What are the key features of the North Wing Maverick KS 15.2M ultralight trike wing. How does the Maverick 2 improve upon its predecessor. What makes this aircraft stand out in the ultralight category.
Unveiling the North Wing Maverick KS 15.2M: A Game-Changer in Ultralight Aviation
The North Wing Maverick KS 15.2M represents a significant leap forward in single-place ultralight trike wing design. This cutting-edge aircraft combines innovative features with enhanced performance capabilities, setting a new standard in the ultralight aviation industry.
Key Improvements in the Maverick 2 Design
The Maverick 2 introduces several notable upgrades over its predecessor:
- Extended trike frame for increased storage capacity
- Redesigned folding mast with spring assistance
- Strutted airframe components replacing the kingpost and wire design
- Increased load rating from 550 lbs to 650 lbs gross weight
- Ability to fold the wing back while attached to the trike
These enhancements collectively contribute to improved flight performance, easier setup, and greater versatility for pilots.
The Maverick 2 Trike: Engineering Excellence in Action
The Maverick 2 trike showcases meticulous attention to detail in its construction and design. Built with aircraft-grade aluminum tubing and hardware, this ultralight exudes quality and durability.
Trike Frame and Suspension
The trike’s frame utilizes high-strength aircraft aluminum throughout, ensuring structural integrity without unnecessary weight. The rear suspension employs a robust fiberglass pultruded axle complemented by drag struts, delivering a smooth and stable ride.
Engine and Performance Specifications
Powered by a Rotax 447B engine producing 40 HP, the Maverick 2 offers impressive performance figures:
- Empty weight: 254 lbs (plus fairings)
- Gross weight: 600 lbs
- Climb rate: 1000 fpm (at sea level)
- Fuel capacity: 5 US gallons
How does the Maverick 2’s power-to-weight ratio compare to other ultralights? With its lightweight construction and potent engine, the Maverick 2 boasts an excellent power-to-weight ratio, translating to spirited performance and efficient flight characteristics.
The Revolutionary Maverick 2 Wing: Redefining Ultralight Flight
The Maverick 2 wing represents a significant evolution in ultralight wing design, incorporating several groundbreaking features:
Strutted Airframe Design
Replacing the traditional kingpost and wire configuration, the strutted airframe offers reduced drag and improved aerodynamics. This innovative approach enhances overall flight performance and efficiency.
Increased Load Capacity
The new airframe design allows for an impressive 650 lbs gross weight rating, a substantial increase from the previous 550 lbs limit. This higher capacity is particularly beneficial for pilots interested in float-equipped operations.
Wing Specifications
- Weight: 84 lbs
- Wing area: 157 square feet
- Span: 31.5 feet
- Aspect ratio: 6.1:1
- Double surface: 35%
Why is the increased load capacity of the Maverick 2 wing significant? The higher gross weight rating expands the aircraft’s versatility, allowing for greater payload capacity and opening up new possibilities for pilots, especially those interested in float operations or carrying additional equipment.
Comfort and Convenience: The Pilot-Centric Approach
The Maverick 2 prioritizes pilot comfort and ease of use through thoughtful design elements:
Spring-Assisted Mast
The new spring-assisted mast dramatically reduces the effort required to lift the wing into position. Pilots now only need to exert about 15 lbs of force, compared to the previous 83 lbs, making setup significantly easier and more manageable.
Customizable Options
The Maverick 2 is available in two variants:
- Maverick 2 Legend: Features streamlined fairings for improved aerodynamics
- Maverick 2 RT: A no-fairing option for those preferring a more stripped-down approach
This flexibility allows pilots to choose the configuration that best suits their flying style and preferences.
Safety Features and Equipment
Safety is paramount in the Maverick 2’s design, incorporating several key features:
- 4-point seat belt harness
- Front drum brake
- Dual CHT/EGT gauges
- RPM/Hobbs meter
These safety elements work in concert to provide pilots with a secure and well-monitored flying experience.
Versatility and Practicality: The Maverick 2 Advantage
The Maverick 2 excels in its ability to adapt to various flying scenarios and pilot preferences:
Foldable Design
The wing can be folded back while still attached to the trike, simplifying storage and transport. This feature is particularly valuable for pilots with limited hangar space or those who frequently travel with their aircraft.
Customization Options
For hands-on enthusiasts, the Maverick 2 can be purchased without the engine, propeller, or gauges, allowing for personalized configuration and build experiences.
