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‘Glass’ panel is less cluttered and the Odyssey is great for airspace warnings

The story of this month’s air test of the undercarriage axle meant that the improved the look of the machine, albeit it starts way back in the mid-1980s undercarriage had to be rigid. remained in open-cockpit format. with the mid-wing MiniMax. With its angular, no-frills appearance making Initially designed for the single-cylinder Product of Tennessee-based it somewhat like an ultralight version of an two stroke Rotax 277 engine of around TEAM Aircraft founder Wayne Ison and Evans VP-1, the original MiniMax nevertheless 28bhp, and similar featherweight friend Jim Collie, a research engineer proved popular among the old timers because powerplants, designer Wayne Ison found Gentle HiMax working for the US Air Force’s Arold it was one of the few designs of deregulated that for those not bound by the ultralight Engineering and Development Centre, ultralight to sport a thoroughly conventional weight limit, the airframe went very well the MiniMax was designed originally as wooden structure covered with doped and indeed using the more powerful 40bhp, A nimble, short-field microlight with 60mph cruise and 80- a very simple US deregulated ultralight painted fabric, rather than the ‘norm’ of in-line, twin-cylinder Rotax 447 engine, (max allowable empty weight 254lb), with Dacron fabric stretched tent-like over a bolted, and that building the MiniMax as an mile range. With great views and finger-light controls, the a low-wing loading and slow top speed. aluminium-tube frame. amateur-build also allowed a greater To keep the empty weight down, the basic It was back in 1986 that PFA member Peter degree of sophistication, albeit bringing HiMax proves perfect for pottering and enjoying the sky MiniMax was just that: basic – with the pilot Harvey (no relation to our erstwhile former with it the need for conventional pilot perched partly in, partly on, a wooden, CEO) decided to build a MiniMax. Under UK licensing and Experimental Category box-type fuselage, plank-like strut-braced microlight rules, the design was not quite so paperwork. Builders in the USA soon found Words Francis Donaldson wings mounted shoulder-fashion and a constrained by empty weight limits and this that the basic MiniMax lent itself very single-cylinder engine fully exposed up extra allowance meant that Peter was able to nicely to slicking up with an enclosed Pictures Ed Hicks front. Bracing the wing struts to the ends add a lightweight rear turtle deck, which greatly cockpit and semi-enclosed engine,

34 LIGHT AVIATION APRIL 2012 MARCH 2012 LIGHT AVIATION 35 > FLIGHT TEST FLIGHT TEST >>

which made it look much cuter. Originally to Fly in mid-1997 and accumulated some 140 supplied as a supplementary drawing to the flying hours over the next ten years in Maurice’s basic model, the so-called Sports Canopy led ownership. A small number of other HiMax to a whole new version in 1991, the MiniMax projects were registered with PFA, the first to ’91, which as well as a stretched, fully-enclosed fly being Andrew John’s G-CCAJ, which with cockpit was given a structural upgrade which John Hamer’s guidance was completed in 2003 allowed an increase in maximum gross weight and flew in a brown-and-cream colour scheme to 560lb, later raised to 590 with a further as Chocolat. Unlike Maurice McKeown’s upgrade to the undercarriage. machine, Chocolat was built with a streamlined Meanwhile, Peter Harvey had got the rear turtle deck constructed of fabric over MiniMax cleared through PFA Engineering, a lightweight formers and stringers, getting rid of process which benefited greatly from the fact the aerodynamically disastrous bluff-shaped, that stress man Jim Collie produced a pint-sized wraparound rear windscreen and presenting structural dossier on the aircraft which deftly a more streamlined form to the airflow as addressed the main parts of BCAR Section S. it approached the fin and rudder. Thanks What was missing was made up for by PFA presumably to the turtle deck, flight tests by Engineering drawing up various mods, most John Hamer showed Chocolat to be adequately significant of these being the duplication of the directionally stable without the need for a strake. Teleflex cable which controlled the elevator and the reinforcement of the wooden turn- ANDREW JOHN’S HIMAX over structure behind the pilot’s head to make The wondeful warmth of varnished Recently, Andrew John kindly agreed to bring it more effective in an accident. Having got wood. Note the natty brake levers his HiMax to Turweston so that I could try it his own machine flight tested from nearby on the control stick for myself and see how this fast-back model Badminton by local enthusiast Eddie Clapham, compared with Maurice’s original with its all- Peter Harvey went on to get a full Permit to Fly round view and fin strake. on his original MiniMax in 1990 and then set up the structural changes agreed, Maurice was You’ll perhaps have noticed that the aircraft as the agent for the type to deliver kits in the UK able to register his project and built his HiMax pictured is G-CBNZ, not G-CCAJ, and that and pass on news and advice to builders. in earnest, G-MZHM being started in January of Chocolat II adorns the wingtip. There’s a sad The MiniMax sold well, but when Peter 1996 and completed just 12 months later. story here, though one which owner Andrew passed away the MiniMax community was I was invited across to Ireland to carry out the has turned around