Basic ultralight, tricycle landing gear, with rigid wing. Now with a full closed cabin.

Stall: 26 kt / 30 mph / 48 kmh
Cruise: 78 kt / 90 mph / 145 kmh
VNE: 96 kt / 110 mph / 177 kmh
Empty Weight: 220 kg / 485 lbs
MTOW Weight: 500 kg / 1102 lbs
Climb Ratio: 1000 ft/min / 5 m/s
Glide Ratio: 12:1
Take-off distance (50ft obstacle): 330 ft / 100 m
Landing distance (50ft obstacle): 330 ft / 100 m

A two place, side by side with trigear or tail wheel. First flown in 1989.

Engine: Rotax 582, 65 hp
HP range: 55-74
Height: 6.9 ft
Length: 22.4 ft
Wing span: 33.8 ft
Wing area: 177.4 sq.ft
Empty weight: 484 lb
Gross weight: 980 lb
Fuel capacity: 17 USG
Top speed: 100 mph
Cruise: 70 mph
Stall: 20 mph
Range: 289 sm
Rate of climb: 1000 fpm
Takeoff dist: 200 ft
Landing dist: 100 ft
Service ceiling: 10,000 ft
Seats: 2
Landing gear: nose or tail

The Mistral two axis was a side by side two seat single engined flex wing aircraft. Wing has swept back leading and trailing edges, and tapering chord; no tail, canard wing. Pitch control by fully flying canard; yaw control by tip rud¬ders; no separate roll control; control inputs through stick for pitch/yaw. Wing braced from above by kingpost and cables, front below by cables; wing profile based on Pterodactyl; 60% double surface. Undercar¬riage has three wheels in tricycle formation; bungee suspension on all wheels. No ground steering. No brakes. Aluminium tube framework, without pod. Engine mounted below wing driving pusher propeller. Drawn aluminium tubing manufactured to British HT30TF specification. Terylene sailcloth wing.

The Mistral was in concept a two seater Pterodactyl, produced with Pterodactyl director Jack McCornack’s bles¬sing. Much of the design was scaled up from the American machine, including the wing profile, which is Pterodactyl derived.

Though neither fast nor elegant, the Mistral did prove quite robust and offered full dual controls, a combination which appealed to training schools. A total of eight two axis machines were built, of which the first three used Cuyuna 430R engines. Later aircraft were fitted with a Robin EC44, which is considerably more powerful.
The Mistral three axis is the same as the two axis Mistral except: conven¬tional three axis control (unconventional three axis optional). Roll control by spoilers; control inputs through stick for pitchlroll (pitch/yaw optional) and pedals for yaw (roll optional).

The original idea behind the three axis Mistral was to make the aircraft suitable for crop spraying, but though test pilot Graharn Andrews did extensive trials with spraying equipment, in fact no aircraft were ever sold for agricultural purposes.

Three aircraft were produced with three-¬axis control, of which two were conventional¬ly arranged, and the third had yaw and roll controls reversed, with the stick operating the rudders and pedals controlling the spoilers. All three aircraft used the Robin EC44 engine.

Two axis
Engine: Cuyuna 430R, 30 hp.
Propeller diameter 54 inch, 1.37 m.
Reduction ratio 2.0/1.
Power per unit area 0.12 hp/sq.ft, 1.3 hp/sq.m.
Fuel capacity 4.8 US gal, 4.0 Imp gal, 18.2 litre.
Empty weight 285 lb, 129kg.
Max take off weight 685 lb, 311kg.
Payload 400 lb, 182kg.
Max wing loading 2.74 lb/sq.ft, 13.4 kg/sq.m.
Max power loading 22.8 lb/hp, 10.4kg/hp.
Length overall 14.3 ft, 4.36 m.
Height overall 11.0ft, 3.35m.
Wing span 40.0ft, 12.19m.
Chord at root 6.6 ft, 2.01 m.
Chord at tip 5.5ft, 1.68m.
Dihedral 3 deg
Sweepback 10 deg approx.
Canard span 7.0ft, 2.13m.
Canard chord 1.5 ft, 0.46 m.
Total wing area 261 sq.ft, 24.2 sq.m.
Main wing area 250 sq.ft, 23.2 sq.m.
Canard area 11 sq.ft, 1.0 sq.m.
Total rudder area 6.0 sq.ft, 0.56 sq.m.
Wing aspect ratio 6.6/1.
Wheel track 7.0 ft, 2.13 m.
Wheelbase 7.0 ft, 2.13 m.
Nosewheel diameter overall 15 inch, 38 cm.
Main wheels diameter overall 18 inch, 46 cm.
Skis: standard adult skis, length reduced to 3 ft, 0.91 m.