How does the foldable design of the Maverick 2 benefit pilots? The ability to fold the wing while attached to the trike streamlines the storage and transportation process, making it easier for pilots to manage their aircraft in various situations, from compact hangars to cross-country road trips.
The Murphy Maverick: A Comparison in Ultralight Design
While the North Wing Maverick KS 15.2M focuses on trike-style ultralight design, it’s worth noting the contrasting approach of the Murphy Maverick:
Murphy Maverick Overview
- Side-by-side seating configuration
- High-wing design
- Emphasis on visibility and visual appeal
- Described as a “scaled-down Rebel” with a “big plane feel”
The Murphy Maverick caters to pilots seeking a more traditional light aircraft experience within the ultralight category, offering a different set of advantages compared to the trike-style North Wing Maverick.
What distinguishes the North Wing Maverick KS 15.2M from the Murphy Maverick in terms of design philosophy? While both aircraft fall under the ultralight category, they represent distinct approaches to lightweight aviation. The North Wing Maverick embraces the trike configuration for maximum simplicity and open-air flying experience, while the Murphy Maverick adopts a more conventional light aircraft layout, appealing to pilots who prefer an enclosed cockpit and side-by-side seating.
Building Your Own Ultralight: DIY Possibilities
Both the North Wing Maverick and Murphy Maverick offer opportunities for hands-on enthusiasts to participate in the building process:
North Wing Maverick 2 Build Options
The manufacturer provides the option to purchase the Maverick 2 trike and wing without engine, propeller, or gauges, allowing for customization and personal involvement in the final assembly.
Murphy Maverick Kit Building
The Murphy Maverick emphasizes the accessibility of its kit-building process:
- No special skills required
- All materials available through kit orders
- Can be built in a one-car garage space
- Common hand tools sufficient for construction
How does the ability to build your own ultralight impact the overall flying experience? Participating in the construction process can provide a deeper understanding of the aircraft’s systems, foster a stronger connection to the machine, and potentially reduce overall costs. However, it also requires a significant time investment and attention to detail to ensure safety and proper assembly.
The world of ultralight aviation offers a diverse range of aircraft designs and experiences, from the open-air freedom of trike-style craft like the North Wing Maverick KS 15.2M to more conventional layouts such as the Murphy Maverick. Each approach has its own set of advantages, catering to different pilot preferences and flying styles.
As ultralight technology continues to evolve, we can expect to see further innovations in materials, aerodynamics, and propulsion systems. These advancements will likely lead to even more efficient, versatile, and pilot-friendly ultralight aircraft in the future, expanding the possibilities for recreational and sport aviation enthusiasts around the globe.
Whether you’re drawn to the minimalist approach of a trike-style ultralight or prefer the enclosed cockpit of a more traditional design, the ultralight category offers a unique and accessible entry point into the world of aviation. With options for both ready-to-fly models and kit-built aircraft, aspiring pilots have the flexibility to choose the path that best aligns with their goals, skills, and resources.
As we look to the future of ultralight aviation, it’s clear that innovation will continue to drive the industry forward. From advancements in electric propulsion to the integration of advanced materials and aerodynamic concepts, the ultralight category is poised for exciting developments in the coming years. These advancements promise to make ultralight flying even more accessible, efficient, and enjoyable for pilots of all experience levels.
Ultimately, the choice between different ultralight designs comes down to personal preference, intended use, and individual flying goals. Whether you’re seeking the open-air thrill of a trike-style aircraft like the North Wing Maverick KS 15.2M or the more conventional feel of a Murphy Maverick, the ultralight category offers a diverse range of options to suit every pilot’s needs.
As interest in recreational aviation continues to grow, ultralights play a crucial role in introducing new enthusiasts to the joys of flight. Their relatively low cost, simplified regulations, and emphasis on pure flying experience make them an attractive option for those looking to take to the skies without the complexities associated with larger aircraft.
The ongoing evolution of ultralight design also highlights the importance of safety considerations in this category. While ultralights offer a unique and exhilarating flying experience, it’s crucial for pilots to prioritize proper training, maintenance, and adherence to safety protocols. As designs become more advanced, manufacturers are incorporating additional safety features and robust construction techniques to enhance the overall security of these lightweight aircraft.
Looking ahead, we can anticipate further integration of modern technologies into ultralight designs. This may include advanced avionics systems tailored for ultralight use, improved weather monitoring capabilities, and enhanced communication tools. These advancements will not only improve the safety aspects of ultralight flying but also expand the range of possibilities for pilots, potentially enabling longer flights and more diverse mission profiles.
