Ultralight News

Locally, Jack Hughes, a Chinook dealer in West Australia, wanted to enjoy a flying trip with a difference so when picking up his own personal Chinook from Basic Flying Machines at Molong, NSW he decided to fly west rather than consign the aircraft to the more usual road transport. Aided by his wife and the family sedan, Jack took 49 flying hours spread over 14 days to complete the 3,800km DofA-approved trip, burning less fuel than the support car!

Overseas, a group of super enthusiasts have flown their Eipper Quicksilver across the Mediterranean from Monaco to Annaba in Algeria, a distance of 879km with nothing but blue water beneath the keel of the Eipper. The secret of capturing the all-important endurance for such a feat was in-flight refuelling. The Eipper crew soon rigged up a probe system mounted atop the wing based on a 13-metre yacht mast. A hose running through the mast would allow fuel to flow into the Quicksilver’s four plastic tanks. The fuel would be transferred from a tank coupled to a pump in the tanker helo (an Aeorspatiale AS350 Squirrel). The mid-course rendevous resulted in 140 litres being taken aboard the Quicksilver in a very tense eight and a quarter minutes. The Squirrel used a side boom ag-spray unit to position itself above and to the right of the Quicksilver in what must be an aviation first for both types!

UFM VENTURE INTO NEW AGENCIES

Rodney Birrell of Ultralight Flying Machines (UFM) in Victoria has recently secured Australian distributor rights to Advanced Aviation’s Cobra series of ultralights. We were impressed with the type after a recent inspection of the aircraft. Standard equipment includes disc brakes and full dual control in the two-place King Cobra trainer in addition to nosewheel steering. As one’s first few ultralight hours are spent usually trying to master the subtleties of taxiing, then the benefits of controlled steering are enormous. The King Cobra is powered by a 430 cc Cuyuna which provides a cruise speed in the region of 44 kts and a stalling speed of 25 kts. What really makes the Cobras good value though is their selling price – around $6000 for a single seater and $7500 plus tax for the dual-place model. Excellent value indeed.

ULTRALIGHT AIRMANSHIP – A BOOK WORTH READING

Let me say from the start that this book covers no facts or information that were not known about 50 years ago. What it does is present these facts in an easily-read, well-illustrated little book that should be a must for the Ultralight flyer.

Over the last few years many books have been written about the how-to of Ultralight flying but rarely is more than lip service given to that vital and yet hard-to-explain thing called Airmanship.

This book, subtitled ‘How to Master the Air in an Ultralight’, covers the subject of airmanship.

Author Jack Lambie uses the 138 pages to explain in plain language the things an Ultralight pilot must do to keep both himself and his machine safe and sound, always bearing in mind that Ultralights by nature are low-powered and subject to weather and design limitations and that being single-seaters, pilot instruction is more often than not by way of word of mouth and lots of practice, though this will soon change with the eventual introduction of ANO 95. 55.

Lambie is well qualified to write this book. He has some 35 years of flying behind him in a variety of aircraft including sailplanes, Ultralights, Hang gliders and low-powered aeroplanes. He talks about Airmanship from practical knowledge, not theory.

Some of the subjects covered include the effects of trees and buildings, low level turbulence, simple navigation, landing out, crosswinds, trespassing, determining wind direction, landing field selection, cloud safety, slope soaring, thermals and much more.

Ultralight Airmanship is a soft-covered book measuring 6″ x 9″ with some 138 pages of text and illustrations, in fact almost every second page has an illustration to further explain the text, and all are directly related to Ultralight flying.

In an age when the average pilot can only think faster, and higher, more sophisticated and more reliance on someone outside the cockpit, this book covers the vital subject of Airmanship so necessary for the Ultralight flyer.

To summarise, this book is a must for the Ultralight pilot.

Ultralight Airmanship. Ultralight Publications Inc. by Jack Lambie. Priced at $13. 00 each plus $2. 00 p&p. Supplied courtesy of Australian Aviation Library, P. O. Box 469, Hamilton, Old. 4007.

