Winter 2015, Volume 1

Wright “B” Returns, 4 Strokin’ & the Electrics are COMING! IN THIS ISSUE • Electric Review ...... Pg 1 Plugged In: Electric Review • Ultralight News ...... Pg 1 ... by Arizona Bill • Training & Safety ...... Pg 1 The POSITIVE SIDE of Electric Power • Wright “B” Reborn ...... Pg 2 The electric motor was mounted and tested. Static pull was • Wingover...... Pg 2 well over 170 pounds. Controls worked correctly. Plenty of • Technically Challenged..... Pg 2 smooth, quiet power. He stood beside his trusted aerial steed • Pilot n Command ...... Pg 3 and looked her over one more time. “I guess it’s now • E-Z 103 FAA Regs ...... Pg 3 . . . or never!” he thought, as he finished his pre-flight checks, • At Your 6 ...... Pg 3 strapped in, and donned his gloves - CONTINUE

ULTRALIGHT NEWS... by Dan Johnson Is A Four Stroke Part 103 Airplane Possible? December 31, 2014 Some people have long believed that Part 103-legal weight shift trikes or single place powered parachutes may be pos- sible, but I’ve often heard the pronouncement, “You cannot make a legal three axis Part 103 airplane.” I wonder if those folks are ready to admit the error? - CONTINUE

Set of tail surfaces for a RANS S-12. Purchased covers new, : Training & Safety manufactured to RANS factory FlightCheck standards. Tight fit, all surfaces. In ... by Colin Cutler storage for three years. The Killer Turn Asking price is $400 for every- thing, about half what I paid. Overshooting your base-to-final turn can be a problem. Get- ting yourself back on course can be deadly. Here’s how you can Contact Rich Jennings, 1932 Malcom Dr, Kettering, Ohio stay safe. 45420 937-256-2211

The Base-To-Final Turn: When you’re in the traffic pattern, your base-to-final turn is the most important,- CONTINUE

ON THE HORIZON Dayton Ultralights has a number of events, fly-ins and contests planned for 2015. While still setting our upcoming dates, the summer and fall schedule will include the following: – May: Goeke Pancake Fly-in & Breakfast Dayton Ultralights T-shirts are just – June: Ultralight Olympics, Richmond $8.50 and $12.00, and are available Dayton Air Show, Dayton on our website at www.daytonultra- – July: Middletown Ultra-Cool Contest lights.com. Don’t forget to visit us on Facebook and on YouTube too! Dayton – Aug: Steak Fly/Camp out, Moraine Ultralights ... fly like you had wings. – Sept: Aero-paluzza Contest, Dahio – Oct: Octoberfest, Moraine Contributors: PaulLindamood • JenniferWyley Check Facebook or get on our mailing list for PeteRiner • MikePeters all the dates and times. RichJennings • BillEsker TimGaffney • DanJohnson BrianClayton • FredFelsburg Louis McFadden • Colin Cutler © 2015 Dayton Ultralights the Wright “B” Flyer is developing a construction process that includes “work packages” that can be sent to EAA chapters to complete at their own locations, then return to Wright “B” Flyer.

The Wright “B” Reborn... by Tim Gaffney More than a century after it opened, America’s first airplane fac- tory is about to become active again—right here in Dayton, Ohio. Wright “B” Flyer Inc., the nonprofit that flies a look alike of the first production-model Wright airplane, will build a new plane at the Wright Company factory site in west Dayton with support from with the Experimental Aircraft Association. Final assembly will take place inside the original Wright factory buildings. “Wilbur and Orville Wright were America’s first airplane home- builders. I can’t think of a better way to honor their legacy than to build a modern version of their first production airplane in their own factory with the help of EAA homebuilders around the world,” Wright B Flyer President William J. “Jay” Jabour said in December when he announced the plan at the Wright Company factory site. EAA members first got word of the plan when Jabour announced it on Dec. 12 at EAA’s annual Wright Brothers Memorial Banquet in Oshkosh, Wis. The new airplane will replace its current lookalike, the so-called “Brown Bird,” which has been flying since 1982. Like the Brown Bird, the new plane will resemble an original Wright Model B while meeting – CONTINUE

