Ultraflight Lazair

{{Short description|Canadian ultralight aircraft}} {{COI|date=October 2019}} {{Use dmy dates|date=May 2022}} {{Use Canadian English|date=May 2022}}

{{Infobox aircraft | name = Lazair series | image = UltraflightLazairSeriesIIC-ICKY02.JPG | caption = UltraFlight Lazair Series II | type = Ultralight personal, [[trainer aircraft]] and police observation aircraft | national_origin = [[Canada]] | manufacturer = UltraFlight Inc.<ref>''Official Gazette of the United States Patent and Trademark office'', Volume 1042 Number 2, Trademarks 8 May 1984.</ref> | designer = Dale Kramer | first_flight = 1978 | introduction = 1979 | retired = | status = | primary_user = | more_users = [[Monterey Park, California|Monterey Park]] Police Department | produced = 1979 -1984 | developed_from = | variants = }}

[[File:UltraflightLazairSeriesIIIC-IIII.jpg|thumb|right|A Lazair Series III with its bottom-mounted control stick. This one has been modified with a streamlined pod and windshield. The engines are the [[Rotax 185]] 9.5 hp two-stroke powerplants driving "biplane" propellers.]] [[File:UltraflightLazairSeriesIII.jpg|thumb|right|A Lazair Series III showing the original [[Tedlar]] covered wings and tail surfaces]] [[File:UltraflightLazairSeriesIIC-ICKY01.JPG|thumb|right|A Lazair Series II displays the very long wing which gives this aircraft good gliding performance. This aircraft has been modified with conventional aircraft fabric and wider main landing gear.]] [[File:UltraflightLazairIIC-ICTF.JPG|thumb|right|A Lazair II two-seat trainer with its [[JPX PUL 425]] engines of {{convert|26|hp|abbr=on}}.]] [[File:UltraflightLazairIIC-ICTFStart.JPG|thumb|right|A Lazair II two-seat trainer has one of its JPX PUL 425 engines started. Lazairs generally do not have electrical systems, and their engines are started by [[recoil start]].]]

The '''UltraFlight Lazair''' is a family of [[Canada|Canadian]] designed and built twin-engine [[Ultralight aircraft (Canada)|ultralight aircraft]] that were sold in kit form between 1979 and 1984.

It was one of the first twin-engined ultralights. More Lazairs have been registered in Canada than any other type of Canadian aircraft.<ref name="Hunt1">Hunt, Adam & Ruth Merkis-Hunt: ''Skeletal Remains'', pages 64-70. Kitplanes Magazine, September 2000.</ref>{{clarify|date=October 2019|reason=The Canada Post Details magazine says only that it is the most-registered ultralight in Canada}}

In 2019, [[Canada Post]] issued a stamp in honour of the Lazair.<ref name="details">{{Cite web|url=https://www.canadapost.ca/assets/pdf/blogs/collecting/detailsvolxxviiino3_en.pdf|title=Details magazine No. 3 March 2019|author=[[Canada Post]]|website=canadapost.ca|access-date=17 October 2019|archive-date=18 October 2019|archive-url=https://web.archive.org/web/20191018213255/https://www.canadapost.ca/assets/pdf/blogs/collecting/detailsvolxxviiino3_en.pdf|url-status=dead}}</ref>

==Development== Dale Kramer visited the [[EAA AirVenture Oshkosh|Oshkosh]] [[Experimental Aircraft Association|EAA]] convention in 1977, where he saw the potential of the ultralight aircraft present. He built and flew an early type of [[US Aviation Super Floater|Superfloater]] ultralight sailplane. Kramer took it to the next year's Oshkosh, where he met Ed Sweeney. Later they fitted it with two of Sweeney's engine kits. Kramer kept the engines and designed a new plane for them, which would remedy the deficiencies he saw in the Superfloater.<ref name="Kramer04">Dale Kramer; "Remembering Peter Corley: and the birth of the Lasair ultralight", ''free flight'', Issue 2004/4 August/September, 2004, Page 4.[https://www.sac.ca/index.php/en/free-flight-magazine-2/2000s/2004/233-ff2004-04/file]</ref>