Three axis
Engine: Robin EC44, 40 hp at 6000 rpm.
Propeller diameter 54 inch, 1.37 m.
Toothed belt reduction, ratio 2.3/1.
Max static thrust 280 lb, 127 kg.
Power per unit area 0.16hp/sq.ft, 1.7 hp/sq.m.
Fuel capacity 4.8 US gal, 4.0 Imp gal, 18.2 litre.
Empty weight 285 lb, 129kg.
Max take off weight 685 lb, 311kg.
Payload 400 lb, 182kg.
Max wing loading 2.74 lb/sq.ft, 13.4 kg/sq.m.
Max power loading 17.1 lb/hp, 7.8kg/hp.
Length overall 14.3 ft, 4.36 m.
Height overall 11.0ft, 3.35m.
Wing span 40.0ft, 12.19m.
Chord at root 6.6 ft, 2.01 m.
Chord at tip 5.5ft, 1.68m.
Dihedral 3 deg.
Sweepback 10 deg approx.
Canard span 7.0ft, 2.13m.
Canard chord 1.5 ft, 0.46 m.
Total wing area 261 sq.ft, 24.2 sq.m.
Main wing area 250 sq.ft, 23.2 sq.m.
Canard area 11 sq.ft, 1.0 sq.m.
Total rudder area 6.0 sq.ft, 0.56 sq.m.
Total spoiler area 1.5 sq.ft, 0.14 sq.m.
Wing aspect ratio 6.6/1.
Wheel track 7.0 ft, 2.13 m.
Wheelbase 7.0 ft, 2.13 m.
Nosewheel diameter overall 15 inch, 38 cm.
Main wheels diameter overall 18 inch, 46 cm.
Skis: standard adult skis, length reduced to 3 ft, 0.91 m.
Max level speed 45 mph, 72 kph.
Never exceed speed 55 mph, 88kph.
Max cruising speed 45mph, 72kph.
Economic cruising speed 40mph, 64kph.
Stalling speed 20 mph, 32 kph.
Max climb rate at sea level 400 ft/min, 2.0 m/s.
Best glide ratio with power off 9/1 at 35 mph, 56 kph.
Take off distance 200 260 ft, 60 80m.
Landing distance 200 260ft, 60¬80m.
Range at average cruising speed 80 mile, 129 km.

The Bat Hawk is a South African “Light Sport Aircraft” designed and built for African conditions. The Bat Hawk is a high wing monoplane with the crew of two seated side by side in an under slung tubular framed structure surrounded by a glass fibre composite fairing.

It features a strut braced high wing, a two-seats in side-by-side configuration open cockpit, fixed tricycle landing gear and a single Rotax engine in tractor configuration.

A conventional 3-axis light sport aircraft, the Bat Hawk has twin seats positioned side-by-side for full dual control and both crew members are protected from the weather by an aerodynamic fibreglass pod and large wrap-around windshield.

The propeller and the engine are mounted in a tractor position above and ahead of the crew. The empennage is conventional in location and layout. The undercarriage is a tricycle arrangement with a steerable nose-wheel. The wing, which is strut and lift wire braced, has two tubes forming the spars, one at the leading edge and one at the rear edge of the wing. All the above parts are manufactured from corrosion resistant aluminium alloy and stainless steel wires, whilst the air-frame and wings are covered with tensional Dacron sailcloth.

The Bat Hawk’s cockpit is very similar to that of a helicopter with excellent forward visibility as well as to both sides.

Attached to the rear spar are full span flaperons of similar construction and covering. They work independently as ailerons and together as flaps. There is no flap position indicator but approximate settings can be determined from the flap selector angle. Maximum flap movement is restricted by a limit stop mounted on the flap lever quadrant.

The fin, rudder, tail plane and the elevator are also of similar materials and construction. Tubes form the leading and trailing edges with the section being flat sided between. The rudder is actuated by cables running from the pedals. A control stop for the pedals is fitted at the front of the fuselage tube. The ailerons are controlled by cables from a torque tube connected to the central control stick, which has a built-in control stop. The elevator is actuated by a push/pull cable attached directly to the control stick which has built-in stops.

The main wide track undercarriage has the wheels supported by an inverted ‘V’ shaped glass fibre channel which, due to the material used, also acts as an effective spring. The nose wheel is held by two hydraulic shock absorbers, fixed directly to the top plate through a bearing which in turn is attached to the main fuselage cross tube. The shock absorber system allows the Bat Hawk to operate on rough terrain. The tried and tested Black Max Disc brake system is fitted to simultaneously actuate these brakes my means of a hand lever on the control stick. Differential braking is not provided and directional control on the ground is achieved by nose wheel steering. A MGL EMS is installed as standard equipment and enables one to monitor all 2 CHT’s and 4 EGT’s, voltage, oil pressure, oil temperature and RPM simultaneously.

