by Grant Smith

he little red aircraft sat on the ramp as I worked nearby. It had been noticed but dismissed as just another plain Jane aircraft. It called to me and meekly said, "Come fly me." I responded that I would, but work and other commitments came first and I went on about my business. Later, and then again much later, the call was repeated. The result was the same. Eventually, one day, everything fell into its proper place. The sky was blue and the weather was right. The plane was fueled and ready for flight. Both the plane and I wanted to fly, yet each needed the other to be complete.

The little French Canadian plane was ordinary looking. It was a typical ultralight version of the Demoiselle configuration, difficult to distinguish from a Flightstar, a Phantom or any of the other high wing, high engine tractor configurations. The preflight and takeoff were uneventful. We rode together, each doing our appointed tasks, enjoying the scenery and calm air as sunset approached. We were comfortable with each other, each doing what the other expected, like a team. Having persevered and completed our assigned tasks, we were on the home stretch of a difficult winning streak. It wasn’t a gigantic victory but it was a victory and it felt good just to win, to get the just reward for the patience and effort of a job well done.

That was my first exposure to the X-Air. It wasn’t sexy or exciting but it was pleasant and comfortable. It was nice. I found myself wanting to go back and experience it again. I longed for the peacefulness and serenity of the ride and the ease of the total operation, and found myself wishing that I could be in the midst of repeating that wonderful flight.

Whether one is in the high tech, fast paced world or in a quiet country atmosphere, it is nice to have a comfortable retreat where one can spend some peaceful time and know that no matter what happens things will pretty much work according to plan. In a nutshell, that is what flying the X-Air is like. It is a predictable little airplane that does what airplanes should do. In other words it flies like one hopes it would and systems work like the designer intended they would. No failure of this gismo or wishing that do-dad was over here. No fiddling before flying was required. Just do a routine preflight and go.

There is logic to this feeling and a history to explain. The design for the X-Air can be traced to the US where it originated as John Chotia’s JC-24 Weedhopper. (Chotia, pronounced Ch-O-d-a, is the ch sound followed by the long o, d, and short a sound.) In 1974 John started work on an earlier wooden version powered by a Yamaha 15-hp go-cart. This aircraft was featured in a Popular Mechanics article and preceded the implementation of FAR Part 103. The metal version of the Weedhopper first flew in 1978. The design was simple, easy to fly, and based on concepts that go even deeper into the history of aviation.

The basic configuration John Chotia selected, the high wing with a wing mounted tractor engine and the pilot seated beneath the wing among the undercarriage, dates into early aviation history. Who has not seen the movie "Those Magnificent Men and Their Flying Machines" and does not recall the slight, nimble and energetic character with the beautiful wife and bevy of kids along with the cute little high wing monoplane?

That character was modeled after the real life Alberto Santos-Dumont (1873 to 1932). Santos-Dumont was a Brazilian, who was educated and who lived most of his life in France. He made his first flight in 1898 and later flew from Saint Cloud France, around the Eiffel Tower and back in 1901 to claim the 100,000 French francs prize offered by Deutsch de la Meurthe. This flight was accomplished in his hydrogen-filled airship. In 1906, he collected the Archdeacon prize of 3000 francs by flying double the required 25 meter distance in his heavier-than-air powered aircraft, the canard, box kite looking bis XIV. Additional flights added to his till with 1500 francs. These flights by Santos-Dumont were of great significance, and were recorded as the first official flights in a heavier-than-air powered aircraft from level ground. At a time when the Wright brothers were largely unknown, the flights were observed and officially recorded by the Aero Club de France and certified by the (Federation International Aeronautique). Representatives of Belgium, France, Germany, Great Britain, Italy, Spain, Switzerland and the United States had formed the FIA at a meeting in Paris the preceding October in 1905.

In spite of his fame, Alberto Santos-Dumont’s greatest accomplishment is considered to be the 1907 to 1909 developments of the "Demoiselle" or "Grasshopper." This bamboo and silk monoplane with a 20-hp Dutheil-Chalmers motor and huge wooden propeller was the first example of the modern light plane. At a time when the dangers of aviation were frequently made evident, it is noteworthy that a Demoiselle was never involved in a fatal accident. At a purchase price of 7500 francs, it was the least expensive aircraft on the market to compete in the 157 km Circuit of Anjou in 1912. Roland Garros and his Demoiselle won the event in spite of threatening weather. They were a pilot and plane combination that were well-known for their crowd-pleasing performances. He could take off from surprisingly small spaces and would end the flight with a "tire-bouchon" power-off accuracy, landing from a spiral approach even in weather that would ground other pilots of the day.

