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It was equally important, however, for us to obtain 1st hand flight data with
the airplane in Ultralight configuration, with the 277 Rotax engine.
This was accomplished over a short time during the first half of June.
As a 205 pound pilot, I did not expect earth shattering
performance with so little
power. I had flown this plane for about 20 minutes back in April, just
prior to our departure for Sun N Fun. In the sub freezing temperatures of
Northern Ohio in early April, the Micro Mong had seemed very adequate, but
I was concerned the now 90 degree outside air temperature which is so much
more suitable for open air flying, would degrade performance below an
acceptable level.
Fortunately, that was not the case. I did not perform
any scientific tests, just fun flying. The plane was being operated off a
1600 ft grass strip @ 1100 ft MSL. Take-off roll would average 400 ft
based on the uncalibrated 200 ft distance between runway markers. Climb
angle was similar to a Cessna 150 at gross weight. Definitely not earth
shattering, but very acceptable.
If someone has to build the "Ultralight" version of
this plane, (for medical reasons, or whatever) I think they will be
pleased with the results. A restriction applies. Short field capabilities
will have to be explored very carefully. This is especially true if the
bulk of the pilot's experience is flying other Ultralights with higher
power engines. If you're used to flying grossed out 150’s, 172’s or
Cherokees, you'll have a good idea of how to operate the Micro Mong
Ultralight.
Micro Mong proto type now flying as EXP Version
In mid June, ('94) the 28 HP 277 was replaced with a 50
HP 503, with dual carbs, a 3.0 Type E gearbox, (EEElectric start), and a
68" GSC 3-blade propeller. A new instrument panel, heavy duty landing
gear, aluminum wheels, a set of landing wires, an extra set of tail brace
wires, larger fuel tank, and brakes have also been added, plus, an "N"
number, and certificate of airworthiness. Empty weight is now up to 340
lb. We are extremely pleased with this combination. Takeoff roll is about
200 ft., followed by a 1000 fpm climb out. So far, cruise speed has ranged
between 60 and 90 mph. Though we have yet to achieve full power straight
and level maximum speed, we believe it would be in excess of the 110 mph
VNE.
Ground Handling
Many folks have expressed a concern for the ground handling
characteristics of such a close coupled taildragger. The Micro Mong
definitely is a taildragger, and should be treated with the appropriate
amount of respect. That does not mean it should be feared. The Micro Mong
is very light on the tail. This has to do with the landing gear placement
in relation to its CG. As you know, in tail draggers, and arrows, the
heavy end would rather be in front. It just makes sense, then, as far as
tail draggers are concerned, the lighter the tail; the less apt they are
to switch ends during a ground roll.
This trick only works to a point, beyond which an
airplane becomes a nose dragger, and will be perfectly happy to go down
the runway in the proper direction. The down side of low tail weight on a
taildragger is the potential for nose over. In my observation of the Micro
Mong, I've noted only two scenarios where this could be a problem during
normal operation.
The controls of this airplane are harmonized very well. By
that, I mean the amount of control pressure to achieve a desired affect is
pretty close in pitch, yaw, and roll. Control pressure in all axis is very
light, with pitch being the most sensitive. Pitch sensitivity plus the
light tail could be a problem if someone used to heavy controls and heavy
tails began a take off roll with too much down elevator. I think this
airplane has enough elevator authority that a heavy handed pilot could
perform the first half of an outside loop without ever leaving the ground.
The other potential problem has to do with start up. If
the Micro Mong is started without an occupant in the pilot's seat, the
thrust of the idling propeller makes the tail extremely light. If the tail
isn't tied, or if someone isn't holding it down, the chances that the
propeller will make contact with the ground are very significant. I'm
being super critical here.
In The Air
The airplane just doesn't have any bad habits. Visibility is good. You sit
far enough back that the bottom wing doesn't obstruct the view as would a
low wing plane, and the top wing stays out of the way except during dog
fights, aerial combat, and other steep turns. To find a mock adversary by
looking over the top wing, an extreme bank angle is necessary. During such
a maneuver, say, for instance, you are banked steep left, peering over
your top wing, in search of your foe, the right lower wing creates a blind
spot which makes you vulnerable if you happen to be outnumbered………..Sorry,
I got carried away. The Micro Mong is just so comfortable to fly that mock
situations, like this, do pop up from time to time.
Although light on the controls, there is no problem
with instability. If you're used to flying Wichita iron, which requires
little or no rudder input for maneuvering in normal flight, you'll feel
right at home in the Micro Mong. I have flown for extended periods of time
with my feet pulled back away from the rudder pedals. The airplane drives
along very nicely making stick inputs alone, with hardly any adverse yaw.
