Pterodactyl Ascender

{{Short description|American ultralight aircraft}} {{Use mdy dates|date=May 2022}} {{Use American English|date=May 2022}} {{For|other aircraft named "Pterodactyl"|Pterodactyl (disambiguation)}}  {{Infobox aircraft | name = Pterodactyl series | image = PterodactylAscenderII-B202.jpg | caption = Pterodactyl Ascender II+2 | type = ultralight personal, trainer aircraft |national_origin = USA | manufacturer = Pterodactyl Limited | designer = Jack McCornack | first_flight = 1977 | introduction = 1979 | retired = | status = | primary_user = | more_users = | produced = 1979–1984 | number_built = 1396 | developed_from = Manta Fledge IIB hang glider | variants= }}[[File:PterodactylAscenderII+201.JPG|thumb|right|An Ascender II+2 two seater. The powerplant is a Rotax 503 {{Convert|50|hp|kW|0|abbr=on}} two stroke.]] thumb|right|Pterodactyl Ascender II+2 thumb|right|Fly camping with a DFE Ascender III-C two seater. thumb|right| Newly completed DFE Ascender III-C prior to first flight, 2004 [[File:DFEAscenderIIIC03.jpg|thumb|right|DFE Ascender III-C in front of its hangar. The aircraft in the background is a Quad City Challenger II.]]

The '''Pterodactyl Ascender''' is a family of U.S. designed and built ultralight aircraft that were sold in kit form between 1979 and 1984 under Pterodactyl Limited and is currently{{When|date=April 2026}} being sold by DFE Ultralights.

With a total production of 1,396 aircraft between 1979 and 1984 plus limited production today as the '''DFE Ascender III''' series, the aircraft has been one of the most influential designs in ultralight aviation.<ref name="IPC">{{cite web |url = http://pterodactyl.squarespace.com/pterodactyl-history/ |title = Pterodactyl History |date = 2 September 2005 |author = Hunt, Adam |accessdate = 2009-08-25 |url-status=dead|archiveurl = https://web.archive.org/web/20090924112418/http://pterodactyl.squarespace.com/pterodactyl-history/ |archivedate = 24 September 2009 }}</ref><ref name="Cliche">Cliche, Andre: ''Ultralight Aircraft Shopper's Guide'' 8th Edition, pages B-4-5. Cybair Limited Publishing, 2001. {{ISBN|0-9680628-1-4}}</ref>

==Design and development== The Pterodactyl designs have their roots in the Manta Fledge hang gliders of the 1970s. The Fledge was designed by Klaus Hill and produced by Manta Products in a series that ran from the Fledge I to the IV, with numerous sub models designated by letters. The Fledge series were of a "rigid-wing" type, as opposed to the predominantly "flex-wing" hang glider designs then common. These designs all featured weight-shift pitch control and tip-rudders for yaw and roll control. The tip rudders were controlled by control-bar sliders which deployed one tip rudder at a time to create a yaw. The glider's swept wing then translated the yaw into a matched rolling motion. The Fledge series were considered to be high performance hang gliders during their production run in the 1970s.<ref name="IPC"/><ref name="Cliche"/>

California inventor Jack McCornack took the Fledge IIB wing and designed a tubular assembly that replaced the Fledge's hang glider seat with a reclined pilot seat, wheeled landing gear and engine mount for a pusher powerplant. The aircraft used a mouth-controlled throttle, as both hands were used on the tip rudder twist grips which were retained from the Fledge. The aircraft was tailless. Power was supplied by a two-stroke Xenoah engine of 16 horsepower driving a 36-inch propeller. This new design, named the '''Pterodactyl Fledgling''', was first flown in 1977. It is also referred to variously as the '''Pterodactyl Fledge''' and '''Pfledge'''.<ref name="IPC"/><ref name="Cliche"/>

The aircraft was first publicly displayed at an ultralight fly-in at Gilroy, California in 1978. McCornack formed '''Pterodactyl Limited''' to produce an improved version of the design, designated the '''Fledge X''' powered by the Xenoah 242 {{Convert|16|hp|kW|0|abbr=on}} engine.<ref name="IPC"/>