into a personal triumph. without a UK representative, so MiniMax handling checks on Maurice’s machine in the Andrew managed to write off Chocolat one builder John Hamer stepped up to the mark spring of 1997, enjoying the fantastically luscious fateful day in 2005, when low-level turbulence and volunteered to run an Owners’ Club, not scenery around Enniskillen during a few days of from the nearby hills caused him to stall and as a commercial venture but purely as a means perfect gin-clear calm weather. The first day of crash shortly after taking off from Rhigos. of sharing MiniMax know-how and to promote flying resulted in long faces all round however, Andrew was seriously injured but thankfully the type. Owners were encouraged to send in because contrary to expectation, Maurice’s made a full recovery and, after what must have their news monthly, and quite a few of them HiMax had a serious handling defect in that been a great deal of thought and not a little did over the years, creating a fascinating diary it lacked directional stability. Pressing either courage, decided to start again. He purchased a of trials and tribulations in the workshop – their rudder pedal and then releasing resulted in no part-built HiMax and completed it as stories dealt with covering, painting, then the tendency at all to return to straight-ahead flight, Chocolat II in September 2007, creating a close joys of first flight, the Permit to Fly, and finally, the aeroplane carrying on ad infinitum in a flat, replica of his original aeroplane – the only getting out and about and flying into a raft of skidding turn with the slip ball jammed against difference I could determine, apart from a places to compare their projects with fellow the end of its tube. mirror-image colour scheme being that the owners. The newsletters that John produced During the evening meal at a local hotel, we first one used electric elevator trim while the make a wonderful compilation of all that is best came to the conclusion that despite the HiMax second reverted to a simpler mechanical-cable- about sporting flying. having identical wings and exactly the same operated type, which Andrew prefers. generously-sized tail surfaces as the MiniMax, Walk up to the HiMax and it looks compact, THE HIMAX APPEARS something was upsetting the directional stability Tipsy Nipper sized, which belies the fact that As the MiniMax design matured, TEAM in a big way. Admittedly the fuselage was very its 25ft wingspan is more than six feet greater brought out a host of variants, mostly involving short but this was the same as the MiniMax than the Nipper’s. The impression of a small styling changes to what was at heart the same except that the wings had been raised by a size comes perhaps from the fact that the top airframe, but including a reinforced, heavier couple of feet, so the tail volume coefficient of the high wing is at eye level, meaning that weight one to take a VW engine (the V-Max). of both types (a theoretical design measure you have to duck down to get to the cockpit More boldly, they built a cabane structure on of stability) was identical. It could only be door. Like the Nipper, the HiMax is one of the top of the MiniMax fuselage and raised the that the effectiveness of the fin must be being few aircraft where you can place one hand on wing mountings from the shoulder position compromised by the turbulent air coming off the trailing edge of the wing and another on to the top of this wooden structure to create a the back of the wing and from the bluff rear the leading edge of the tailplane without high-wing version. With thin polycarbonate part of the cabin. Perhaps we should have even stretching. sheet wrapped around the cabane it produced anticipated this because, on reflection, the a cockpit with all round vision like a Cessna 152. cabin was only slightly more aerodynamic INTERESTING FEATURES Raising the wings meant that the wing struts than a telephone box. The walkround reveals that Andrew’s HiMax could be mounted to the fuselage bottom, A fix was sketched out literally on the back of is full of interesting features. Removing the rather than to the ends of the axle, giving the a paper napkin and Maurice nipped off home fibreglass upper cowling reveals that the Rotax HiMax a more conventional look and also early to fabricate a large triangular fin strake 447 engine is bolted by the base of its crankcase offering scope, if anyone was interested, for from spare spruce and ply. Come the morning, to a varnished rectangular platform of 3/8in fitting a sprung rather than rigid undercarriage. and with ‘mod’ paperwork raised on the spot thick plywood, which is in turn mounted to the The first PFA member to take on the HiMax (such is the benefit of an LAA design signatory airframe via rubber shock mounts. Doubts have variant was Irishman Maurice McKeown, also doing the flight testing) I was able to test the been expressed about the wisdom of a wooden whose fancy for the high-wing model was so new fin strake and found that with this in place engine mount but in reality a small two-stroke strong that against all well-meaning advice he the aircraft was now directionally stable – the engine running on pre-mixed fuel/oil is very decided to seek PFA approval against Section extra fin area having evidently done its job. A fin unlikely indeed to catch fire in the air – there’s S. After all, he reasoned, much of the airframe strake has the secondary benefit of throwing a no oil tank or sump to support combustion, and was identical to the MiniMax and could surely