UK, USA, TURKEY Microlite Training

Company: GS Aviation
Name: Graham Slater
E-mail: info [at] gsaviation.co.uk
Phone: 0044 1672515535
Country: England, Wiltshire, Marlborough
Aircraft types : C42, EV97,QuikR,GTR
Information :
UK based Microlite and Gyro Flight school, established 1991. Training fixed and Flex wing Microlights, and MT03 Gyroplane. We have taught more than 700 students to fly since 1991, 4 full time instructors, based in the middle of Southern England in the Wessex downland. Small friendly club, operating from two grass runways. We are very near all of the historic sights, Stone henge, Avebury stone circle, Silbury hill and the white horses. Crop circles from May to July. Check out www.gsaviation.co.uk


 

 Company: CFI Gyroplane
Name: Rick Abercrombie
E-mail: speedracerrick (at) bellsouth.net
Phone & Fax: Home 770-474-1436 Cell 770-312-1166
Country: USA; State: Georgia; City: Stockbridge
Gyro Types: AAI Sparrowhawk
Information
I offer training from introductory flight lessons, Sport pilot training, Private pilot , commercial pilot and CFI instruction. I train at Covington, Ga. witch is about 30 miles east of Atlanta, Ga.
I have been flying gyroplanes for over 25 years and have over 4000 hours total. I fly helicopters airplanes, gliders and hang gliders as well as ultralights. So if you are flying any of these, I can relate the differences to flying a Gyroplane.


Company: FG AIR
E-mail: info [at] fgair.com
Phone: 00902124653771
Country: İstanbul TURKEY
Types: MTO Sport, Calidus, Cavalon, TL-Ultralight, Sirius, Trike, Microlight, Sea Land with Trike
Information
FG Air, www.fgair.com Fixed wing (TL-Ultralight - Sirius Fully Glass Cocpit), Flex Wing (Aircreation, Polaris FIB-AM-FIB sea and land version), Gyroplane (MTO Sport, Calidus, Cavalon)

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

USA If you are looking for a Microlight instructor in the USA or anywhere in the world then look no further. United States of America. The term "ultralight aviation" refers to light-weight, 1- or 2-person airoplanes. During the late 1970s and early 1980s, many people sought to fly affordably. As a result, many aviation authorities set up definitions of lightweight, slow-flying aeroplanes that could be subject to minimum regulation. The resulting aeroplanes are commonly called ultralight or microlight, although the weight and speed limits differ from country to country. There is also an allowance of another 10% on Maximum Take Off Weight for seaplanes and amphibians, and some countries (such as Germany, Poland and France) also allow another 5% for installation of a ballistic parachute. The safety regulations used to approve microlights vary between countries, the strictest being in the United Kingdom, Italy, Sweden and Germany, while they are almost non-existent in France and the United States. The disparity between regulations can be a barrier to international trade and overflight in strict regions, as is the fact that these regulations are invariably sub-ICAO, which means that they are not internationally recognised. In most affluent countries, microlights or ultralights now account for a significant portion of the civil aircraft fleet. For instance in Canada in October 2010, the ultralight fleet made up 19% of the total civil aircraft registered. In other countries that do not register ultralights, like the United States, it is unknown what proportion of the total fleet they make up. A microlight must also have either a wing loading at the maximum weight authorised not exceeding 25 kg per square metre or a stalling speed at the maximum weight authorised not exceeding 35 kn (65 km/h) calibrated speed. All UK registered aeroplanes (3-axis or flex-wing) falling within these parameters are Microlight aircraft. A sub-category of microlights (SSDR) was introduced which allows owners more freedom to modify and experiment with their aircraft. Single Seat De-Regulated microlights must weigh less than 115 kg (254 lb) without fuel and pilot and the wing loading must not be more than 10 kg per sq m. There is no airworthiness requirement or annual inspection regime for SSDR microlights although pilots who fly them must have a normal microlight licence, and must observe the rules of the air.[16] While ultralight-type planes date back to the early 1900s (such as the Santos-Dumont Demoiselle), there have been three generations of modern, fixed-wing ultralight aircraft designs, which are generally classed by the type of structure. The first generation of modern ultralights were actually hang gliders with small engines added to them, to create powered hang gliders. The wings on these were flexible, braced by wires, and steered by shifting the pilot's weight under the wing.The second generation ultralights began to arrive in the mid-1970s. These were designed as powered aircraft, but still used wire bracing and usually single-surface wings. Most of these have "2-Axis" control systems, operated by stick or yoke, which control the elevators (pitch) and the rudder (yaw) -- there are no ailerons, so may be no direct control of banking (roll). A few 2-Axis designs use spoilers on the top of the wings, and pedals for rudder control. Examples of 2-Axis ultralights are the "Pterodactyl" and the "Quicksilver MX". The third generation ultralights, arriving in the early 1980s, have strut-braced wings and airframe structure. Nearly all use 3-Axis control systems, as used on standard airplanes, and these are the most popular. Third generation designs include the CGS Hawk, Kolb Ultrastar and Quad City Challenger. UK Brazil Canada Europe India Italy New Zealand Philippines United Kingdom United States

 

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