Ultraflight

Cause of the protracted delay in the 95. 22 category was largely brought about by the need for the Department to circularise other airspace users (aero club etc)to attain their comments or objections on the proposed ANO. This is particularly valid when it is considered that for the first time ultra lights will be able to legally fly at an altitude that directly puts them into the airspace shared by licensed pilots in registered aircraft.

Briefly, the revised 95. 22 allows aircraft not exceeding 150 kg empty weight with loading, not exceeding 15 kg/m2 while two-place trainers will have a wing loading not exceeding 12kg/m2.

Through 1984/85 the AUF will attempt to raise the weight limit on two-place training aircraft to facilitate a more comprehensively equipped trainer. Operationally you will be able to fly to 2000 ft AGL and not below 300 ft unless intending to land etc. Ultralights must not fly within controlled airspace, within ten kilometres of a government or licensed aerodrome or within a prohibited or restricted area. Ultralights also cannot fly above 500 ft AGL within a mandatory Aerodrome Flight Information Zone or a Mandatory Broadcast Zone. You also cannot fly lower than 300 ft within a horizontal distance of 100 metres from public roads or at any regatta, race meeting or public gathering.

The emergence of 95. 22 over the past eighteen months has certainly spurned a whole new generation of ultralights. Many of the ‘doubtful’ in 95. 1O (on weight at least) will now be at home in the new category while larger, more robust aircraft with improved weather protection and lower brewing engines sare being developed here in Australia to rival anything that the US or UK can produce.

ROYAL AERONAUTICAL SOCIETY SPONSOR ULTRALIGHT DESIGN COMPETITION

The Royal Aeronautical Society are sponsoring an ultralight design competition in an effort to further enhance Australia’s great talents in this area of aerospace. The aim of the competition is to produce designs for aircraft with good flight performance, and which are safe, easy to build and of low cost. Prize for the best design, construction of prototype and flight demonstration is $1500. An additional prize of $500 will be given for the best design study only.

Closing date for entries is 30th June 1984, while there will be a flying demonstration at an airfield near Adelaide in September 1984. Further detail was obtained from the Adelaide branch of the RAS by contacting Mr Roger Duance, 22 Dutton Terrace, Medindie 5081.

PARACHUTE RECOVERY SYSTEM PROVESITS WORTH Undoubtedly the smartest thing any ultralight flyer could buy for himself, and his machine would be an approved parachute recovery system. Proof of the value of these life-saving systems was brought home recently in the US when an experienced ultralight pilot was saved from certain death by his system. What is amazing is that the system was deployed from a height of only 150 feet! Thirty-two-year-old Jay Tipton of Colorado was flying his ultralight when hit by an uncommonly strong thermal. This picked up one wing and instead of dropping it in the normal manner following control input, the thermal was strong enough to flip the aircraft to a full ninety-degree angle thereby initiating a stall that was impossible to correct at an altitude of below 200 feet. Tipton immediately went for the chute handle, it deployed instantly, from what witnesses described as below 150 feet, and Tipton and machine landed alive and able to fly another day.

The lessons in this accident are obvious. Nature is a respecter of no man’s experience. Whether or not you have been flying for thirty years or thirty days,if nature so desires then your luck can run horribly dry. Whether you wish to protect against a freak of weather or a major structural failure, the fitment of an approved parachute recovery system is pure common sense. To this end, the Department is pushing for their more widespread introduction and is also excluding their weight from the dry-equipped weight of all ANO 95 designs.

ACROSS AUSTRALIA BY ULTRALIGHT

Rodney Birrell of Ultralight Flying Machines is seeking sponsorship for his projected across-Australia record attempting an ultralight aircraft. Total cost of the event, which includes support facilities en route and ground crews is in the region of $50,000. The projected route will depart PointCook and head north through central New South Wales, Queensland and into the Northern Territory where the record attempt will culminate at Darwin. The attempt will celebrate the 65th anniversary of Capt Wrigley’s similar journey in 1919, in an aircraft that was basically primitive by comparison with the emerging generation of ultralights. Birrell, who is a 727first officer, will require around four weeks to complete the journey and will use a Pterodactyl Ascender, a type which has in the past been the first ultralight to successfully fly between London and Paris, across the USA and the first to cross the UK.

DON’T FORGET MANG AL ORE 84

If you are into ultralights, or for that matter sport aviation in any form, en sure that you don’t miss this year’s Mangalore Air Show. To be held this Easter (19-23 April), Mangalore will again be a haven for every major ultralight distributor in Australia. An ideal opportunity to inspect the wide range of aircraft types available, speak with their designers and also to be updated on the vast range of accessories available for the ultralight flyer. For further information contact the SAAA at 265 Queens Parade, Clifton Hill 3068.