powerful vortex across the fin at high angles of the bulk of the ply base should be sufficient be cleared on that basis. There were design yaw, helping to delay the fin stalling angle and to cope with a minor conflagration. There’s features we at PFA Engineering didn’t like – preventing ‘rudder lock’, which is an extreme historical precedent in the Gipsy Moth of 1920s The brown and white colour scheme mainly to do with the wing strut attachments form of directional instability. vintage, hundreds of which flew quite happily of Chocolat II is a mirror image of on the fuselage – but one by one changes were With the modifications signed off, Maurice’s on wooden engine bearers, and indeed Andrew’s original Chocolat agreed for each of these areas of concern. With bright yellow HiMax went on to get its full Permit continue to do so.

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The engine installation incorporates a fuel to be used, with a Rotax 447 burning up to of room (I’m 6ft 1in) and the cockpit feels not in climb out at 55mph indicated, which has the modification devised by John Hamer and 13 litres an hour, 20 litres doesn’t give a great the least cramped although your head ends up JOHN HAMER RETIRES HiMax climbing steeply into the gentle wind is used on many MiniMaxes, which lowers deal of range or endurance – Andrew plans on alongside the butt ends of the wings and there’s at around 750fpm. The ground passes by very the engine into the fuselage so that it can be a maximum of 80 miles between stops which no skylight in the roof so you have no view slowly and I am at Turweston’s 1,200ft circuit fully cowled. The propeller thrust line is kept leaves 15% of his capacity in hand. He also has either upwards or directly to the side. Andrew height well before turning crosswind. unchanged by turning the bolt-on gearbox a neat stowage for an extra gallon can of fuel did contemplate fitting transparent skylights in through 180° so that it is in ‘step up’ rather than between his calves, strapped securely to the the roof but due to LAA Engineering’s structural Nose down for speed ‘step down’ configuration. This arrangement floor, and carries a miniature funnel so that concerns about this, has instead stuck shiny Levelling off to experiment with the handling, gives a much cleaner appearance to the front he can top up from this extra supply. The filler white plastic panels over the varnished she settles to 55-60mph IAS at 5,000rpm, which end, while careful attention to the airflow is hidden beneath a hinged hatch in the front plywood interior cockpit ceiling, which help gives a very smooth and effortless cruise. OK, in and around the cowling has resulted turtle deck, and you can look straight down bring more reflected light into the cabin for no THE FLIGHT TEST was inspired by the fact that, at so we’re not going anywhere fast (particularly the beginning of this year, John Hamer decided to in satisfactory CHTs of the air-cooled 447 into the tank to see how much space remains perceptible weight penalty. into wind) but that’s not what this kind of flying stand down as the head honcho of the MiniMax while also keeping enough heat around the during filling. Chocolat II has both an electric Inside, the cockpit is a delight; all around the is about. The first thing that becomes apparent Club after nearly 20 years as Chairman, Treasurer, carburettor to prevent it icing. fuel gauge and a sight gauge on the back of the pilot there are stowages for Andrew’s kit – here Membership Secretary, Events Co-ordinator and is that Chocolat II, like Maurice McKeown’s UK The rigid, unsprung undercarriage is built tank, visible by dipping your head down in the gloves, there the headset, here the notepad Marketing Manager, plus compiler, publisher and prototype, is not strong on directional stability around a pair of wooden vees attached to the cockpit. and there the emergency chocolate bar, so I distributor of over 200 newsletters. – it takes a few seconds to get the feel for its the fuselage bottom by long lengths of piano The covering on Chocolat II is unusual in that have the curious feeling that I am borrowing John built and then flew more than 600 hours rudder pedals. Further experiments show hinge, and an aluminium tube axle spans the the fabric has been sealed not with expensive something very personal, like someone else’s on his own MiniMax. During this period, he also that it is indeed positively stable directionally distance from wheel to wheel. A vee of smaller aircraft dope but with normal Dulux matt vinyl best suit. This is a very special feeling associated acted as the PFA (latterly LAA) inspector for many in that it does take an increasing foot force to emulsion paint, and the top coat is commercial tubing braces the axle against side sway, Single carb, single with either plans-built aircraft and those builders and owners, and has piloted just over half achieve and maintain increasing yaw angles, polyurethane one-pack house paint, both taking the brunt of it in a crosswind landing ignition Rotax 447 made from basic kits like this, where almost of the 64-strong fleet of MiniMax and HiMax in the and does tend to return to straight-ahead flight, being applied using a roller rather than by UK, including making many ‘first flights’ and ‘Permit or ground loop. There have been surprisingly is fully cowled everywhere you look the builder has made albeit slowly, when the pedals are released. few cases of collapses of the rigid MiniMax- brush or spray. This procedure, which has his own interpretations of