by Michael Lomako

I wished to begin with the words: " An eternal dream of mankind...." But I came to conclusion that it shouldn't be the subject of my description. I wouldn't like to tell a story or to describe the adventures of mankind with encountering the third dimension. What I would like to introduce is the outcome of my several years' work on a prototype of a unique and, in my opinion, unconventional flying machine.
         Why Morpho? Or, may be better, what is Morpho? In short, that's what I called my flying machine, and the name itself is not accidental. Morpho is an abbreviation for metamorphosis (Latin: metamorphosum). It means transformation, conversion. Somebody could ask - is he out of his mind? What does he want to convert? An aircraft into a submarine?... But let's better start from the beginning at tell one thing at a time. 
        A few years ago, when I was a paraglider pilot, living on the terrain where the highest elevation was a garbage dump, I got fascinated with backpack systems. Backpack systems, though ingenious in their simplicity and capacity (they enabled my divorce with the garbage dump), have serious disadvantages. After the initial period of fascination, I quite quickly noticed the potential limits of those flying machines. 
        I was a bit spoilt. I wanted to achieve a longer range, greater safety and comfort of flight. At the same time, I didn't want to miss the opportunity which was created by a paraglider wing. Now he's done it! What a stubborn guy! There's no reason to meditate upon the meaning of human existence. Let's go to work!
         On further reflection, I decided to take it upon myself to design a machine which would be based partly on American paraplanes (why exactly American, I will tell you later) and partly on my own reflections and experience.
         Since I knew that in a short period of time a major aviation fair in Friedrichshafen by Boden Lake was taking place, I was going there full of hope to find an answer to at least some of the questions bothering me, connected with the construction of my machine.         I couldn't be more wrong! The development of the European ultralight air transport is founded on fast, most frequently composite aircraft, flying with the speed on the verge of their construction powers and the standard of their equipment is comparable to that of at least Boeing 747. The market for, so called, open constructions, or, as I call them, flying motorbikes, has recently stagnated. There are so many reasons for this situation that I will not analyze them here. Anyway, I will add one personal remark: What a pity!!! In consequence, I was left alone with my designing problems.
         But every cloud has a silver lining. The fairs brought about the breakthrough in my draft designing process. An idea flashed across my mind to join a powered hang glider with a paraplane. It dawned on me. I experienced a vision. The vision of a machine which would be a thoroughly "proper" power hang glider and an irreproachable paraplane in one machine.
         I was unaware of the problems included in the task, which I took up. I was stimulated by the fact that during the fairs I received some comments that this kind of symbiosis was impossible.
         Of course, I may hear voices saying, - What is he talking about? In the magazine "Wings of the World", there are a few constructions, to which you can install a wing originating from both a power hang glider and a paraplane, but let's stop joking. If somebody observed those constructions carefully and is pretty well up on the subject, he could notice at first glance that they are, at best, typical power hang gliders or paraplanes, which have been, like at a push (which is noticeable), converted - for commercial purposes - into bizarre creations, which in their altered form are, to say the least, not only visually but also technically worthless!!!
         Oh, I'm sorry, I have forgotten about "connoisseurs" willing to have e.g. a power hang glider with a cage for the propeller or a paraplane with the wing suspended on a pipe, directly attached to the power hang glider mast. When I see such eyesores, I wonder which scrap yard they originated from. Strong words! Maybe yes. But they are not the kinds of machines I was interested in.
         Let's not delude ourselves. Creating a real "powered paraplane" requires, in addition to huge expenditure, complicated technology. It is connected with the fact that those machines, in some, characteristic only for themselves, technical and aviation issues, exclude each other. What is good for a power hang glider construction, is not always suitable for a paraplane and the other way round.
         The solution of all the problems involved was achieved at the cost of huge effort. Converting my design into a finished product took my design team several years of work. Unconventional technical solutions, the latest technologies and material tests were only a few reasons why the process was so time-consuming. But today, with full satisfaction, I can say: WE DID IT!!! We created the first flying hybrid in the world.
