Ultralights

Following a new submission for Government financial assistance, which was accepted by the DofA, the AUF received $55,000 on June 25. These funds were badly needed, since the AUF had been operating for several months on credit provided by council members and creditors and by employees deferring part of their wages.

In spite of the reduced level of operations due to the shortage of funds, there has been real progress. By June, 38 CFI ratings, 67 instructor certificates and 160 pilot certificates had been issued. Nowthat there are approved two-place training aircraft in the field, applications for student and pilot certificates are starting to flow in. New member applications are arriving at the AUF office at the rate of 10 per week.

It is the AUF’s aim to achieve a consistent standard of pilot skills throughout Australia. To this end, the Operations Officer (Bill Dinsmore) has been checking some of the CFl’s and instructors. Bill plans to follow the GFA system and establish area examiners. In this way, the Opertions Officer checks the area examiners who, in turn, check the people in their areas. Unfortunately, there has been some inconsistency in the way that the DofA regional offices have been approving (or not) CFl’s and even involving themselves with instructor ratings. Self-regulation is not here yet.

Usefulness of Auf Membership

One of the main benefits that the AUF can provide is in the area of continuing airworthiness. While this includes education through articles etc. , one of the most critical aspects is defect reporting. For this to be effective, all aircraft need to be registered by type and owner, so that the communication of any problem can be quick and comprehensive.

Two recent examples highlight the danger of not being an AUF member. A Resurgam ultralight aircraft was involved in a fatal accident in June. The preliminary investigation indicated that it was an airframe failure. However, the exact cause could not be immediately identified, as there were several suspect areas and some disconcerting anomalies. The AUF decided to recommend the grounding of Resurgams until the cause could be determined. It took a lot of effort, and a lot of critical time elapsed, before the AUF obtained a list of people who had purchased plans. Of the 54 people notified, including 3 in New Zealand, only 4 were AUF members. Understandably, some would still be in the building process and others may have abandoned their project. Interestingly, a number of non-members rang the AUF office to express their appreciation and to request membership application forms Another example relates to the BASI report, published in a recent AUF newsletter, of the cracking problem on the type of propeller used on the Sportsman involved in a fatal accident last year. A non-member had been experiencing similar symptoms as those described by BASI, with the same type of propeller. However, he thought that it was due to delamination. Fortunately, an AUF member heard of his problem, connected it to the newsletter article and passed oil the information.

Progress With Type Approvals

The data packs for the Chinook 2S (Basic Flying Machines, Molong) and the Lightwing (Hughes Engineering, Ballina) have been processed by the AUF’s engineer, John Baker, and were sent to the DofA in May. One would hope that, by the time you read this, the DofA would have finalised the type approval for these two aircraft.

The data pack for the Sadler Vampire has also been sent to John Baker. Meanwhile, Ian Ferguson (Minavia, Melbourne) has informed me that his engineer, supported with data from the UK manufacturer, has been making good progress in completing the tests and data pack for the CFM Shadow. This is the aircraft type which is presently being flown solo by a young woman from England to Australia.

Graeme Swannell, the engineer handling the 95. 25 type approval for the Sapphire, has virtually completed all of the outstanding DofA requirements. Since the Sapphire is the first fibreglass ultralight processed under 95. 25, the DofA seem to have applied additional requirements. For example, during the load testing phase, the DofA imposed a 1. 33 commercial materials factor on top of the standard 1. 5 safety factor. This means that the Sapphire’s wings would have had to support an ultimate load of + 8. 0G and -4. 0G.

Ultralight Accident/Incident Investigations

For some time now, it has been the official policy of the Bureau of Air Safety lnvesigation (BAS!) to investigate accidents involving solely ultralight aircraft only when there has been a fatality. Furthermore, if it is a structural failure to an aircraft which has not been approved under ANO 95. 25, then only sufficient investigation is performed to identify that structural failure was indeed the cause.

In spite of this policy, BAS! Officers are always willing to offer suggestions to help AUF officers in their investigations. It has also become the practice for BASI to include an AUF safety officer or area representative in their investigations.

In the case of the Resurgam accident of June 15, Bob Campbell, the AUF Victorian Area Council’s safety officer, was requested by BASI to participate. Since the beginning of July, Bob has continued the investigation, in an effort to track down the actual cause. He has spent many hours of his own time, as well as calling on aeronautical engineers Wally Watkins (SAAA member) and Alan Patching (GFA member) for assistance. Bob is quite hopeful of getting a definitive result.

Considering the potential benefits to the ultralight community, any person involved in an accident or incident should report it to the AUF. Since the principle behind these reports is the development of statistical trends and the dissemination of safety information, the concept of punishment for anyone involved in an accident is meaningless.

Two Aircraft Collision on the Ground

The following accident, which did not involve any injuries, occurred at a recent country fly-in.

Two ultralight aircraft travelled together from nearly 200nm away. One of the pilots had attended the previous year, so knew the layout of the strip. However, since his last visit, a new cross-strip, which was facing the 8 knot wind, had been made.

On arrival, both planes flew 2 circuits overhead, one plane behind the other. No other aircraft were active. During the second circuit, each pilot selected a landing strip and, in the course of this activity, lost sight of the other aircraft. The pilot of the lead aircraft who ‘knew’ the area, selected the lorig ‘main’ strip, which had a cross/tail-wind component. The pilot of the second aircraft selected the into-wind cross strip.

Almost as though it was choreographed, each plane turned on base leg, turned on final leg, touched down and rolled towards the runway intersection, at almost the same time, with uncanny precision. At the last minute, the shocked onlookers realised that this was not intentional. Unfortunately, they were too far away to be seen by the pilots. At the last moment, one pilot saw the other aircraft and started a ground loop, but it was insufficient and the two planes collided. We are really operating similarly to the no radio situation of the 1950’s and earlier. Perhaps we should consider using the ground symbols that identify the active runway _ and circuit direction, particularly at multiple runway airports or all over fields and especially for fly-ins.