the drawings and renewal’ flight tests. As if that wasn’t enough, he There’s no sign of any fin stall at high angles of type gear, despite the lack of springing. been promoted by John Hamer, results in a imprinted his own stamp on the aircraft. A good also ran numerous courses on Rotax engine and yaw and apart from the very light rudder pedal Apparently the first signs of distress with this significant cost saving but produces a very example of this is Chocolat II’s hand-operated MiniMax airframe maintenance for the benefit of forces, the handling feels normal enough. rigid undercarriage is usually wear or distortion jam in sub-zero conditions, as well as doing no durable and effective result. brakes, which are controlled by a cleverly- other LAA owners and inspectors. Trying to enter and recover from turns using on the piano wire hinges, which are of course good for their continued internal health. Access to the cockpit is via a front hinged door shaped pair of custom-made levers pivoted off The MiniMax Club has been a brilliant example aileron alone, a standard test for directional easily replaceable items so no great problem. The steerable tailwheel assembly, operated on the right-hand side, with a spring-loaded the top of the control column. Andrew explains of a Type Club at its best with a free exchange of handling, shows that the HiMax handles this The tail surfaces are strut-braced and bolted via a short pushrod from a special dedicated bolt to secure it in the shut position and a small that they are shaped so that you can use either ideas and information. John has always been very with ease, with about five seconds heading- good at communicating in a humorous way, but to the fuselage by aluminium alloy brackets, crank in the rear fuselage, is mounted on a extra rotary catch at the top rear corner to stop or both brakes at will, without having to change delay between making the initial roll input always from a foundation of sound technical advice making removal an easy job. The wings and cantilever steel spring, which projects from the the draughts and rattles. The upper (window) your grip on the stick as tends to be the case and the nose passing through the original and good commonsense built up not only from his part of the door can be quickly unbolted for a struts are held in place by simple pins, so the back of the wooden fuselage structure. Unique with a typical pair of shop-bought, push-bike, own flying experiences but also as a former RAF heading and swinging along the horizon in whole thing would be comparatively easy to to the TEAM designs, the spring has been bent more open-air type of flying experience, and brake levers as commonly used. The wooden Engineering Officer. sympathy with the bank. This is typical of derig, though Andrew, who likes to fly at least tightly through 180° at the back end to provide Andrew advises that he flies it this way 90% grips which adorn the brake levers have a story John has now found two new loves in his life, a many slow-speed microlights and allows once a week, keeps Chocolat II rigged and ready a mounting for the bush on which the steerable of the time. to them – when Andrew, an ex-farmer, finally new life partner and a Reality Escapade two- adequate controllability if mishandled, but also to go in a farm strip hangar. Like the elevators, tailwheel assembly pivots. Andrew points out gave up shooting, he chose to sacrifice the seater, the threesome being regular attendants encourages proper use of co-ordinated rudder the full-span ailerons are operated by a pair of that he had a tail spring fail on him a few years COCKPIT SIMPLICITY handle of his barrel cleaning rod to make the at microlight events all over the country. Despite to give a satisfyingly crisp response in turning hefty Teleflex cables, which loop outside the ago at the point of maximum bending, so he has Getting in looks like a bit of a challenge because final touches for his aeroplane’s new having now sold his MiniMax and given up the manoeuvres. Using the HiMax’s tall rudder to fuselage in their routing to the aileron horns. fitted this new spring with a short back-up leaf, the door seems at first sight to be impossibly brake levers. running of the club, John continues to support the good advantage, and benefiting from the strong Short lengths of transparent flexible tubing have which spreads the load better. small, like something you might find on a The controls are simple in the extreme MiniMax community with help and advice. The dihedral effect of the high-set wings, the little been jubilee-clipped over the ends of the outers The fuel tank is a box-like polythene unit child’s play house. I found it best to put my left in the HiMax, which has no flaps nor carb running of the club has been taken over by John high-winger can manoeuvre through turns of the Teleflexes to keep rainwater from running of 20-litre capacity, mounted in the forward leg in first, followed by head and shoulders, heat control, just the basic stick, pedals and Riley, who is also the proud owner, with Daniel quite tightly and on a reasonably calm day is down them and into the innards of the cable, fuselage over the pilot’s knees. The base of the body, and finally right leg, and it was less of a throttle plus brakes, and a push-pull choke Warren, of John Hamer’s MiniMax G-OJLH. easily placed exactly where you want it. which has been known to cause these cables to tank is wedge-shaped to allow the last drop of drama than I expected. Once in, there’s plenty control of the old Leyland Mini type. Even