         I'm proud to present my product to a wider aviation community; the product which owes its name "Morpho" to this atypical and unique possibility to metamorphose from a power hang glider into a paraplane and reverse (using no tools). To the question if there is a demand for this kind of doublefunctionality, I have two answers. On the one hand, this construction gives its manufacturer the opportunity to produce, practically, two machines, putting in only a bit more work (the majority of parts are repeatable), which, automatically, allows for more flexibility and for faster response to the changing market. At the same time, a buyer finds new opportunities for making a choice. It is possible to order a paraplane, a power hang glider or both versions at once. What is even more interesting, a buyer may buy the other version of the machine, paying only a small amount of the price of a new paraplane or of a new power hang glider.
         Have I made anybody interested? I hope so. After this portion of speaking highly of myself and after my longish argument, I'll move on to the description of my design. I can hear: At last! But, please, forgive me... I really had to...
         Before I proceed to the description of each option of my design, I would like to present the construction features, which are common for both a power hang glider and a paraplane.
         Morpho is a construction which has been almost completely made of stainless steal sandblasted by zirconium oxide or polished, with small admixture of duralumin parts, surface-protected by anodizing. This construction is mostly welded (TIG process in an argon shield) and screwed together. Atypical for this kind of machines are dowel joints, which have been used not to lose the possibility of simple conversion of one version into the other. "Plastic" parts (a fuel tank, a battery container, wheel fairing, a seat, an instrument panel, etc.) are made of epoxy resin. This technology is more difficult and more complicated than polyester technology. However, epoxide parts are lighter, more durable and fuel resistant. The seat upholstery, the movable backrest, etc. have been made, in my prototype, of natural leather. Additionally, for the sake of the crew's safety, I have laminated stainless steel flat bars into the seat module, preventing the cracking of the epoxide part of the seat in case of an accident or landing with a rescue parachute.
         Describing the technical curiosities of the "Morpho" aircraft, I will begin with the front of the vehicle. The front wheel is dragged and braked with a hydraulic disk brake, and shocks are absorbed (by means of inspectionless polyurethane cushions). Both pilot's footrests and the whole arm to which the front wheel is fixed can be easily folded (e.g. for transport purposes). Additionally, on the arm, there are lenticular lights for landing and an instrument panel equipped with the state-of-the-art technical devices (GPS Garmin "PILOT III", radio station Icom "A22E", an intercom, on-board computer Breuninger "ALPHAMFD", an alarm system, ignition, a set of switch-keys, a set of fuses, etc.).
         An interesting feature of the instrument panel is the possibility of its very fast disassembly. The whole stuff can be put into a specially sewn bag to protect it e.g. against theft or dampness in the hangar, etc. The Morpho aircraft has a partly modular structure. It means that, as in the case of the instrument panel, there's a possibilty of very fast and toolless disassembly of the fuel tank, the battery container and the seat (additionally, is also reclining for the purpose of disassembly). These kinds of solutions provide a wide possibility of inspection and facilitate the access to all, normally inaccessible, places in the vehicle.
         If anybody asks: "What have you done for a passenger's comfort?", I will answer with satisfaction that besides the adjustable and disassembleable footrests, we have constructed an ingenious backrest. The backrest which, during a solo flight , serves the pilot, while in a tandem, after moving it suitably, gives a passenger enough comfort to enjoy the flight on longer distances, instead of thinking what hurts him and where. Moreover, by shaping the suspension pipe of the power hang glider wing adequately, we have protected the person sitting in the back against head injuries. Morpho has been equipped with quickly and easily fixed rudder-bar, enabling full control of the vehicle from the rear seat. This option may be interesting for schools and useful during instructional flights.
         As far as flight safety is concerned, the main component which can't be missing is a pyrotechnic rescue system (naturally, for the whole unit). I have used a device made by a German company "Junkers". This system could be activated both in a power hang glider and paraglider version. Additionally, (according to the standards set by the German certification of approval) it possesses a mechanism switching off the ignition at the moment of activating the parachute.