AUSTFLIGHT APPOINTED

SORREL HIPERLIGHT DISTRIBUTORS

Already sporting winning marques in Falcon and Maxair distributorships, Austflight of Ballina, NSW have now also become the exclusive distributor for the Sorrel Hiperlight negative stagger biplane. This aircraft has been designed from the outset to really be a scaled-down version of· the Company’s well-known larger products. Using only the highest grades of

BUNYIP NOW IN FULL PRODUCTION

The Bunyip, a sturdy metal-winged ultralight from South Australia, is now in full series production with future sales planned for both the local and export markets. The Bunyip is more a small aeroplane than a typical ultralight and has been designed deliberately to be sturdy enough to serve as an agricultural workhorse. Designer, Tony Peters, claims four years and more than $120,000 of investment in the R&D programme to date which also includes G-load proof testing under DofA supervision of the metal wing structure.

A total of 22 Bunyips have been produced to date and with the imminent introduction of 95. 55, production of more than 100 aircraft is hoped for by year-end. Power is supplied by the British Fieldhouse/Huntingdon 2 cylinder 2 stroke which has dual ignition, fuel pumps and carburettors. Driving a 60″ diameter prop via a gearbox reduction drive, the engine produces 45hp which allows a cruise speed of 50kts with a three-hour endurance.

With enquiries from Indonesia and Malaysia and from within Australia for ULV spray systems, the manufacturers of the Bunyip are presently seeking DofA approval to commence ULV penetration and calibration tests at Roseworthy Agricultural College, SA to further refine the ag spray system in preparation for its eventual approval for operation.

CANADIAN BUSHMASTER HAS THAT PIPER CUB FEEL

Ultralights are rapidly falling into four categories of design. There is the basic ‘rag and wire’ unit such as the Quicksilver and Javelin, the advanced design type epitomised by the Falcon, the replica clone such as the SE. 5 and Jenny and finally, a breed of little aircraft that to all intents and purposes are the progeny of Piper’s beautiful Cub.

Fitting precisely into this latter classification is the Canadian Sylvaire Bushranger. The aircraft features aircraft-grade materials throughol1f with rivetted aluminium fuselage, tail components and ailerons and a two-spar wing with aircraft-grade spruce and birch plywood structural members.

A high-tech moulded Kevlar reinforced crash tub bonded to the tubular cockpit roll cage provides occupant protection in event of an untoward arrival. Large control surfaces including full-span ailerons provide excellent low-speed 3-axis control. Additionally, the cockpit can accommodate six-footers with fully adjustable rudder pedals and seats. Power is supplied by a Rotax 277 for the single-seater and a 447 for the proposed two-place trainer. Silvaire are also soon to test fly a Bushranger using a 65hp liquid-cooled Hummer engine which definitely takes this little aircraft into· the realms of the original Cub.

In size and appearance, the Bushranger resembles the Bellanca Citabria or the Taylorcraft, having a 34′ wing span, 21′ length and a height of six feet. Empty weight is 140kg for the single-place and 160kg for the two-seat trainer. Available in both tricycle and tail dragger configuration, the Bushranger is not yet available in Australia but should eventually be an interesting import in terms of both technical excellence and the strong position of the A$ vis a the Canadian currency.

CGS UPDATE THE HAWK The Canadian CGS Hawk has had a major update which has been aimed at lessening the time taken to get the aircraft assembled to flight standard. CGS estimate that the typical 140 to 190 hours has been cut by at least 25% while the factory is also planning to offer fully assembled Hawks that will require less than a dozen hours to make ready for flight. Meanwhile, CGS have also been testing their new ag spray system to good effect. Using eight gallons of fuel, CGS sprayed 300 acres in less than three hours. Cost was established at 50 cents an acre compared to eight or nine times that figure with an AgCat. For more information on using ultralights in Australia for ag spraying please refer to the article in this edition.

FIGHTER REPLICAS PROVING POPULAR Replicas of WWI fighter aircraft are always popular, no sell respecting aviation person worth his salt could not feel a twinge of nostalgia at the sight of such types. Nowadays you can actually own one of these exciting replicas for a fraction of what it would have cost a few years back. All this of course is courtesy of the international ultralight phenomenon which now offers a number of excellent replicas with no doubt more to come.