INGOVER: Rotors, Gyros, PPG and Open air ... by Jennifer Wyley WThe A-B-C’s of G-Y-R-O Every year the Popular Rotorcraft Association (PRA) holds the largest international convention of homebuilt rotorcraft. In fact, Mentone, Indiana, (C92) is a hop, skip and a jump from Dayton, Ohio, and a few of our guys are very active in the sport of rotors. Or is it gyro? Autogyro? Perhaps the first order of business is to clear up some of the unknowns about the curious aircraft Mr. Benson designed so long ago ... and why “roto-heads” love flying these remarkable machines. – CONTINUE

technically challenged ... by Brian Clayton “Uhhh ... Quicksilver in the pattern ... SAY AGAIN!?! Being an engineer, I’m always amazed at how much I don’t know when I start a new project. As I always say, “You’re only an expert ... until you’ve done it once.” Then you realize how much you don’t know. I think this “don’t know” concept translates especially well to ultralight tech- nology. Which leads me to the topic of radios and headsets. It seems to me that in flying around airports such as Moraine, DAHIO, Richmond, Greene County and such, a radio is a mighty fine idea.- CONTINUE

www.daytonultralights.com • 937-470-6168 For local D Dayton Ultralights aviators is an open air aviation looking for club operating out of places to fly and Dayton, Ohio. To find out chow down around the greater Dayton more, visit our website at area, often a short walk or free courtesy www.daytonultralights. car can be the ticket to a cool cafe, diner, com or email us by click- ing info@daytonultra- greasy spoon or mom ‘n pop joint where lights.com you can enjoy that infamous “$50.00 burger!” Or has it gone up to $75.00?

For starters, no we’re not - CONTINUE

CRITICAL AIRSPEEDS PILOT IN COMMAND VA = Maneuvering Speed (max structural speed for safe CLUB member SPOTLIGHT • full control deflection) Rich Jennings: Kitty Hawk Odyssey VNE = Never Exceed ... by Mike Peters Speed I knew this interview would not be easy. VNO = Max Structural In fact, in typical Jennings form, his first Cruising Speed words were, “Why do me, why not Dan VX = Best Angle of Climb Speed Johnson or Donnie Eccker?” I laughed – VY = Best Rate of Climb Speed after all these years, he is still content to Vs = Stall Speed be the man behind the scenes.

CONTINUE Rich Jennings on right, former I met Rich back in the – president of Dayton Ultralights Club

E-Z • The SPIRIT of the Law ...103 by Rich Jennings Hello fellow AIR HEADS...(which in “our world” is a compliment, not an insult). I have been tasked with writing some things about FAA Part 103, and I will do my best not only to refresh stuff you al- ready know, but also to bring items to your mind that will make you think a little and stay legal and safe. - CONTINUE

GET ON IT ... Click to subscribe to the DU newsletter! At YOUR Past Dayton Ultralights6 Events & Fly-ins All through the cold Ohio winter months most of the club members remi- nisce about warmer days and count the temps as they struggle to rise above the 30 mark. But this is also a great time of year to plan, dream and watch the internet for the “deal of the century.” We’re all looking forward to EAA #48’s Sunday-Funday fly-in at Moraine Airpark in May, and our first fly- in/cookouts of the spring. A look back at our 2014 Christmas Wing-Fest, Octoberfest and fall Aero-paluzza is enough to remind everyone that 2014 Aero-paluzza at Dahio Airport warmer days are coming. It wont be long until the smell of autogas and the sound of the two-strokes will again fill airfields across the Miami Valley region. We can’t wait.

www.daytonultralights.com • 937-470-6168 Wright “B” Reborn ... continued from page 2 airworthiness standards. To help promote the project, Wright “B” Flyer will show and fly the Brown Bird at AirVenture 2015. “The opportunity to support this Wright ‘B’ Flyer project in a way that involves EAA members was something that created instant enthusiasm,” said Rick Larsen, EAA’s vice president of communities and member programs. “The excitement of supporting this historic aircraft as it takes shape and flies is a highlight for all of us.” Wright “B” Flyer is developing a construction process that includes “work packages” that can be sent to EAA chapters to complete at their own locations, then return to Wright “B” Flyer. EAA chapter and individuals will also be welcome to take part in actual construction at the factory. More details will come out in the spring. Wright “B” Flyer has been granted access to the factory site by its current property owner, Home Avenue Redevelopment LLC. The nonprofit National Aviation Heritage Alliance (NAHA) has agreed to rehab an adjoining factory building for a workspace for the project. Wright “B” Flyer is a NAHA partner. Wilbur and Orville Wright invented the airplane in Dayton and formed the Wright Company in 1909. They built the factory’s two buildings in 1910 and 1911. The factory pro- duced approximately 120 airplanes, most of them Model Bs, by the time Orville sold the company in 1915. General Motors Corp. eventually converted the buildings to automotive production, and the buildings became a part of the Delphi Home Avenue plant, which shut down in 2008. NAHA has worked with Home Avenue Redevelopment, the National Park Service, the state of Ohio and the city of Dayton to preserving the historic buildings while preparing the 54-acre site for redevelopment. NAHA envisions a range of complementary activities on the site, including educa- tion, research and aerospace manufacturing. Visit wrightfactory.org to learn more about the Wright factory. Wright “B” Flyer members are available to talk to local EAA chapters and other groups about the project. Wright “B” Flyer invites groups to schedule visits to its hangar-museum at Dayton-Wright Brothers Airport. And NAHA has been giving scheduled monthly tours of the Wright Company factory buildings.