The aircraft is supplied as a complete ready to fly and complies with the ASTM2245-12c Build Standard rules and regulations as well as South African Civil Aviation Type Approval.

Engine: Rotax, 100 H.P.
Wingspan: 9,50m
Length: 18.19 feet (5.544m)
Height: 3,20m
Empty weight: 573.2 lbs (260 kg)
MTOW: 1204.2 lbs (540 kg)
Maximum fuel: 123.0 lbs (56 kg)
Minimum solo crew weight: 163 lbs (74 kg)
Useful Load: 280 kg
Average dual crew weight 396.8 lbs (180 kg)
Take-off weight with full fuel/average crew 1100.0lb (499 kg)
Cruise Speed: 77 knots
Vne: 92 knots
Stall Speed: 36 knots
Take-off Run: 30-50m
Landing length: 50-60m
Undercarriage wheel track: 5.42 feet (1.652m)
Main wheel size: 8.00 x 6.ins
Nose wheel size: 4.00 x 4.ins

Continuing development and improvements to the B10 design resulted in the B20 model. Requests kept flooding in to the factory for a two-seater version and it was not long before the B22 came on the scene. Sporting dual seats and controls. In 1985 the Micro Aviation NZ Ltd, B22 Bantam, made its successful maiden flight from the company’s Te Kowhai base – a two-place microlight. At the hands of Max Clear, co-founder of the company, the aircraft began a series of proving flights. The B22 model is aimed at the flight training market.

Basically a stretched version of the popular B20, the side-by-side two-seater incorporates a number of new design features including lift struts which replace the two outer flying wires to each wing. However whilst the two inner flying wires have been retained, gone is the familiar kingpost and associated landing wires. A redesigned empennage now means that fin and stabilizer are interchangable, reducing complexity and keeping construction cost down. These refinements were to be incorporated into all future production B20 models as well.

A redesigned wing, incorporating a higher lift aerofoil section, utilises similar construction techniques as the single seat Bantam but an increased span – now 32 feet – gives the B22 162 square feet of wing area – an increase of more than 10 percent. Full span flaperons have been retained. Power is supplied by the Austrian Rotax 503 with an integral gearbox driving a locally manufactured 62″ x 36” Perry prop. Fuel is contained in a 29 litre cylindrical aluminium tank (sufficient fuel for more than 2.5 hours of flying) designed and manufactured by John Smith, the other partner in this venture. Situated directly behind the seats, the tank has an external site gauge easily visible in flight. A wide fibreglass pod and windshield, designed by Micro Aviation and built by Ultralight Aircraft Manufacturing at Ardmore, provides protection while permitting excellent visibility.

Six B-22 Bantams were built, the first flying on 15 January 1986, and – after the paperwork had exceeded the weight of the B-22 Bantam and test pilots had flown a trouble free 150 hours – the type certificate came to hand.
Further impetus to the project was added by the constant stream of visitors to the Te Kowhai hangar, more than a few matching enthusiasm with orders. With a more powerful Rotax 582 engine, it became the standard production model in 1986. Twenty B-22s were completed during 1986; the 50th Bantam being completed shortly after Christmas 1986.

An agricultural spraying version was designated the B22AG.

When the Jabiru engine was first fitted to the B22 it was called the B22J Bantaroo, though this label was soon dropped. The B22J increased gross weight from 377kg to 430kg.

Not that development stopped here either, although all of the models were Type approved in New Zealand, it was found that in order to gain both International recognition and approval to use the aircraft as a trainer, called for the production of a fully Certified version.

As a result the factory geared itself up for this mammoth task. The wing was re-designed with a wider chord, shorter span and Clark-Y airfoil section, plus two more ribs. Changes were also made to the tail section, flaperons and cockpit, to name a few. The New Zealand Department of Civil Aviation supervised, tested and advised throughout this long drawn out process, finally awarding the new B22S full certification status in 1995.

Refinements made the vertical stabiliser and rudder interchangeable with the horizontal stabiliser and more eyebolts in the aileron and rudder and new instrument panel. With the introduction of the B22S in 1994, the serial sequence changed to year then number, at 94-001. The S suffix related to the British CAR regulation section S, including a fuel cock and a shortened fuel tank.

The Bantam B22S and B22J (with the new Jabiru 4-stroke engine) models are marketed in a number in a number of countries with in excess of 240 units having been produced. A paraplegic version with modified flght controls was also available.

