Ultraflight News

AUF UPDATE

The AUF now have an office with a telephone answerer (sometimes a real person, sometimes a machine) on (063) 824 028. The postal address is PO Box 115, Young, NSW 2594. John McAuley, elected as Secretary las. I April, has set up the Federation records and is providing a focal point for all ultralight aircraft activities.

It is possible that there may be some Department of Aviation activity in monitoring adherence to the ANo·s. It is in every ultralight pilot’s interest to apply peer pressure, especially through his club (safety/operations officers), to anyone not confirming.

Since the introduction of ANO 95. 25, it is becoming essential that pilots should be able to prove compliance with ANO 95. 1O (empty weight less than 115kg, empty wing loading less than 11 kg/M2), if they wish to avoid coming under ANO 95. 25.

The AUF are processing data packages for some 2-place aircraft.

George Markey, the AUF President, has confirmed that there is no alternative to type approval under ANO 95. 25 for 2-place aircraft and that they may only be used for training.

Singe-place aircraft with an empty weight greater than 115kg and a maximum take-off weight less than 290kg, constructed prior to 31. 5. 85, can by-pass the type approval requirements of ANO 95. 25 for up to 3 years, by getting a permit to fly, which will be renewable each year. The procedure and data requirements for getting the permit to fly will be notified to AUF members and are expected to include general layout drawings (3 views), dimensions, restraint system testing, actual flying characteristics and photographs for identification purposes.

Meanwhile Bill Dinsmore of Sydney, with a background in training and operations, has been employed by the AUF. Bill’s first job is to finalise the AUF operations manual and have it approved by the Department. His second job will be to finalise the AUF training manual and start developing a network of ultralight CFl’s and instructors. A longer-term goal will be to operate as national coach and work towards a national ultralight competition team. This will be done in conjunction with State and club competition officers and events.

HEIGHT LIMITATIONS

A recent recommendation of the NSW RAPAC (air-space committee) to allow hang gliders to operate up to 8,500 feet AMSL (refer p12 Sept AA) in several large chunks of NSW was accepted. There have been a number of height dispensations given to ultralight aircraft – for fly-ins, for record attempts and even “permanent” arrangements in some areas. It took a long while to change the ANo·s from 300ft to 500ft. Many people are saying “be patient a little longer; behave yourself; demonstrate responsibility; develop operating standards and implement pilot certificates and airworthiness standards; then it will be easy to have the height increased”.

UFM’S NEW RANGE

UFM-Ultralight Flying Machines have announced that they will be distributing 3 new aircraft types. Two of these are amphibious – the BUCCANEER, which meets ANO 95. 10 and the SEA WOLF, which can fit both ANO 95. 25 and the amateur-built category (ANO 101. 28). The SEA WOLF is a negative staffer bi-plane. Both aircraft are manufactured by Advanced Aviation, USA. The third aircraft is the FIRESTAR, produced by the Kolb Company, USA.

Advanced Aviation have fitted a 65hp engine to their King Cobra to enable them to tow hang gliders, which have been fitted with a speed trim control system. UFM plans to introduce this system here next year. For the stamp collector: UFM still have some of the special stamped envelopes from the historic ultralight airmail flight from Melbourne Airport to Riddles Creek on 3. 4. 85.

ULTRALIGHT TRANS-PACIFIC FLIGHT

As announced in the press earlier this year, a group of 4 pilots from the Moorabbin Aviation Academy, together with a camera crew and support plane has planned to fly approximately 14,000km from Tahiti to Australia, via Papua New Guinea. The project cost was estimated to be about $200,000. Unfortunately, the group’s efforts to attract Australian sponsors did not succeed. They finally managed to receive a promising approach from a sponsor in the USA, but this came too late to fit in with the need to do the trip in early spring, which is the most favourable time for weather.

However, Kevin Pearce, a spokesman for the group, said that as it now seemed possible to locate the funds, they would reschedule the operation for the same time next year. We wish them luck-it is quite an adventure.

PARACHUTES

Ballistic Recovery Systems are now represented in Australia. The BRS- 111 range of ballistically deployed parachutes includes a 28ft diameter model for 5001b (223kg) gross weight and a 32ft model for 7501b (341kg)

gross weight.

Of interest to operators of amateur-built aircraft is BRS’s new rocket-launched parachute system, which will recover aircraft of up to 15001b (682kg) gross weight at speeds of up to 150mph.

BAS Australia may be contacted at 5 Utrecht Crt. , Donvale, VIC 3111, by telephone (03) 842 3132 or in Adelaide on (08) 294 7977.

NEW-STYLE ULTRALIGHT AIRCRAFT

It was quite clear at Oshkosh this July that the Dacron and tube style of ultralight aircraft are being obsoleted by new models, which are really lightweight baby aeroplanes. The emphasis is on conventional controls and construction. Several companies in the USA have redesigned their production range around this concept.