He started with a blank sheet of paper and designed a completely new aircraft, the Lazair, even going so far as to design a custom [[airfoil]] for it.<ref name="Hunt1"/> He named it Lazair for several reasons, including a reference to the successful [[Laser (dinghy)|Laser sailing dinghy]] of Canadian design, as a contraction of "lazy air" due to the slow cruising speed, and as an allusion to "[[laissez-faire]]".<ref name="Hunt3">Hunt, Adam & Ruth Merkis-Hunt: ''Test Flying Lazair No. 1'', pages 98-106. Kitplanes Magazine, December 2000.</ref><ref name="partridge"/>

Performance was not as good as anticipated. Although Kramer did most of the test piloting, the lighter Peter Corley took it on its first flight in November 1978. The engines were subsequently moved from their original position below the wing to directly in front of the leading edge. The improvement in performance proved definitive and in this form they demonstrated the prototype Lazair at the EAA [[Sun 'n Fun]] International Fly-In and Expo, Florida, in March 1979. It won the award for best home-built microlight, repeating the accolade at Oshkosh that year and receiving thirty-three orders on the spot. Kramer began series production, with Corley as his first demonstration pilot.<ref name="Kramer04"/><ref name="partridge">John Partridge; [http://www.bmapper.com/FinancialPost.pdf "Success on the Wing"], ''The Financial Post Magazine'', 1 August 1982, pages 10-16.</ref>

==Design== The Lazair I is a single-seat conventional high-wing monoplane with an open fuselage frame, [[inverted V-tail]] and twin tractor propellers.

As an ultralight aircraft designed for low flying speeds, the fuselage comprises an open frame of aluminum tube supporting the open cockpit, tricycle undercarriage and inverted-V tail.

The wing is mounted at the top of the fuselage frame with additional outboard diagonal bracing struts. It is of straight, constant taper, high [[aspect ratio (aeronautics)|aspect ratio]] planform. The airfoil section is of Kramer's own design and incorporates reverse camber at the trailing edge, giving an S-shaped [[Camber (aerodynamics)|camber line]]. The wing has a progressive and constant [[washout (aviation)|washout]], or reduction in [[angle of incidence (aerodynamics)|angle of incidence]] from [[wing root|root]] to [[wingtip|tip]]. It also features some of the first modern [[wingtip device|winglets]] to be seen on a light aircraft. This combination produces an aircraft with optimized low-speed handling and very gentle stall characteristics. The high aspect ratio wing also made the Lazair a good glider, giving it a 12:1 [[glide ratio]], and it could be [[Gliding|soared]] in even light [[thermal]] conditions.<ref name="Cliche"/><ref name="ULFlyer">{{cite web |url = https://www.angelfire.com/ca2/ulflyer/ |title = Lazair: A Classic Ultralight Twin |date = n.d. |author = UL Flyer |access-date = 2007-10-31 }}</ref>

The wing structure comprises an [[aluminum]] "D" cell [[leading edge]], foam ribs and an aluminum tubular [[trailing edge]].<ref name="Hunt1"/><ref name="Hunt2"/><ref name="Cliche">Cliche, Andre: ''Ultralight Aircraft Shopper's Guide'' 8th Edition, page E-21. Cybair Limited Publishing, 2001. {{ISBN|0-9680628-1-4}}</ref> The wing and tail covering for the first 50 Lazair kits was an opaque urethane-impregnated nylon fabric.{{Citation needed|date=October 2019}} This was then changed to translucent [[Mylar]] PET polymer film, attached to the airframe with single- and two-sided tapes. The Mylar proved to have a short service life due to UV damage, so it was eventually replaced by the more expensive [[Tedlar]] PVF film.<ref name="Hunt1"/><ref name="Cliche"/>