To schedule a group visit to Wright “B” Flyer or learn more about the new plane project, call (937) 885-2327 or email [email protected]. To inquire about tours of the Wright Company factory site, contact Tim Gaffney at [email protected]. Go to wright-b-flyer.org to learn more about the Wright “B” Flyer, and go to visitnaha.org to learn more about NAHA. (BACK TO TOP)

FlightCheck: Training & Safety ... continued from page 1 and potentially the most dangerous one that you make. You need to pay special attention to your base turn for several reasons: 1) you’re low, 2) you’re slow, and 3) you have the potential of an accelerated or cross-controlled stall if you overshoot final. Overshooting or misjudging your turn rate means you’ve blown through final and you’re lined up with the hangars on the other side of the airport. Now what? Regardless of the reason for your overshoot, what happens next is the most critical part of your traffic pattern. When you overshoot final, you want to correct and get yourself back on the centerline as quickly as possible. But herein lies the problem: the more you correct the more your could set yourself up for an accelerated stall, or worse yet, a cross-controlled stall.

Your plane can stall at any airspeed, as long as it exceeds the Critical Angle-Of-Attack. This becomes a problem when you start increasing your bank angle to get yourself back on centerline. As you increase your bank, you pull back on the yoke to increase your total lift. But as you increase bank and back pressure to get yourself back on the extended - CONTINUE

www.daytonultralights.com • 937-470-6168 ULTRALIGHT News: Is A Four Stroke Part 103 Airplane Possible? ... continued from page 2 Those attending the 2015 Sebring Expo will want to examine the new Aerolite 103 with a Briggs and Stratton four stoke, all freshly mounted and looking better than ever. That you can fly such an airplane without a pilot’s license or medical, without N-number registrations, and buy one ready-to-fly for an affordable price amazes more than a few pilots. However, mostly those machines — a few have been available for some time — use two stroke engines in order to stay within the very confining 254 pounds of empty weight. If you don’t care for two stroke power ... Wait no more! You might remember seeing such a machine at Sun ‘n Fun 2014. Developer/ manufacturer U-Fly-It was indeed displaying such a model but proprietor Dennis Carley didn’t feel it was ready for sale at the time. His appropriate cau- tion caused some to again conclude that it simply wasn’t possible. In version 2.0 (photos) Dennis indicated he has now gotten the machine flying much better. Most obvious is the great clean up that occurred by moving the engine from on top of the wing (see photo left and below) to below the wing’s upper surface. The four stroke engine is still mounted upright. Less obvious is that Aerolite 103 with a four stroke engine can still make the low empty weight of Part 103 to enjoy the benefits of less federal interference in your flying fun. At only 22 pounds more than the Hirth F33 he often supplies but in the new lower drag position, Dennis reports a very acceptable climb rate of 600 fpm from the 22 horsepower the B&S engine. Speeds will be 50-60 mph, Dennis said, making an easy and economical cruise in the four stroke Aerolite. In addition, he said that even with straight pipes the exhaust noise is modest but he plans to add some silencing. One big question: Can a four stroke Aerolite still make Part 103? “Yes,” said Dennis, although he noted that you cannot have the strut fairings or gear leg fairings seen in the nearby photos. A parachute will also be required. In case you’re wondering if a so-called “lawn mower” engine can do the job of powering an aircraft, Dennis replied, “Well, when is the last time your lawn mower conked out or you had trouble starting it?” Indeed, much as Rotax has taken heat for being a “snow mobile engine,” many don’t see the problem? The reliability of the B&S engine is not the problem some may envision and you get a much lower noise signature. I look forward to trying this combination, having already become a fan of the Aerolite 103’s flight qualities. Prices have not yet been established for the Briggs & Stratton. Certainly some costs have increased but since ready-to-fly Aerolites with a Kawasaki 340 start at $15,900, it seems likely you might be able to buy a fully-built aircraft for somewhere around $20,000 and I think that is a very notable fact. Those who say new aircraft are too expensive must consider Aerolite. Others have been signing on fast. U-Fly-It just took an eight-unit order from their German dealer Vierwerk, sold three more to Russia and processed a few fresh orders from American customers as December 2014 drew to a close. The just concluded year was an excellent one for U-Fly-It with some 40 sales logged. Dennis forecasts 2015 may record 60 sales. So, who says modestly priced, single place aircraft don’t sell? If you’ve been one of the naysayers, I recommend you adjust your thinking. Given the success of Aerolite in the USA and increasingly abroad, I predict the four stroke Briggs and Stratton Aerolite 103 will become a best seller for U-Fly-It. You better check it out for yourself! (BACK TO TOP)