Some fine examples of this style come from the Grover Aircraft factory -the J3 Kitten, the J4 Sportster and the new J6 Karatoo two-place machine. Kits from this manufacturer will soon be available in Australii:! from the Australian Aeroplane Works of 5 Utrecht Crt. , Donvale, VIC 3111, telephone (03) 842 3132.

PRODUCTIVITY ON THE FARM

Many people in the rural community have recognised the utility of aircraft as a means to increase productivity. At a time when farm incomes are depressed, the need for higher productivity becomes even more relevant.

A variety of aircraft are in use – ultralights, helicopters, gyrocopters and GA light aircraft. Of course, they vary in cost, operational skill level required, reliability and usability for specific tasks.

The developments in ultralight aircraft in recent years – improved airframe structures, flying characteristics, engine power and reliability – have meant that they are now given much more consideration for farm use than earlier.

They are very effective in the role of visual checking items such as fences, water tanks, stock and feed. In the hands of an experienced pilot, they can be very effective in mustering. Due to the short take-off and landing distances required and their low landing speed, they can operate from small unprepared areas, allowing their pilot to attend to items which were detected from the air. Cross-country travelling is considerably faster than by ground transport.

All of this can be done with a low initial purchase cost and low running costs. Of course, some pilot training is required.

We are aware of one farmer in Victoria’s Western District who is breeding a high-class type of sheep. This farmer regularly flies around his property, particularly on cold mornings during the lambing season, to check whether any sheep are experiencing difficulties. The sheep are easily seen from the air, even if they are in grass and hidden from view at ground level. Another farmer, in the semi-desert area of south-west NSW, uses his ultralight to check (among other things) the amount of water in the various dams – this used to take him many hours of driving.

There are some legal limitations. Use of an ultralight is restricted to your own farm – you cannot contract to fly for other farmers. While aerial seeding would be permissible, a higher skill level is required; the aircraft’s maximum weight capability may also be a limiting factor. Crop spraying or dusting (which is illegal) is not only a specialist job, but specific licences are required (see Sept 85 AA). The Victorian Area Council of the AUF have proposed that the ANOs be changed to allow limited aerial work.

STRATOS UPDATE

Charles Ligeti went to Oshkosh and other parts of the USA and also England during July and August. Overseas interest in the Stratos, both by pilots and manufacturers, was, predictably, quite strong. However, nothing definite has occurred yet.

In the meantime, Charles has finished testing his parachute ejection (deployment) system (see AA Sept 85) outside of the aircraft and will proceed with fitting the equipment to the aircraft and ground testing it. Charles has calculated that the rate of ejection (not the opening shock, which has different parameters) produces about 20g’s of force on the aircraft structure; the structural components of most aircraft would cope with this.

Charles has redesigned the Stratos so that pilots of up to 185cm (6ft 1 in) will fit comfortably into the cockpit. He will continue with his plans to produce progressive kits, starting with the fuselage in December. First deliveries should be ready in January. Follow-on kits will comprise the wing, the canard and then the undercarriage.

NEW AIR-PARK AT HOLBROOK, NSW

The Holbrook Shire Council have recently de-licensed the Holbrook Aerodrome, reducing its status to an A. L. A. This was a deliberate move, made so as to enable ultralight aircraft to operate there and to encourage the associated business activities.

Mike Latham, a Chinook dealer formerly from Junee/Wagga, has setup at Holbrook, as well as Bryan Gabriel and Warren Wilks.

Ultralight aircraft will use the same circuit direction as general aviation aircraft, but will use a lower, smaller circuit. They must give way to GA aircraft which are already on their final approach leg. This arrangement is similar to used at some aerodromes overseas but is different to many ALA’s in Australia, where opposite circuit directions are used (eg GA left-hand, ULA right-hand).

It is expected that there will be a reasonable amount of GA activity, including private and commercial pilot training, as Holbrook is quite close to Albury and Wagga, but outside a controlled air-space.

For the ultralight community (and we assume that the same facilities will be offered to GA pilots) there will be an ultralight flying school, sales, service, hangars and on-site accommodation. We believe that the ultralight community is now ready for this range of facilities. We congratulate those whose vision and courage have made it happen.

SIROCCO ACCESSORIES.

Aviasud Engineering of France have developed, for the Sirocco, a competition kit comprising a bubble canopy, wheel pants and streamlined king-post tubes, In an economy/time trial, one pilot of a Sirocco equipped with the kit achieved a fuel consumption of 3. 9 litres/hour with a Rotax 377 engine.

However, the accessories are not just for competition. The canopy is quite streamlined and keeps the weather out completely – just the thing for flying in the cooler months from late autumn through to early spring. According to Cloud 9 Flight Systems, the kit provides a 15% reduction in drag and a consequent increase in performance.

Next issue. We are planning to fly-test the ATC-720X portable aircraft band transceiver.