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Aviation History
1982
1982 - 0068.PDF
A steep climb-out can be achieved when the aircraft is flown solo. Note the small deflection of roach owing to light loading 4 is essential to allow for the wind gradient that is always present in the last 50ft of the approach. Excess air speed decays very quickly as a result of the high profile drag and low inertia of the aircraft, so the float is never excessive. The flare is initiated at a low level and sufficient speed is required to ensure that the trike ro tates into a nose-up attitude. This can be assisted with a burst of power at the last minute. Needless to say, the Titan has a high sink rate at maxi mum weight, but the glide path can be precisely controlled with varying power and the aircraft can be lowered on to the runway with the throttle. At touchdown the nose will be pitched well up, and it is necessary to lower the nosewheel on to the ground by gradually pulling the bar in. Engine-off landing can be exciting if the approach speed is allowed to decay, as this leaves little margin to rotate before touchdown. The robust undercarriage will stand a consider able amount of rough handling, while the wide wheel track and nose wheel have a remarkable ability to sort out even the most badly judged touch down. Crosswind landings are not a problem so long as the pilot remem bers to lower the into-wind wing after touchdown. Ground handling in strong winds is quite feasible if the upper wing surface is always kept pointing into wind. The Chargus Titan has been designed specifically for the dual training market, and as such should find considerable success. There is a very considerable demand for dual weight shift training. Whereas con ventional aircraft pilots see a degree of familiarity with three-axis control microlights, many tend to be nervous of the weight-shift variety with their apparent control reversal. As long as the student appreciates what he is CHARGUS TITAN LEADING DATA Wingspan 38ft, wing area 250ft2, nose angle 125°, aspect ratio 5-77, weights: wing 801b, trike 2001b, max payload 3361b. Claimed performance with 3361b payload: climb 230ft/min, stall 25 m.p.h., cruise (at 2-5 g.p.h.) 38 m.p.h., Vne 45 m.p.h. Manufacturer: Chargus Hang-Glid ing Co, Gawcott, Buckingham, Bucks; telephone 028 02 4321. trying to achieve with the aircraft, rather than to operate the controls in a standard pattern learned by habit and repetition, he will have no trouble converting to weight shift. The instructor now has a tool available to him that takes much of the nail-biting commitment out of solo training. The market for flex- wing microlights is very buoyant as this type is cheaper, simpler to rig, simpler to maintain and easier to store than three-axis aircraft. They require less co-ordination in flying than three-axis microlights, therefore permitting less concentration and more relaxation. Improvements should be made to engine silencing, and a package of calibrated nose trim cords should be provided in order to set up different pitch trim conditions. A student con verting to a solo trike may find a lighter pitch control disconcerting after the Titan, and may well end up overcontrolling. Chargus should be congratulated for designing a product that so well matches its market, and one that contains many innovative features. S3 66 FLIGHT International. 9 January 1982
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