Micro-Burst

The term micro-burst, although relatively recent, is quite familiar to airline and charter crews, since ii is well publicised in their circles and inciuded in their training. However, I suspect that ultralight pilots (and probably GA pilots) are not aware of the phenomenon. Recently, another pilotand I were caught _in a rain shower while on our base leg. The other pilot was about 200 metres ahead of me. Although we were only about 150ft AGL, we were a long way upwind of the strip, as we had tried to avoid the shower, which was only of short duration (it went through quite quickly,. as there was a 15 knot wind). Accordingly, we were flying level, but at a slow speed (40 knots). Surprisingly, the lead aircraft started descending and continued all the way to the ground, where it landed heavily. The pilot later said that he could not maintain height.

Some weeks later, I raised the matter with BAS!. They referred me to a researcher with the Bureau of Meteorology. After listening to my description of the events, he identified the cause as being a micro-burst. Apparently, an increase in the air humidity, even without rain, creates localised down drafts of up to 1,400 FPM, although the higher sink rates are mainly at higher altitudes. The vertical component of these down drafts diminishes near the ground, but then spreads out sideways. The spreading out has an effect on the wind – increasing it in some directions and reducing it in others. Either the down draft or a reduced head wind would cause sink; reduced head wind has a similar effect as wind gradient and could cause a stall. One obvious and visible location for a micro-burst is below the type of high level rain that does not reach the ground.

Charles Ligeti Seeks New Markets

Charles is intending to take a Stratos lo the annual EAA air convention at Oshkosh in theUSA. This has taken a lot of planning and co-ordination, including maintenance, fitting a radio and getting a private pilot and radio operators licence. Since the maximum speed of the Stratos exceeds 55 knots, it is outside the limits of the USA ultralight defintion (FAR 103) and must be treated as a light plane.

Australian Aircraft Works

Max Peters reports that the USA company, Grover Textiles, decided to discontinue the financial backing of their ultralight aircraft division (Grover Aircraft), due to their concern with their product liability exposure. (This same concern has also forced Cessna and Beech out of the light aircraft field).

Jesse Anglin’saward winning designs (Kitten, Sportster, Karatoo) have established their own trend in ultralight aircraft development. With a strong demand for his aircraft, Jesse decided to go ahead without Grover Textiles,_forming ‘Country Air’ to take over the Grover Aircraft operation. The aircraft are now under production in Europe, Canada and Australia.

Country Air’s range includes two place J6 Karatoo, the Karatoo Cub (an updated J3 Kitten), the J4 Sportster and several new designs which are close to being released. The latest, the ‘Space Walker’, will be shown for the first time at Oshkosh 86. Max thinks that it should be a hot favourite to give Jesse another award this year.

The most outstanding feature of the J6 Karatoo is its ability to comply with either the ultralight or amateur-built categories. It can utilise engines in the 50hp to 70hp range, either two or four stroke. Construction on three Karatoos has commenced at the Australian Aircraft Works in Donvale (Melbourne). A further six kits are being shipped to their eagerly waiting customers. .

Chinook 2s (Two-Place) Ultralight

In our May issue, we reported an extract from a DofA letter on the Chinook wing loading test. Since then, Basic Flying Machines have provided the following explanation:

1. The Chinook 2S, in its original form, is certificated for dual control training in Canada and the USA.

2. Although the Canadian tests showed that the strength of the standard wing was close to that required by ANO 95. 25, John Baker decided to modify the wing to give it plenty of margin.

3. Unfortunately, the first mod did the opposite and the wing failed during testing. This form of wing has never been fitted to an aircraft, but is the one referred to in the DofA warning.

4. A second mod achieved the desired result and the wing passed the required static test.

5. The earlier versions satisfy the North American requirements. However, all of these aircraft must have the necessary modifications before they would be legal under ANO 95. 25 John Baker, the aeronautical engineer who performed the tests states: “The Chinook 2S, two seat aircraft has completed testing at the most adverse C of G and maximum all up weight position and passed with flying colours. Both gust loading and manoeuvre loadings were analysed and tested against. The Chinook two-seater is a safe and very acceptable ultralight when modified with spar strengthening sleeves. ”

Buccaneer Amphibian

Walt Disney World have been using 5 of these aircraft in their air/water extravaganza in Florida for over a year. The aircraft perform in the show every day and have logged between 300 and 400 hours each. The Buccaneers proven itself beyond expectations, with only minor service

and maintenance required.

Disney have been so pleased with the performance of the aircraft and the acceptance by their customers (between 15,000 and 20,000 people watch each show), that they have ordered another 5 Buccaneers. For further information, contact Ultralight Flying Machines, Melbourne.

J3 Kitten Accident in the USA

Max Peters reports that he has received a number of enquiries regarding this accident since it appeared in our May issue.

Investigations revealed that an engine larger than the design drawings permitted had been fitted, nearly doubling the horsepower. The combination of excessive power, severe aerobatics and an incorrectly covered wing, caused the top surface of this wing to separate, whereupon the aircraft spun in.

All ultralight aircraft owners or builders should familiarise themselves with correct covering procedures. The wing and control surfaces on any aircraft which can exceed 70 knots should be rib-stitched to prevent separation.

Ultralight fliers wishing to gain the benefits of belonging to the Australian Ultralight Federation may contact the Secretary, AUF, PO Box 115, Young 2594. Ph: (063) 82 4028 for further information.