Reprinted by permission: Johnson, D. (Dec 31, 2014). Is a Four Stroke Part 103 Airplane Possible? Retrieved www.bydanjohnson.com/indexcfm?b=1

... continued from page 2. talking about the old stand by, Frisch’s in Middletown (I say that with all due reverence). But it’s time to break the mold. Be adventuresome ... take a 269 degree heading AWAY from Hook Field and about 18 nm later you’ll find yourself at Miami University Airport. Land – and follow your nose. What’s that, Starbucks on the brew? Manager Scott Shaw has the good stuff waiting inside for visiting pilots and guests.- CONTINUE

www.daytonultralights.com • 937-470-6168 Plugged In: Electric Review The POSITIVE SIDE of Electric Power ... continued from page 1 and helmet. He slid the throttle forward and the prop whirred to life! The acceleration was amazing, quiet and smooth as the prop bit into the air and the ultralight surged down the runway. “This is incredible!” he thought, as he broke ground at the 100 foot marker. His climb rate was astounding till 250 feet when there was a “pop” – and the motor suddenly stopped! He kept his air speed up and dead sticked it in for a landing . . . again! “No ques- tion, I’m going to have to get a longer extension cord!” No, I didn’t do that really, but this is what everybody thinks when they hear “electric air- plane.” It might have been true in the past, but not anymore! There is a quiet, and I mean quiet revolution going on worldwide in electric flight. New battery chemistries, more powerful motors and smart controllers are showing us the way. In this column we will be examining electric flight, something that will become much more common, maybe the Ultralight standard, in the next decade. So unplug those extension cords and let’s pull up a chair and get started! 1. How do I get into electric aircraft propulsion? What do I need? The R. C. world has embraced electrics in a big way. Modern lithium batteries and brushless motors have revolutionized the sport. At left is a diagram showing the R. C. electric drive system. Our needs are much the same, but actually somewhat simpler. We don’t need any radio links or sensors. Just motor-controller throttle pot, batteries and battery charger with BMS (battery management system). That’s it! 2. What kind of aircraft can be converted? As ultralighters we fly what may be the best choice for electric conversion. Why? A. Almost all ultralight flying is for fun. B. We generally fly for less than two hours at a time. C. We fly aircraft that are slow by design. Electric power conversion meets those criteria almost exactly! How cool is that?! I really like what one of the conversion sites, ElectraFlyer.com, had to say: Advantages of electric propulsion: • The near silent motor and large, low RPM propeller provide quiet flying enjoyment. No earplugs! • Improve neighbor relations. Possible extra flying sites, do to quiet operation. • No handling of smelly gasoline and oil. No soot or dirt. • Sturdy electric motor. No engine maintenance; no disassembly to clean out carbon, no top overhauls, no carburetor adjustments, no expensive major overhauls, no spark plug changes. • Dependable no hassle starting, just turn the power dial. • Instant sure, restart for soaring applications. • Just plug your charger into any 110 volt outlet to refuel your machine. Approximate cost is 60 cents, for a full charge. • Easily and quickly removable battery packs. • Choose the battery capacity you need.

• Small high discharge rate pack for self launch glider. • Medium pack for light weight, good duration and soarability. • Large pack for longest duration. One to two hours without lift depending on the efficiency of the wing you use. • No vibration. Electric motor with well balanced, slow turning propeller provides vibation free flight. • THE CLOSEST THING TO A MAGIC CARPET RIDE EVER ATTAINED! Our small light aircraft are perfect candidates, because as aircraft get heavier, larger and faster they need bigger, high output motors and large, heavy” battery banks. So why not consider converting your ultralight? In the next newsletter we will be covering ultralight kits on the market you can buy right now. So see you soon, for more “Ultra-Electric” information. (BACK TO TOP)

www.daytonultralights.com • 937-470-6168 ... continued from page 5. This little gem of an airport could be the best kept secret since vitamin B. Now the fun begins. Hop in the free courtesy car (call ahead to reserve it) and head 2 miles down the road to the center of the coolest college town around, Oxford, Ohio – home of Miami University. Once there, in addition to the local charm you’ll be amazed at all the places to eat! Patterson’s features burgers, salads and a family atmosphere. Or maybe you’re in the mood for a steak and a cool drink? - Dakota’s has you covered. On High Street, the choices are both eclectic and endless. Passano’s pasta house, 45 East, lots of pubs and bars. Grab a sandwich, some wings – after all you’re the pilot in command. Feel like Mexican? Italian? Chinese? Indian? Oxford has it all. And if breakfast is your thing, well the omnipresent Bob Evans is there, along with Pattersons and lots more. So I think you get the idea– try something new! Set your GPS and go see Scott at Miami University Airport (OXD). Hours are 8 to 6, Mon - Fri, and 9 to 5, Sat and Sun. Phone (513) 529-2735 or you can email him at [email protected]. 4,000 foot asphalt runways 05 and 23, Unicom 122.8. Check it out on Skyvector http://skyvector.com/airport/OXD/Miami-University-Airport (BACK TO TOP)