HUMMER IMPRESSES AMIDST THE BIG IRON

At last year’s Paris air show, amidst the plethora of supersonic jet fighters, state-of-the-art wide-bodied airliners; and the NASA 747 complete with piggyback orbiter, there was a small parking area dedicated to ultralights. That this area was also one of the most crowded with spectators was symbolic of the level of interest being shown not only by the professional aviation community but by the public at large. In this display was one particular ultralight that we found extremely impressive. It was the Swissbuilt X-99, a European-licensed American Maxair Hummer. What is additionally pleasing to report is that the Hummer, and its bigger brother, the Drifter, are now available in Australia.

Austflight of Ballina, on the ‘God’s Own Country’ belt of Northern NSW, is importing the Maxair range of ultralights into Australia in addition to supplying a full range of spare backing, support and flying training. The range comprises the basic Hummer, powered by a 250 cc 22 hp Zenoah, the 440 cc 38 hp Kawasaki-powered Drifter and the two-place Double Drifter. What impresses me about the Maxair range is the quality of the materials used and the simplistic but innovative methods in which structural integrity has been married with design simplicity. Both aircraft are well instrumented, have proper seats (rather than something akin to that found in a beer garden!) and feature rear-mounted pusher engines which allow the pilot additional comfort. Being in an unenclosed cockpit with the prop whirling before you on a winter’s morning is not recommended for anyone other than an Eskimo!

Needless to say, the Hummer and Drifter also come complete as ag-equipped aircraft. In this mode, they can typically spray up to two acres per minute at 25 kts using a ten-metre spray swathe. The chemical is contained in an eight-gallon tank and pumped via a 12 volt electrical system by turbo sprays fitted beneath the wings. The pilot is of course well out of the way of the spray and only the aft fuselage and tailplane need to be hosed down after the day’s operation. While this may never replace traditional methods of aerial agriculture it does allow a farmer a degree of flexibility unknown in pre-ultralight times.

Austflight also operate a four day midweek training course from their picturesque Ballina base in addition to an intensive weekend course. The beginner can theoretically arrive on the Friday evening and depart with his Hummer or Drifter in tow on a Sunday afternoon a fully fledged ultralight pilot. Flight training is being undertaken on the two-place Double Drifter which immediately eliminates the sleepless nights that yours truly endured prior to my first foray into ‘solo’ ultraflight! Getting one’s feet wet aboard a dual seater is certainly a luxury that should reduce the learning timespan by half. Austflight can be contacted on (066) 86 5633.

SUPA PUP GETS BETTER

One of the most exciting ultralights at last year’s Mangalore air show was the South Australian Supa Pup. Looking more like a baby Piper Cub, the Supa Pup mirrored the future in that it was typical of what can be expected in our new 95. 22 legislation- real aeroplanes at a realistic price.

The Supa Pup on display at the time though, has since been significantly upgraded into the Supa Pup Gazelle. Primary difference is a swept, more aesthetic tailplane, which visually makes the little plane at home in any air park. For around $11,000 fully assembled and test flown, the Supa Pup provides a cruising speed in the 70 kt range for a range of out to 150 nautical miles. The Supa Pup Gazelle can be equipped with either a two or four-stroke engine in the 35 hp class. Options include flaps and brakes while a two-place tandem version is being designed that really does out-Piper the Cub!

CAN YOU HELP?

This is the second issue of Australian Aviation to carry Ultraflight, our special section devoted to ultralight aviation. As the ultralight industry grows we will also be enlarging this section to realistically portray the growth and immensity of this,the most exhilarating, branch of aviation for many years. We will be producing Airtests of various aircraft and more in-depth tech reviews of new engines and accessories in future issues to this end would appreciate knowing what you, the reader, would like to see in Ultraflight. Your ideas, no matter how small, would be sincerely appreciated so that we can ensure that we provide our readers with the level of reporting that they demand. Write to us at PO Box 477, Manly 2095.

WILL THE VW ENGINE MAKE A COMEBACK?

Two of the aircraft listed in this issue’s ultralight Directory are powered by an engine that up till now has been exclusively the preserve of the larger homebuilt. We are referring to the venerable VW beetle engine which powers the Australian Aerolite Jackeroo and the Winton Aircraft Sportsman. The beauty of the VW flat-four is that it is extremely cheap to acquire, is well known, can be cheaply overhauled and has TBOs similar to that of a Rolls Royce Dart! The VW 1200 cc engine produces 36 hp at 3500 rpm and weighs a mere 55. 5 kg! Whether or not the VW powerplant catches on with ultralight designers will only be known in time though it is interesting to note that in the US several engine companies are working on VW-based engines using two cylinders instead of four. As far as pilots are concerned, they can rest easy knowing that the chance of an engine failure is remote to say the least through the use of a time-proven low-rewing engine.

