Ultralight News

Charles flew at many airfields around the country. However, he did not do much field-to-field flying as he had been told that many airfield operators would not allow ultralight operations.

Charles also took the Stratos to the Expo in Vancouver, Canada. Initially, he was told that he would not be able to exhibit, let alone fly, his aircraft. However, perseverance (and a more sympathetic official) finally overcame those problems.

In summary, Charles considered that his trip exceeded his expectations. The encouragement, support and friendliness from the Americans was almost overwhelming. As far as Oshkosh is concerned, there were no really new designs nor any improvements – there seems to be a very strong concern that to make an improvement would reflect badly on the earlier version. Because of this trend, the EAA organisers had not provided a prize for the outstanding new design.

AUF Update

As of early September, the following progress hacl been made: The Lightwing (Hughes Engineering, Ballina) had received its type approval.

The data package for the Chinook 2S (Basic Flying Machines, Molong) had been with the DofA since May. John Baker was expected to complete his checking of the data pack for the CFM Shadow (Minavia, Melbourne) within days. John was also making progress with the data pack for the Sadler Vampire (Doug Kewly, Sydney). We understand that the preparation of the data packs for both the Eipper Quicksilver and Maxair Drifter 2-place aircraft are well under way. The Sapphire had meanwhile been approved in August. Twenty six ANO 95. 25 aircraft have been registered by the AUF.

The number of pilot certificates (including student and instructor) has passed the 500 mark.

The approval of CFI ratings by the DofA has been slower than expected. Accordingly, the AUF applied for and received, an extension of time for the validity of interim pilot certificates to 31st March 1987. Nevertheless, if there is a CFI in your area, don’t delay in having your check flight; the longer bad habits go unnoticed, the harder it is to eliminate them.

In June, the DofA issued Flying Operations Instructions No 22-2 (an internal instruction) to the regions, covering CFI approval, which should now proceed consistently and more readily. The same document also includes directions on the issue of dispensations against the ultralight ANO’s. Anyone interested in gaining dispensations would be advised to study this instruction, which sets limits that appear to be reasonable.

Ultralight Regulations

Over the years, a lot of work (mostly voluntary) has been expended trying to improve the regulations governing ultralight aircraft. Several aeronautical engineers have made quite useful suggestions, put these seem to have been consistently ignored by the DofA. Without belittling the efforts of engineers such as Graeme Swannell and Bill Whitney, Daffyd Llewellyn’s work deserves further consideration. Although Daffyd’s proposals have not been widely circulated, they have been submitted to the DofA (with virtually no response), the Standing Committee and the AUF office.

We understand that the Hearing by the House of Representatives Standing Committee on Transport Safety into Sport Aviation is being concentrated solely on ultralight aircraft and is not now expected to be finished until, perhaps, May 1987. We also understand that the DofA do not intend to change any ANO’s (or, presumably, introduce the . 55 series) until they know the findings of the committee. When we take into consideration the lead time within the Department in creating and promulgating a new ANO, it would seem most unlikely that we could expect anything before 1988.

Concurrently with these activities in the ultralight categories, there is also a review of activities in the amateur-built aircraft area. While the DofA appears to be talking about relatively small changes (eg drawing approvals), the Sport Aircraft Association of Australia are taking the opportunity to consider much wider-ranging questions such as aircraft inspections, design approvals and more flexible airworthiness criteria for Australian designs. The SAAA have their National Technical Committee working on a number of proposals, including some suggestions from Wally Watkins which include a three-level series of airworthiness criteria, one of which would put Australia on a par with the US experimental (amateur-built) category.

Finally, there is also the pressure for an Air Recreation Vehicle (ARV) type of aircraft. While all this makes the situation appear rather complex, there seems to be a common thread running through all areas. Recreational fliers want to be able to fly, maintain and, possibly, build aircraft of their own choice at a reasonable cost and without extensive pilot licencing and design approval requirements.

Airworthiness Tests for Ano 95.10 Aircraft?

In our September issue, we mentioned the apparent structural failure or a Resurgam ultralight. Since then, members of the AUF have been debating whether some structural testing of 95. 1o aircraft should be performed, and if so, how much. Another Resurgam is being constructed and will be made available for tests. This should provide valuable information and may help in identifying the cause of the earlier accident. It will also give the AUF safety officers some useful experience in conducting these tests. Many owners of 95. 10 aircraft are satisfied with their machines and are expected to object to the possibility of testing. It is expected that the AUF will survey the area councils in order to get some grassroots response.

Pilot Training Support

There have been several developments in this area: Gary Williams of Tanunda, SA, has written a book on Basic Aeronautical Knowledge for ultralight pilots; Barry Hughes, well known in Queensland, has prepared an Instructor information manual and training management folder to assist instructors to train and keep track of their students; The AUF have been having discussions with the Sydney College of TAFE, with the view to the College developing an ultralight pilot course, possibly as a correspondence course.

Local Aircraft Manufacture

The low level of the Australian dollar has been pushing the cost of imported aircraft steadily upward. Even some second-hand imported aircraft prices have either increased or stopped falling.

Now seems to be a good time for Australian designers and manufacturers to be able to compete on quite favourable terms. The Australian dollar makes an Australian aircraft excellent value on many overseas markets. Some manufacturers have been quick to recognise this. While Charles Ligeti is an obvious example, I am sure that some of the others are making the best of their opportunities. Australia has a wealth of talent in aircraft design and manufacture. Now is the time to show the world just what we can do.