The ultralight aviation community also plays a vital role in shaping the future of this category. Through shared experiences, collaborative problem-solving, and a passion for innovation, ultralight enthusiasts continue to push the boundaries of what’s possible in lightweight aircraft design. This collective knowledge and creativity drive manufacturers to develop new solutions and refine existing concepts, resulting in a constantly evolving landscape of ultralight options.
As environmental concerns become increasingly prominent in the aviation industry, ultralight aircraft are well-positioned to lead the way in sustainable flying practices. Their inherently efficient designs, low fuel consumption, and potential for electric propulsion make them an attractive option for environmentally conscious pilots. We can expect to see more eco-friendly innovations in ultralight design in the coming years, potentially setting new standards for green aviation practices.
The accessibility of ultralight flying also makes it an excellent platform for STEM education and inspiring the next generation of aviators. Many schools and youth programs are incorporating ultralight aircraft into their curriculum, using these lightweight machines to teach principles of aerodynamics, engineering, and physics in a hands-on, engaging manner. This educational aspect of ultralights contributes to the long-term growth and sustainability of the aviation industry as a whole.
In conclusion, the world of ultralight aviation, exemplified by aircraft like the North Wing Maverick KS 15.2M and the Murphy Maverick, offers a unique blend of simplicity, innovation, and pure flying enjoyment. As technology advances and designs continue to evolve, we can look forward to even more exciting developments in this dynamic category of aviation. Whether you’re a seasoned pilot looking for a new challenge or a newcomer eager to experience the thrill of flight, the ultralight category provides a diverse range of options to suit every aspiration and flying style.
North Wing Aircraft Maverick
North Wing Aircraft Maverick
Maverick II
The design of both the trike and the wing of the Maverick single-place ultralight has been enhanced to include features that benefit flight performance, improve set-up convenience, add storage space, and more.
The Maverick 2 trike frame has been extended to maximize storage space behind the pilot, enable additional fuel storage, camping equipment, and anything that fits in the space and maintains acceptable weight limits. Also changed is the folding design of the trike mast, so only the mast pivots just above the seat rail and now includes a spring-assisted mast as our Apache two-place trike has. The new spring-assisted mast on the Maverick 2 reduces the effort required to lift the wing into position, reducing the effort from lifting 83 lbs of wing to only 15 lbs.
The Maverick 2 Wing also has been improved, featuring new strutted airframe components, and increased the load rating of the wing, from 550 gross to 650 gross by a new airframe. The increased load rating is especially helpful for pilots who like to fly on floats. The Maverick 2 wing has the ability for the wing to fold back while attached to the trike.
The Maverick 2 is a “state of the art”, highly refined low profile single-place trike. This trike comes in two choices: Maverick 2 Legend (streamlined fairings) and Maverick 2 RT (no fairings).
This aircraft uses aircraft grade aluminum tubing throughout the trike frame, and aircraft hardware and fasteners. The rear suspension uses a strong fiberglass pultruded axle with drag struts. If you like to have a hand at building part of your trike, you may purchase the Maverick 2 trike and wing without the engine, propeller or gauges.
Standard Equipment includes:
RPM / Hobbs Meter · Dual CHT / EGT
Front Fairing – red, yellow, or white
4-point Seat Belt Harness · black Seats
6″ Nylon Mag Wheels
Hand & Foot Throttle
Front Drum Brake
Side Saddle Bags
Fuel Primer
Maverick 2 Trike
Engine: Rotax 447B, 40 HP
Reduction: 2.
58:1
Propellor: 2-blade 62″ IVO
Weight empty: 254 lbs. + fairings
Gross Weight: 600 lbs.
Span: 31.5 feet
Wing Area: 157 square feet
Climb Rate: 1000 fpm (at Sea Level)
Wheel Base (width): 62″ (outside)
Wheel Base (length): 61″ (centre)
Total Length: 108″
Total Height: 8 feet
Height – Trike folded: 5 feet (with prop)
Height – Trike folded: 4 feet (without prop)
Wing folded up: 12″ x 20 feet
Fuel Tank: 5 USgallon
The Maverick 2 wing has been improved, featuring a strutted airframe instead of the kingpost and wires design that added drag and reduced flight performance. The load rating of the wing has been increased, from 550 gross to 650 gross by a new airframe. The increased load rating is especially helpful for pilots who like to fly on floats. The Maverick 2 wing has the ability for the wing to fold back while attached to the trike. All parts are made in the U.S.A.