EIPPER-LOTUS FOUR-STROKER LOOKING GOOD

Development of the Eipper-Lotus four-stroke twin-cylinder engine is proceeding smoothly while four and six-cylinder versions are also under investigation. The 490 cc engine develops 28 hp at 2800 rpm, weighs a mere 30 lb and has a TBO of 600 hours. It will be first available on Eipper’s new ultralight, which is just entering production and will be available later in 1984 through Eipper dealers worldwide. The introduction of companies such as Lotus into the field of ultralight aviation is yet another sign of how seriously many major firms are taking this new form of aviation.

ULTRALIGHTS CLIMB TO BEYOND 21,000 FEET

During the 1983 Oshkosh convention, two Pterodactyl Ascenders achieved new records in the under 500 lb class. Equipped with oxygen and heavily dressed against the cold, Pat Hirst and Thomas Druckermiller climbed to beyond twenty thousand feet escorted by a film crew in a Cessna 340 chase plane. Hirst’s aircraft’s engine died at an official height of 20,680. The second Ascender then continued climbing till it topped at 21,500 feet; unfortunately, the first aircraft was the one equipped with the sealed barograph so the official record, for the time being at least, will remain at 20,680. Is anyone for pressurised ultralights?

Resurgam Aviation Planning New Family of Ultralights

Nearly four years have slipped by since the Resurgam Mk 1 made its first laboured lift-off from a small strip in the mountains of the New England Tablelands at a density altitude of 3500 feet.

The takeoff was laboured for three reasons: firstly, the pilot, Gordon Bedson”‘. ‘ho had designed and built the aircraft, weighed 195 lb; secondly, the density altitude, as stated, was 3500 feet; and thirdly, the direct drive twin cycling Skylark engine, under the ambient conditions, was producing a very frail eighteen horsepower which by the time it had spun the 39-inch diameter propeller to 5000 rpm was reduced to eleven thrust horsepower for takeoff.

Let it be said that not many takeoffs were repeated, the final one ending in a II power approach to a slight incline which appeared to get higher

and higher every second. Needless to say Resurgam never made it over the crown, the pilot and the engine were both exhausted by their efforts leaving the aircraft to plough ignominiously into the rock-laden hillock. The results of this disaster prompted Gordon Bedson to rebuild the aircraft and look for a replacement engine of approximately the same weight, but with real horses kicking it into action.

Research into the various engines available finally centred on the West German Konig engine which, at the time, was advertised as giving 30 bhp at 4500 rpm and weighing no more than 15. 5 kg complete with the exhaust system and electric starting. It proved to be the ideal engine, and before long the Resurgam was climbing out at very good rates of climb even at density altitudes of over 4000 feet. ‘

During the development programme complete sets of working plans for homebuilders were developed, and sold, resulting in a number of aircraft being commenced. These were the Resurgam Mk 1 aircraft distinguishable by its triple tube diagonally braced rear fuselage structure, and welded steel tube bungee rubber sprung undercarriage, still favoured by some homebuilders. This structure, however, was difficult to build, and with two factory Resurgam Mk 1s having been built and sold, and with the successful entry of a Mk 1 in the London to Paris Microlight Race, it. was decided to change the rear fuselage to incorporate a single 100 m/m rear fuselage tube replacing the previously complex braced structure. This simplified home construction, and to further assist home builders a complete set of moulds were made from the wooden prototype of the Resurgam Mk 2. Components are now readily available as well as plans. It may be of interest to note that the Resurgam Mk 2 is being built from plans in Austria, Japan, Pakistan, America, New Zealand and England. With over one hundred sets of plans having been sold in Australia, and with forty-five currently being built, Resurgam will take its place as a very significant Australian microlight aircraft.

There are a number of engine options available from the factories of Konig in West Berlin, and JPX in Vibraye, France. The Konig engines are three and four-cylinder radial engines of 430 and 570 cc respectively, both with electric starting and multiple CDI ignition. Reduction gears are available for each engine. These engines have been designed for microlight aircraft with the typical aircraft engine operating characteristics of fairly large capacity, low compression ratio and RPM, and modest BHP. They will, however, operate for hours on end without any apparent stress and are as thoroughly reliable as an aircraft engine should be.

Similarly, the less expensive engine is of fairly large capacity- 425 cc, and from its twin cylinders operating at 4600 rpm it can produce 141 lb of thrust using direct drive with a 39″ dia propeller. At 85% power the fuel consumption is _1. 97 US gallons of fuel per hour. As with the Konig engine, electric starting and reduction gears are available. The weight of The the JPX engine ready to run is 36. 8 lb, making it one of the ligh test engines in the world apart from the Konig.

Resurgam Aviation have an Australian distributorship for both engine manufacturers.

Another engine under construction is the water-cooled twin-cylinder dual ignition engine manufactured by Hewland Engineering in the UK. This engine has an available range of spur gear enclosed reductions and comes complete with electric starter and alternator. With radiator and water, it weighs 85 lb, developing 50 bhp at 5500 rpm. It is currently being installed in the Resurgam Aviation two-seater ultralight trainer which is being developed for use by Sir Jack Brabham.