FlightCheck: Training & Safety ... continued from page 4 centerline, you increase the angle of attack on your wing. And even if your airspeed stays exactly the same, you get closer and closer to a stall. Eventually, if you bank enough and pull back enough, you’ll stall. And since you’re just a few hundred feet above the ground, you’re in a very bad situation. Cross-Controlled Stall A cross-controlled stall is another recipe for disaster when you overshoot your base-to-final turn. You start increasing your bank to get back on final, but realize your bank is too steep, but you need to keep your airplane turning, so you decrease your bank and step on the rudder to keep your turn rate high. Now you’re skidding your plane, and if you stall, you will almost certainly enter a spin. And if you start to spin this close to the ground, your chances for recovery are virtually 0%. There just isn’t enough altitude to recover. By constantly scanning your airspeed and bank angle in the pattern, you’ll be much more aware of where your plane is in the flight envelope. Always remember, if things feel dicey – the best option is ALWAYS: Go Around. (BACK TO TOP) Excerpts from Cutler, C. (1/08/15) How To Prevent Disaster on Your Base to Turn Final: Retrieved from http://www.boldmethod.com/learn-to-fly/maneuvers Photos: https://www.flickr.com/photos/38007185@N00/4988523185/sizes/o/

E-Z 103 • The SPIRIT of the Law ... continued from page 3 A word of “disclosure” first though ... I tend to drift off into “commentary mode” every once in a while, so take that for what it’s worth ... just one guy’s opinion. There is a lot to be thankful for concerning Part 103, most of all that it is still in existence at all! We all know that in today’s political atmosphere, Part 103 could never make it through the regulatory creation process. I believe there would be no “Ultralights”. The air- craft would still be the same, but they would be registered and flown by licensed pilots only. So, it is of vital importance that we try to fly and abide by not just the letter of the law, but by the spirit. No other country in the world has an aviation law or regulation that permits unlicensed pilots to fly unregistered aircraft. We are supposed to be “self governing” to a point. But we also must follow all current FAA regs and rules. And that is a good thing, because when you get right down to it, most of the regs are in place for safety reasons. So, lets review the basics of 103 and our primary responsibilities. Federal Aircraft Regulations, Part 103, was established in 1983 and revised slightly over the years. If you would like to read the entire reg, it is readily available online in the FAA’s web site and numerous other organi- zations’ web sites. Like any federal document, it is wordy. The basics are that it’s intent is to provide a method of “recreation and sport purposes” of “an ultralight vehicle”... that is flown by a single occupant, does not have a U.S. airworthiness certificate, weighs less than 254 pounds (additional weight allowed for floats and safety devices (parachutes). It is to have a fuel capacity not exceeding 5 U.S. gallons, not be capable of airspeeds greater than 55 knots in level flight, and has a stall speed of 24 knots, calibrated airspeed. Now, having “quoted” the regulation...let’s get to the real world of how things are.

”Heavy ultralights” were a reality back in the day that brought Light Sport Aircraft regulations into existence. It remains that way today. And I believe that the FAA does not have the manpower nor the funding to inspect each and every ultralight actively flying. I am not saying that we should “flout” the regs, just that we should try to come as close as we can to the spirit of the reg. In the real world, the FAA is content to be reasonable, and “if it looks like an ultralight, and flys like an ultralight, then it is considered to be an ultralight”.

(I have always thought it funny that the FAA never uses the word “aircraft” when referring to ultralights in Part 103. I guess the “vehicles” that we fly are ATVs that have sprouted wings :) (CONTINUED)

www.daytonultralights.com • 937-470-6168 E-Z 103 • The SPIRIT of the Law ... continued from page 7 Ok ... let’s get into some things that will help us be better pilots under Part 103. Under Subpart B, Operating Rules, it talks about not operat- ing ultralights in any manner that creates a hazard to other persons or property. It also covers day VFR rules, operations over congested areas, and operations in certain airspace. Common sense tells us that abiding by these simple, logical rules keeps us from getting hurt ... or worse. But a key part of this reg is Sec.103.13. It talks about operation near other aircraft and right-of-way rules. The FAA considers us the low man on the totem pole. Ultralights are required to yield the right-of-way to ALL other aircraft, including “unpowered ultralights” (which I assume means hang gliders). This is fine ... after all we have no more desire to be in the path of a GA aircraft than the pilot of that Cessna 172 wants us to be there. So, watch out for ALL traffic in the pattern, and stay at pattern attitude so you can easily be seen. In addition, remember: – when you are low in the pattern and other aircraft are at the higher (proper) altitude, you can easily blend in with the landscape below.

