Pegasus GT450.
This touring microlight was built by P&M Aviation, the company formed by the merging of the UK's two main constuctors - Pegasus and Mainair. In 2019 the company declared bankruptcy. Since 1983 P&M had sold some 4,000 flex-wing microlights.P&M machines are known to be registered in some 35 countries. Its intellectual property, tools and assets were acquired by Albatross Flying Systems Systems of Bangalore India.
Oct 2020: The UK fleet is now supported by Graham Slater and GS Aviation, as the official distributor for Albatross Flying Systems. Spares and components remain available, and the fleet is not 'orphaned'. All the signs are that the future of existing aircraft is secure. Albatross has included the GT450 in its range of aircraft.
For more information go to:
https://www.gsaviation.co.uk
www.albatrossflyingsystems.com
Oct 2020: The UK fleet is now supported by Graham Slater and GS Aviation, as the official distributor for Albatross Flying Systems. Spares and components remain available, and the fleet is not 'orphaned'. All the signs are that the future of existing aircraft is secure. Albatross has included the GT450 in its range of aircraft.
For more information go to:
https://www.gsaviation.co.uk
www.albatrossflyingsystems.com
Designed by Dr Bill Brookes, the GT450 is an excellent touring aircraft.
I love this aircraft for its easy handling, economy, flexibility and rugged nature. The wing can be trimmed with great accuracy, and the hand throttle allows one to let it fly hands "off". At a 65mph (100kmh) cruise it burns 12 litres per hour. With care one can get 10 litres per hour. It can sustain 95mph (150kmh), but it's a firm and thristy ride. It will get mushy at 38mph (48kmh) but you have to really hold the bar back to force a stall.
It can carry all a touring pilot needs for a two week, autonomous adventure. It only needs 150m to get into, or out of, a small strip. I have put them onto harvested wheat fields, mountain pastures, and sandy beaches: and got out again.
You can read the full specification here. (This is the former P&M site, and it is possible that it has been removed)
I love this aircraft for its easy handling, economy, flexibility and rugged nature. The wing can be trimmed with great accuracy, and the hand throttle allows one to let it fly hands "off". At a 65mph (100kmh) cruise it burns 12 litres per hour. With care one can get 10 litres per hour. It can sustain 95mph (150kmh), but it's a firm and thristy ride. It will get mushy at 38mph (48kmh) but you have to really hold the bar back to force a stall.
It can carry all a touring pilot needs for a two week, autonomous adventure. It only needs 150m to get into, or out of, a small strip. I have put them onto harvested wheat fields, mountain pastures, and sandy beaches: and got out again.
You can read the full specification here. (This is the former P&M site, and it is possible that it has been removed)
I have owned two of this type, both with the 100bhp 912S engine. At MTOW of 450kg this is 1hp for 4.5kg.So it climbs at 1250ft/min (380metres/min). You can read my humorous review of the GT450 in mIcrolight Flying magazine below.
| grand_tourer_gt450.pdf |
The Pegasus GT450 has a maximum take off weight is 450kg: enough to take a pilot, 6.5hours of fuel, and accompanying kit and gear close to 400 miles (650km) without landing. The pilot will concede to physical demands before the aircraft will yield to the laws of physics and gravity. So the only requirement is to be sure one's flying capability matches one's touring intention.
P&M run a good Facebook page. It is updated regularly with interesting stuff.
The cockpit
Top: Compass
Upper (Left to right): Fuel Guage - Airspeed- Rate of Climb/Descent - Altimeter - Icom A4 radio.
Note. The A4 radio is no longer valid due to the universal switch to the 8.33kHz band. A FUNKE 8.33 is now installed in the dash, above the transponder, and behind where the A4 is pictured.
Middle (Left to right): Key and Starter button - Trim Setting indicator - Flydat engine data - Landing light On/Off - Trig 21 transponder
Bottom: Garmin 196 GPS
The windshield provides very good protection, and a (relatively) unbreezy cockpit.
The left hand footwell has the steering bar for the nose wheel, and foot brake pedal that operates disc brakes on the rear wheels.
The right hand foot well has the steering bar for the nose wheel and the foot throttle.
Trim switch and hand throttle are just out of the picture to the right.
Upper (Left to right): Fuel Guage - Airspeed- Rate of Climb/Descent - Altimeter - Icom A4 radio.
Note. The A4 radio is no longer valid due to the universal switch to the 8.33kHz band. A FUNKE 8.33 is now installed in the dash, above the transponder, and behind where the A4 is pictured.
Middle (Left to right): Key and Starter button - Trim Setting indicator - Flydat engine data - Landing light On/Off - Trig 21 transponder
Bottom: Garmin 196 GPS
The windshield provides very good protection, and a (relatively) unbreezy cockpit.
The left hand footwell has the steering bar for the nose wheel, and foot brake pedal that operates disc brakes on the rear wheels.
The right hand foot well has the steering bar for the nose wheel and the foot throttle.
Trim switch and hand throttle are just out of the picture to the right.
The engine
This is the Rotax 912S. It generates 100bhp from 1,352cc (82.5 cu in). The proven aero engine for both flex-wing and traditional three axis microlight aircraft. Millions of safe hours flown. I've crossed up to 70miles (110km) of water with these engines. In over 1000 hours they have never missed a beat or failed to start, even after 6 winter months in the garage. At some £10,000 (12,500 Euro/USD) they are nowhere near the 'lawn mower' engines of the early days.
If you like engines, start here.
Firmly believing that flyers have an obligation to support those who make their living (a thin living) from microlighting, I leave everything behind and above the pilot to Jim Greenshields and Al Way, of Somerset Microlights and Bernard Bader. *Note
From 2018 and my change of base to Weston Zoyland, my GT450 is cared for by Andy Buchan of Lightflight.
Note: Jim Greenshields and Somerset Microlights remains at Dunkeswell. He was my original instructor and guardian. Recently he has been helping me get ready to take advantage of the new rules on 600kg Light Sports Aircraft, due in 2021.
Al Way, also my instructor, worked his way along the path to full commercial pilot.
Bernard Bader emigrated to New Zealand. (And my best regards to you Bernard, and thanks for your fine service, if you ever read this)
If you like engines, start here.
Firmly believing that flyers have an obligation to support those who make their living (a thin living) from microlighting, I leave everything behind and above the pilot to Jim Greenshields and Al Way, of Somerset Microlights and Bernard Bader. *Note
From 2018 and my change of base to Weston Zoyland, my GT450 is cared for by Andy Buchan of Lightflight.
Note: Jim Greenshields and Somerset Microlights remains at Dunkeswell. He was my original instructor and guardian. Recently he has been helping me get ready to take advantage of the new rules on 600kg Light Sports Aircraft, due in 2021.
Al Way, also my instructor, worked his way along the path to full commercial pilot.
Bernard Bader emigrated to New Zealand. (And my best regards to you Bernard, and thanks for your fine service, if you ever read this)