So this is a question for the more senior flyers out there. Would you recommend a LE as a first plane? Now don't misunderstand me. There will be lots of formal flight training first but an Ultralight is perfect for my budget and the thought of the countless hours of pleasure building it is priceless.
So this is a question for the more senior flyers out there. Would you recommend a LE as a first plane? Now don't misunderstand me. There will be lots of formal flight training first but an Ultralight is perfect for my budget and the thought of the countless hours of pleasure building it is priceless.This is an impossible question to answer for all of us because you have not yet started flying. With no flying background, you don't yet have a realistic idea of the mission profile of your first plane.
my biggest problem. Flight capabilities at approx 9300 msl. I just want to fly around the county. Low and slow is just grand in my book. I want to avoid the work/ licensing of an LSA.
Sam, thanks for the reply. In a separate e-mail you addressed my biggest problem. Flight capabilities at approx 9300 msl. I just want to fly around the county. Low and slow is just grand in my book. I want to avoid the work/ licensing of an LSA. I have spent time in a Zenith 701 LSA and have been up as a passenger in a two seater Quicksilver. Turbulence don't bother me. I spent a tour bouncing thru the sky in Blackhawks in the 101st Airborne. For company, I have my motorcycle. Flying to me is sanctuary best experienced solo. I do have regular access to the 2place Quicksilver to accumulate seat time. Most summer mornings are cool and calm.John, your mission profile fits the Eagles very nicely, you would enjoy flying one.
Diminished performance due to density altitude will prohibit me from flying at my home in the mountains of Colorado. Huge disappointment. There is a local EAA chapter just east of Colorado Springs but everyone is in an LSA, no ultralights. They fly out of a field at approx 6500 msl. I wanted an ultralight to keep at home to avoid transportation / hangar cost and travel time. Too bad.
Unlike some very popular types the Legal Eagle is truly a pilot's airplane. I like to call it The Purist's Delight. It's all about pure stick and rudder uncomplicated by...anything. I have been privileged to fly many different types and the Legal Eagle is right up there with the *most* satisfying to fly(like the Pitts Special...just as satisfying...in a different way of course). The ailerons are a little heavy but one gets used to that in short order. It is an excellent teacher...I'm still learning from it. The key to a really enjoyable plane is first of all KEEP IT FANATICALLY LIGHT and next is RIG IT PERFECT. Yes, perfect...not almost perfect. The real satisfaction comes in the last halfa percent of rigging. That really "hooked up feel"...nothing else like it.Joe, when you talk about keeping the LE and DE light, can you give some idea as to achieving this. I am up to Rib 9 with my DE and just wondering what do do along the way. Leonard seems to slap on plenty of glue in the vids so i am doing the same (using tightbond III for ribs T88 for the rest). I assume you don't mean this sort of thing. is there a hit list of things to watch for along the way?
Happy Flying
Spencer