The Wombat, which is available in two basic versions comes with a tricycle undercarriage, but in its Bunyip form is a tail dragger aircraft. Construction is Dacron covered aluminium structure. Development work is continuing and a powerplant change to the English Huntington Field engine is currently being planned.
Bunyip
Engine: Fuji Robin 440
Prop: 144cm x 96cm pitch
Wingspan: 8.41 m
Length: 4.7m
Weight: 150kg
Fuel capacity: 23 ltr
Econ cruise speed: 50 kts
Stall: 27kts
In 1983 ULAC is working on a MX PUL 425 engined single seater of the X-99, called the X 77, but no other details were available.
Tandem two seat single engined high wing monoplane with conventional three axis con¬trol. Wing has unswept leading and trailing edges, and constant chord; V tail. Pitch/yaw control by elevon; roll control by one third-span spoilers; control inputs through stick for pitch/roll and pedals for yaw. Wing braced from above by kingpost and cables, from below by cables; wing profile 100% double surface. Undercarriage has three wheels in tail dragger formation; steel spring suspension on tailwheel and suspension on main wheels. Push right go right tailwheel steering connected to yaw control. Brakes on main wheels. Aluminium tube framework, with optional pod. Engine mounted below wing driving pusher propeller.
Georges Borgeaud, the president of ULAC, acquired on the 14 August 1981 the rights to sell in Europe and Africa the Maxair Hummer. Starting with the basic single seater model designed by the late Klaus Hill, ULAC has developed its own tandem two seater, the X 99. The transformation principally in¬volved raising and reinforcing the wing, increasing the track of the undercarriage, the addition of spoilers to change the machine into a conventional three axis control aircraft and finally the adoption of the Hirth motor.
The prototype made its first flights at the beginning of 1982 above the Californian desert near to Salton Sea. For the distribution of this aircraft, George Borgeaud built a factory at Monthey in the Vallais area in Switzerland. Shown at the first European Salon of Microlights at Lyon Bron in Septem¬ber 1982, and later at the microlight assembly at Blois in France, this machine met with considerable success amongst the established pilots at whom it is aimed. Georges has consistently followed an intelligent sales policy, hinged on safety, and will only sell this aircraft in Europe to qualified private pilot’s licence holders.
Ready to fly X 99s cost US$8650 in 1983 ex works for the standard version, trailer included. Standard are compass, ASI, altimeter, rev counter and CHTG. As an option, it can have climb, turn and slip gauges. Its spoilers can be used together as air brakes and the machine can be flown solo (from the front seat) without any modification. The rear seat can be replaced by a large supplementary fuel tank and other options include skis, floats, pod, main wheel fairings, dual controls, a second instrument panel for the rear seat and a three blade propeller.
Georges was working on a new wing design which can be rigged in two different spans 32.8 ft or 45.9 ft (10.00 or 14.00 m), and the larger span would bring the X 99 comfortably within British ultralight law.
Length overall 17.1 ft, 5.75 m]
Height overall 8.8 ft, 2.65 m
Wing span 34.1 ft, 10.40 m
Constant chord 4.4ft, 1.32 m
Sweepback 0 deg
Tailplane span 8.2 ft, 2.50 m
Fin height 2.1ft, 0.90m
Total wing area 147 sq.ft, 13.7 sq.m
Total spoiler area 1.9 sq.ft, 0.18 sq.m
Tailplane area 19.4 sq.ft, 1.8 sq.m
Total elevon area 13.6 sq.ft, 1.3 sq.m
Wing aspect ratio 7.9/1
Wheel track 4.1 ft, 1.24 m
Wheelbase 7.5 ft, 2.25 m
Tailwheel diameter overall 10 inch, 26 cm
Main wheels diameter overall 14 inch, 35 cm
Floats, dimensions 10. 1 x 2.0 ft, 3.30 x 0.59 m
Skis, dimensions 2.1 x 0.6 ft, 0.87 x 0.14 m
Engine: Hirth 272R 438 cc, 40 hp at 7000 rpm
Prop¬eller diameter and pitch 54 x 30 inch, 1.37×0.76m
Toothed belt reduction, ratio 2.2/1
Max static thrust 252 lb, 114 kg
Power per unit area 0.27 hp/sq.ft, 2.9 hp/sq.m