For control run simplicity the control stick pivot point was located above the pilot with the stick hanging downwards. Conventional ailerons together with tail [[ruddervator]]s provided full three-axis control, which although standard on conventional aircraft was unusual for ultralights at the time. The [[aileron]]s on the wing and [[ruddervator]]s on the tail were interconnected so that turns were made with connected rudder and aileron by moving the stick to the side. Pitch control was via conventional fore-and-aft stick movement moving the ruddervators together as elevators.<ref name="Hunt1"/><ref name="Cliche"/>

Kramer opted for two engines instead of one because he wanted to use two of the largest chainsaw motors to obtain the total of 11 hp (8.2 kW){{Citation needed|date=October 2019}} which he deemed necessary to make his "powered glider" fly with performance that was acceptable to him.{{Citation needed|date=October 2019}} He placed the two motors as close together as possible to reduce yaw when one failed.<ref name="Hunt1"/><ref name="Cliche"/> The Lazair was one of the first ultralights to incorporate twin engines, greatly improving the reliability and safety of this class of aircraft.<ref name="NASM"/>

The Lazair was thus built from standard aircraft materials, but it had many innovative design features for an ultralight, including the aerofoil, winglets, inverted-V tail and ruddervators, transparent film covered flying surfaces and twin engines.<ref name="Hunt1"/><ref name="NASM">{{cite web |url = https://www.nasm.si.edu/research/aero/aircraft/ultraflight_lazair.htm |title = Ultraflight Sales Lazair SS EC |date = 1998 |author = National Air and Space Museum |access-date = 2007-10-31 |url-status=dead|archive-url = https://web.archive.org/web/20071010021428/http://www.nasm.si.edu/research/aero/aircraft/ultraflight_lazair.htm |archive-date = 2007-10-10 }}</ref>

Later models incorporated many refinements and options including twin seating in tandem, more powerful engines, fuselage fairings and a conventional control stick pivot position.{{fact|date=November 2024}}

==Production== The first Lazair prototype was constructed by Kramer with some help from Corley and first flown in 1978.<ref name="Kramer04"/><ref name="partridge"/><ref name="NASM"/><ref name="Lazair.com">{{cite web |url = http://www.lazair.com/ |title = Lazair.com |date = n.d. |author = Lazair.com |access-date = 2007-10-31 }}</ref>

In 1979, Kramer formed UltraFlight Incorporated to produce the design in his home town of [[Port Colborne, Ontario]]. In 1981, "UltraFlight Sales Ltd".<ref name="Hunt1"/> was incorporated and sales of all aircraft kits were transferred to that subsidiary.{{Citation needed|date=October 2019}}

Production ended in 1984, the company citing "liability concerns" and the resulting cost and availability of insurance as the reason.<ref name="Hunt1"/>

The aircraft were widely sold in [[Canada]] and the [[United States]], making the Lazair the most numerous Canadian-designed aircraft type. The Series II Lazair was the model produced in the largest numbers.<ref name="Hunt1"/>{{clarify|date=October 2011|reason=Number produced is not known, while the DHC Beaver sold in similar numbers}}

==Operational history== In the 21st century many Lazairs are still in use by private owners. As when first introduced, they remain prized for their handling qualities, if not their cruising speed.<ref name= "LazairForce"/>

In November 2007 the Canadian register still carried a total of 460 Lazairs of all models.<ref>{{cite web |url = http://www.tc.gc.ca/aviation/activepages/ccarcs/aspscripts/en/menu.asp |title = Canadian Civil Aircraft Register |date = 1 November 2007 |author = Transport Canada |access-date = 2007-11-01 |url-status=dead|archive-url = https://web.archive.org/web/20080503080459/http://www.tc.gc.ca/aviation/activepages/ccarcs/aspscripts/en/menu.asp |archive-date = 3 May 2008 }}</ref> In the USA where the majority of Lazairs are flown as unregistered [[Federal Aviation Regulations|FAR Part 103]] ultralights there were also ten registered as [[homebuilt aircraft|amateur-builts]] in November 2007.<ref name="FAA"/>