In 1979 McCornack and his flying partner, Keith Nicely, flew two improved Fledglings from their base in Monterey, California, to Oshkosh, Wisconsin, where they made a positive impression on the large gathering of pilots at the EAA annual convention there. At the convention they were invited by Mother Earth News magazine to fly the aircraft on to the Atlantic coast on pure ethanol supplied by the magazine. The flight from coast to coast was one of the longest trips of the period and garnered much attention for the start-up company.<ref name="IPC"/><ref>{{cite web |url = http://www.motherearthnews.com/DIY/1979-11-01/The-Flight-of-the-Microlights.aspx |title = Mother Earth News, The Flight of the Microlights |date = November–December 1979 |author = Jack McCornack |accessdate = 6 November 2007|archiveurl = https://web.archive.org/web/20070504113756/http://www.motherearthnews.com/DIY/1979-11-01/The-Flight-of-the-Microlights.aspx |archivedate = 4 May 2007 }}</ref>

Limited production of the version flown to Oshkosh started in the fall of 1979. The model was called the '''Pterodactyl Pfledge OR''' (Oshkosh Replica) and was powered by a Sachs SA-340 336 cc direct drive two-stroke engine.<ref>McCornack, Jack: ''Ptimes, Volume 1 Number 3''. Pterodactyl Limited, Winter 1979.</ref>

Construction of all Pterodactyl aircraft was predominantly of anodized 6061-T6 aluminum tubing, braced with swaged steel cables supported by a king post and with a sewn Dacron sail for wing covering. Fittings to join the tubing were either extruded or made from sheet and bolted together.<ref name="Cliche"/><ref name="Ptimes1-1" >McCornack, Jack: ''Ptimes, Volume 1 Number 1''. Pterodactyl Limited, Summer 1979.</ref>

The company was moved in 1980 from Monterey to a new {{convert|7200|sqft|m2|-1|adj=on}} facility co-located with the Seventh-day Adventist Monterey Bay Academy at Watsonville, California, and series production of the Pfledge was commenced. The new location was ideal as it included access to the Monterey Bay Academy Airport. The design went through a series of evolutionary improvements, mostly involving the powerplants installed and these resulted in a number of different models.<ref name="Ptimes1-4">McCornack, Jack: ''Ptimes, Volume 1 Number 4''. Pterodactyl Limited, Winter 1979.</ref>

Pterodactyl production commenced in 1979 and was completed in 1984, when the company was sold to a group of partners under the name "Freedom Fliers" and moved to Rowlett, Texas. The company quickly went out of business, and few aircraft were completed. McCornack was never paid for the sale of the company. A total of 1,396 aircraft were built by Pterodactyl.<ref name="IPC"/>

===DFE Ultralights=== In 1991 one of McCornack's original dealers from 1978, Dave Froble, started producing parts to keep his own fleet of Pterodactyls flying. He located and purchased the old stock of Manta Products airframe parts and produced CAD drawings for the complete parts.<ref name="IPC"/><ref name="Cliche"/>

In 1992 Froble started making parts available and later offered kits for complete aircraft in three models under the company name DFE Ultralights (Dave Froble Enterprises). These were very similar to the original Pfledge and Ascender series and were named Ascender III, with letters to designate the various models.<ref name="IPC"/>

DFE Ultralights has produced a small number of complete kits and continues{{When|date=April 2026}} to support the fleet of existing aircraft with parts to keep them flying.<ref name="IPC"/>

==Operational history== In the USA the single seat Pterodactyl models are flown as ultralights under FAR 103,<ref>{{cite web |url = http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr&sid=a73fb5f5f481ec944d3f945a7fc1a031&rgn=div5&view=text&node=14:2.0.1.3.16&idno=14/menu.htm |title = Electronic Code of Federal Regulations Title 14: Aeronautics and Space, Part 103 - Ultralight Vehicles |date = December 17, 1991 |author = Federal Aviation Administration |accessdate = 2007-11-07 |url-status=dead|archiveurl = https://web.archive.org/web/20071116075909/http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr&sid=a73fb5f5f481ec944d3f945a7fc1a031&rgn=div5&view=text&node=14%3A2.0.1.3.16&idno=14%2Fmenu.htm |archivedate = November 16, 2007 }}</ref> whereas the two seat models are usually registered as experimental amateur-builts.