Fuel capacity 3.2 US gal, 2.7 Imp gal, 12.0 litre in main tank
Fuel capacity 21.7 US gal, 18.1 Imp gal, 82.0 litre in reserve
Empty weight 320 lb, 145kg
Max take off weight 662 lb, 300kg
Payload 3421b, 155 kg
Max wing loading 4.501b/sq.ft, 21.9kg/sq.m
Max power loading 16.6 lb/hp, 7.5kg/hp
Load factors; +5.0, 3.0 ultimate
Max level speed 62 mph, 100 kph
Never exceed speed 71 mph, 115 kph
Max cruising speed 53 mph, 85 kph
Economic cruising speed 44 mph, 70 kph
Stalling speed 24 mph, 38 kph
Max climb rate at sea level 350 ft/min, 1.8 m/s
Min sink rate 680 ft/min at 28 mph, 3.5 m/s at 45 kph
Best glide ratio with power off 7/1 at 37 mph, 60 kph
Take off distance 180 ft, 55 m
Land¬ing distance 80ft, 24m
Service ceiling 13,100ft, 4000 m
Range at average cruising speed 75 mile, 120 km
Empty wt.: 253 lbs
Max wt.: 550 lbs
Rotor dia.: 23ft
Engine: Rotax 503
Cruise: 55 mph
Vne: 150 mph
Single seat single engined high wing monoplane with conventional three axis control. Wing has unswept leading and trailing edges, and constant chord; cruciform tail. Pitch control by elevator on tail; yaw control by fin mounted rudder; roll control by half span ailerons; control inputs through stick for pitch/roll and pedals for yaw. Wing braced from below by struts; wing profile Ga 549; double surface. Undercarriage has three wheels in tricycle formation; steel spring suspension on nosewheel and glass fibre suspension on main wheels. Push right go right nosewheel steering connected to yaw control. Brakes on main wheels. Aluminium tube framework, with pod. Engine mounted below wing driving pusher propeller.
Two prototype examples of this machine were on show at Friedrichshafen in March 1983, but the Wildente did not fly for the first time until 16 April. This machine has a welded tubular framework, which appears to have great rigidity and is also claimed to allow derigging and rigging in less than 10 min. It is sold built and ready to fly. Options include wheel fairings and a three blade propeller.
Length overall 19.4ft, 5.90m
Wing span 34.4ft, 10.50m
Constant chord 4.9ft, 1.50 m
Total wing area 166 sq.ft, 15.4 sq.m
Wing aspect ratio 7.2/1
Wheel track 5.1 ft, 1.55 m
Engine: Hirth F263, 22hp at 4000rpm
Propeller diameter 51 inch, 1.30 m
Belt reduction, ratio 1.8/1
Max static thrust 172 lb, 78 kg
Power per unit area 0.13 hp/sq.ft, 1.4 hp/sq.m
Fuel capacity 5.3 US gal, 4.4 Imp gal, 20.0 litre
Empty weight 221 lb, 100kg
Max take off weight 464 lb, 210kg
Payload 243 lb, 110kg
Max wing loading 2.79 lb/sq.ft, 13.6kg/sq.m
Max power loading 21.1 lb/hp, 9.5kg/hp
Load factors; +6.0, 3.0 ultimate
Never exceed speed 62mph, 100kph
Economic cruising speed 47 mph, 75 kph
Stalling speed 26 mph, 42 kph
Max climb rate at sea level 240 ft/min, 1.2m/s
Min sink rate 310ft/min, 1.6m/s
Best glide ratio with power off 9.5/1
Take off distance 130 ft, 40 m
Range at average cruising speed 124 mile, 200 km
At least 12 Trike units were built by Steve Edridge at Hamilton, NZ, by 1987. A mono pole type capable of being fitted with a variey of hang glider wings.
Engine: Fuji Robin 22 hp or Fuji Robin 30 hp
Engine: Rotax 277, 28 hp
Empty wt: 88 kg
MAUW: 222 kg
Cruise: 64 kph
Range: 241 km
The Lazair is a single seat twin engined high wing monoplane with conventional three axis control (unconventional three axis optional). Wing has unswept leading edge, swept forward trailing edge and tapering chord; inverted V tail. Pitch/yaw control by elevon; roll control by 40% span ailerons; control inputs through stick for pitch/yaw and pedals for yaw (stick for pitch/yaw/roll optional). Wing braced from below by struts; wing profile double surface. Undercarriage has four wheels in double tail dragger formation; no suspension on any wheels. Push right go right ground steering by differential braking (also differential engine output). Brakes on main wheels. Aluminium tube framework, without pod. Engines mounted at wing height driving tractor propellers. Aluminium alloy grades: tubing 6061T6, sheet 2024T3, plate 7075T6. Ribs made from high density plastic foam. Wing covering 2 mm Tedlar.
