In order to
receive Flight Line (Later to become Microlight Flying) it was necessary to be
a member of the BMAA.
However, for some time thought had been given to allowing
the magazine to be marketed in a more traditional way, and to be made available
through high street news vendors. In 1991, it was decided that a 'Summer
Special' would be produced for just such sales. In conjunction with the PFA,
the special would be called Sportflight, and would be a one-off aimed at
encouraging potential members to join either the PFA or the BMAA. The BMAA
newsletter, which had been published in the months between Flight Line issues,
was discontinued this year.
to be an issue of concern to pilots as it is a principal cause of complaint when
planning applications are considered. Richard Meredith-Hardy publishes his
thoughts in Flight Line, and suggests an event as a part of the nationals where
noise would be an integrative factor, in the same way as fuel economy,
encouraging technical innovation to address the issue.
and Pete Barker wrote articles for Flight Line about their entries in the Dawn
to Dusk competition, a long-standing event organised by the Tiger Club and open
to pilots of all types of aircraft. Tim had won third prize the year previously
for a flight which involved visiting three airship stations that his uncle had
been based at during the first World War. The competition requires pilots to
think up a task, fly it, and then produce a written report within 21 days of
the event. As well as his placing in the competition, Tim also raised
sponsorship money for his local hospital.
PHOTO 1: Tim Elmhirst about to set off on his Dawn
to Dusk flight.
designs had dominated in the very early days of microlight flying, by the 1990s
there were few offered for sale in the UK. Flight Line reviewed the Challenger
II, a machine derived from one of the most popular designs in the US and
adapted for the UK regulations.
PHOTO 2: The Challenger II - a tandem two-seat
high-wing monoplane with conventional 3-axis control, fitted with a Rotax 503.
introduction of BCAR Section S in 1984 had changed microlighting radically as
we have seen. Prior to this specification, many machines had been home-designed
and built by enthusiasts, with varying degrees of success. The desire to build
and fly one's own machine remained strong across the microlighting fraternity,
with some finding a way to do this through the PFA. The BMAA however remained
keen on finding a process by which its members could also build their own
designs, within the constraints of Section S. John Hunt, a member who had been
involved in microlighting since the days of the Soarmaster, produced his
Huntwing flexwing in this way, becoming the owner of the first type approved
totally home designed and built flexwing in the country.
Changes at the
BMAA include David Cole taking on the role of Chairman. The organisation was by
this time housed at the Bullring in Deddington, and in 1991 caused controversy
amongst some members by spending capital on buying the building. This was seen
as a good investment, since the alternative might have been yet another move.
Brian Cosgrove was still Chief Executive Officer, and notified members that in
June the BMAA signed a new agreement with the CAA to extend its airworthiness
activity, enabling the Association to make recommendations to the CAA with
regard to homebuilt microlights constructed to Section S standard.
Modifications to all microlights would also fall within the BMAA's remit.
While Flight Line
kept members up to date with cutting edge new designs, Keith Wingate
demonstrated that it was not necessary to have the most up to date machine in
order to enjoy challenging flying. Using his by this time dated XL, Keith flew
from Land's End to John O'Groats in order to raise money for charity. The
flight took 20 hours and 38 minutes: certainly not the fastest ever, but a good
demonstration of what could be achieved by those not looking to fly the most up
to date machines.
1991 saw the
first successful trike flight from Europe to Australia. The Pilot was Zoltan
Ovari, a Hungarian living in Germany. The aircraft was comprised of a German
trike: the UPM Omega; and German engine: the 4-cylinder, four-stroke Sauer; and
a British wing: the Raven.
PHOTO 3: Zoltan Ovari getting ready for take-off
at a strip in Thailand.
Round Britain competition was made even more difficult this year by appalling
weather conditions. Those involved thought that this, the 6th event, was the
most difficult competition yet held. The event attracted competitors from
mainland Europe as well as Britain, with teams from Sicily and France included
in the 46 machine starting line. The three axis category was won by Malcolm
McBride and Simon Baker in the only UK legal Mistral, while Richard
Meredith-Hardy won the flexwing class in an Air Creation Racer SX12 II.
been around long enough by 1991 to warrant a Vintage Fly-in. This event took
place at Long Marston in September. Over 100 aircraft took part in the event,
including Eagles, Quicksilvers, Pathfinders and Swallows. A group of Shadows
were amongst those flying in, including Shadow 002, an early prototype built in
1982 flown by Jacob Cook, son of the designer.
PHOTO 4: A Tiger Cub belonging to John Skipp was
one of the microlights to
fly into Long Marston for the Vintage event. Some 150 kits were sold, but few
were still flying in 1991
team once more excelled themselves in international competition. At the
European Championships held in Hungary, the team achieved two golds, one
silver, one bronze and the team prize.
award in British Aviation, the Royal Aero Club's Britannia Award, was awarded
to the British World Championship team in recognition of their success the
the AGM, Norman Burr wrote that 1991 would go down in history as the toughest
ever trading year for the industry. However, the AGM itself was very well
attended, by manufacturers of aircraft and supporting products, and the
noted the resurgence of solo machines. Earlier in the year, the only option for
those looking to buy a new single-seat flexwing had been Mainair's Scorcher.
Now, at the end of the year, the Chaser from Cyclone Airsports was back in
production and competitively priced. Pegasus manufacturer, Solar Wings, had
gone into receivership the week before the AGM. However, a rescue package was
put together in time for the company to be able to attend the AGM with a wide
range of aircraft on display.
Fixed wing pilots
were able to witness the rebirth of the Thruster, at a price which compared
well even with kit aircraft. Its nearest rival, the Spectrum, was beginning to
find favour with flying schools. The other contender in the 3-axis trainer
market, the Snowbird, was not shown.
PHOTO 5: While somewhat eclipsed at the show, the
AX3 was seen as a machine
with a lot of promise in 1991.