Maverick 2 14.9M
Wing Weight 84 lbs
Weight 253 lbs.
with Rotax 447
Gross Weight 650 lbs.
Wing Area 157 square feet
Span 31.5 feet
Aspect Ratio 6.1 : 1
Double Surface 35%
Frame 6061-T6
Sail – main body 5.5 oz.
Number of Ribs – top 15
Rib Material 7075-T6
Murphy Maverick | Light Aircraft DB & Sales
Specifications
| More by Murphy Aircraft MFG. LTD | Buy & Sell
| Top-10 aircraft
| All aircraft
Murphy Maverick A side by side seated, high wing airplane has always had great appeal to a wide variety of flyers. From the every day pilot who likes to fly around his own patch to the outdoorsman or others who want to land in small strips, many pilots prefer the Murphy Maverick for it’s performance, visibility and visual appeal.
In many ways the Maverick is a scaled down Rebel… an ultralight aircraft with a big plane feel to it. Certainly it breaks away from the stereotype looks and feel of ultralights that fall into the “flying lawn chair” category.
Though it has an empty weight that’s less than half the weight of a Rebel, it still has a solid feel in the air. It’s a breeze in ground handling and offers high levels of pilot and passenger comfort.
Standard wing span on the Maverick is 29’5″. However, wing area can be increased by installing an optional wing extension, thus reducing the wing loading. Performance wise, the Maverick gets airborne faster that the Rebel, due to it’s incredible low weight and ample wing area.
You can do it! Building a Maverick is probably a whole lot easier, quicker, and more economical than you think. You do not need any special skills, any materials beyond what you can order for a kit. We’ve even covered all the logical options so you can get it all at once… from one source.
If you have access to the space of a one car garage, and some common hand tools, you can start building. Even with no experience in fabric covering, you will skin the wings and tail surprisingly easily with the help of a household iron and a paint brush.
If you’re willing to give it your spare time attention on a steady basis, you’ll be taking to the air in less than a year.
Murphy aircraft have become known for the excellent quality of parts and the Maverick is no exception. In fact about 40 percent of the Maverick parts are interchangeable with a Rebel kit. That includes items like strut fittings, some of the landing gear parts, bulkheads, wing root ribs, main spars, aileron structure, leading edges, leading edge ribs, wing attach fittings, tail wheel….
Ground handling of the Maverick is superb due to good forward visibility, differential hydraulic braking and a kick-out steerable tail wheel (all standard). Advance the throttle and most people are startled to see how quickly the tail comes up and how soon the aircraft levitates off the runway. It takes as little as 100’ with two people on board. Rate of climb, starting at sea level is around 900 fpm with the Rotax 582 engine (climb rate is as high as 1200 fpm with the optional extended wing).
There are two powerplant options, ranging from 53 to 65 horsepower. That puts cruise, at 75 percent power, in the 75 – 85 mph range.
Ailerons are responsive in slow flight, right down to an amazing stall speed as low as 28 mph. Flying a tail dragger has never been easier. Most pilots can transition from tricycle to conventional gear with a few hours of dual… something you can do in your own Maverick… before the first 40 hours are flown off.
Fuselage corner wraps for the Maverick are .020″ aluminum sheet, same as the Rebel, but the flat surfaces of the fuselage are lightened to .016″ as a weight saving feature. The Maverick fuselage is the same width as a Cessna 150: 37″.
The Maverick was built to conform to stringent Japanese ultralight criteria. It does that and meets the standards of several other nations as well, including Canada’s Advanced Ultralight Regulations TP101.41. The Maverick has recently been accepted under British Section S regulations. In the United States it can be built in the experimental amateur built category or for use as an ultralight trainer.
However it’s licensed, the Maverick provides unrestricted fun for weekend pilots who want to go out and knock about the countryside. It will do everything a J-3 Cub does, only better. It gets off quicker, flies faster, lands shorter, responds to control inputs more aggressively and has the advantage of side by side seating.
Maverick Fuselage
Like the Rebel, the Maverick fuselage is all metal and features semi-monocoque construction for strength and simplicity. It goes together easily. Firewall forward is unique, because of the Rotax 503 installation, which is smaller than the Rebel powerplants. The engine weighs about 99 pounds, almost 200 pounds lighter than a Lycoming O-235, yet there’s plenty of power for fun flying. The Rotax 582 can also be used.
The standard fuel tank is located behind the firewall and holds 6 (U.S.) gallons, with the option of 14 (U.S.) gallon wing tanks for additional range.