The characteristics of lightweight, safe, low cost and reasonable performance on relatively low power tend to carry over into the current design. The extended development time has provided ample opportunity to create a quality product with good detail, design and workmanship. I did not realize it at the time, but this was the heritage of the unassuming little red plane.

Today, Steve Hixson and John’s Chotia’s daughter, Alley Chotia-Hixson run Weedhopper USA, Inc. Sadly, John Chotia passed away October 24, 1981 while testing a new design for the company. (The new design was a prototype of the JC-35 Rocket and not related to the Weedhopper.) The continued popularity of the Weedhopper design 25 years after its conception is a tribute to John’s foresight and accomplishments.

Current Weedhopper production continues with the two-axis control system and single surface wing reminiscent of the Demoiselle. Only rudder and elevator are used. No ailerons are installed. The rudder and swept-back delta wing configuration allows controlled turns. Future models of the Weedhopper will allow for either two-axis single surface or three-axis double surface interchangeable wings.

The single seat Weedhopper 40 has been produced in the US since 1989 and currently sells for $6,995 including a 40 hp Rotax 447. There is also a single seat Weedhopper Super and a two-place Weedhopper that sells for $11,500 and $12,500 respectively with a 52 hp Rotax 503. Models supported by factory parts are the Weedhopper Standard, Weedhopper Deluxe, Weedhopper 40, Weedhopper Super, Weedhopper B Model, Weedhopper C Model, and the Weedhopper 2 Seat. The factory claims over 14,000 Weedhoppers have been sold around the world. The immense popularity of the Weedhopper design has resulted in its importation and further refinements in many parts of the world.

The two seat X-Air, with three axis controls and a double surface wing, is one result of these endeavors. It is manufactured in India by Rajhamsa Ultralights PVT and sold under license worldwide by the French company Rand-Kar Sarl. X-Air has taken the simple functional Weedhopper and refined the design to use quality construction standards and materials. In addition, it has created an economical fast-build kit containing many popular features. The kit does not include the engine, so that the builder is free to select from any of several engine and propeller combinations. Powerplant variations that are available include either two- or four- stroke engines ranging from 50 to 80 hp. Performance and total costs vary accordingly.

X-Air also offers a model with a single surface wing similar to the Weedhopper. Information presented here is relevant to the double surface wing models. Over 500 X-Air kits have been sold worldwide through dealers in most major countries.

A predominant reason for the X-Air’s success is that it meets the international microlight standards and is certified in several key markets. For example, the X-Air was the first microlight to be certified by the British Microlight Aircraft Association to the increased 450-kilogram maximum operating weight. The foreign certifications do not have any direct effect in the US market, but it does provide some indication to the qualities of the design.

X-Air is not intended to perform aerobatics but is stressed for up to 6 Gs positive and 3 Gs negative. All components are protected against corrosion, by epoxy/polyurethane paints, or electrolytic processes, to ensure a safe and long life of structural components even in coastal environments.

Basic tools and an assembly area similar in size to a single-car garage are all that’s needed to build the X-Air. The English manuals supplied include computer generated three-dimensional drawings. Tube and Dacron construction are retained, and control surfaces including stabilizer and the ailerons are already covered. A foam wing leading edge stiffener controls wing contour and improves aerodynamics. The fuselage frame comes with all controls fitted. Many bolts are in place, ready for tightening. The kit includes all components, except engine and propeller, and can be assembled in as little as 40 hours.

There are two float options for the X-Air. The aircraft may be purchased with a factory optional float package or fitted with Full Lotus floats as an after market modification. A minimum of 70 hp is recommended for float operations.

For trailering, the X-Air wings can be removed without tools in about 15 minutes and can be reattached in about 25 minutes. The velcro attached wing root is removed, the wing skin tensioning belts are released, the aileron cable is detached and with the assistance of a helper the wing struts are removed. Finally, the wings are detached from the main fuselage tube. A number of trailer designs are available for transporting the X-Air aircraft.

