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 After a production run of 17 were built during 1985, the B-20 itself was superseded by the B-22.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

Side by side two seat single engined high-wing monoplane with conventional three axis control. Wing has swept back leading and trailing edges, and tapering chord; no tail. Pitch/roll control by stabilators; yaw control by tip rudders; control inputs through stick for pitch/roll and pedals for yaw. Cantilever wing; wing profile NACA 23015; double-surface. Undercarriage has three wheels in tricycle formation; suspension on all wheels. Push right go right nosewheel steering connected to yaw control. Brake on nosewheel. Aluminium tube/wood/steel tube framework, partially enclosed. Engine mounted below wing driving pusher propeller.
Seeing the need for training aircraft, Micro Aviation decided at the end of 1981 to launch some two seater microlights. To this end, the firm asked Don Mitchell to give it the benefit of his experience in this matter and a prototype called the Two Seat Trainer was duly shown at Oshkosh in August 1982.
By 1983 it has not gone into serious production. The aircraft shown was a direct development of the B10 Mitchell Wing, enlarged and strengthened. It was intended that the two-seater should use a Konig SD570 four cylinder two stroke engine.

Engine: Konig SD570, 28 bhp at 4200 rpm.
Power per unit area 0.16hp/sq.ft, 1.7 hp/sq.m.
Wing span 38.0 ft, 11.58 m.
Mean chord 4.8 ft, 1.45 m.
Total wing area 181 sq.ft, 16.8 sq.m.
Wing aspect ratio 8.0/1.
Empty weight 240 lb, 109kg.
Max take off weight 640 lb, 290 kg.
Payload 400 lb, 181 kg.
Max wing loading 3.55 lb/sq.ft, 17.3 kg/sq.m.
Max power loading 22.9 lb/hp, 10.4kg/hp.
Load factors +6.0, 6.0 design.
Stalling speed 24 mph, 38 kph.
Max climb rate at sea level 400ft/min, 2.0m/s.
Take off distance 350ft, 107m.