The gear is similar to the Rebel gear, utilizing a rugged aluminum V frame with half axles, 600-6 tires and shock or bungee cords that stretch to absorb shock on landing.
The Mavericks can be equipped with high profile tires for off-airport landings and is also available with a optional spring steel gear.
What little welding is required for the Maverick is done at the factory. The control stick, rudder and brake pedals are powder coated after welding is completed.
The Cabin
Space in the Maverick cockpit is roughly equivalent to that found in a Cessna 150. There is ample leg, head and shoulder room for two average size adults. Sling seats are comfortable, easy to install and lightweight. Doors are one piece and easily swing up and attach to the bottom of the wing. The instrument panel is large enough for a full compliment of VFR instruments.
Visibility is excellent to the front, sides and through the sky lights. Doors can be removed, weather permitting, to give superb visibility and that open cockpit feeling.
Wings
Maverick wings utilize three spars, all aluminum pre-formed ribs, and an aluminum leading edge that forms a “D” cell.
The material used is 6061-T6 aluminum. Unlike the Rebel, the Maverick does not require a dozen stringers, since the wings are covered with fabric instead of aluminum sheet aft of the main spar, saving considerable weight and construction time. Ailerons are identical to the Rebels in construction, although, unlike the Rebel they are strictly ailerons, and are controlled by stainless steel cables. The wing tips are fibreglass to the main spar and connected by an aluminum tube to the trailing edge. The wing is braced with a single streamlined strut, attached by dual load path fittings.
Tail Group
The vertical and horizontal members of the tail group are formed using pre-bent aluminum tubing that’s riveted together, covered with fabric, and held in place with flying wires. There is no welding. The elevator is controlled by a stainless steel cable that connects to the control stick and rudder movement is by stainless steel cable that connects to foot pedals with toe brakes.
The tail wheel is a full swivel kick out style.
High Quality Construction Methods
When purchasing an airplane, one of the most important things pilots and builders are concerned with is the structural integrity of the craft. They like to know that they are flying a strong and safe machine they can trust. When comparing aircraft in this regard, the tale is told not only by the design criteria, but by the materials and construction methods.
At Murphy Aircraft Mfg. Ltd., we pride ourselves on providing only the strongest and most structurally sound flying machines possible. Right from the stringent design criteria to the aircraft quality materials and sound fabrication methods, we have designed and built airplanes which surpass anything of similar weight and characteristics.
Source: murphyair.com – pattersonaerosales.com
Ultralight airframe. | Page 27
KAA
I hate Solidworks!
#521
clockmaker said:
But not a single test, not a single photograph.
Because he simply does not exist, alive. For the quality, I just keep silent. But they are selling.
Click to expand…
Because he simply does not exist, alive. For the quality, I just keep silent. But they are selling. This is a modern bourgeois commercial approach.
B-787 was also sold with might and main even before the first flight, with all future defects!
Although personally I am against such practice
ucs
I love this Forum!
#522
Flood for the sake of
BB with Boeing put
in the same row
Yuri K
I fly up sometimes
#523
Matushkin67 said:
:~) As an option “Kayak” https://vk.
… you put the motor and the little green man on the wing… :~)Click to expand…
com/public62884239 It’s hard to catch your subtle humor. Well, it’s clear with the motor – but what is the green man for? Or is this the concept of full combat readiness?
SVM
Dreaming (flying) is not harmful!
#524
I answer Nind why go to fly to Ukraine.
It’s very simple – to fly, for some reason – I want to.
I didn’t manage to fly to Shevlino last year.
Went to Smolensk – flew out there.
Moscow – then there is no weather, then the sky is closed, then – …
It’s easier to go for a week or two to where they fly and where it’s warm.
5ZF
Senior Member
#525
alfa_DOP said:
But you have AC-5, don’t you? How is he doing, by the way?
Click to expand…
Bored in the trailer. I flew a little and realized that I needed something else, perhaps because of my paragliding past. Put up for sale.
alpha_DOP
I love airplanes!
#526
apiskarev said:
alfa_DOP said:
But you have AC-5, don’t you? How is he doing, by the way?
Click to expand.
Bored in the trailer. I flew a little and realized that I needed something else, perhaps because of my paragliding past. Put up for sale.
Click to expand…
.. Not for the sake of flooding, but only (C) … in order to understand oneself 😕
What does not suit the already existing and “combat-ready” AC-5?
My (hang gliding) past also vaguely tells me that AC-5, and Axel and Alatus are not very suitable for me either (even despite the prices), unless someone gives
VeSiL
I love building airplanes!