Getting my opportunity to fly the Rotax 582 powered X-Air again, I can report that the X-Air takes off in a relatively short distance with an indicated airspeed of 35 mph (55 km/h) and will climb out nicely at the 45 mph (70 km/h) recommended speed. The aerodynamic elevator trim is effective in relieving elevator pressures while the precision of the controls and linkages give a good solid feel to the aircraft. The relatively narrow cord ailerons are effective without requiring high control forces.Roll rate is reported to be 2.2 sec for 30 degree left bank to 30-degree right bank and 3.5 sec for 45° to 45° banks.

The X-Air is stable in yaw and has adequate rudder authority. Stall buffet is noticable at 30 mph (48 km/h) and there is a clean stall break at 28 mph (45 km/h) IAS. Stall and spin characteristics are reported to be mild. Maximum cruise speeds of 75 mph (120 km/h) are typical.

In summary, the X-Air is a well-behaved, honest and straightforward aircraft that should make an excellent, reasonably priced training aircraft. In the United States, however, use as a training aircraft is limited by current regulations. The US kit builder is likely to qualify for FAA registration as an amateur built experimental aircraft. Qualification as an ultralight trainer with a 496-pound (225 kg) maximum empty weight is questionable.

The standard X-Air kit includes full dual flight controls and throttles; tricycle landing gear, with hydraulic suspension and steerable nose wheel linked to the rudder pedals; toe operated differential main wheel drum brakes; enclosed composite cockpit pod with Lexan windscreen; enclosed fuselage aft faring; elevator trim; sturdy wood cockpit floor; and options.

The cockpit can be semi-open, or fully enclosed, with the optional Lexan doors offering cold weather protection and a panoramic view for the pilot and passenger. Other extras include wheel spats, engine, prop, instruments and instructor/parking brake.

The X-Air can be fitted with the Rotax-Bombardier of Austria, the Australian produced Jabiru engine, the HKS from Japan or the 2Si 70 horse power liquid cooled two cylinder inline 540L-70. Rotax engines are known worldwide among ultralight aircraft operators. The available options are the 52 hp 503, the 65 hp 582 or the 75hp 618. The Rotax 503 is air-cooled, while the 582 and 618 are both liquid-cooled. All engines feature dual electronic ignition, electric start, and reduction gearbox. A carbon fiber ground-adjustable prop is typically installed. The two stroke Rotax engines are designed to run on normal automotive fuel mixed with two-stroke oil. Optional oil injection is available to eliminate the need for premixing fuel and oil. The use of automotive fuel makes the operation less dependent on airfields and aviation fuel supplies. The standard fuel tank capacity of just over 10 US gallons (50 liters) gives a comfortable three hours endurance at normal cruise with a one half hour reserve.

The Australian Jabiru four cylinder four-stroke engine produces 80 horsepower for takeoff and burns about 15 liters of fuel per hour at cruise. The 60 hp HKS engine and the 2Si 540L-70 have been successfully fitted to several aircraft. The 80-hp Vernier SVS 1400 four-cycle engine and larger 2Si engines could also be considered.

The 618 engine bolts to the X-Air without modification, is economical, has exceptional performance (1800 ft/min climb one up, 1200 ft/min climb two up), standard oil injection and is only marginally more expensive than the Rotax 582. The cheaper Rotax 503 producing 52 HP offers very good performance and economy one up, but with two heavy pilots the climb performance is reduced to about 600 ft/min. The Jabiru engine offers good economy. It is quiet and very smooth running with the disadvantage of added cost and the need to modify the engine mounts. The 2Si 540L-70 is a relatively low cost engine and provides performance which exceeds the Rotax 582. Published performance figures indicate the 2Si climb is nearly 50% greater and the cruise speed is 6 mph (10 k/h) faster than the Rotax 582.

Specification and performance figures can be found on the referenced web sites.

Weedhopper manufactured by:

Weedhopper USA
PO Box 1377
Clinton, MS 39060
601 924-0806
http://www.weedhopperusa.com/  
WEEDHOPPER@aol.com or
shixson957@aol.com 

X-Air North American Distributor
Speedwing Aircraft, Inc.
624 Route 239
Germain de Grantham
Quebec Canada JOC 1KO
Phone 819 395-5312
E-mail: speedwing@sympatico.ca
http://www3.sympatico.ca/speedwing/