         We also considered it very important to equip our vehicle with extra ignition switches, which have been designed (in both versions) this way as to enable switching off the engine anytime and as quickly as possible, regardless of a pilot's position in relation to the vehicle.
         Safety belts used in our construction are officially approved five-point belts of German company "Schroth".
         We dedicated a lot of our attention to the fuel system. This system, besides the normal diaphragm fuel pump, has been additionally equipped with an electric pump. This solution increases the reliability of the whole system and allows to eliminate a hand-operated pump, indispensable for starting a cold engine. In the fuel pipe, we have installed a flowmeter, providing the on-board computer with the information about a fuel level in the tank.
         The fuel tank constructed for our machine has the capacity of 50 liters and, in addition to a floating sight glass safeguarding the tank against overflowing during fuelling, possesses a regulated venting system and a valve cutting off the outflow of gasoline in case the vehicle overturns. It reduces the danger of starting a fire, e.g. during unsuccessful landing. To improve the general fire safety, we additionally equipped the engine with the installation carrying away electrostatic charge.
         The fuel pipe has been connected with the tank by means of a quick joint which, also after separating, prevents the fuel from escaping outside (e.g. after the disassembly of the tank). Quick joints have also been used to connect the main tank with the supplementary tanks. These tanks may be located in the system of suitcases, which, as in a motorcycle, can be fixed on both sides of the vehicle in a simple and quick way. Considering the supplementary tanks, the amount of fuel increases to 70 liters. It is also possible to put travel luggage into the suitcases, instead of fuel tanks. The whole system, as other modular subassemblies of the construction, can be easily disassembled and is freely exchangeable.
         As I have already pointed out, also the battery container constitutes an independent, easily disassembleable part of our machine. This module is equipped with a battery of big power, a voltmeter, and charging sockets. After the disassembly of the whole container, it enables charging the battery at home, e.g. in winter time. What's more, there's enough room for a set of handy wrenches and tools in the container.
         What else could be added to the general description of the flying machine? Perhaps only the fact that the application of industrial electric connections, which, being humidity and shock resistant and quickly disconnectable, enables the disassembly or the exchange of e.g. the engine in a short period of time, both for inspection and development purposes.
         In short, these are all pieces of information relating to the general construction of this a bit atypical flying vehicle. Maybe, one more brief remark considering the under-carriage. Wheels in our construction are, of course, the aviation wheels, constructed specially for ultralight aviation. It's not a wheelbarrow, its an airplane!!!
         Moving to the details bound up with the different versions of the vehicle, I'll begin with a power hang glider. Or, maybe better with a paraplane? It's like asking "What came first, the chicken or the egg?". I think that rather the power hang glider.
         In addition to the construction details mentioned above, this version possesses (like in case of the front wheel suspension) a mechanism, allowing for quick disassembly or for folding the main mast of the wing suspension. The first function (disassembly), serves to exchange the points of suspension in case of converting the vehicle into a paraplane, while the other one is helpful in transporting or in case of assembling or disassembling the power hang glider wing without the third parties' assistance. As I have already mentioned, this operation is possible, on the one hand, thanks to the folding mechanism (the possibility of connecting a bearing knot of the mast with the wing, without the necessity of raising it), and, on the other hand, thanks to the usage of strong gas springs, significantly reducing the wing mass at the time of sticking the loaded mast up or folding it down. The knot itself has been constructed this way that installing the wing is very easy and, as in other described situations, does not require the use of any tools.
         As a bearing surface, I have used the wing of a recognized German company Bautek "Piko". It is a bearing unit, which is characterized by simple pilotage, very good performance, and, at the same time, by considerable safety (it has been awarded official certification of the German Association of Ultralight Aviation DULV).