the With the passing of the era of John Hamer’s Testing out the longitudinal stability, the controllable elevator trim tab seems a bit of a stewardship of the MiniMax Club, how better to HiMax shows a positive stick force gradient luxury, but is neatly implemented, consisting celebrate John’s enormous but entirely voluntary with changes in speed and these are of a quadrant on the left cockpit sidewall below contribution than by parading the almost unique accompanied by very large changes in nose the throttle. The instrument panel, on the HiMax as the lead feature in our magazine? attitude, an indication of the poor lift-to-drag other hand, is surprisingly full and there’s a ratio, i.e. the draggy nature of the design. good instrumentation pack, thanks to the use The HiMax has a Vne of 100mph but even to of tiny 2in instruments, and a familiar avionics going. The independent brakes are not that achieve 90mph the nose has to be a long way combo of Icom, GPS-III and Airbox Aware. effective in turning on the ground, presumably down and I am slightly fearful for the two- Another custom touch, on the left-hand side of because of the narrow track of the wheels – stroke’s EGTs which are on the high side in this the panel there’s a push button which operates one’s always a bit wary of putting too much high-speed but of necessity well throttled-back an electric hooter mounted under the engine, pressure on lightweight mechanical brakes in condition. The Rotax’s Bing carb is operating on which Andrew explains he finds very useful case the cable snaps or pulls loose. Forward the leaner part of its needle in this state so the when clearing animals off farm strips before stick and a blast of power against full rudder engine tends to run lean while still delivering he lands, and also to attract the attention of and a touch of differential brake soon does the a fair bit of power. Not wishing to risk a seizure bystanders when he is taxying – the idling 447 trick though, taking care not to lift the tailwheel on Andrew’s engine, and having neither clearly makes not enough decibels to announce off the ground altogether or risk a nose-over. checked the calibration of Andrew’s 2in ASI, itself among the background noise levels in At the hold, there’s little to do by way of vital a personal parachute nor the altitude today the countryside. actions – the fuel cock is on, we can’t test full to use it, I decide not to explore Vne on this Start-up is using a pull cord emerging through power because the brakes won’t have a chance particular flight. the firewall by your feet, and clips to the floor of holding it back, we can’t test the mags in turn As you would expect with the parallel-chord, when not in use. There’s a lanyard on the because there’s only one anyway. Running blunt-sectioned wing, stalls in the HiMax are handle so that if it disappears up front and out through the remaining parts of the pre-take-off a gentle affair. If approached slowly and with of reach, you can pull it back again. There’s a litany I note that the Ts look good (no P’s on a the slip ball centred, stalls generally seem to definite knack to giving the cord enough of a two-stroke), controls full and free and in the result in the nose dropping through slowly yank while confined within a small wooden correct sense. That’s it! with the wings remaining level, the ASI reading cockpit, and all too easy to punch yourself on The HiMax accelerates very quickly on just under 30mph. You can induce a wing-drop the chin or break one of the windows. Feeling opening the throttle and by the time I’ve raised by letting the ball out or by a more dynamic rather guilty about the fact that the enthusiastic the tail and given a little right rudder to keep entry, but the wing-dropping ceases as soon as owner is some 74-years-young, I let Andrew do straight, I find myself airborne and climbing the back pressure is released. Pulling her into Plenty of instrumentation to the honours – which he does effortlessly while away at 45mph indicated, the engine turning the stall in a turn, there’s the merest hint of monitor the two-stroke engine standing outside. at 6,000rpm. Ever conscious of the two-stroke’s pre-stall buffet, felt through the stick as much Taxying the HiMax is easy because, despite temperatures, there’s just time to note that the as through the airframe, and then she rolls its taildragger gear, there’s a clear view over EGTs are looking good at 1,100°F which is 100° off generally towards wings level – though the nose and you can see exactly where you’re short of the 1,200° limit, before settling down to Murphy’s law being what it is, chances are

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it would roll ‘in’ not ‘out’ on the one day you needed it in anger – as Andrew found out to his Himax cost with the original Chocolat. When manoeuvring Chocolat II near the ground to take the pictures that accompany this article, one of the things that was very striking was how much of the territory became obscured by the wing, in the inside of a turn. With practice, it was better to stick to gentle turns just to keep the cameraman in view. The same was evident when it came time to land, with a tendency for the airfield to disappear from sight during the base turn. This at least encouraged high, safe, power-off approaches, which keep the airfield well in sight but these days when doing this you have to watch out for faster aircraft overtaking you underneath on final, scraping in over the trees using the increasingly common three- degree glideslope method.