Ultraflight Manufacturing Lazair Article
By ultralight standards the Lazair could now be considered an old design, having been created by Dale Kramer in 1978, but continuous evolution since then has ensured that it is still a popular and highly competitive aircraft, especially with pilots who appreciate soaring ability rather than sheer power.
The concept, however, has never changed: an inverted V tail machine with high wing with foam ribs and aluminium alloy leading edge, plus of course the distinctive transparent covering which makes the Lazair look like no other aircraft. Though it still looks the same, that covering has been the subject one change, with Mylar being replaced by Tedlar in the interests of ultraviolet light resistance. The wings come off easily with just a few bolts making it ready to transport.
The more obvious alterations concern the control arrangements, the engines and the undercarriage. Originally the Lazair had a single top mounted stick with a mixer to apportion movement between the elevons and ailerons; separate rudder pedals were optional and, if ordered, could be easily disconnected in flight to bring the aircraft back to stick only control. Now the position is reversed: latest Lazairs have a conventional bottom mounted stick and rudder pedals as standard, with stick only control available to special order.
It has full three axis control. The control stick controls the ailerons and elevators, and separate rudder pedals control the rudders. The rudders and elevators are combined (ruddervators) in the turned down tail which makes the Lazair very controllable in slow flight and taxi because the air blast of the engines is directed into them.
One unique feature of this Lazair is the ability to lock the rudders and ailerons together to fly it using the stick only if you are not used to using rudders or you prefer to fly that way. You can unlock them with the flip of a knob to use rudders separately.
Units delivered by June 1981 300.
Pioneer engines of 100 cc and 5.5 hp each were normal fitment in 1981, but for 1981 these were replaced by the Rotax engines, each mated to an unusual ‘biplane’ propeller. This in turn was discarded for 1983 in favour of an injection moulded composite propeller with centre spinner and most important provision for the pitch to be adjusted on the ground.
The 1982 model came 6th in that year’s London Paris, with the non swivelling tailwheels, narrow track and additional nosewheel.
This progressive increase in thrust has made drag less critical than before, allowing Ultraflight Sales to fit a more stable, widetrack undercarriage without hurting the performance too much. En route, the additional nosewheel has been discarded and the aircraft turned into a true taildragger. Ground hand¬ling has been further improved by making the tailwheels castor and by fitting an independent disc brake on each main wheel; wheel spats are now standard equipment.
Options include floats and skis made from glass fibre reinforced polyester with a pigmented gelcoat.
The 1983 price: kit requiring 150h to complete C$6450; ready to fly C$8190.
In 1983 the Lazair II was still under development. In concept the aircraft is likely to be similar to the single seat model, again using two direct drive engines mounted on the leading edges of the wings. The engine type chosen was the WAM WAE 342, a horizontally opposed twin which is particularly powerful for its weight. The engine manufacturer’s design to certify the unit for motor glider operation had delayed deliveries and caused the postponement of the Lazair II launch from 1982.
The Lazair III is a high wing strut braced monoplane with twin engines, an inverted V tail and three axis controls. The wing has a constant tapper with upswept wing tips. Tedlar plastic covering gives the wing and tail surfaces its transparant Gossamer look which enables the operator to pre-flight nearly every nut and bolt. Engine off soaring is another feature. The latest model features a cockpit pod. Centre mounted joy stick, rudder pedals, tail wheel steerable through independent braking.
The Lazair Elite features a centre mounted joy stick, rudder pedals, tail wheel steerable through independent braking.