In Canada all Pterodactyls are classified as Basic Ultra-lights.<ref>{{cite web |url = http://www.tc.gc.ca/civilaviation/general/recavi/Ultralight/ULTransitionStrategy/menu.htm |title = Ultra-light Aeroplane Transition Strategy |date = April 17, 2007 |author = Transport Canada |accessdate = 2007-11-04 }}</ref>

Pterodactyls have been flown on many long flights. John D. (Jack) Peterson, Jr. completed a flight in a Pfledge from Long Beach, California to Hilton Head, South Carolina over a period of 29 days between July 9 and August 6, 1979, with ground support. He flew the {{convert|3200|mi|adj=on}} distance by flying distances of a maximum of 120 miles (194 km) in a single flight. This feat was the first time that an ultralight airplane had been flown across the US from coast to coast. Peterson's aircraft is on display in the Smithsonian Museum's Steven F. Udvar-Hazy Center.<ref name="IPC"/>

McCornack and Nicely's 1979 flight from Monterey, California, to Oshkosh, Wisconsin, and on to the Atlantic coast was the second transcontinental flight by this aircraft type and was done mostly without ground support.<ref name="IPC"/>

==Variants== ;Pfledge :The first Pfledges (also referred to as Fledges, and Fledglings) were tailless flying wings powered by a two-stroke Xenoah engine driving a 36-inch propeller. Some were also powered by a {{Convert|10|hp|kW|0|abbr=on}} 136 cc Chrysler two stroke engine.<ref name="Cliche"/><ref name="Ptimes1-1"/>

;Pfledge X :The Pfledge X featured a Xenoah 242 powerplant that produced {{Convert|16|hp|kW|0|abbr=on}}.<ref name="IPC"/>

;Pfledge OR :The "Oshkosh Replica" was the production version of the two aircraft that were flown coast to coast in 1979. It was powered by a German Sachs SA-340 direct drive engine with a 336 cc displacement. This model sold for USD$2,850 in 1980.<ref name="Ptimes1-4"/>

;Pfledge 430D :The Pfledge 430D was announced late in 1979. This model featured a Cuyuna 430D engine which McCornack helped design. The engine was a two cylinder, two stroke engine with a displacement of 429 cc and a power output of {{Convert|30|hp|kW|0|abbr=on}}. It weighed {{convert|64|lb|kg|0|abbr=on}}. The "D" indicated that the engine was direct drive and not connected to the propeller through a reduction drive system.<ref name="Cliche"/><ref name="Ptimes1-4"/>

:The Pfledge 430D also replaced the twist grips with a conventional stick for roll control, originally developed by Paul Yarnell, while pitch remained via weight shift.<ref name="Ptimes1-4"/>

:The Pfledge 430D cost USD$3600 in 1980.<ref name="Ptimes1-4"/>

;NFL :Before the introduction of its FAR 103 ultralight regulations in 1982 the FAA did not regulate ultralights as long as they were foot-launchable.<ref name="IPC"/><ref name="Ptimes2-1">McCornack, Jack: ''Ptimes, Volume 2 Number 1''. Pterodactyl Limited, Spring 1980.</ref>

:The demand from conventional aircraft pilots for a version of the Pfledge that had aerodynamic pitch control instead of weight-shift led McCornack to add an elevator to the back of the aircraft, mounted on twin booms behind the pusher propeller. Because this design was "Not Foot Launchable" it was called the NFL (pronounced "Niffle"). The design was not a production success and few were built, but the NFL paved the way for the Ptraveler and Ascender to follow.<ref name="IPC"/><ref name="Ptimes2-1"/>