– it may be advisable to stay inside the GA pattern so that you don’t get overtaken by faster Don’t be overtaken or unseen aircraft. by faster GA aircraft in the pattern – use your radio with the proper radio transmissions in the pattern. If you do not have a radio, realize that other pilots may not be aware you are there. At uncontrolled airports, while it may be legal to fly without a radio, traffic avoidance and visual separation become more difficult. If we all know and follow Part 103 rules, ultralight flying can be safe and enjoyable. ‘Til next time, “Keep ‘em flying” guys!(BACK TO TOP) * The views and opinions expressed within this newsletter are those of the original authors and other contributors. Safe and lawful operation of any aircraft is ultimately the responsibility of the pilot.

technically challenged ... continued from page 2 A radio helps keep you aware of the traffic as well as letting airport traffic know where you are. In -addi tion, you can talk to your buds as you fly. First of all, I built a Quicksilver Sprint a few years ago, belt driven. This means the engine is just inches behind my head. With a ROTAX 503 firing at 5800, the prop and the cooling are at a decibel level close to that of a blue whale. Pretty noisy. Now I’m no cheapskate, but when one of our guys who owns a Sport 2S bought dual LYNX headsets for his Quicksilver (for a small fortune), I was certain I could do better. Being an engineer and all. So I promptly got on Aircraft spruce and bought a little ICOM air band transceiver and a headset. Special noise cancelling and speech processing are important It seemed more than appropriate. All was well on the ground ... but in the air I couldn’t hear a thing. And no one could hear me except just prior to take-off and on final at low rpm. The radio was ok, but the headset sucked. Lesson one. Cheap isn’t always good. So I decided I’d better research this a bit. Turns out when you talk noise, there is noise reduction and active noise cancelling. Both for the mic and headset. I went forth flush with my new found knowledge, and landed on a set that had it all. “Entry level Skycom H-40A Passive Head- set, great for the student pilot or a pilot on a budget.” Among other marvels it included “ ...Noise Cancelling Electret Microphone specially designed to match the frequency of the human voice to provide sound clarity, best intelligibility, and background noise reduction.” Sweet. So what happened? It sucked as well. Seems noise reduction can consist of nothing more than extra noise absorbing material in the headset and a band limiting mic. While the Skycom was nice looking, the noise I was experiencing obviously exceeded its capability. Strike two. Ok another bad decision. But I reasoned I could use them for something in the future, like an ultralight charity or something. And yes – I probably did need an active noise cancelling system. Our airport sells a nice set, a little cheaper than the LYNX, so I bought it. It worked pretty nice in a Cessna Skymaster twin, which is really noisy inside. Like riding on the space shuttle. Not in it – on it. But alas, even the space shuttle isn’t as loud as a Quicksilver at cruise. More research. I found out active noise canceling uses a mic to measure the outside noise and then inverts the phase and presents it to the headset speakers. Makes sense. The result is reduced noise, which works pretty well on receive. But the mic still didn’t work in a noisy and windy open cockpit environment. Oh well, it was only another $300 bucks. Let’s see, that’s $300 plus $100 plus about a month online. It finally dawned on me that I needed a headset built for open cockpit situations, specifically ultralight-type flying. Go figure. In the meantime, another of our group had ordered the LYNX Relai system, which cost about $500. Half the national debt ... but guess what: it worked. “The Relai System headset is designed to provide communication in high noise environments. It includes a special electret noise cancelling microphone, an electronic speech processor and high quality speakers.” Eureka! – CONTINUE

www.daytonultralights.com • 937-470-6168 technically challenged ... continued from page 8 Among its other salient features were these: • the microphone is sensitive to speech but rejects extraneous background noise whilst the speech processor modifies the voice signal to produce a clear and natural sound. • the headset is noise attenuating and provides hearing protection in noise levels up to 11OdB(A). Being a bonafide expert by now (and considerably lighter in the wallet), I proceeded to drag out the battered and beaten Visa one more time and ordered the Relai system. And it did work great. Luckily, the guy with the Skymaster bought my noise cancelling system. I gave him a good deal and I was happy to get something back. (In the interest of everyone’s sanity and my own self-esteem, I have chosen to leave out my whole “throat mic” phase of this adventure.) So ... here they are, my Lessons Learned before buying technical radio stuff for your ultralight: 1. Investigate the enabling technologies 2. Get advice from those in the know 3. Don’t be cheap (you only want to buy one of these things) 4. The LYNX works Postscript: Now I have fun talking to Fred and Paul when we’re flying. And they don’t worry about where I am as much. I know it really improves safety around the airport and flying with others in formation. And the big skydiving plane at Middletown appreciates knowing where I am on final. “Uh, Roger aircraft on final, I read you five-by-five!” Not bad. See ya all on 122.75...(BACK TO TOP) * The views and opinions expressed within this newsletter are those of the original authors and other contributors. No specific product endorsement is implied or intended.

