First flown in April 1979 the converted Easy Riser hang-glider is powered by 500 solar cells mounted on the top wing. The 40V, 10A output powers a 3 hp electric motor driving a 41 inch propeller. 1½ hrs of sunshine accumulated in the battery provides around 5 minutes of still air flight. The biplane was mylar covered.
Engine: Electric, 3 hp
Wing span: 30 ft
Empty wt: 125 lb
1980, Ultralight Flying Machine, 2960 Corvin Dr., Santa Clara, California 95051, USA.
A monowing using weight shift and rudder control. The separate rudder is all flying and there are no ailerons, spoilers or wing warping to achieve roll. Construction is of aluminum tubing covered with dacron on the wings and tail surfaces. Power is a Yamaha mounted in pusher position forward of the wing. A 2:1 reduction unit turns a two-blade, wooden Ritz propeller. Fuel is carried in a plastic tank mounted above the wing. LANDING GEAR: Tricycle type shock mounted with spring action and a bicycle squeeze-type brake. The main and nose wheels are 16 inches in diameter.
In 1981 the complete MAC LST 400 sold for US$2995.
All MAC ultralites convert to floats in minutes. Mac un-breakable floats retailed for $495.00 and fit any ultralite
that has a main gear axle.
Each MAC. LST 400 series aircraft is built with 90% straight tubing joined with special fittings to allow faster assembly time, easier parts replacement and lower cost all around. Replacement parts consist of one straight tube to be cut and drilled to size. Special features are a spring shock system, sturdy all round construction. Simple engine mounting, quick folding for storage, all bags and covers included.
The MAC. MU-200 series is a sturdy constructed aircraft that has rear axle shock system, fashionable design with all the features of the 400 series. The MU-200 comes with or without the droop tips. The MU is fun, easy to fly and economic to own and operate.
The MAC. LST-300 series three axis control ultralight, everything before this was just a prototype. All the best features, design and prices. Conventional aircraft looks and operation. Just what the conventional pilot has been waiting for. A one place aircraft anyone can afford to fly. Electric start available in 40 H.P. models.
MAC
Wingspan, 32 ft
Wing area, 16.7 sq.ft
Aspect ratio, 7.1
Overall length, 16 ft
Empty weight, 165 lb
Usable payload (include fuel), 300 lb
L/D power-off glide ratio, 7:1
Cruise speed (85% power), 32 mph
Stall speed, 16 mph
Approach speed, 16 mph
Flair speed, 10 mph
Liftoff speed, 18 mph
Takeoff roll distance, 100 ft
Rate of climb, 300 fpm
Fuel capacity, 3 Usgal
Range at cruise, 75-100 mi
Engine displacement, 100cc, 15 hp
Static thrust, 120 lbs.
MU-215
15 hp
Cruise speed: 35-45 mph
Stall speed: 17-19 mph
Take off: 18-22 mph
Take off: 50-100 feet
Landing roll: 25-50 feet
Climb: 300-350 fpm
MU-230
30 hp
Cruise speed: 35-55 mph
Stall speed: 17-19 mph
Take off: 18-25 mph
Take off: 30-75 feet
Landing roll: 30-60 feet
Climb: 650-750 fpm
MU-240
40 hp
Cruise speed: 40-60 mph
Stall speed: 18-20 mph
Take off: 18-30 mph
Take off: 30-75 feet
Landing roll: 30-75 feet
Climb: 750 fpm
LST-315
15 hp
Cruise speed: 35-45 mph
Stall speed: 17-19 mph
Take off: 18-22 mph
Take off: 50-100 feet
Landing roll: 25-50 feet
Climb: 300-350 fpm
LST-330
30 hp
Cruise speed: 35-55 mph
Stall speed: 17-19 mph
Take off: 18-25 mph
Take off: 30-75 feet
Landing roll: 30-60 feet
Climb: 650-750 fpm
LST-340
40 hp
Cruise speed: 40-60 mph
Stall speed: 18-20 mph
Take off: 18-30 mph
Take off: 30-75 feet
Landing roll: 30-75 feet
Climb: 750 fpm
LST-415
15 hp
Cruise speed: 35-45 mph
Stall speed: 17-19 mph
Take off: 18-22 mph
Take off: 50-100 feet
Landing roll: 25-50 feet
Climb: 300-350 fpm
LST-430
30 hp
Cruise speed: 35-55 mph
Stall speed: 17-19 mph
Take off: 18-25 mph
Take off: 30-75 feet
Landing roll: 30-60 feet
Climb: 650-750 fpm
LST-440
40 hp
Cruise speed: 40-60 mph
Stall speed: 18-20 mph
Take off: 18-30 mph
Take off: 30-75 feet
Landing roll: 30-75 feet
Climb: 750 fpm
1981-2: 113 Sunrise Court, Ozawkie, KS 66070, USA.