NICE APPROACH One thing has to be said of the HiMax, with a 28mph stall speed, steep glide angle and excellent view over the nose: it certainly has no need of flaps. If you should want to bleed off a little height, she responds very nicely to a sideslip, courtesy of the very effective rudder and plenty of fuselage side area. Approaching power-off at 55mph, the view of the runway ahead is brilliant so the combination of responsive controls and excellent visual cues means you can place her on the ground very accurately either three- Andrew has tailored his HiMax beautifully to meet his point or with a wheeler – a good thing as you personal requirements. Note frame and strap forward of are ever conscious of that rigid main gear, control stick for carrying a 5lt fuel container which will surely not put up with too much abuse. In a wheeler, you have to bear in mind that the axle is only four-and-a-half inches off the ground, so any clumps of long grass or Maurice McKeown’s HiMax, the first to be built molehills that it strikes will have a nosing-over in the UK. Note the large fin strake to improve tendency – a three pointer is probably a good directional stability and the lack of turtle decking idea if landing at an unfamiliar site. Either way, the HiMax can be down and stopped in as little as 60 yards, which is about the same as the distance to get airborne, so potentially this is a brilliant short strip machine. During the rollout you’re conscious of the high-winger’s fairly high C of G and narrow wheel track, which, like the similarly blessed Tiger Moth, will make her tend to tip up on a wingtip should we have the misfortune to groundloop her. Today, we have the wind pretty much up the runway and with Andrew’s HiMax, the instant availability of a dab of differential brake under the fingertips of your SPECIFICATIONS stick hand makes the landing roll a non-event. PERFORMANCE To sum up, I really enjoyed flying a HiMax Max speed: 70mph (110kph) again. For pottering about and enjoying Cruise speed: 60mph (96kph) the sky, or for local sightseeing, it seems an Vne: 100mph (161kph) excellent piece of kit. With a cruising speed Range: 110m (177km) of only 60mph it’s apparently a few miles an Rate of climb: 750fpm hour slower than the mid-wing MiniMax, and Service ceiling: 10,000ft (3,048m) a range of 80 miles is obviously rather limiting but in return the HiMax is considerably easier DIMENSIONS/WEIGHTS to get into and out of than its mid-wing sister Wingspan: 25ft (7.6m) ship, and presents a much better view of the Wing area : 112.5sq ft (10.45sq m) passing countryside. Length: 16ft (4.9m) Andrew has found that the aircraft perfectly Height: 5ft 6in (1.7m) suits his personal mission and has given him a Empty weight: 328lb (148kg) huge amount of satisfaction over the years. After DETAILS Gross weight: 560lb (254kg) Engine: Rotax 447 more than 750 hours as a flexwing pilot, Andrew Top: the HiMax has predictable handling and found himself on quite a steep learning curve mauw: 560lb (245kg) benefits from rudder when turning Fuel: 5.3usg (20lt) to transition to the HiMax with its finger-light Middle: Francis and Andrew John inspect the touch controls, but the result has been that large tail surfaces CONTACT www.jdtmini-max.com he now has a machine which is delightfully Bottom: spatted main wheels are indicative nimble compared to most other microlights of the fine attention to detail of its generation, that has been built for a truly affordable price in a reasonable timescale. ■

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