During some stall experimenting, the airplane was stalled straight ahead,
left, and right, and recovered without rudder input. I practiced this
repeatedly, and without fail, wings and nose were leveled without rudder
input. In cross country mode, sometimes you might want to rest your hands.
No problem. Once trimmed out in level flight, the Micro Mong can be flown
continuously with only minor trim corrections. Quite often, Ill hold my
hands outside either side of the cockpit, and by deflecting the proper
hand, I can make corrections for tall three axis.
Short cross country flights are enjoyable. We currently
have an 8 gallon fuel capacity. At economy cruise power of about 5000 rpm,
we are getting airspeed of 65 mph at 3.25 gph. That’s 20 miles per gallon,
in an open cockpit biplane! The range of comfortable cruise speeds for
this airplane is 60 to 90 mph. The windshield offers good protection. I
usually wear a regular ball cap when flying, and I have yet to loose one
while flying the Micro Mong.
Aerobatic Flight is Prohibited
Current VNE is 110 mph, and you should observe this as a valid Never
Exceed Speed. Although the Micro Mong was designed to make Utility
category at 550 lb gross weight, aerobatic flight is prohibited.
Spins have been practiced to explore the spin tendency and recovery of the
prototype. My opinion is the Micro Mong prototype does not have any
natural tendency to spin. Indeed, it has been stalled in many attitudes,
which could result in spins in more temperamental designs, without
tendency to Spin. If invited to spin, the Micro Mong is a willing
participant. To date, I have explored two turns left, and one turn right.
Entries have been by conventional low power, or no power stall accompanied
by a quick application of rudder
at the moment of stall. Recovery has been achieved in
approximately ˝ turn by applying neutral stick and opposite
rudder. Speed management is required promptly after
rotation stops, to avoid excessive speed or loading on the
airplane.
Slow Flight
Sometimes, the best way to get used to an airplane is to explore its slow
flying characteristics. I had the opportunity to get into
an impromptu slow-fly competition at this year’s Ohio
Kitfox Fly-in, against my brother and his Kitfox Model II. It’s really not
right to quote what speed we were indicating, because at
extreme angles of attack, our airspeed indicators are probably very
inaccurate. Carrying power and very high angle of attack,
the Micro Mong hung on next to the Kitfox till I got bored and gave
up. Later, when I queried my brother, he was flying as
slowly as he could, and was just about to give it up himself. At Oshkosh,
I had the opportunity to fly formation with Larry Israel,
who was flying the new TEAM AirBike, on a trip up to Brenon airport.
We flew this short cross country very well, together.
Landing
Landing the Micro Mong in three point
configuration
Wing Span
19.50 ft. |
Range
200 sm |
Wing Area
110.0 sq. ft. |
Takeoff
Dist
200 ft. |
Length
14.00 ft. |
Landing
Dist
400 ft. |
Max Gross Wt
650 lbs. |
VNE
110 mph |
Empty Wt
340 lbs. |
Cruise
85 mph |
| Payload (full fuel)
250 lbs. |
Stall
35 mph |
Fuel Capacity
9 gal. |
Climb Rate
@msl
1000 fpm |
| Seats 1 |
Service
Ceiling 15,000 ft. |
| Cabin Width 21
in. |
Construction Metal, Tube, Fabric |
Engine
Rotax 503 / 50 hp |
Est. Bldg.
Time 400 hrs. |
shortens the total landing distance tremendously. Till
after Oshkosh, we were landing very conservatively,
because breaking the only flyable example of this design would cast major
shadows on our illusions of grandeur in the
kitplane business. (By "landing conservatively" I mean, maintaining a
minimum landing speed substantially higher than
what we would if we were in a short landing contest with nothing to lose
if we smashed the plane.) It’s easy, anyone can do
it, just approach hot, close the throttle, put the plane in landing
configuration till speed and altitude bleed off,
and drive the airplane down the runway on the mains till the tail wheel
settles. This type landing in the Micro Mong, is a tail low wheel landing. If you operate from a runway with zero
obstacles, the Micro Mong will use 900 ft on that runway, ……..
If you are good. Now, change
your technique to three point style and you will use only 500 feet of that
same runway.
GREEN SKY ADVENTURES, INC.
2395 Cream Ridge Rd.
Orwell OH 44076
216-293-6624
For several web video interviews on the
Micro Mong subscribe to the Ultralight Flyer web video
magazine |