Built the MAC UL
Single seat single engined biplane with three ¬axis control. Wings have unswept leading and trailing edges, and constant chord; conven¬tional tail. Wings braced by struts and transverse X cables; wing profile double ¬surface. Undercarriage has three wheels in tail dragger formation. Tailwheel steering. Aluminium tube framework. Engine mounted between wings driving tractor propeller.
Like the CCC, the PUP from Lyle Mathews is only sold as a set of plans. The PUP (Perfect Ultralight Plane) is a single seater biplane with its lower wing of shorter span than the top. The top wing is supported by a tubular framework which forms the cockpit and also acts as the mount for the tractor engine fitted in the nose of the PUP and on which the two triangular main¬ gear legs are mounted. The wings are sup¬ported by interwing struts and flying and landing wires in an X configuration, in the tradition of the old biplanes. The convention¬al tail and the steerable tail wheel are carried on a rectangular section, aluminium spar of 1 x 3 inch (25 x 76 mm). For simplicity the PUP has a metal structure built with gussets and pop rivets. The prototype formed its first flight at the beginning of 1983 using a Lloyd 22hp engine which Lyle Mathews then re¬placed with a Kawasaki TA440.
Plans cost $15 in the US and Canada, $20 elsewhere in 1982.
Engine: Kawasaki TA440, 38.5 hp
Propeller diameter and pitch 54 x 30 inch, 1.37 x 0.76 m
Power per unit area 0.26 hp/sq.ft, 2.9 hp/sq.m
Empty weight 248 lb, 112kg
Max take off weight 450 lb, 204kg
Payload 202 lb, 92kg
Wing span 24.0ft, 7.31 m
Constant chord 5.0 ft, 1.52 m
Sweepback 0 degs
Total wing area 143 sq.ft, 13.3 sq.m
Max wing loading 3.15 lb/sq.ft, 15.3 kg/sq.m
Max power loading 11.7 lb/hp, 5.3kg/hp
Cruising speed 40mph, 64kph
Stalling speed 28mph, 45 kph
Max climb rate at sea level 600 ft/min, 3.0 m/s.
Single seat single engined high wing mono¬plane. Wing has unswept leading and trailing edges, and constant chord; cruciforin tail. Undercarriage has three wheels in tricycle formation. Aluminium tube framework. En¬gine mounted below wing driving pusher propeller. Other details depend on builder’s specifications.
Lyle Mathews sells sets of plans of ultralights for homebuilders and this machine which he has designed himself leaves the choice of weight¬shift, hybrid or conventional control system to the constructor, depending on how he or she builds the control surfaces. Lyle Mathews’ CCC (Cross Country Cruiser) can be described as a high wing monoplane with a rectangular wing form and a cruciform tail with tricycle undercarriage; it uses ‘tradition¬al’ tube and fabric construction. It is intended to receive 15 to 30 hp range engines in pusher configuration, mounted on the rear tubes of the pilot frame. The plans are sold in the USA and Canada for $15 and in other countries for $20 in 1982. The data for each CCC depend on how the constructor has chosen to build the aircraft.
Engine: Lloyd, 22 hp
Wing span 34.0ft, 10.36m
Constant chord 5.0 ft, 1.52 m
Sweepback 0 degs
Total wing area 165 sq.ft, 15.3 sq.m
Wing aspect ratio 7.0/1
Empty weight 1691b, 77kg
Max level speed 52 mph, 83 kph
Cruising speed 35 mph, 56 kph
Stalling speed 22 mph, 35 kph
Max climb rate at sea level 350 ft/min, 1.7 m/s
Take off distance 90 ft, 27 m.
1982: Lyle Mathews, PO Box 3204, Mesa, Arizona 85205, USA.