         To return again to the under-carriage, it must be mentioned that the suspension of main wheels has been made of special, resilient duralumin alloy. It is nothing new, since this technology has been used by other designers before. What is new, anyway, is the fact that the wheelbase of the landing gear is different in each version of my design. It has been possible thanks to the interchangeability of suspension axles. Power hang glider axles, which are shorter, in case of the reconstruction of the vehicle are replaced by longer paraplane axles. The wheels of the main under-carriage have a wider wheelbase, which is very important for a paraplane, since it gives it much better side stability, simultaneously reducing the crankiness of the vehicle, both during the takeoff and the landing. We should not forget that a paraplane, being a specific design in terms of the wing and the driving unit connection, is susceptible to overturning. No wonder there are designs more resembling tanks than airplanes. However, to my mind, that's not the way to do it. You should look for other solutions, and one of them is to widen the wheelbase between the wheels of the vehicle's main suspension.
         As I have mentioned in the beginning, no compromise!!! Each version of my design must meet the construction guidelines characteristic for a power hang glider or for a paraplane only.
         The issue of an axle, has smoothly moved us to the world of paraplanes. Let's reflect on the question asked before. Why have I designed a paraplane following the American pattern? The answer seems very simple, but not in every aspect. The fundamental difference between the overseas and the European designs, lies in the distance between the suspension points of a bearing wing. The points of suspension in the European designs, which base on mass-produced double paragliders constructed for free flying, are not farther from each other than maximum 60-70 cm.
         The American designs follow a different concept. Their paraplane wings are sewn only and exclusively for this group of aircraft. It enables deeper analysis of physical interrelations between a wing and a driving unit. The distance between the suspension points of American wings amounts to minumum 150-160 cm. Now, the basic question. Why are they located so widely??? I'm not a scientist and this is not my doctoral dissertation. Instead of scientific reasoning, I propose to consider only one aspect of the problem. What will happen if we suspend a vehicle of a given length on two, closely located points, going through the crosswise axle of the construction, and, in the end, we join the whole thing with the big surface of an autonomic bearing unit (in this case with the wing of the paraplane)? There could be only one answer. We will get a dangerous, labile construction, with very weak side stability, making flights in more difficult meteorological conditions practically impossible.
         Does anyone want to polemize? You are welcome. I will pick up the gauntlet. Both on the ground and in the air!!! It doesn't mean, of course, that American paraplanes are perfect. That's why I have decided to design a paraplane only partly based on American models. The long distance between the suspension points is a fundamental difference between the American and the European constructions. The advantage of the American design in this aspect is, in my opinion, unquestionable.
         There are, however, other characteristic construction details, which, as an experienced paragliderer, I decided to look for in the inventions of European designers. I think that contemporary parabolic wings, which have naturally developed, are now very modern, fast and safe bearing surfaces. In contrast, rectangular American constructions need thousands liters of air to stiffen the bearing profile. Those profiles are very thick and less perfect aerodynamically. Those wings look like prehistoric paragliders, from the early period when this sport started to develop. The myth about a better safety of flying "mattresses" is unbelievable. In my design, I've used a parabolic paraplane wing (the distance between the suspension points amounts to about 160 cm) of a recognized and respectful Austrian paragliding company. This wing, called "Chairon", has been constructed especially for paraplanes, made according to American models. At the same time, the Austrian designers didn't copy conservative and unprogressive beliefs relating to aerodynamics, propagated by the overseas constructors.
         Let's not blame our American colleagues. It's mainly the Old Continent where the whole technical development of paragliding has taken place. It's where the sport was born and has flourished. What about aerodynamics of a paraglider wing? It could be totally transferred to a paraplane. Let's not reinvent the wheel. Let's make an attempt to adapt already existing technical solutions to our own needs. The designers of the "Chairon" wing managed to merge the American, safe technical thought (the broad gauge between the wing suspension points) with the European, aerodynamically more advanced, parabolic wing profile. The result is, modestly speaking, very satisfying!