One of the best examples we have seen to date are the trio from Squadron Aviation. These comprise the SE-5A (pictured), Spad and the Fokker D VII. More than just a pretty face, the SE-5A for instance cruises at 44kts with an endurance of just over three hours while burning a frugal 1. 5gph. Power is supplied by Cuyuna 35hp two-stroke engines while all airframe fittings, etc. are of aviation-quality alloys. Naturally, the type is 3-axis and despite its chunky lines can still maintain a 6. 5/1 glide ratio. Available from Wade Mahlo, Linden, Henry Lawson Way, Forbes, 2871, the Squadron Aviation replicas are available for around $9,800 in kit form or $12,600 fully assembled and test flown. The only extras you might need are a long scarf and a bottle of Schnapps!

SEPARATE ULTRALIGHT OSHKOSH ABANDONED

Following the poor rollout at last year’s separate ultralight showing at Oshkosh, the EAA has agreed to return to combining the ultralights with the traditional EAA fly-in due to be held this coming August, Weather was a primary problem with the June 1984 mini-Oshkosh being virtually washed out (sounds familiar!) though most exhibitors also felt that the overall impact at that time of year was not sufficiently viable for them to participate again. With the ultralights back at Oshkosh this August, the industry hope that the forum will again return to its previous status of the event of the year in terms of the ultralight industry.

Closer to home, don’t forget the annual SA fly-in at Mangalore this Easter. Easter at Mangalore is now a set event for many of us and one that, despite the totally uncooperative weather in the past, has been full of great memories that make such events worthwhile. Perhaps 1985 will see the sunshine in all its glory for the full four days of the fly-in, see you there.

ISSUING OF NEW ANO COULD USHER IN FIRST STEP TOWARDS CHEAPER PPLS

Issuance of ANO 95. 25, which is expected to be ratified by the DotA prior to Easter, could well begin the long-awaited move towards getting two-place ultralights into the PPL training environment. The new ANO allows two-place trainers to operate with a maximum takeoff weight not exceeding 400kg. The ANO considers each pax to weigh 90kg which, allowing for fuel and disposable load, takes us back to a basic dry airframe weight in the region of 200kg. This then provides an excellent two-seater which Could ably be used in the ab-initio stage of PPL training, replacing the traditional 152 or Tomahawk at about a quarter the overall expense of owning and operating the larger aircraft.

The Dept of Aviation feel that it is inevitable that eventually credits will be given for the time spent on ultralights in gaining a PPL and that this will probably be fully in place by 1986. Ten or so hours on dual and single-place ultralights would get the student up to a competent level to perform basic air handling, circuits and touch and gos, all performed on an aircraft that costs around a fifth to purchase and operate per flight hour compared with traditional trainers.

While a complete Instructor Training Programme and a training syllabus still have not been fully ratified between the AUF and the Department, the new ANO does prescribe that two-place ultralights may only be used for training purposes and where a student is carried, the pilot must be a fully endorsed flight training instructor.

Meanwhile airframe airworthiness requirements will be met by the manufacturer meeting the technical requirements laid down in 95. 25. An aeronautical engineer will then proceed to examine the aircraft requiring certification and approve the aircraft prior to a certificate of acceptance being issued by the DotA. Every subsequent aircraft of that particular model will then have to be approved as being basically identical to the type initially certified. It is thought that the onus for this will largely fall upon distributors and manufacturers (where they are local) as this will be the most practical manner in which to undertake such compliance verification. A LAME or similarly trained person will be appropriate for this task. So, if you are a flying training organisation, you might like to keep abreast of this development as it could ultimately reduce the cost of acquiring a restricted PPL by as much as a thousand dollars. Like all good ideas, its time has certainly come.

DON’T FORGET THAT TWO-SEAT ULTRALIGHTS ARE STILL ILLEGAL

The AUF reminds all ultralight flyers that the carriage of a passenger in a two-place ultralight is still illegal. If you operate one of these machines in defiance of the laws of the land you could find yourself facing charges of a criminal nature and post-sible gaol term. Also, if in the course of operating a two-seat ultralight, the passenger is injured or killed, the subsequent court case and decision could bankrupt you.

The legal operation of two-seat training ultralights is imminent. If you presently own one, then fly it as a single seater and do not carry a passenger under any circumstances. For more information contact your local AUF or DofA official.