Under development in 2009 was the B22UL powered by a ULPower UL260i engine with Full Authority Digital Engine Control, producing 71kW (95hp).

Gallery

Stall: 23 kt / 26 mph / 43 kmh
Cruise: 56 kt / 64 mph / 104 kmh
VNE: 80 kt / 92 mph / 148 kmh
Empty Weight: 176 kg / 388 lbs
MTOW Weight: 430 kg / 948 lbs
Glide Ratio: 7:1
Take-off distance (50ft obstacle): 100 ft / 30 m
Landing distance (50ft obstacle): 100 ft / 30 m

Engine: Rotax 503, 48 hp.
Wing span: 9.8m
Length: 5.5m
Empty wt: 144kg
MAUW: 356 kg
Max cruise: 104 kph
Range: 260km

Engine: Rotax 532, 64 hp.

Engine: Rotax 582, 63 hp
Wing span: 9.03 m
Wing area: 15.1 sq.m
MAUW: 378 kg
Empty weight: 176 kg
Fuel capacity: 40 lt
Max speed: 113 kph
Cruise speed: 105 kph
Minimum speed: 42 kph
Climb rate: 3.4 m/s
Certification: BCAR S
Seats: 2
Price (1998): £18,794

B22J
Engine: 4 cylinder Jabiru 2.2 lt.
Gross weight: 430kg

B22S
Engine: Rotax 582

B22UL
Engine: ULPower UL260i, 95 hp.

The B-10, too heavy for Class 1 microlight operation, was refined into the lighter B-20 with a new wing and tailplane section, less drag and a lighter engine. Refinements to the B10 design included pull-on sailcloth and fabricated ribs, resulting in the B20 designation. Appearing much trimmer and performing as well, if not better, than the heavier and more elaborate B-10 Bantam. First flown on 23 December, the B-20 was designed specifically to a lower empty weight in order to meet the microlight philosophy of a very basic flying machine. The result was a Bantam with somewhat better performance than the B-10 and the only penalty being a smaller fuel tank with consequently less endurance. The geared Rotax fitted to the B-20 is much quieter than the belt driven version fitted to the B-10, one B-10 owner has already made the conversion to a geared engine.
Designed by the Max Clear and John Smith design team at Te Kowhai, the B-20 has replaced the B-10 on the production line. The first production B-20 (s/n 0015) was delivered south by pilot Otto Gram to the South Island’s West Coast in early February. After a production run of 17 were built during 1985, the B-20 itself was superseded by the B-22. Two were exported to Australia. There were minor differences, the most significant being the “flaperons” which enhanced an already excellent take-off performance with a reduced approach speed. Conventional 3-axis controls.

Whereas the B 10 was an individually constructed (or at least individually finished) aircraft, the B 20 was the built as the start of the assembly line at Micro Aviation at Te Kowhai.

The B 20 had the same basic airframe as the B 10 but with a differently shaped pod and without the drooped wingtips. It had a tapered wing and a different airfoil to the B 10. It also had pre-sewn covers for the flying surfaces (whereas the B 10 had ceconite fabric glued to the airframe). Original examples had a Rotax 447 engine. 15 Bantam B 20s were made at Te Kowhai before production geared up with Micro Aviation producing the two seat Bantam B 22.

Whereas the B 10 was an individually constructed (or at least individually finished) aircraft, the B 20 was the built as the start of the assembly line at Micro Aviation at Te Kowhai.

The B 20 had the same basic airframe as the B 10 but with a differently shaped pod and without the drooped wingtips. It had a tapered wing and a different airfoil to the B 10. It also had pre-sewn covers for the flying surfaces (whereas the B 10 had ceconite fabric glued to the airframe). Original examples had a Rotax 447 engine. 15 Bantam B 20s were made at Te Kowhai before production geared up with Micro Aviation producing the two seat Bantam B 22.

Engine: Rotax 447, 40 hp.
Wing span: 8.69m.
Length: 5.15m.
Empty wt: 114 kg.
MAUW: 250 kg.
Max cruise: 93 kph.
Range: 170 km.

Of all metal construction, the Pulsar III’s use of an aerofoil section for the leading edge spar plus round-out improved its speed range and low-end performance.

Pulsar III
Engine: Rotax 582, 64 hp
Wing span: 9.2 m
Wing area: 15 sq.m
MAUW: 450 kg
Empty weight: 146 kg
Fuel capacity: 60 lt
Max speed: 160 kph
Cruise speed: 130 kph
Minimum speed: 50 kph
Climb rate: 6 m/s
Fuel consumption: 10 lt/hr
Certification: Espagnole
Seats: 2
Price (1998): 135 000 Fttc
Kit price (1998): 71 900 Fttc