Engines: 2 x AB Partner 185cc, 6 hp
Static thrust, 40 lb
Max pilot wt: 230 lbs
Wingspan, 36 ft 4 in
Wing area, 142 sq.ft
Aspect ratio, 9.3
Overall length, 14 ft
Empty weight, 183 lbs
Usable payload (include fuel), 250 lbs
Wing loading, 2.8
L/D power-off glide ratio, 13:1
Cruise speed, 35 mph
Stall speed, 17 mph
Approach speed, 25mph
Flair speed, 20 mph
Liftoff speed, 20 mph
Takeoff roll distance, less than 100 ft
Rate of climb, 400
Fuel capacity, 2.5 USG
Engines: 2 x Rotax 185, 9.5hp each at 5800rpm
Propeller diameter 35 inch, 0.89 m
No reduction. Max static thrust 140 lb, 64 kg
Power per unit area 0.13 hp/sq.ft, 1.4 hp/sq.m
Fuel capacity 5.0 US gal, 4.2 Imp gal, 18.9 litre
Length overall 14. 0 ft, 4.27 m
Height overall 6.3ft, 1.93m
Wing span 36.3ft, 11.07m
Chord at root 4.8 ft, 1.47 m
Chord at tip 3.1ft, 0.94m
Dihedral 2 deg
Sweepback 0 deg
Tailplane span 6.67 ft, 2.03 m
Total wing area 142 sq.ft, 13.2 sq.m
Total aileron area 4.8 sq.ft, 0.45 sq.m
Total elevon area 8.6 sq.ft, 0.80 sq.m
Wing aspect ratio 9.34
Wheel track 3.9 ft, 1.18 m
Wheelbase 10.0 ft, 3.05 m
Tailwheels diameter overall 4 inch, 10 cm
Main wheels diameter overall 16 inch, 41 cm
Optional floats: length 10.0 ft, 3.05 m; width 25 inch, 0.65 m; height 14 inch, 0.36 in
Weight of pair including mounts 60 lb, 27 kg
Optional skis: length 68 inch, 1.72 m; width 13.5 inch, 0.34 m
Weight each 13 lb, 5.9 kg
Empty weight 2101b, 95kg
Max take off weight 530lb, 240kg
Payload 3201b, 145kg
Max wing loading 3.73lb/sq.ft, 18.2 kg/sq.m
Max power loading 27.9lb/hp, 12.6kg/hp
Load factors +4.0, 2.0 design
Max level speed 50 mph, 80 kph
Never exceed speed 55 mph, 88 kph
Max cruising speed 45 mph, 72 kph
Economic cruising speed 40 mph, 64 kph
Stalling speed 20 mph, 32 kph
Max climb rate at sea level 400 ft/min, 2.0 m/s
Min sink rate 200 ft/min at 23mph, 1.0m/s at 37kph
Best glide ratio with power off 12/1
Take off distance 100ft, 30m
Landing distance 75 100ft, 23 30m
Range at average cruising speed 165 mile, 265 km
Lazair III
Empty wt: 220 lbs
Wing span: 36’4”
Wing area: 144 sq.ft
Height: 6’4”
Length: 14’
Fuel cap; 5 USG
Construction: Aluminium, Tedlar
Engine: 2 x Rotax 185 (370 cc) 38 hp
Prop: 71 cm composite
Max wt: 490 lbs
Stall: 22 mph
Max speed: 60 mph
Vne: 65 mph
Cruise speed: 26 kts, 50% power
Climb rate: 400 fpm @ 30 mph
Design limit: +4, -2g
Glide ratio: 13-1
Wing loading: 3.4 lbs/sq.ft
Power loading: 12.89 lbs/hp
Lazair Elite
Empty wt: 254 lbs
Wing span: 36’4”
Wing area: 142 sq.ft
Height: 6’4”
Length: 14’
Fuel cap; 5 USG
Construction: Aluminium, Tedlar
Engine: 2 x JPX PUL 425 (425 cc) 40 hp
Static thrust: 190 lbs
Max wt: 464 lbs
Stall: 23.8 mph
Max speed: 62 mph
Vne: 70 mph
Climb rate: 700 fpm @ 30 mph
Design limit: +6.6, -2.8g
Glide ratio: 10-1
Wing loading: 3.27 lbs/sq.ft
Power loading: 11.6 lbs/hp
Ultraflight Sales Lazair
Stall: 22 kt / 25 mph / 40 kmh
Cruise: 35 kt / 40 mph / 64 kmh
VNE: 56 kt / 65 mph / 105 kmh
Empty Weight: 95 kg / 210 lbs
MTOW Weight: 240 kg / 530 lbs
The Sparrow Hawk is a twin boom, twin fin, ultralight aircraft built with mixed construction including Kevlar, Carbon Fiber, Polyurethane Foam, a Rotax 532 four-stroke engine in Pusher configuration, and features a cantilever shoulder wing, fixed landing gear and two seat enclosed cockpit. Former Boeing design engineer Charles “Chuck” Herbst was responsible for the original design.
