Lazair Ultralight Aircraft News Number 2 June 1981

 Ultralight Aircraft News
Covering the World of Ultralight Aviation

Airfield By Appt Only

Click here for Rotax Aircraft
Engine Information

The L'il Buzzard ultralight trainer.

Top 10 reasons to consider a
 L'il Buzzard!

Flying is not dangerous; crashing is dangerous.

 Click here for this months specials!

Ultralight Strobe Lights 

When was the last time you did maintenance on your K & N Airfilter? Is you filter safety wired? Click here to see how to clean and safety wire your airfilter!

Lazair ultralight on floats with Rotax 185 engines with re-drives.

Lazair aircraft news volume 2

2.1 Water on wings: 

Water on the wings of any airplane, whether caused by dew or rain1 can add a considerable amount of weight and therefore will alter the flight characteristics - especially the rate-of-climb.  If you're flying the Lazair, the effect of water on the wings is much more noticeable than it would be with a more conventional light airplane. 

The leading edge of the Lazair wing is very smooth and relatively free of rivets.  This, along with the super-smooth mylar covering makes the Lazair wing one of the most aerodynamically clean wings ever used on a sub-sonic airplane, and is one of the reasons a Lazair is able to outperform most microlights which have more than twice the power-to-weight ratio. 

However, with beads of water on the wing (and especially on the leading edge) much of the smoothness of the wing is destroyed and climb performance will be significantly reduced. 

A take-off roll three to four times as long is not uncommon if the wings are wet.  You may also find that immediately after lift-off, the airplane will assume a mush attitude and refuse to climb until It reaches an airspeed of about twenty-five or thirty miles per hour and the water beads begin to disperse.


Taking off or landing in reasonably long grass (up to a foot high) is generally not a problem except for the obvious increase in the take-off roll.  However, the real long stuff (one and a half to two feet) can get caught In the cables (you know - the ones' people keep walking into) and can put enough stress on the tail to bend T 11 (the spreader) or even break F4 (the rear stabilizer attach fitting). 

This is not a common occurrence but it has happened a couple of times and you should be aware of it.  Any time you land in long grass (whether intentionally or otherwise) check your T 11 and F4 before you take off again.

 2.3     PRIMER BULBS 

We have recently discovered that the major cause of those annoying air bubbles in the fuel line Is the primer bulb.  If you're having this problem, the best way to get rid of it is to get rid of the primer bulb.  This obviously makes it more difficult to get fuel to the engines Initially, but it should solve the bubble problem. 

If you want to retain the primer, be sure it is positioned so that the outlet end of the primer is lower than the inlet end.  This will reduce the possibility of trapped air in the primer entering the fuel line to the engine.



Relative to the engines used on most other microlights, the engines on the Lazair have demonstrated excellent reliability.  However, like any other two-stroke engine, they will refuse to run with fouled spark plugs.  If an engine quits due to fuel starvation, it will usually cough and sputter a few times before It stops. 

If you notice an engine stop very suddenly with no warning, there's a high probability that the problem Is due to a fouled plug.  A small fiber of electrically conductive carbon, so small you can barely see It, can cause an engine to stop.

Although no one can guarantee you'll never have a fouled plug problem, there are several things you can do to reduce the possibility to a minimum.

(a)      do not use unleaded fuel.

(b)      Use a good quality two-stroke oil in the gasoline.  Although~ there are, no d6ubt, many good oils available, the one we recommend is Granberg (eutectic), mixed in a ratio  of 100 to 1.

(c)     Check and clean (if necessary) you plugs regularly.  Once every five hours is recommended, but this can be altered, based on your own experience.  Plugs may be cleaned with a wire brush or with a small sandblaster of the type available at most automotive accessory stores and catalogue outlets for about ten dollars.  If you use one of these units, be sure you clean all the sand particles out of the plug before you re-install it.  Regardless of how you clean your plugs, make certain you clean all the grit out of the threads and apply a bit of oil before you screw it Into the head.  Aluminum heads can be damaged very easily by an improperly Inserted spark plug.  An easy way to avoid wasting valuable flying time cleaning plugs is to keep one or two spare sets of plugs and rotate them periodically.

(d)     Never turn the engine over with the spark plug lead off the spark plug, or with the spark plug incorrectly grounded as this could destroy your Ignition module.  This is a very costly mistake. 


Make sure that the 1/4" holes in the lower strut plugs are drilled with the center of the hole at least 1/2" from the end.  If they are not contact Ultraflight or your local dealer.  

Rotax 185 rebuilding manual
Reg's Rotax 185 Advisory section!

Click here for parts for the 
185 cc Rotax Engines

 Rotax 185 cc parts

Make yourself visible to others when your flying...... Strobe lights make you visible! Click here for more information!

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