We are looking forward to a very successful trial period with this engine which should fill a very open niche in the higher horsepower range of engines. The Hewland company is famous for its range of Grand Prix racing car gearboxes, and their first introduction into engine production looks promising indeed.

Now to the future. Concurrent with the developments at Resurgam Av1at1on, a very experienced old timer in Queensland, Don Adams, has produced one of the best looking microlights in the world, to be known as the ‘Rouseabout’. It is a derivative of the Resurgam Mk 2, and the Re progam Aviation ‘Zeitgeist’. The Zeitgeist was designed to be a highly efficient low-cost ANO 95-10 aircraft. The wing was structured around a 4″ dia aluminium 1. 2 m/m thick tube with 7/8″ deep by 3/8″ wide spruce cap strips epoxed on the top and bottom. Where the strut takeoff fittings are located an internal alum sleeve was pushed in and epoxied. The !ead1ng edge was formed fibreglass back to 45% of the chord, and the wing Is covered with fire back to the full-span flaperon spar. The wing uses the NASAG which was specifically designed for low Reynolds numbers with lift coefficients exceeding 1. 7 at an RN of two million.

With its very low drag and high lift this wing gives the Rouseabout a speed range of 22 mph to 87 mph when fitted with a four-cylinder Konig engine reduction gear, and 52″ diameter adjustable pitch propeller.

The full-span flaperons, used only on the Rouseabout, work very effectively, and as flaps, they operate with three positions 10°-25° and 40° going a maximum lift coefficient of 2. 4. The mechanism, designed and bu,lt by Don Adams, is cleverly simple, but very effective. It is engineered so that when being used as flaps and ailerons, only the upgoing flaperon moves when aileron control Is demanded. The opposite side remains here is at whatever flap angle had previously been set. Aileron control is by up movement only on one wing, thus adverse drag does not operate against the turn. The flaperons will be provided on request only.

The front fuselage is different from the Resurgam in shape and structure. Internally, and behind the pilot, an aluminium tubular structure is used, the top 4″ dia tube of which protrudes into the leading edge over the pilot, and forms an anchor point for the wing drag tubes, and the two tubes bracing the cockpit area of the front fuselage. A rounded plastic windscreen is fitted between these two front tubes. The overall effect is of a very pleasing, very clean aircraft that flies and looks so well that it should satisfy the most demanding of would-be owners.

In parallel with the Rouseabout, Don Adams is projecting the Zeitgeist which has been considerably changed in appearance since the prototype was built by Resurgam Aviation. The wing is essentially the Rouseabout wing, but it is lighter, and will not have flaperons, only full-span ailerons. It will be powered by the 22 hpJPX engine, and because of its very clean wing with no bumps, it is expected that a cruise speed of 60 mph will be readily available, coupled with very satisfactory takeoff performance. With an empty weight not expected to exceed 195 lb, and with the high lift wing profile used, the stall speed will be less than 25 mph; very much In keeping with the spirit of ANO 95-10, hence ‘Zeitgeist’- or ‘The Spirit of the Times’!

At the other end of the spectrum is the Resurgam Aviation two-seater to be known as the ‘Magra’. No doubt to many people who like aircraft to be called ‘Hawk’ or ‘Dove’, or something similar, the name ‘Magra’ may appear to be out of the norm, but is it? Magra is as Australian as the bush where it was first used. It is, indeed, the name used by the Aboriginals for – ‘A device used for the carriage of their young by the Aboriginals of Australia’. ‘Magra’ will be the aircraft used by the experienced to carry the inexperienced for the purpose of training. It is a wide-bodied two-seater surge Mk 2 fitted with a 50 hp water-cooled engine. With 145 sq ft of wing area, a 37 ft wingspan, an empty weight of 380 lb, and with half span flaps, it should make an ideal two-seat training aircraft.

Finally, from the drawing boards of Resurgam Aviation comes a very advanced microlight speedster to be known as the ‘Seriatum’. It is a single-place WWII fighter-looking aircraft that owes much to the past experience of Gordon Bedson, who assisted in pre-war days with the design of the Miles series of low-wing monoplane light aircraft, and with the very successful 1937 single seat Chilton DW1 monoplane which flew at 135 mph when fitted with the French four-cylinder ‘Train’ engine of 40 bhp. With the background of Miles, Chilton and a bit of Hurricane, the ‘Seriatum’ has taken shape. When the Magra is completed for Mangalore, 1984, Resurgam Aviation hope to commence cutting timber for the Seriatum, which, believe it or not, is Latin for ‘In Truth’, a name chosen to alleviate the fears of those who may not believe that such an aircraft could conform to ANO 95-10.