==Variants and derivatives== ;Series I

The first Lazair kits were originally marketed just under the model name "Lazair", but were later termed "Series I" after improved models had appeared. From the first Lazair prototype, to the last Lazair kit produced, no changes were made to the aerodynamic design of the wing panels and tail surfaces. All the wing panels had the same airfoil sections, planform, washout, wing tip design, aileron design and incidence to fuselage (including the two place). All the tail surfaces had the same airfoil (flat), planform (minor difference with different tailwheels), washout (none), distance from the wing and incidence to the fuselage.{{Citation needed|date=October 2019}}

The initial model Lazair was a single-seater with a {{convert|36.3|ft|m|adj=on}} wingspan and was powered by two 5.5 hp 100 cc Pioneer chainsaw engines, directly driving plastic propellers in tractor configuration. The main landing gear used {{convert|16|in|mm|adj=on}} wheels with a track of just 26 inches, which combined with the long wing span, meant that taxiing in more than {{convert|7|mi/h|km/h|abbr=on}} of wind required a [[Wing walking#Further information|wing walker]]. Tail skids were fitted to the inverted V-tail.<ref name="Hunt1"/><ref name="Hunt2">Hunt, Adam & Ruth Merkis-Hunt: ''Poised to Fly'', pages 76-83. Kitplanes Magazine, October 2000.</ref><ref name="Cliche"/>

;Series II There was customer demand for putting the Lazair on floats, but this required more power than the Pioneer powerplants could develop. The solution was to substitute {{convert|9.5|hp}} [[Rotax 185]] engines. These single-cylinder engines were used extensively in forest fire fighting water pumps and had proved reliable in that application.<ref name="Cliche"/><ref name="ULFlyer"/><ref name= "LazairForce">{{cite web |url = http://www.lazairforce.central5.com |title = An introduction to the Lazair |date = n.d. |author = Lazair Force |access-date = 2007-10-31 |archive-url = https://web.archive.org/web/20061014033052/http://mypage.direct.ca/h/highland/Lazair/index.htm|archive-date =14 October 2006}}</ref>

The propellers were the same plastic units used on the Series I with its {{convert|5.5|hp|abbr=on}} engines. To absorb the greater power two propellers were stacked to form a "biplane propeller". This was done because UltraFlight had ample supplies of the existing propellers and using them saved money over developing a new propeller.<ref name="LazairForce"/> Also, since inception, the Lazair was designed as a powered glider, so stacking of the two propellers in a bi-plane mode created a propeller that had less drag when gliding than if the 4 blades were 90 degrees apart. Any slight loss in thrust due to stacking was accepted since there was less drag when gliding.{{Citation needed|date=October 2019}}

During the production of the Series II the tail skids were replaced with tail wheels and later on, swiveling wheels. Skis were also available, although open cockpit flying in the winter could be a challenge. Rudder pedals were introduced which allowed side slipping of the aircraft as well as crosswind landings. The rudders could be coupled to the ailerons or de-coupled and controlled by the pedals in flight through a mixer gear.<ref name="Hunt1"/><ref name="Cliche"/>

;Series III The third series of the single-seat Lazair introduced customer-requested upgrades, such as: *landing gear widened to {{convert|46|in|mm}} *[[jury strut]]s for increased negative-g tolerance *conventional floor-mounted control stick *toe brakes<ref name="Hunt1"/><ref name="Cliche"/><ref name="LazairForce"/>

Power on the Series III is still provided by two {{convert|9.5|hp}} [[Rotax 185]] engines with the option of a pair of KFM {{convert|25|hp|abbr=on}} or [[JPX PUL 425]] {{convert|26|hp|abbr=on}} engines.<ref name="Cliche"/>