#527
Really, what’s wrong with AC-5? It is in a specific design or in the PW-5, L-33, carbon-fiber American swallow as a class of gliders with mediocre quality (aerodynamic)?
5ZF
Senior Member
#528
alfa_DOP said:
Not for the sake of flooding, but only (C) .
Click to expand…
.. in order to understand oneself What does not suit the already existing and “combat-ready” AC-5? Here I am talking about the same thing – to understand yourself before, otherwise it will be, as I did it – a long way of going through torment: circles and stare around. The first place has always been (and is) autonomy and mobility, the second is the ability to take off and land on a limited area, the third is a reasonable price. The paraglider met all these requirements until I ended up in places where there was simply nowhere to take off on a paraglider. Well, then the process of acquiring life experience in the field of flights went on – for the first couple of years I still flew on a paraglider and traveled on weekends for 3-4 hours one way to where there was an opportunity to start from the mountain. Then he got tired of driving, sold everything and took up radio-controlled gliders, fortunately he met a fellow countryman who was very strong in this area and was also a glider pilot.
At his suggestion, he joined a glider club, graduated, received a license, but there was sorely lacking time for club affairs and duties with a family with two teenagers. Autonomy is back in the first place. I bought an unfinished all-metal glider kit (HP-14T) on occasion and started building it with an eye to convert it into a motor glider in the hope that this would make it possible to fly independently of the club. Three years later, a crisis broke out, I was left without a job, and with two now students in the family, I had to sell an almost completed glider. A few years later, having gone through the process of restoring to flying condition again bought on the occasion of an ultralight motor glider (Mitchell Wing B-10) and transferring to an LSA aircraft (Eurofox), finally “an idiot’s dream came true”, as Ostap Bender said, and I became the owner of the AC-5M.
Modern gliders, as they are, were born to chase records and win competitions. This specificity leaves a certain imprint on how they fly and on those who fly on them.
As a rule, glider pilots are individualists with ambitions by their nature, and the slogan “Higher, further, faster!” is the best fit for them, and the gliders are sharpened under the same slogan.
But the dream and reality did not coincide – it turned out that I didn’t need “Higher, further, faster!”, I needed something simpler. The Mitchell Wing, if it wasn’t tailless and easier to transport, would probably be the perfect fit for me.
5ZF
Senior Member
#529
VeSiL said:
Indeed, what does not suit the AC-5? It is in a specific design or in the PW-5, L-33, carbon-fiber American swallow as a class of gliders with mediocre quality (aerodynamic)?
Click to expand.
..Well, I wrote about the AC-5, in relation to me, of course, but I already spoke about the aerodynamic quality – it is important for cross-country flights. For pleasure flights, the minimum rate of descent comes first – the task here is to stay in the air for as long as possible, and not to whistle over the fields and forests as far as possible. This does not mean that quality does not matter at all during such flights, I would also like to fly from thermal to temic, but here, as elsewhere, one cannot do without a compromise.
parakot
Full Member
#530
And my paragliding past led me to flying in a glider – this is freedom, this is a different flight minimum, this is the absence of folding, this is the possibility of flying not only in the wind.
AC-5 is the best alternative to blanik with a very small team of like-minded people. Quality (aerodynamic) is important – it is the ability to fly to the next stream, which I often lacked on a paraglider, especially against the wind. Anyone who dreams of flying in a glider, let him fly in the currents for a couple of hours at the beginning, and everything will become clear: is it yours. But we must not forget that glider flights are an event, and the event is not cheap! But how much freedom and pleasure! Recently, friends suggested to go paragliding on the Azov to the breeze – I just winced – not the slightest desire to shave the slopes! A friend has a deltic – after flying on a glider, he doesn’t want to go to a raspberry (such a winch). Yes, flying a glider around an airfield is always different, unlike shaving slopes. And the escape distances from the airfield are greater than many paragliding routes. And the desire to fly away from the airfield is an agreement with other airfields (where there are towing vehicles) or only the desire to take the glider out of the site by cart.
VeSiL
I love building airplanes!
#531
Thank you, it means that the gliders that appeared due to the FAI competition in 1989-1991 are excessively sporty, space eaters…
Real athletes AC-5 – nag. It is clear that you are at a respectable age and it is a pleasure to simply be in the air in the cone of guaranteed return to the runway.
Perhaps I should be content with this already ;D
ucs
I love this Forum!
#532
For myself, in many respects, even in everything, I agree with 5ZF.