Built the Mathews CCC and Pup LSA
A single-seat strap-on helicopter. Complete helicopter fitted with one five-USG fuel tank and flown in the ultralight category. Gen H-4 should take 30-40 hours to assemble. Kit: $36,000 in 2009.
Engine: 4 x GEN 125-F
Cruise 60 mph
Empty Weight 155 lbs
Gross Weight 420 lbs
Height 8′
Landing gear foot
Fuel capacity 5 USG
2009: Masumi Yanagisawa Engineering System Co.
5652-83 Sasaga Matsumoto-shi
Nagano-ken, Japan
Built the Gen H4 helicopter.
The Masquito Aircraft company was established in Belgium to produce the Masquito M80 ultralight helicopter and design started in November 1994.
Construction of the prototype began in December 1995, with the first flight (G-MASZ) in May 1996. 25 hours of test flying was completed by April 1997. P
The prototype was reconfigured as the M80 with a Jabiru engine and began ground trials in late 1997. The M80 was displayed unflown at the PFA International Air Rally at Cranfield in July 1999. By late 2002, over 120 hours of running time had been accumulated, including 20 within a limited hovering and slow flight envelope.
A CAA go-ahead for ground running of the fourth prototype (also marked G-MASZ) was given in mid-2001. This completed on 26 April 2002, confirming engine integrity.
The UK CAA requires Masquito aircraft to obtain a Design Organisation Approval before starting the flight-test programme for BCAR-VLII; this procedure started in 2003.
Conforms to FAR Pt 27 crashworthiness requirements. Two-blade, teetering main rotor and two-blade tail rotor; main rotor carbon composites blades with 9deg linear twist. Hiller servo rotor for increased stability in hover. Main rotor speed 690 rpm; 2kg lead weight in each tip to increase inertia and decrease rotor speed decay in event of engine failure. Tail rotor 3,200 rpm. Ventral fin offset 2degs. Composites “virtual hinge” main rotor head with elastomeric collective pitch thrust bearings. Prototype had Rotax gearbox for primary reduction and powerdrive toothed aramid fibre belts tor secondary reduction; production version employs toothed drivebelt, centrifugal clutch and flywheel as primary transmission, with flexible driveshaft for tail rotor.
Controls are conventional and manual, with Hiller servo rotor for cyclic pitch control. Primary structure of Ti3A12, 5V alloy; tailboom of 8.9cm carbon fibre tube. Main rotor blades have unidirectional composites spar with PVC foam trailing-edge core and bidirectional composites skin. Two fixed skids of 6061 alloy mounted on unidirectional carbon fibre supports.
Production aircraft to have an 89.5kW Masquito M2.6L four-cylinder, four-stroke air-cooled engine derated to 59.7kW at sea level, equipped with dual electronic ignition, electronic multipoint fuel injection, pressure and temperature compensation and dual variable timing ignition with max rpm limiter. Fuel capacity 67 litres of which 60 litres usable.
Production deliveries were due to begin in early 2004.
M58
Engine: 47.7kW Rotax 582
M58
Engine: Jabiru, 80 hp
Rotor span: 4.60 m
MAUW: 390 kg
Empty weight: 170 kg
Fuel capacity: 52 lt
Max speed: 180 kph
Cruise speed: 150 kph
Minimum speed: 0 kph
Climb rate: 9.6 m/s
Seats: 2
Fuel consumption: 12 lt/hr
Kit price (1998): £30,000
M80
Engine: Masquito M2.6L, 89.5kW
Main rotor diameter: 5.52m
Tail rotor diameter: 1.00m
Overall length, rotors turning: 6.22m
Fuselage length: 4.85m
Height overall: 2.25m
Max. take-off weight: 450kg
Empty weight, equipped: 230kg
Never-exceed speed: 180km/h
Max cruising speed: 148km/h
Max rate of climb at sea level: 335m/min
Hovering ceiling IGE: 2,000m
Range with max internal fuel: 600km
Endurance: 4h
Engine: Jabiru, 80 hp
Rotor span: 4.60 m
MAUW: 390 kg
Empty weight: 170 kg
Fuel capacity: 52 lt
Max speed: 180 kph
Cruise speed: 150 kph
Minimum speed: 0 kph
Climb rate: 9.6 m/s
Seats: 2
Fuel consumption: 12 lt/hr
Kit price (1998): £30,000
All Aero 