;Elite

The Lazair Elite is a limited production aircraft that includes a structurally strengthened airframe using the Lazair II wings and an optional an enclosed cockpit.{{Citation needed|date=October 2019}} It is suitable for heavier pilots.<ref name="Hunt1"/>

;Lazair II

The Lazair II is a two-seater trainer with the seats in side-by-side configuration. It was introduced in 1983 and approximately 50 Lazair II kits were sold.{{Citation needed|date=October 2019}}<ref name="Hunt1"/><ref name="Hunt3"/>

The Lazair II is powered by two [[JPX PUL 425]] engines producing {{convert|26|hp|abbr=on}} each. The engines are more widely spaced than on the single-seater models which gives it different single engine handling characteristics.<ref name="Hunt3"/>

;Lazair SS EC

The "SS" is the "Surveillance Special" which was designed for police use, which included the Elite airframe and the [[JPX PUL 425|5]]KFM {{convert|25|hp|abbr=on}} engines also used on the two-seat Lazair II.<ref name="Hunt1"/>

The only{{Citation needed|date=October 2019}} Lazair SS EC aircraft ever produced was employed by the [[Monterey Park, California|Monterey Park]] Police Department in [[California]].<ref name="NASM"/> and was used for surveillance during the 1984 Olympics that were held in Los Angeles.{{Citation needed|date=October 2019}}

[[File:Elazair.jpg|thumb|right|ELazair]] ;Electric Lazair (eLazair) In 2011 Lazair designer Dale Kramer introduced an experimental [[Electric aircraft|electric-powered]] Lazair on an amphibious mono-float, with outrigger floats at [[AirVenture]]. The aircraft is powered by twin [[Joby Aviation|Joby]] JM1 powerplants with Jeti SPIN Pro 300 controllers and dual 16 cell 4 amp-hour battery packs that produce 63 volts, mounted in the wings. The aircraft won ''Antique Ultralight Champion'' and Best ''Ultralight Amphibian'' at AirVenture. The aircraft is an experimental project and no production is planned.<ref name="KitplanesDec2011">Sigler, Dean: ''Dale Kramer and his electric Lazair'', Kitplanes, Volume 28, Number 12, December 2011, pages 31-35. Belvoir Publications. {{ISSN|0891-1851}}</ref>

The Lazair inspired many other aircraft designers to use the Lazair wing construction techniques. The [[Blue Yonder Merlin]] is one aircraft that uses a wing based on the Lazair wing.<ref name="COPA1">Hunt, Adam: ''Merlin Magic'', [[Canadian Owners and Pilots Association]], COPA Flight, page C-1, February 2005</ref><ref name="Armstrong">Armstrong, Kenneth: ''Choosing Your Homebuilt - the one you will finish and fly! Second Edition'', page 195-201. Butterfield Press, 1993. {{ISBN|0-932579-26-4}}</ref>

==Regulatory status== In Canada all Lazairs are classified as [[Ultralight aircraft (Canada)|Basic Ultra-lights]]. A multi-engine rating is not required to fly the Lazair in Canada as there is no multi-engine rating for ultra-light aeroplanes.<ref>{{cite web |url = http://www.tc.gc.ca/civilaviation/general/recavi/Ultralight/ULTransitionStrategy/menu.htm |title = Ultra-light Aeroplane Transition Strategy |date = 17 April 2007 |author = Transport Canada |access-date = 2007-11-04 |archive-url = https://web.archive.org/web/20090410035146/http://www.tc.gc.ca/CivilAviation/general/recavi/Ultralight/ULTransitionStrategy/menu.htm|archive-date =10 April 2009}}</ref>