;Ptraveler :McCornack had first installed a canard elevator on a Pfledge in 1978, but did not create a production model until 1980. The canard was operated by a side-mounted control stick. Fore-and-aft movement of the stick moved the canard and sideways movement controlled the tip-rudders. The canard was constructed with tubular spars, aluminum ribs and covered in standard aircraft fabric.<ref name="Ptimes2-1"/>

:In the Early 1980s a Pterodactyl pilot named Jeff Ballas attended the Sun-N-Fun fly-in and was impressed with the mylar covering on the Lazair. He bought a roll of mylar and some tape, went home and re-covered his canard with the clear mylar. This experiment was a success. The handling of an Ascender with the lightweight mylar was much lighter and increased the nimble feeling of the aircraft.{{Citation needed|date=January 2012}}

:The new model carried the name "Ptraveler", continuing the use of the silent letter "P" in Pterodactyl designs.<ref name="Ptimes2-1"/>

:The new model was powered by the Cuyuna 430D direct drive engine and was introduced in 1980 at a price of USD$3900.<ref name="Ptimes2-1"/>

;Ascender :The Cuyuna 430D powerplant was greatly improved by the addition of a 2:1 belt reduction drive, allowing larger propellers of 54 inches diameter to be used. This produced more thrust and less noise. The modified powerplant was called the Cuyuna 430R.<ref name="Cliche"/><ref name="Ptimes2-2">McCornack, Jack: ''Ptimes, Volume 2 Number 2''. Pterodactyl Limited, Late Spring 1981.</ref>

:Fitting the new powerplant into the Ptraveler drastically improved the aircraft's take-off and climb performance. The new model was named the "Ascender" for its improved climb rate and also in tribute to the Curtiss-Wright XP-55 Ascender, an early canard fighter design. In 1981 a complete kit cost USD$4200.<ref name="IPC"/><ref name="Cliche"/>

;Ascender II :The Ascender II was an improved Ascender with evolutionary changes incorporated. It had an improved muffler, re-located throttle and fiberglass spring rod main landing gear suspension.<ref name="IPC"/>

;Psounder :The Pterodactyl Psounder was a one-of-a kind Ascender II that was modified for an atmospheric research project at Colorado State University.<ref name="Ptimes3">McCornack, Jack: ''Ptimes Volume 3''. Pterodactyl Limited, Late 1982.</ref>

;Ptug :The Ptug was a special hang glider towing version of the Ascender II that was modified with a special rigid bridle to ensure that the tow rope stayed clear of the propeller.<ref name="IPC"/>

;Ptiger :By adding a fiberglass tub in place of the basic Ascender II+ airframe, along with clipping the wing by {{convert|4|ft|m|0}} to a {{convert|29|ft|m|0|adj=on}} span, the result was a new model named the "Ptiger". With the Cuyuna 430R the aircraft was capable of {{convert|75|mi/h|km/h|0|abbr=on}} in level flight.<ref name="Ptimes2-34">McCornack, Jack: ''Ptimes Volume 2, Number 3 & 4''. Pterodactyl Limited, June 1982.</ref>

:Under the rules of the time it could not be foot-launched and Pterodactyl advised purchasers to register their Ptigers as experimental amateur-built aircraft<ref name="Ptimes2-34"/> With the advent of FAR 103 and the alternate worksheet, the Ptiger conformed and became a legal Ultralight.{{Citation needed|date=January 2012}}

;Ascender II+ :The Ascender II+ was introduced in early 1982 and was aimed at the physically larger pilot. This redesigned model incorporated a wider 20-1/2 inch hang cage. All earlier models had a {{convert|15+3/4|in|mm|adj=mid|-wide}} hang cage. It also had stronger upright struts and wing with 1-3/4 inch spars of 0.049 inch thickness, whereas all earlier models used 1-1/2 inch spars of 0.049 inch thickness and heavier 1/8 inch outer bottom cables.<ref name="IPC"/>

:The Ascender II+ sold for USD$5260 in 1983.<ref name="IPC"/>

;Ascender II+2 :The Ascender II+, with its additional structural strength lent itself to the creation of a two-seat trainer version. This was designed by adding an off-center "sidecar" frame to hold the second seat and was named the "Ascender II+2". There was no dual control installation, as both pilots had access to the single side-stick control.<ref name="Ptimes3"/>

