Ultraflight News

Application forms for student, pilot, instructor and CFI certificates have been sent to all AUF members. John McAuley has informed us that he has been receiving a steady flow of applications, which are to be approved by Bill Dinsmore.

A Federal Council meeting was scheduled for February 9. We hope to be able to report on any interesting developments in our next issue.

Whereas many people welcome the formalisation (and community acceptability) inherent in pilot certificates, there are a number of people who resent this move. Generally, these are the pilots who have been flying for quite a few years; perhaps they object to the requirement of having to demonstrate their skill every 12 months to a CFI. It would be interesting to receive letters from the ultralight community commenting on this issue.

In a similar vein, some concern is being expressed regarding the way in which ultralights are being “overdeveloped”. Once again, it would be interesting to hear from readers.

AUSTRALIAN SPORTS AVIATION COUNCIL

An ASAC meeting was scheduled for late January. Our next issue will carry a full coverage of this meeting.

VHF AIRCRAFT BAND RADIO FLIGHT TEST

In our January issue, we described the features of the FOK model ATC 720-X transceiver. As promised, we have since flight-tested this radio.

The radio was used with its own, “built-in” antenna and batteries and in conjunction with a Pro-lite helmet (see later). We made several trips of 50nm or more in our ultralight, in different directions and using the appropriate area frequencies. Our altitude was about 500ft AGL.

In the receive mode, the results have varied, but have generally been very satisfactory. Reception of FIS transmissions was always good. Reception from other aircraft was generally not good (however, this is also experienced in light aircraft). Aircraft within 10nm were always OK and one aircraft which was 40nm away, over water and low coastal land, gave excellent reception. Aircraft radio equipment and pilot radio procedures are such that optimum transmissions are not always achieved.

In one trip, there was a line of cumulonimbus cells moving in the opposite direction and parallel to our route. It was very comforting to receive the 1 O minute warning bulletins, which continued to locate the storms about 10-1Snm from our track.

At different times, there were varying amounts of ignition noise.

Moving the wires (between the radio and helmet) around a bit relieved some or all of the noise. Even when there was noise (ignition or squelch), it would disappear as soon as any transmission was received.

Unfortunately, the results from our transmissions were quite disappointing. Initial tests were made on the ground, using both the radio’s built-in microphone and the boom mike on the helmet. The transmissions were directed at nearby aircraft – in one case stationary on the ground and, in another case, in the air. These transmissions could be heard reasonably well, although the pilot in the air said that the reception was strength 4 (out of 5), ie. understandable but not very strong.

We did not receive any acknowledgement of our transmissions while in flight. There are several factors which Cot/Id have affected this:

The cockpit noise level (from the engine and relative wind), the output power (3 watts), battery strength, the quality or suitability of the microphone, ignition noise, the suitability of the built-in antenna, the lack of a ground plane. Since we are not experts ih these ares, and the radio was on loan, we did not attempt to vary any factors. Accordingly, this part of the test is inconclusive.

PRO-LITE HELMET

This helmet is manufactured in the USA by Gentex (not to be confused with the Gentex SPH:4 referred to in ‘Rotor Torque’, this issue) and distributed in Australia by Ultralight Flying Machines. It is high quality, low weight and comfortable. The earcups (which contain the headphones) are attached to, but separate from, the helmet. This method ensures a good fit over the ears and enables a noise reduction of 23 decibels (US certified) to be achieved. Although it is an “open-faced” type of helmet, it comes supplied with a removable, darkened, polarised half-visor, which protects the eyes completely.

The helmet has been designed to be compatible with aircraft radios and is fitted with one large (6. 3mm) 2-wire bayonet pin and one medium (5. 2mm) 4-wire bayonet pin. In order to fit the ATC- 720X radio’s single 3-wire 3. 5mm bayonet socket, conversion fittings were necessary. As it was difficult to ensure the continuity of the shielding, these fittings may have allowed some ignition noise to leak through, possibly causing some of the difficulties mentioned earlier.

