The aircraft, LN-YTZ, arrived from the factory late winter 2005. Even though it was flown then, it is first this year it has been real winter conditions. January 2006 startet with 14-15 oC below freezing point, high air pressure and stable conditions without winds, but with frosty mist (FZFG) present. Open water was completely covered and parts of the landscape the same, which created glorious “pictures” and sceneries.


Tor Sved is doing the preflight in - 13 oC .

In this period several school lessons were flown as well as a couple of cross country legs. Both on January the 4th and 5th the aircraft was used for flights from Værnes (ENVA) to Vigra (ENAL) and back - which is a distance of 143 NM from home base. The question was how would the cabin temperature be with - 15 oC on the ground, and maybe even colder up in the air?


Frosty mist covers open water was completely covered, but the landscape was mostly open.

The experience is good, no problem. Of course, one got to wear good clothing as warm underwear and shoes. In case of having to make a forced or emergency landing - and survives it, it will be a pity freezing to death afterwards because one is dressed for summer conditions! Conclusion is that the heat radiation from the Rotax engine is sufficient to keep the cabin temperature at a comfortable level, even without using the optional heater fan installed collecting heat from the exhaust gas manifold.
Cylinder head temperature stayed within normal operations limits and we haven`t experienced development of carburetor ice. The engine is not equipped with carburetor heat system.


With warm clothes winter flying is no problem. A properly dressed  Tor A. Hemb is being checked out on the Zephyr.

A disadvantage is the inside dew or ice that appears on the canopy after boarding the aircraft, until you get heat from the engine. Especially with two onboard breathing moisture onto the cockpit`s plexiglass. Having the cockpit hatches open until take-off improves the situation. A defroster device would be appreciated!


A little ice inside the lover part of the canopy. Some defroster vents would help.

To get the engine started at these low temperatures didn`t cause problems. But, we didn`t crank the engine without preheating it for a few minutes prior to start. By using a hot air blower, put into the cowling air intake, gave a good temperature rise. Hence, saving both the engine and battery for unnecessary wear.


A simple solution that really works great.



A lot of picturesque sceneries to bee seen when flying in the winter. Here Renden in Skogn.


Lowpass over a snow covered Skogn Airfield



Skogn Airfield from the north. The frosty mist is like a lid over the landscape.
 
Fun to fly!
 
Under conditions as described I find it fun to fly. It is known that cold air gives extra engine output, as well as the “thick” air gives the prop a better grip. This gives performance beyond what is described in “the book”.

On a leg at 4000 feet indicated altitude with QNH 1037 hPa, as a curiosity, I put actual data in the GPS and the pressure altitude was computed to 987 feet.

In connection with the two flights made to ENAL in January, I would like to mention a couple of events that make micro flying fun – more fun than flying a Cherokee or Cessna 172!

Departure ENVA was done 3-4 minutes after a C-172 took off, bound for Kvernberget (ENKB). After half an hour in air we overtook and passed the Cessna!

Our flightplan was filed with a speed of 100 knots, the true airspeed was certainly a bit higher, but still within good living conditions for the engine. To and from we logged 3:20 hours flying time (block), a little less airborne time, which gave a fuel consumption of 34 liters - corresponding the aircraft manual.

At departure ENAL I was cleared to leave the CTR as convenient and I then requested 6000 feet – DCT Molib, the first enroute waypoint. Takeoff was done at runway 07 from intersection C, which gave a runway length of 800 meters, obtaining 1400 feet passing runway threshold. Reaching and maintaining 6000 feet after 3 minutes, but the forward distance was only 4 NM away from the airfield. This means a real good rate of climb! At times over 2000 ft/min with little updraft help caused by the wind conditions.

Arriving ENAL the next day I planned to utilize the micro aircrafts short-field-performance. Straight-in-approach to runway 25 gave a possibility for short landing roll by exiting at intersection A. I planned touchdown at threshold, yellow mark, and to evacuate the runway right after! Landing distance would then be ca. 250 meters, which is sufficient, plus the taxiway width. Micro aircrafts doesn`t necessarily occupy runways very long! 


The Zephyr is pulled into the hangar after the flying.

Winter and cold weather doesn`t necessarily mean a halt in microlight flying. With some simple precautions there is no problems flying all winter.

Tor Sved