Hind
Sailplanes my love
#533
v-school said:
It’s easier to go for a week or two to where they fly and where it’s warm.
Click to expand…
To Orel, definitely… Starting this year – to Usman (Voronezh), they officially fly without days off at all.
SVM
Dreaming (flying) is not harmful!
#534
Who on their own experience knows and checked the load (according to gliders, instructors, medical requirements, etc.
) and the real opportunity to fly on May (and after, in the summer) in Orel and Voronezh?
You can in a personal. Ready to join. Car is
5ZF
Oldest member
#535
VeSiL said:
The
enjoys simply being in the air in the runway return cone.
Click to expand…
But this is not at all necessary, in the sense that it is in a cone. For myself, I see the possibility of expanding the flight area in a light motor glider like the Mitchell B-10 (only with a tail) with a pusher folding propeller, ideally on electric propulsion (but this is not at all necessary). Slipped or thermal died – poked the button and start over.
But where to get it?
So we returned again to option number 5.
henryk
I love building airplanes!
#536
http://www.homebuiltairplanes.com/forums/light-stuff-area/11888-ul-sailplane-footlaunchable-foldable.html
=A-Z…
5ZF
Senior Member
#537
henryk said:
http://www.homebuiltairplanes.com/forums/light-stuff-area/11888-ul-sailplane-footlaunchable-foldable.
=A-Z…
Click to expand…
htmlNo, I’m talking about REALLY affordable options. I can also post a bunch of such links. In addition, this is very old information, it is enough to look at the date. Then it’s better to look at this device, at least there is progress:
http://www.electricmotorglider.com/Progress/March_2014_progress.html
clockmaker
I love building airplanes!
#538
I consider such a conversation very useful for myself, because it allows me to get around the rake as much as possible and decide even before you start spending money and time, that is, learn from the mistakes of others.
And at least two points of view have already coincided with mine in terms of autonomy – independence and in terms of the nature of flights and the desired – expected result from them.
My expectations are met by a microlift glider with electric propulsion. Because it can provide a minimum sink rate and requires a minimum platform for itself. Allows you to fly with weak thermals and handle the maximum number of them. The electrical unit is controlled by two buttons and is very compact and light, which makes it easy to make it retractable inside, even without changing the aerodynamic shape of the airframe.
Of the microlift gliders, I still know only Carbon Dragon – AK 25 flight speed with a minimum descent speed of 42 km / h. It is available at least in working drawings, even CNC, and built more than once. Supplementing it with a retractable power plant is a very real task.
Who has a more suitable “candidate”?
henryk said:
http://www.homebuiltairplanes.com/forums/light-stuff-area/11888-ul-sailplane-foo…
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Click to expand…
Pan Henrik, do I understand correctly that this is still computer graphics? If not, did the designer meet the maximum weight of 35 kg and low price, and with what materials?
Another amateurish question, with these struts and without a streamlined cabin, how does he expect something serious?
After all, he himself then writes about all this, about his Supra, which he “licked” all over and switched to composites.
By the way, he does not give any data on the Supra, maybe they are somewhere else?
clockmaker
I love building airplanes!
#539
I wanted to ask why Carbon Dragon is called carbon?
After all, it is all wood and carbon fiber used only in some power elements, if I’m not mistaken.
VeSiL
I love building airplanes!
#540
The volatility of ultralight gliders, which attracts some paragliders, has certain disadvantages: significant weather restrictions.
Getting into powerful air currents, the rotors make the pilot helpless in controlling the glider. It is not easy to get out of a difficult spatial position, the trajectory of movement without overloads. Not everyone is able to act coolly and accurately. It is easy to destroy the glider.
So keep an eye on the development of thunderstorm activity and local climate surprises. And so, of course, the minimum effort and cost of flight operations.
“Don’t break away from the team!”: why individualists were recorded as egoists
Often at school, children hear from the teacher: “We will go on an excursion with the whole class!” or “We will participate in the school theater production as a whole class!” And there seems to be nothing wrong, but what happens if the child wants to separate from the team? Become an individualist? Our blogger Ksenia Sostina discusses this.
Individualism is the belief in the supremacy of individual interests over collective interests.
This is Ozhegov.
Individualism is a moral, political and social worldview that emphasizes individual freedom, the paramount importance of the individual, personal independence within the constitutional legal order. This is Wikipedia.
Individualism is a philosophical trend that believes that the goal and content of the historical process is the all-round development of the individual personality and its liberation from coercive social ties. This is Ushakov’s dictionary.