The impedance values for the head and microphones as used in aircraft are different to those used in home stereo systems and CB radios. Accordingly, when we tested the Pro-lite helmet with a CB radio, we did not get a good result. A simple transformer can be used to match the impedances.

CITIZEN BAND (CB) RADIOS

Since quite a few of the ultralight owners are using CB radios, we also fitted a 27 MHZ radio, plus an external antenna, to our aircraft. We modified a motorcycle helmet by adding headphones and a boom mike. The raqio was a Realistic model from Tandy. The whole installation cost just under $300. We have been very satisfied with the results, although we have not tested it in the air over a distance of more than 5nm. It is very helpful for keeping each other informed when flying in the company of other ultralights. When in this near proximity, any possible interference from general CB users is completely drowned out.

There have been many discussions regarding the pros and cons of HF and UHF CB radios. For ultralight aircraft use, UHF has several advantages. However, the higher cost of UHF equipment and the existing user base of HF equipment, are strong incentives to use UHF.

SAMANGALORE AIR CONVENTION, EASTER 1986 Mangalore 86 promises to be one of the most interesting and exciting events on the 1986 airshow calendar.

One very interesting non-ultralight event will be an unlimited-class pylon race. This class will consist of 8 or so warbirds, on a course with legs of 3km. The Department of Aviation have imposed rules which include no passing during turns- for obvious reasons. This means that any passing must be achieved during the 30 seconds for each leg!

Events for ultralights will be spread out over the convention and will include some competitions, a navigation/time trial on Easter Saturday and, during the airshow on Easter Sunday, the replica dogfight (as seen at Schofields last year), a pylon race using tethered balloons as the turning points (this is definitely not a balloon bursting event!), plus other flights to fit in with the history of flight theme, which will include Charles Ligeti in his LGT Stratos.

The disposition of the various categories of aircraft has been changed for Mangalore 86. Ultralights will be operating on the southern end of the 18/36 runway, thus making them much more visible to visitors.

LGT STRATOS

Charles Ligeti is now starting to take orders for complete aircraft as well as kits. However, production will probably not commence until there are sufficient orders for a production run.

THE IMPORTANCE OF AUF MEMBERSHIP

Many people complain about the need to join the AUF as well as a club. (For that matter, some even complain about joining either).

The activities of each club are usually on a local basis and provide the opportunity for local contact and involvement.

The AUF addresses wider areas of concern. Its purpose is to protect, promote and represent the interests of its members at the federal level, particularly to the DofA. In fact, the AUF was formed at the insistence of the DofA, so that the Department would have only one (united!) body with which to deal. It should also be the central point for collecting and disseminating safety information and for setting standards of operation. The AUF is the only national body focused exclusively on ultralights.

The battle for reasonable access to ultralight flying has not yet been won. All who are involved should join together and speak with one collective voice through the AUF. If you feel that your concerns are not being addressed, then communicate them to the AUF, through your club and area representatives.

HOUSE OF REPRESENTATIVES COMMITTEE ENQUIRY INTO SPORTS AVIATION SAFETY

The House of Representatives Standing Committee on Transport Safety called for submissions to the Aviation Safety- Sports Aviation enquiry in June 1985.

The committee is holding hearings in each of the main capital cities, inviting people to speak to the committee regarding their submissions.

The Brisbane hearing has already been held and the Melbourne one was scheduled to start as we went to press. As soon as we have access to details of the hearings, we will report on them.

LORAN NAVIGATIONAL COMPUTER

There is available in the USA a hand-held navigational computer that utilises the LORAN C system. The marine version is cheaper than the aircraft version but is heavier.

The pilot operates the computer by keying in the coordinates of his destination and turning points. The computer then uses the radio beacon signals to triangulate the aircraft’s present position. It then calculates the heading and distance from the present position to the first turning point, continuously updating as the aircraft moves. Some reception problems can occur due to peculiarities in the earth, etc. , so erroneous readings can result. Accordingly, flight planning and piloting skills are still needed – at least for monitoring purposes.

This type of equipment would not be suitable for remote parts of Australia, due to the scarcity of radio beacons.