Microlight Pilot's Handbook - 8th Edition E-Book

Brian Cosgrove

• Herausgeber: Crowood
• Kategorie: Lebensstil
• Sprache: Englisch

Veröffentlichungsjahr: 2013

Beschreibung

Brian Cosgrove's classic introduction to the world of microlight flying has endeared itself to several generations of pilots. To read a 'Cossy' has been the advice given to candidates for the CAA's microlight examinations since the book was first published in the early days of the sport. Now in its eighth edition, the text has been thoroughly revised to bring current information to enthusiasts around the world. It also provides a real understanding and recognition of the factors that influence safe flight. The best-selling reference book for microlight pilots. Revised and updated 8th edition of the standard training manual. Superb colour illustrations - many now updated. Brian Cosgrove OBE had all the ideal qualities to create this book - a meteorologist and a pioneer of microlight flying.

Leseprobe

To

Capt. Julian Doswell

for his patience and guidance incontributing to this book

With thanks to:

Peter Coles – for the initial suggestion of a new approach

Geoff Weighell and Guy Gratton – for those tips and reminders on occasions

Also with appreciation to David Young together with David Garrison andFiona Luckhurst for their contributions to the latest edition

The Microlight Pilot’s

Handbook

8th edition

Brian Cosgrove

Airlife

First published in 1986 byAirlife Publishing, an imprint ofThe Crowood Press LtdRamsbury, MarlboroughWiltshire SN8 2HR

www.crowood.com

Eighth revised edition 2013

This e-book first published in 2013

This impression 2018

© Brian Cosgrove 2002 and 2013

The information in this book is true and complete to the best of our knowledge. All recommendations are made without any guarantee on the part of the Author or Publisher, who also disclaim any liability incurred in connection with the use of this data or specific details.

All rights reserved. This e-book is copyright material and must not be copied, reproduced, transferred, distributed, leased, licensed or publicly performed or used in any way except as specifically permitted in writing by the publishers, as allowed under the terms and conditions under which it was purchased or as strictly permitted by applicable copyright law. Any unauthorised distribution or use of this text may be a direct infringement of the author’s and publisher’s rights, and those responsible may be liable in law accordingly.

British Library Cataloguing in Publication Data

A catalogue record for this book is available from the British Library

ISBN 978 1 84797 561 4

The publisher would like to thank Julian Doswell and David Young for their assistance in producing the eighth revised edition.

Cover pictures courtesy P&M Aviation (front and back top left), and Kemble Flying Club (back top right and bottom).

A percentage of the royalties from sales of this book is being donated to the BMAA Young Persons Training Bursary.

Illustrations by David Barber

Contents

The Author

1Introduction

2Aeroplane Types

3Principles of Flight

4Power and Ancillaries

5Basic Flight Instruments

6Air Law - including Foot-Launched Microlights

7Human Performance Limitations

8Meteorology

9Navigation

10Flight Planning and Map Reading

Index

The Author

From designing, building and flying model aircraft in the 1930s through service with the Air Defence Cadet Corps, Air Training Corps and Royal Air Force in the 1940s, the author has always had an affinity for aeroplanes since a first flight at the age of seven.

1942 saw his involvement as a pupil in the opening days of ATC gliding where solo training in open primary types was the norm – shades of the earlier types of microlights to come 40 years later.

After wartime service with the RAF in the UK and Far East as a meteorologist on the ground and in the air, the early post-war years were spent as a gliding instructor culminating in an RAF ‘A’ Star Category in both solo and dual methods of training.

Having become involved with microlights in 1979, he predicted that total freedom for microlighting would be short-lived, and work began on ideas for the inevitable control to come. Reading matter for ground studies appeared in the form of Ultra Light Aircraft and the Air, followed by Microlight Aircraft and the Air when the aircraft name was later changed to meet with impending CAA legislation.

Author Aloft!Among the UK's first single-seater 3-axis types, this machine was very much liked by those who flew it – with or without the cockpit cover! 

By then a BMAA Council member, a start was made on preparing future pilot licence examinations specific to microlights. These were accepted by the CAA and a rapport was established which was to grow over future years.

In 1983, now in a full-time role with the BMAA, and a few months later its chief executive, negotiations continued with the CAA on many aspects of pilot licensing and instructor rating. Also, airworthiness procedures were set up and safeguards put in place for existing aeroplanes threatened with grounding by airworthiness standards yet to be introduced.

After retirement in May 1993 he became an independent consultant with the BMAA, among other clients, particularly on site planning matters until August 2002.

The author was awarded the Ashley Doubtfire Trophy in 1985 for Services to Microlight Aviation, and in 1990 was elected a Freeman of the Guild of Air Pilots and Air Navigators. In 1993 came election as a Fellow of the Royal Meteorological Society and the award of an MBE in the Queen’s Birthday Honours List. In 2002 he received a Royal Aero Club Silver Medal. Brian became President of the BMAA and continued his close links with the Association until his death in June 2010. His unique position and lasting legacy has been affectionately described as: ‘Brian Cosgrove – The Father of Microlighting’.

Chapter 1

Introduction

Although the presentation of this eighth edition is entirely new in approach, it still contains the same content – the ‘need to know’ information you require. It is hoped that the introduction of colour pictures, particularly in the case of clouds, will contribute to an easier understanding of the points being made. It is said that a picture speaks a thousand words!

Although the microlight may make satisfying that ‘dream’ to fly much closer than it has ever been, the knowledge to do so remains similar in many aspects to the standards required for flying conventional light aeroplanes. In fact it could be quite justifiably argued that the standards must be greater in some respects in view of the ordinary fields from which the microlight can operate.