Individualism is a type of worldview that absolutizes the importance of an individual in contrast to human communities. This is a concise dictionary of philosophical terms.
It seems that there is nothing frightening in these definitions, but in everyday consciousness the word “individualist” increasingly carries a negative connotation. Recall at least the favorite sayings that flicker on the Internet: about the “society of individualists” (read: egoists), about the good old team and mutual assistance, about the imposed ideology.
Obviously, those who condemn individualism put the worst possible thing into this concept, and even a little extra
It turns out such a frightening and revolting diagnosis. Label and insult. A reason to grieve or be indignant. Could be so. And if we imagine individualism as an opportunity to choose one’s own path? A path that is as free as possible from the limits and dogmas imposed by society? Of course, to what extent everyone (are we talking about individualism?) will succeed. I don’t see anything terrible, selfish or frightening here. Rather the opposite.
Example: an ordinary ten-story panel building entrance. Full boxes of indistinct promotional items and the floor strewn with it. Why? Because “it’s already lying around, it won’t get dirtier from mine, everyone throws it – why should I be embarrassed.” This is the same vaunted collectivism. When one for all and all for one. Together we litter in the entrance, justifying our act by the actions of others. And there are “nasty individualists” who do not throw papers on the floor.
Moreover, from time to time they collect strangers and throw them away.
I know such people. I am not in a white coat, but in order not to be completely unfounded, I have to admit: I do it myself. It’s just that this is my entrance, I live here, and I like a clean floor. I also wash the walls in the elevator periodically and decorate my floor for the New Year. And in the next entrance, people brought flowers to the site, take care of them, water them. True, also only on their own floor, because they are individualists: all the beauty is on the landing for themselves and their families. But if everyone thinks about themselves and their loved ones in such a “selfish way”, won’t the world become banally cleaner? But since “to live in society and be free from it” for no reason “!”, we will wait for society to “give the go-ahead” for cleanliness. In the meantime, we litter “like everyone else.” Right?
“Disgusting individualists” pick up stray dogs and cats, treat them and put them in good hands.
Of course, they unite in groups and communities, but initially it is an individual desire of one living being to help another. Not because it is “accepted in society, socially approved, everyone does it or it gives goodies and bonuses”, but because in the soul this person cannot do otherwise. Myself. Personally. Individually.
The same “vile individualists” distribute flowers to veterans on May 9th. Not from an organization, not from a team: “Send five people to participate in an event dedicated to the day of celebration,” but from yourself, personally, individually. They go to the homes of veterans to wash windows and carry groceries and do not trumpet about it at all corners, because they do not have the goal of “educating the younger generation in the spirit of patriotism.” They just made their choice. They live like this.
They live according to their own standards and rules, without looking back at society. And the society sits in its huts located in the center of the village and condemns selfishness, because the collective is stronger and always knows better, and it is also easy to hide behind the collective.
It turns out that I personally am not responsible for anything: for garbage on the street (“Everyone throws it, and I throw it”), for petty theft (“Everyone steals, politicians and oligarchs by the thousands, but am I worse? Even a chocolate bar from a store, they cheat us anyway”), for rudeness in real life and on the Internet (“There are only freaks around, of course I’m not like that, smarter and better, but you have to use their language with them”), for beating and insulting your own children ( “I was raised like that, and it’s okay, I grew up, everyone beats me, and whoever doesn’t, they will have drug addicts and prostitutes”). A lot for what. The main thing is “everyone does it” or the majority. This means that this is normal, correct, or simply justifies me: in my rudeness, dishonesty, rudeness, and so on. Since everyone lives like this, it means that I am no worse. Member of a healthy team. But the individualist is not.
The individualist does not care about the collective, because he checks his choice with his values
He does not look for excuses that others do this or even worse.
He does not care about the views and opinions of others. He is also “a terrible individualist, thoroughly saturated with suspicious values \u200b\u200band strange morality.” He is disgusting and unpleasant not because he harms the team, but because he does not fall for cheap manipulations. He will or will not buy magazines for the benefit of the starving children in Germany, because he will decide for himself how important this is for him and how much he believes that this purchase will really help the children. The collective will readily accuse him of being greedy, although “collectivists” will only buy these magazines to keep themselves from the collective, or out of fear of being judged for their lack of mercy, or out of vague thoughts that this is a good deed. The motives of “collectivists” are most often confused and unclear even to themselves, because they are accustomed to measuring everything by a collective measure, and this is a utopia. After all, the team consists of people, and the reasons for their actions are diverse.