:The II+2 was first marketed in the middle of 1982 at a price of USD$5560.<ref name="IPC"/>

;Light Flyer :The final aircraft design and produced by Pterodactyl was based on the Easy Riser wing and was a tribute to the Wright Flyer. The Light Flyer introduced practical improvements over the original Wright brothers design, such as wheeled landing gear instead of fixed skids, allowing taxiing. The aircraft was introduced in 1984 at a price of USD$5400, but only about five were sold.<ref name="IPC"/>

;DFE Ascender III-A :The Ascender III-A is similar to the original Pterodactyl Pfledge. It lacks a canard and pitch control is by weight shift, although it incorporates some refinements, such as nose wheel steering. The 2003 price was USD$6800.<ref name="IPC"/><ref name="Cliche"/><ref name="KitplanesDec2011">Vandermeullen, Richard: ''2012 Kit Aircraft Buyer's Guide'', Kitplanes, Volume 28, Number 12, December 2011, page 50. Belvoir Publications. ISSN 0891-1851</ref>

;DFE Ascender III-B :The Ascender III-B is similar to the Pterodactyl Ascender II with the addition of nose wheel steering and in 2003 sold for USD$7900.<ref name="IPC"/><ref name="Cliche"/><ref name="KitplanesDec2011" />

;DFE Ascender III-C :The Ascender III-C is equivalent to the Pterodactyl Ascender II+ with the heavy-duty style airframe. It sold for USD$8100 in 2003.<ref name="IPC"/><ref name="KitplanesDec2011" />

:Like the Ascender II+, the Ascender III-C can be fitted with a sidecar to become a two-seat trainer version.<ref name="IPC"/>

;DFE Ascender III-T :The Ascender III-T is similar to the Pterodactyl Ascender II Ptug hang glider tug aircraft and incorporates a bridle to fit around the propeller to attach the tow rope to.<ref name="IPC"/><ref name="Cliche"/>

==Specifications (1979 model Pterodactyl Pfledge)== {{Aircraft specs | prime units? = imp | crew = one pilot | length ft = 11 | length in = 6 | length m = 3.5 | span ft = 33 | span in = 0 | span m = 10.15 | height ft = 10 | height in = 6 | height m = 3.2 | wing area sqft = 162 | wing area sqm = 15.3 | empty weight lb = 125 | empty weight kg = 56.7 | capacity = 225 lb (102 kg) useful load | max takeoff weight lb = 350 | max takeoff weight kg = 159 | eng1 name = Xenoah 242 two stroke | eng1 number = 1 | eng1 hp = 16 | eng1 kw = 12 | max speed mph = 50 | max speed kmh = 80 | cruise speed mph = 45 | cruise speed kmh = 73 | stall speed mph = 17 | stall speed kmh = 28 | never exceed speed mph = 50 | never exceed speed kmh = 80 | range miles = 56 | range km = 91 | climb rate ftmin = 300 | wing loading lb/sqft= 2.16 | wing loading kg/m2 = 10.4 |power/mass=21.9 lb/hp (0.075 kW/kg) | avionics = }} ==See also== {{Aircontent |related= |similar aircraft= * AmEagle American Eaglet * AmeriPlanes Mitchell Wing A-10 * Chotia Weedhopper * Eipper Quicksilver * International Ultralite Banchee * Manta Foxbat * Moyes Dragonfly - also used for towing hang gliders * Pinaire Ultra-Aire * UFM Easy Riser * Ultraflight Lazair * Wings of Freedom Flitplane * Zenair Zipper |lists= |see also= }}

==References== {{Reflist|30em}}

==External links== {{commons category}}

Category:Canard aircraft Category:Homebuilt aircraft Category:1970s United States ultralight aircraft Category:Aircraft first flown in 1977 Category:Single-engined pusher aircraft Category:High-wing aircraft Category:Aircraft with fixed tricycle landing gear Category:Single-engined piston aircraft