(Niol started flying in 1961, was CFI at two Aero Clubs in 1963 and joined the National airline in 1965. He flew DC3s, F27s, Viscounts and Boeings and was an Insructor, (Simulator and Aircraft) on the F27s and Boeings. Following retirement from Air New Zealand in 1993 he discovered the microlight  world and currently flies out of Pikes Point in Auckland.)

DISCLAIMER: This article is response to the many queries I have had from constructors and would be constructors. These flying notes are from my own observations flying my own 701.They are presented in good faith for informative value and this is not the Gospel of 701 flying.

 MAIN POINTS: If you are a G.A. Pilot new to ultralights there are two big differences compared with flying G.A. aircraft.

The lack of inertia is most likely to catch you out in landings. Whereas in your Cessna you can chop the power at 50’ or so and continue on to land in fine style, in the 701 the speed will bleed amazingly quickly. This is particularly pronounced when approaching with full flap, (30 deg.)  Early power reduction and speed decay can result in loss of elevator authority. Until you have got it taped I recommend keeping power on until the mainwheels touch. The lack of inertia also means speed will decay in more aggressive manouvres such as a very steep 180 deg. reversal turn.

The fast throttle response, is of course also tied up with the lack of inertia, plus a good power to weight ratio. This also has it’s most noticeable effect during landings. Throttle corrections need to be very small and measured, something I am still coming to grips with after more than 3 years!. On short strips I still have a tendency to apply a wee bit more than what is required, resulting in an immediate acceleration and a consequent go around because the strip is too short to get the approach re established.

FINER POINTS OF THE DESIGN:There are a few noticable differences visually apparent to the 701 compared with it’s contempories. Most of these have a direct bearing on it’s performance and handling.

  PREFLIGHT: Pre flight is straight forward with 90% of all structural bolts visible. There has been little concession to avoid drag and one immediately notices the lack of fairings and unstreamlined protuberences. Accessing the cockpit is very easy, reverse in, sit down, grab the grab hande and swing in the legs. The 42” wide cockpit is snug for two 15 stone folk. The seat is aircraft structure so adjustment is by way of seat cushions. It suits me OK at 6’1”.

The 80 h.p. Rotax 912 starts easily and whilst capable of idling at around 1000RPM is much happier at around 1700 which avoids any gearbox backlash chatter.

TAXI: Taxiying is easy with steerable nosewheel and individual toe brakes although there is kickback on the rudder pedals on rough ground as the lower mount of the front strut flexes slightly on the firewall. Extreme care is needed in winds of excess of 25Kts to avoid becoming airborne.

TAKE OFF: It pays to anticipate a swing to the left on takeoff, particularly if there is a crosswind from the left. The ground adjustable 3 blade prop should be set to give 5400 rpm at full throttle on take off. Red line is 5800. If the aircraft is rotated at brake release the nose will lift off immediately at light weights and there is a 2 second gap before enough airspeed is available to get rudder authority. When pushed, (or should I say pulled) the 701 with a medium load can get airborne in about 3.5 seconds and it’s best climb angle is advised as flaps 15 at 30 kts, although ZK LOK protuces a slightly better angle at flaps 0 and 40 kts. Both configerations produce an alarming body angle and would require a massive and interesting nosedown correction should the engine quit. For normal takeoffs it is much more comfortable to ease off at 30 kts and gradually accelerate climbing out at 50 to 55 kts. Visibility over the nose at this speed is excellent and RPM is monitered to a maximum continuous of 5500.