Issue 19: Flying the Mustang

The top-of-the-line Mustang utilises the twin-cylinder 48 hp Robin motor and this aircraft has performance characteristics not dissimilar to that of a ‘real’ lightie. In this relatively powerful machine you can expect a typical nil wind takeoff roll of less than seventy feet while the climb out is as brisk as you require, though remembering that at the time of writing it is illegal to climb higher than 300 feet; your ‘ceiling’ is reached before you know it. One can look forward to a landing speed of around 23 mph and a stall speed of around 20 mph. The stall is truly a non-event as even on a dead stick landing the aircraft can be put into a maximum climb attitude where it will merely slow, float and gently nose down, picking up speed; at no stage does a wing drop or the aircraft depart the pilot’s control.

The mid-range Mustang utilises a twin-cylinder 25 hp KFM motor with an electric start. This exhibits even better handling qualities and naturally uses considerably less fuel than the 48 hp version though in all cases fuel consumption is measured in frugal quantities, a true dream come true for any GA pilot. At the bottom of the range is the training single-seat Mustang which by using a single-cylinder 19 hp Robin two-stroke engine guarantees that a student need never fear the aircraft getting away from him. Takeoffs are longer, climb-outs are very gradual and the aircraft is an ideal taxi trainer in addition to being extremely fuel-frugal.

Flying the Mustang is fun personified It might be a handy party line to say that you have flown a Mustang; the fact that it wasn’t the legendary P-51 but rather a craft weighing less than twice my own body weight barely reduces the unadulterated fun that I had coming to grips with this newest form of aviation.

As we mentioned earlier, we were most impressed by the professionalism and overall attitude to safety that Sunsport Flying have regarding their training programme. As official marketing agents for the Sydney-built Mustang, they also provide a comprehensive spares and sales support facility for their clientele.

The Mustang, while looking similar to the now defunct Condor, bears little heritage to that craft. The major points about the Mustang that impressed us were its inherent structural strength and docile flying characteristics, making it an ideal training aircraft. The aircraft is supplied fully assembled and flight tested by Sunsport and like all ultralights lends itself to personal variations on engine installation and desired performance.

The top-of-the-line Mustang utilises the twin-cylinder 48 hp Robin motor and this aircraft has performance characteristics not dissimilar to that of a ‘real’ lightie. In this relatively powerful machine you can expect a typical nil wind takeoff roll of less than seventy feet while the climb out is as brisk as you require, though remembering that at the time of writing it is illegal to climb higher than 300 feet; your ‘ceiling’ is reached before you know it. One can look forward to a landing speed of around 23 mph and a stall speed of around 20 mph. The stall is truly a non-event as even on a dead stick landing the aircraft can be put into a maximum climb attitude where it will merely slow, float and gently nose down, picking up speed; at no stage does a wing drop or the aircraft depart the pilot’s control.

The mid-range Mustang utilises a twin-cylinder 25 hp KFM motor with an electric start. This exhibits even better handling qualities and naturally uses considerably less fuel than the 48 hp version though in all cases fuel consumption is measured in frugal quantities, a true dream come true for any GA pilot. At the bottom of the range is the training single-seat Mustang which by using a single-cylinder 19 hp Robin two-stroke engine guarantees that a student need never fear the aircraft getting away from him. Takeoffs are longer, climb-outs is very gradual and the aircraft is an ideal taxi trainer in addition to being extremely fuel frugal.

Flying the Mustang is fun personified.