The public debut of the Sparrow Hawk was at the EAA Annual Convention and Fly-In in July 1985, when two Sparrow Hawks attended, registered N5793F and N5832M. The manufacturer and model of N5793F is recorded by the Federal Aviation Administration (FAA) as an “Ultralight Aircraft Ltd Sparrow Hawk Mk II”, while N5832M is recorded as an “Aero Dynamics Ltd Sparrow Hawk MkII”.
Seven were manufactured by Aero Dynamics Limited.
Although it did fly, the SparrowHawk was a somewhat marginal airplane that needed redesign to correct a number of problems including empennage flutter, drive design and some less than sufficient structure. It was also underpowered.
The design faltered and exchanged hands several times, being held longest by the same folks who owned the now failed NSI. During that period the project really went nowhere, and it was gathering dust in the corner of their shop.
A Sparrow Hawk (N23SH) is currently preserved at the Oakland Aviation Museum.
Sparrow Hawk II
Powerplant: 1 × Rotax 532, 64 hp (48 kW)
Wingspan: 34 ft 5 in (10.49 m)
Length: 17 ft 10 in (5.44 m)
Maximum speed: 105 mph (169 km/h; 91 kn)
Cruise speed: 95 mph (153 km/h; 83 kn)
Stall speed: 36 mph (58 km/h; 31 kn)
Crew: one
Capacity: one passenger
Sparrow Hawk IIB
Powerplant: 1 × 90hp Norton P62
Wingspan: 34’5″
Length: 17’10”
Useful load 700 lb
Maximum speed: 130 mph (09 km/h; 113 kn)
Cruise speed: 120 mph (193 km/h; 104 kn)
Centre mounted joy stick, rudder pedals, tail wheel steerable through rudder pedals.
Empty wt: 248 lbs
Wing span: 30’6”
Wing area: 148 sq.ft
Height: 7’
Length: 17’
Fuel cap; 4.5 USG
Construction: Aluminium, Dacron
Engine: Rotax 277 (268 cc) 28 hp
Static thrust: 230 lbs
Max wt: 500 lbs
Stall: 25 mph
Max speed: 62 mph
Vne: 75 mph
Climb rate: 800 fpm @ 35 mph
Design limit: +6, -4g
Glide ratio: 7.5-1
Wing loading: 3.42 lbs/sq.ft
Power loading: 17.86 lbs/hp
Single seat single engined mid wing mono¬plane with unconventional three axis control (conventional three axis control optional). Wing has unswept leading and trailing edges, and constant chord; V tail. Pitch/yaw control by elevon; roll control by one third span ailerons; control inputs through stick for pitch/yaw/roll (optional: stick for pitch/roll and pedals for yaw). Cantilever wing; wing profile; double surface. Undercarriage has three wheels in tricycle formation (MkIII and MkIII B), tail dragger formation (MkII); suspension on all wheels. Nosewheel steering independent from yaw control. Wood/foam/steel tube fuselage, partially enclosed (totally enclosed optional). Engine mounted above wing driving pusher propeller. Mylar wing covering.
Ultra Efficient Products Invader Article
Conceived by Nick Leighty, the prototype Invader was seen for the first time at Sun ‘n’ Fun in 1982 where it won the outstanding aircraft award, which ensured considerable success every time the aircraft appeared in public. The aircraft is covered in transparent plastic which allows the whole structure of the aircraft to be seen and is proving to be a real marketing asset.
The Invader is controlled purely through a stick in the standard version, a mixer transmitting the stick movements to the ailerons and the elevons on the V tail. It is possible, however, to build this single seater to give conventional control using the rudder bar, which is fitted anyway to control the steering. On the MkIII type (with tricycle undercarriage) it controls the nosewheel, while on the MkII (with tail dragger under-carriage) it steers the tailwheel, the undercar¬riage being the principal difference between the two versions. The wing is made up of a central section to which are joined the wings and the aileron controls and these are demountable for easy transport and garaging.
Offered as a set of plans for $60 in 1983, the cost of building an aircraft being reckoned at $1500 for material and 300 400h labour. Ribs are made of white block styr¬ofoam, hot wire cut to shape and reinforced with spruce cap strips to tie them to the spar. The geodesic structure ensures excellent rigidity and the fuselage structure is made up of 4130 chrome molybdenum steel, welded. However, the rib structure has not been well received by the European homebuilders, where there are still few people used to the idea of a ‘consumable’ aircraft, as these ribs have an expected life of around four years if the aircraft is garaged or covered when not in use.