         Flying American paraplanes, I have often pondered over the methods of controlling those machines. It seems that, contrary to us - Europeans, Americans have decided to put the cart before the horse. The front wheels and the accelerator are most often controlled manually, while the wing is foot-operated. Such solution has its advantages. During the flight, a pilot has his hands free, and, thanks to his greater leg power, it is easier for him to overcome the steering resistance. Anyway, even in this case, there are no pros without cons, as usual. By adopting this steering method, the takeoff phase is impeded due to the fact that, when compared to hands, legs are not equally precise and able to dose power. A European (a paraglider) used to manual control must, while using an American paraplane, wipe out his habits and start from the beginning. Is it difficult? I will not polemize with those designers who will say "It's not a problem". You must answer this question by yourselves.
         However, as I don't want to implement a new trend in Europe and to make the lives of the future pilots who would fly the machine of my design difficult, I decided to retain the classical steering method (the front wheel and the accelerator - foot-operated, the wing - manually controlled). It has obviously required the construction of control sticks, which, supported by the system of pulleys, have enabled comfortable control over the paraplane. Additionally, as I didn't want to miss the possibility of flying with hands free (e.g. to take photos), I equipped one of the sticks with a sophisticated special trimmer, enabling to fly straight ahead as well as along a turning circle, without the need to steer with a wing. The trimmer is also an element of the system leveling the torque of a propeller, which, as far as the paraplanes are concerned, is rather problematic (the usage of the system of backward propellers is an exception). However, I'm not in favor of this solution. It is expensive and requires a large cage protecting the propeller, and, in case of my design, would it be a power hang glider with a double propeller? I don't know. I simply can't imagine it. Anyway, I consider this solution perfect, at least in theory.
         However, also this time, I went the other way. In paraplanes, the torque of the propeller is most often leveled by the usage of bearing belts of different length, connecting the wing with the driving unit. Unfortunately, this kind of solutions is always an effect of a compromise. The torque would be leveled more, if there was no problem with changing loading of a paraplane. Contemporary vehicles of this type, are, generally, double. As a result of the addition or deduction of one fifth of the total mass (a passenger), the torque in this kind of solution can never be totally leveled (I'm ignoring the factor of engine revolution).
         My solution is also far from perfection, but it gives a greater possibility of regulating the mechanism leveling the torque according to the changing mass of the vehicle.
         How? I wouldn't like to reveal here all the secrets of my construction. It's enough to say that this system, in connection with the trimmer, enables, as I have already mentioned, total control over the paraplane, without the need to hold the control sticks all the time.
        Of course (I hope I don't have to mention that again) all the devices characteristic for this model version (the mast with jibs to hang the paraglider, the protection cage for the propeller, the system of control sticks) are, as in case of a power hang glider, toollessly disassembleable and, what's more, they can also be folded for transport.
        What else could we add? Probably, not so much. You can't describe everything, some things must simply be seen by yourself!!! Oh, I would almost forget. My flying vehicle is not all.
         Additionally, I've designed a special pushcart, which, after putting it under the plane, takes over, due to the hydraulic system, the mass of the vehicle, at the same time facilitating storing it in a hangar and transporting it on a specially designed transport trailer.
         I'll not elaborate on it. I just want to emphasize that I have also managed to devise a small trailer which can store not only both versions of the vehicle but also fuel tanks and even a toolbox. By means of several technical tricks, loading and unloading the content is very simple and fast, and, what's more, these activities don't require any support of the third parties.
         Morpho succeeded in the first phase of test-flights. Tens of hours spent in the air proved Morpho to be a safe construction, fulfilling all the theoretical assumptions. As a designer, I'm satisfied with the results of my work. But I'm still aware that I can't be fully objective.
         I'd like to invite all the interested people to become convinced empirically that this "extraterrestrial vehicle" is not only a figment of my imagination but exists in reality and is a modern and interesting flying machine.

                                                                                                        Team Paradeltagermany