In the USA the single-seat models are flown as [[Ultralight aircraft (United States)|ultralights]] under [[Federal Aviation Regulations|FAR 103]], whereas the Lazair II two-seat models are usually registered as [[homebuilt aircraft|experimental amateur-builts]].<ref name="FAA">{{cite web |url = http://registry.faa.gov/aircraftinquiry/acftinqSQL.asp?striptxt=Lazair&mfrtxt=&cmndfind.x=14&cmndfind.y=18&cmndfind=submit&modeltxt=Lazair |title = FAA Registry Make/Model Inquiry Results |date = 1 November 2007 |author = Federal Aviation Administration |access-date = 2007-11-01 |url-status=dead|archive-url = https://web.archive.org/web/20110723184941/http://registry.faa.gov/aircraftinquiry/acftinqSQL.asp?striptxt=Lazair&mfrtxt=&cmndfind.x=14&cmndfind.y=18&cmndfind=submit&modeltxt=Lazair |archive-date = 23 July 2011 }}</ref>

==Aircraft on display== *Lazair SS EC at the [[Steven F. Udvar-Hazy Center]], National Air and Space Museum, Washington Dulles International Airport<ref name="NASM"/>

==Specifications (Lazair Series II)== {{Aircraft specs |prime units? = imp |crew= one pilot |length ft= 13 |length m= 3.96 |span ft= 36 |span in= 4 |span m= 11.1 |height ft= 6.3 |height m= 1.92 |wing area sqft= 143 |wing area sqm=13.3 |airfoil=Custom Lazair airfoil, reflexed top and bottom |empty weight lb= 210 |empty weight kg= 95 |capacity= 240 lb (109 kg) useful load |max takeoff weight lb= 450 |max takeoff weight kg= 204 |eng1 name= [[Rotax 185]] |eng1 number=2 |eng1 hp= 9.5 |eng1 kw= 7.1 |max speed mph=55 |max speed kmh= 89 |cruise speed mph= 40 |cruise speed kmh=65 |cruise speed note=<ref name="Hunt3"/> |stall speed mph= 17 |stall speed kmh= 28 |never exceed speed mph= 60 |never exceed speed kmh= 97 |range miles= 135 |range km= 217 |range nmi= 117 |ceiling ft= 11,000 |ceiling m= 3,350 |climb rate ftmin= 200 |climb rate ms= 1 |wing loading lb/sqft=3.14 |wing loading kg/m2=15.4 |power/mass=23.7 lb/hp (0.069 kW/kg) |avionics= }}

==See also== {{aircontent| |related= |similar aircraft= *[[American Aerolights Double Eagle]] *[[AmEagle American Eaglet]] *[[Avid Champion]] *[[Beaujon Enduro]] *[[Beaujon Mach .07]] *[[Birdman TL-1]] *[[Blue Yonder EZ Fun Flyer]] *[[Chotia Gypsy]] *[[Chotia Weedhopper]] *[[Eipper Quicksilver]] *[[Gemini Hummingbird]] *[[Jean St-Germain Raz-Mut]] *[[Kolb Flyer]] *[[Milholland Legal Eagle]] *[[Mitchell U-2 Superwing]] *[[Pterodactyl Ascender]] *[[US Aviation Super Floater]] *[[Wolford-Wilson Sailwing]] *[[Zenair Zipper]] |sequence= |lists= |see also= }}

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

==External links== {{commons category|Ultraflight Lazair}} * [http://www.airport-data.com/search/search2.html?field=model&search=Search&code=Lazair+LAZAIR List of Lazairs by registration] * {{cite web|url = https://images.postagestampguide.com/images/20322/ultraflight-lazair-2019-canada-postage-stamp-canadians-in-flight.jpg|title = Lazair Stamp|author=Postage Stamp Guide |work = postagestampguide.com}} (image) * [https://www.kitplanes.com/light-stuff-54/ "Light Stuff" (Lazair review)], 16 December 2007, ''Kitplanes''

[[Category:1970s Canadian ultralight aircraft]] [[Category:Homebuilt aircraft]] [[Category:V-tail aircraft]] [[Category:Aircraft first flown in 1978]] [[Category:Twin piston-engined tractor aircraft]] [[Category:Parasol-wing aircraft]] [[Category:Aircraft with fixed conventional landing gear]] [[Category:UltraFlight aircraft|Lazair]]