Pilot in Command • Rich Jennings: Kitty Hawk Odyssey ... continued from page 3 early 90’s when he came over to the house to check out the progress on my new Hurricane. I learned that he was also interested in the same design, and quickly discovered that we had similar interests. Anyone who knows Rich quickly finds that he will help you in any way he can, by giving advice, his time, his tools, his artistic talents. But he’s the kind of guy that prefers to remain in the background, eschewing center stage and the credit. But when my assignment for this article was defined as, “Do a story on a Dayton Ultralights member,” what better one to start with than the former president of the original club, the DUC (Dayton Ultralight Club). With the rebirth of a new Dayton club, this would be a great segue into our new chapter. Once upon a time there was an egg and a sperm ... what? – too far back? OK. (That was Rich, not me – LOL!) Mike: Rich, how did you get interested in aviation? Rich: “My Uncle Ed (father’s brother) once took me up in his Cessna 150 in Atlanta during a stopover on a trip to Spring Break at Lauderdale. That put the flying “hook” in my soul. I think it may have been there since before birth anyway, because I was named after my Mother’s brother, a Navy pilot who died in a crash during training at San Diego. In 1979 and 1980 I decided that it was time to follow up on that dream of learning to fly, and started flight training at Greene County airport in Ohio. I soloed there on September 22 ( and got a speeding ticket on the way home ... was I excited? Well just a little. (No sympathy from the Highway Patrol!). I passed my check ride on September 20, 1980. That was a long time in training, but I could only fly when I had the extra money. 3 young kids will put a financial dent in your plans, I don’t care who you are.” Mike: When did you decide to move from GA to ultralights? Rich: “I flew rental 150s, 152s and 172s for many years and then saw an ad in the Tradin’ Post for a Quicksilver MX that had been crashed at Dahio airport. I went and checked it out and the damage was fairly light, so I rebuilt the Quick and flew it for the first time in May of 1989. I flew it as often as I could – I put a lot of hours on it.” Mike: For those of you that are familiar with the Kettering, Ohio area, Rich would often trailer the MX down to a field where Reynolds and Reynolds is currently located, assembled the MX and committed aviation.

Mike: What was your next project? - CONTINUE www.daytonultralights.com • 937-470-6168 Pilot in Command • Rich Jennings: Kitty Hawk Odyssey ... continued from page 9 Rich: “I decided to sell the MX and move into something with better performance, so I did that in 1993. In 1994 I learned about a great new plane called the Hurricane, and called the company and spoke with Donnie Eccker. After a very pleasant hour of discussion, he asked me what part of Ohio I lived in and if I was anywhere near Bellbrook, Ohio. Yes, of course, that is only a couple miles away. So he said, “My very first Hurricane customer outside of California lives there!” He then gave me Mike Peters’ contact information. I went to check out Mike’s plane shortly after that. It was still under construction at that point. We become good friends right away. And it was within a year that I purchased my first Hurricane.” Mike: As I recall, you put a lot of time and effort into building, polishing, and painting your Hurricane. We trailered it to Sun ‘n Fun. Rich: “Donnie Eccker, owner of the Hurricane company, had customers that had won awards for 3 straight years at Sun ’n Fun, and he said he would like for me to continue that ‘tradition’ so I put a lot of time and effort into making my Hurricane a show plane with special anodizing and paint and graphics that would wow the judges. The efforts paid off ... but I didn’t find out until after the awards had been handed out, that my Hurricane won Best Com- mercial Ultralight, (which I guess is a category for UL’s ‘sponsored’ in some way by the manufactures).” Note: The BRS mount and canister, as well as the fuel tank had beautiful lightning detailed graphics that matched the pod. “It went on to win awards at EAA Chapter 48’s Funday- Sunday fly-in also. I never really built an aircraft for show, but then again, I don’t want to fly an ugly plane either. That is just the artist in me and the hot-rodder/custom-car builder in Hurricane award-winning ultralight – Sun ‘n Fun ‘95 me.” Side note: The original Hurricane builder instruction booklet left a lot to be desired. Rich, being a patent diagram artist at Wright-Patterson, had the skill set, software, and desire to create beautiful blow-out part assembly instructions. He created a new assembly manual for Hurricane that was one of the best in the ultralight industry. Mike: Shortly after winning awards at Sun ‘n Fun and at Funday-Sunday at Moraine, you put that beautiful Hurricane up for sale. I for one, hated to see that plane leave the area, but you had future plans, right? Rich: “A few years later, Donnie said he wanted to upgrade the Hurricane and rename it because it was going to be different enough that it should not be called a Hurricane. I wanted to be in on that! So he built three prototypes: one for himself, one for Doc Williams (a friend of Donnie’s out in CA.), and one for me. We took these three “New Avengers” to Oshkosh 1999, where they were very well received.” 2003 ... an Odysee to Kitty Hawk, NC Mike: When did you come up with the idea of organizing a celebratory Dayton to Kitty Hawk 2003 ultralight adventure? Rich: “It was at Oshkosh 1999, that I ran the idea of making a flight from Dayton to Kitty Hawk in 2003 as our ‘salute’ to the Wright Broth- ers in the 100th Anniversary year. I am sure that Donnie and Doc thought they were “humoring” me by saying it sounded like a good idea, (thinking all the while that it probably would not happen because of the tremendous amount of planning and logistics involved). Well, thanks to their encouragement, (false or not), I spent the next 2 and a half years working on the project and making as many contacts as possible. I had great help along the way from other members of the DUC, not the least of which was from Mike Peters.” Rich with new Avenger at Moraine Airpark, Dayton, Ohio Mike: I have to say, I had my doubts when Rich broached the subject of the Kitty Hawk trip. I was quite familiar with the topography between Dayton and Kitty Hawk, especially in West Virginia and North Carolina. All I really wanted was a celebration at the WPAFB Museum. Rich: “Over the 2 1/2 years of planning, I had a tremendous response from pilots all over the country. I knew most would not be able to come and be a part of the flight – but that was a good thing, because it meant- CONTINUE