At Sun ‘n’ Fun in March 1983 Ultra Efficient Products confirmed its intention to sell the Invader as kits during this year. At that time the machine was expected to have a Yamaha engine with reduction drive or a Zenoah G25B of 20 to 22 hp using direct drive. However, since then a MkIII B version has appeared, similar in all respects to the MkIII but with Rotax 277 power. The undercarriage configuration does not make a significant difference to the weight or per¬formance of the aircraft.
Engine: Yamaha, 14hp rpm
Power per unit area 0.10hp/sq.ft, 1.1 hp/sq.m
Fuel capacity 2.5 US gal, 2.1 Imp gal, 9.5 litre
Length overall 18.0 ft, 5.49 m
Height overall 4.0ft, 1.22m
Wing span 31.0ft, 9.44m
Constant chord 4.5 ft, 1.37 m
Sweepback 0 deg
Total wing area 140 sq.ft, 13.0 sq.m
Wing aspect ratio 6.9/1
Empty weight 165 lb, 75kg
Max take off weight 380 lb, 172kg
Payload 215 lb, 98 kg
Max wing loading 2.71 lb/sq.ft, 13.2 kg/sq.m
Max power loading 27.1 lb/hp, 12.3 kg/hp
Load factors +4, 4 design
Max level speed 55mph, 88kph
Never exceed speed 60 mph, 97 kph
Max cruising speed 40 mph, 64 kph
Stalling speed 20 mph, 32 kph
Max climb rate at sea level 500 ft/min, 2.5 m/s
Min sink rate 250 ft/min at 40 mph, 13 m/s at 64 kph
Best glide ratio with power off 14/1 at 40 mph, 64 kph
Take off distance 150 ft, 45 m
Landing dis¬tance 175 ft, 53 m
Service ceiling 4000 ft, 1220 m
Range at average cruising speed 100 mile, 161 km
Engine: Rotax 277, 28hp at 6500 rpm
Propeller diameter and pitch 44 x 15 inch, 1.12 x 0.38 m
Power per unit area 0.20hp/sq.ft, 2.2 hp/sq.m
Fuel capacity 2.5 US gal, 2.1 Imp gal, 9.5 litre
Length overall 18.0 ft, 5.49 m
Height overall 4.0ft, 1.22m
Wing span 31.0ft, 9.44m
Constant chord 4.5 ft, 1.37 m
Sweepback 0 deg
Total wing area 140 sq.ft, 13.0 sq.m
Wing aspect ratio 6.9/1
Empty weight 185 lb, 84kg
Max take off weight 400 lb, 181kg
Payload 215 lb, 98 kg
Max wing loading 2.86 lb/sq.ft, 13.9 kg/sq.m
Max power loading 20.0 lb/hp, 6.5 kg/hp
Load factors +3.5 design
Max level speed 60mph, 97kph
Never exceed speed 70 mph, 113 kph
Max cruising speed 45 mph, 72 kph
Economic cruising speed 40mph, 64kph
Stalling speed 22 mph, 35 kph
Max climb rate at sea level 500 ft/min, 2.5 m/s
Invader Mk.IIIB
Engine: Rotax 277, 28 hp
Empty wt.: 245 lbs
Max wt.: 475 lbs
Wing span: 31 ft
Wing area: 144 sq.ft.
Length: 5.49m
Aspect ratio 7:1
Length 18’
Wing loading: 3.2 lbs/sq.ft
Power loading: 16.9 lbs/hp
L/D 14:1
Max speed mph: 60 mph
Cruise: 50 mph
Stall: 27 mph
Vne: 80 mph
Seats: 1
Takeoff roll 150 ft
Climb rate 500 fpm
Fuel capacity 1.25 USG
Invader Mk.IV Sport
Engine: Rotax 277, 28 hp
Prop: 56 x 22
Wing sapn: 28 ft
Wing area: 126 sq.ft
Empty wt: 225 lbs
Max wt: 450 lbs
Cruise: 50 mph
Stall: 27 mph
Vmax: 60 mph
ROC: 600 fpm
TO run: 150 ft
Ldg roll: 100 ft
Invader Mk.IV Sail
Engine: Rotax 277, 28 hp
Prop: 56 x 22
Wingspan: 36 ft
Wing area: 135 sq.ft
Empty wt: 225 lbs
Max wt: 450 lbs
Cruise: 40 mph
Stall: 27 mph
Vmax: 60 mph
ROC: 600 fpm
TO run: 150 ft
Ldg roll: 100 ft
All Aero 