advances in batteries, motors, and motor controls have resulted in some practical mass-produced electric propulsion systems for some ultralight applications. In many ways, microlights are a great application for electric power, with some models able to fly at low power, allowing longer flights on battery power.
In 2007, the first pioneer in this field, Electric Aircraft Corporation, began offering gine kits to convert ultralight weight-shifting trikes to electric propulsion. The 18 hp motor weighs 12 kg (26 lb) and designer Randall Fishman claims 90% efficiency. The battery consists of a 5.6 kWh lithium polymer battery that offers 1.5 hours of flight time in the trike application. In 2007, the company claimed 60 cts for in-flight charging.
Insight Into Microlight Flying
A major obstacle to the adoption of electric propulsion for ultralight aircraft in the United States is the weight of the battery, which despite attempts to consider it fuel, is considered part of the aircraft's empty weight.
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