The aim of this book is not just to prepare you for passing the National Private Pilots Licence examinations as an end in itself, but to provide you with a real understanding and recognition of those factors which influence safe flight for you and passengers who will fly with you in the future – be it in a microlight or in any other form of aircraft. The principles are the same.

The chapters you need to digest for the exams are listed in the panel below:

3

Principles of Flight

Why and how your aeroplane can fly

4

Power and Ancillaries

How to ensure it will stay in flight

5

Basic Flight Instruments

Monitoring your control of flight

6

Air Law

The rules to obey as a pilot

7

Human Performance Limitations

Your mind and body for safe flight

8

Meteorologly

The environment in which you fly

9

Navigation

How to find your way before you fly

10

Flight Planning and Map reading

Planning and then finding your way as you fly

This eighth edition of the book continues to fulfil the aim to update where necessary. Particular attention is still paid to those aspects of Air Law where the microlight aeroplane may be operating under exemptions from the law laid down in the Air Navigation Order. Such exemptions are unlikely to be covered in other publications on Air Law but they still require legal compliance and the pilot must have knowledge of them.

Throughout the book, where information is considered to be of interest, but not necessarily essential, the text is in a pink box.

As before, the subject of how to fly the aeroplane has been left where it belongs – in the hands of your flying instructor. However, if you digest the information presented to you here, you and your instructor will have a much easier ride.

Brian Cosgrove

Chapter 2

Aeroplane Types

Unlike its ‘big brother’ the light aeroplane, the microlight can appear in a variety of types. The early ones in the UK mainly stemmed from the USA, which waded into the world of aluminium/Dacron to re-invent the aeroplane. The use of composite materials was also to be seen at times. Not only did the appearance seem strange, but the control systems could also be quite intriguing! Over ‘the pond’ they were called Ultralights. Just as with vintage cars, some of these ‘oldies’ can still be seen flying on occasion.

Powered Hang Glider

The beginning of the microlight in the UK – an engine added to a hang glider in the late 1970s to early 1980s.

Flexwing (Weight-shift) Microlight

The flexwing trike was to become the major UK type of microlight. Here is a single-seater from the early days arriving at John O’Groats after a flight from Land’s End!

The advent of Permit to Fly legislation allowed the introduction of two-seater microlights. The ability to carry an instructor transformed the interest in microlight flying.

The P&M Quik is typical of the modern breed of high-performance flexwing microlights, with capabilities similar to those of many small light aircraft. P&M AVIATION

The Magic Cyclone is a single-seat flexwing, offering cheap and enjoyable flying with a minimum of fuss. P&M AVIATION

Ancient Hybrids

A mixture of weight shift and aerodynamic control. This aeroplane from the USA was very prominent in the UK in the early 1980s. It had a reputation for being ‘unstallable’.

Fixed-wing (2- or 3-axis)

Yes! This Canadian design is twin-engined. Fortunately a blind eye was turned to the need for a twin-rating when UK microlight pilot licences came into being.

One of the few microlights you had to climb up to enter the cockpit. It was a two-seater used for a time as a trainer – there are still some about kept by dedicated enthusiasts.

Here we have an unusual but interesting 2-axis machine. Pitch control is achieved by moving the entire upper wing, on which there are no ailerons. The rudder is operated by sideways movement of the control column wheel.

The Ikarus C42 (left) and Flight Design CTSW have the looks and performance of a light aircraft, yet are still classed as microlights and can be flown by the NPPL (M) holder. CLEARPROP! MICROLIGHT SCHOOL (LEFT) AND P&M AVIATION (RIGHT)

Powered Parachute – Trike Unit and Foot-launched

Instead of a wing with a framework, these two-seater trikes use a ram-air inflated canopy. A pilot's licence is required.

A simple paramotor outfit. Because take-off andlanding are on foot, it can be operated with aminimum of regulation.

Powered Hang Glider

Here we are, back to square one after many years. Some pilots have reacted to the sophistication and consequent cost of most current microlights by returning to simplicity. No doubt the Foot Launched Microlight (FLM) will find its niche in the sport.

Chapter 3

Principles of Flight

The Basics

Learning to fly a microlight relates to handling the various controls and becoming aware of their effect on your flight path. However, prior to mastering the practical aspects of flight, the ‘complete’ pilot should in the first place be aware of why the aeroplane can fly.

This chapter covers the microlight types most in use nowadays. However, for those who may be fascinated by the control systems of the past (and in case of their possible return in the future!) they are given coverage under a ‘want to know’ insert in a pink box.

The Aerofoil

Flight is possible because a wing can generate lift and it does so in two ways.

–By the angle at which it meets the Airflow – known as the Angle of Attack in relation to the chord line of the wing.

–By the shape of the wing section from front to back – Leading Edge to Trailing Edge. This shape is known as the Aerofoil Section and is generally flattish on the bottom and curved on the top. This curve is known as Camber and later you will see how camber contributes around two-thirds of the total lift produced. The Datum Line through an aerofoil section is known as the Chord Line.

Figure 3.1

Basic terms in bold above are to be seen in Figure 3.1.

Airspeed

A cambered wing set at an angle of attack will not in itself create lift. When you watch an aircraft take off you will see that at first it accelerates along the ground until at a particular point it parts company with ‘mother earth’ and flies.

What happens is this. The forward movement causes air to flow over the wing and it is this flow of air called Airspeed that produces the lift. The greater the airspeed the greater is the lift that the wing will generate.

When the airspeed is sufficient to produce enough lift for flight the aircraft is said to have reached Flying Speed.

Angle of Attack

Consider now the angle of attack and its contribution to lift. As the airflow meets the wing leading edge it divides to pass under and over the aerofoil.

Figure 3.2

In Figure 3.2 above you can see how the air passing underneath is deflected downwards. This in turn creates an opposite effect in that the aerofoil is pushed up. In fact it creates one-third of total lift.