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 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 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. |