www.daytonultralights.com • 937-470-6168 Pilot in Command • Rich Jennings: Kitty Hawk Odyssey ... continued from page 10 only the true diehard, dedicated, pilots would show up. We ended up with 24 aircraft, and double that number of people in ground crews. True to their word ... Donnie and Doc came out from San Diego to be a part of the whole thing.” “The trip went off better than I had planned. The weather was great, and we made far better time than I had planned on, which made it very hard on the ground crews to keep pace with us. But they did an outstanding job as the pilots did. One key reason for the success of the whole trip was our Air Boss, Colonel Dennis D’Angelo, (Vice Commaºnder of WPAFB at the time), who flew his Champ along with us and kept everyone aware of every little thing, from morning brief- ings to evening dining. (Isn’t it wonderful to have friends in ‘high places?’)” “The trip got more ‘exposure’ than I had ever anticipated, with TV crews and reporters at every overnight stop. But what was more important to me was that we had Tim Gaffney and Ty Greenlees of the Dayton Daily News along for the trip, covering everything each day. They had covered many events connected with the Mallory Field, West Virginia (WV12) on way to Kitty Hawk 100th Anniversary of Flight during 2003, but the one comment that meant the most to me, then and Jennings in his Hurricane circling now, was that they both said our UL flight was by far the most exciting event they had covered that Wright Brothers Memorial, Kitty Hawk year. Coming from fellow aviators like them, it could not have been a more wonderful compliment.” Mike: You sold the New Avenger and have been out of flying for some time. What’s next? Rich: “In the years following that trip, I had many fun hours of flying my New Avenger and Dennis’ Champ while he was stationed in Germany. But then came some hard times ... the years of dealing with my wife’s lung cancer that eventually turned into brain cancer, and took her life in November of 2012.” “I knew I needed something’to do after her passing that would keep me busy and my brain oc- cupied, so I began to look for a plane to build. I was extremely impressed with the performance capabilities of the Highlander by Just Aircraft. After a flight with Rick Mullins (arranged by Mike Peters), in his Oshkosh Award winning Highlander, I knew I had made the right choice.” “I am in the third year of construction and hope to finish this summer. As always, I have so many projects going on that I can not complete any particular one very fast. (Most guys can build a Highlander in way less than a year).” Mike: Rich has been customizing a ’55 Chevy pickup and has built with his friend Larry, a brand new engine from scratch. It has custom interior, corvette front-end, boxed-in frame, custom grill work, bumpers, and a slew of other mods. All of this while building the Highlander.

Rich: “I hope to return to flying with my fellow Overhead looking down at Jennings, Dayton Ultralight pilots soon....so wish me luck!” his Hurricane and the Stillwater River Mike Postscript: Rich and I have shared a great number of experiences through the years – some incredible adventures and some trying times as well. To this day, I am happy to call him “friend.” (BACK TO TOP)

INGOVER: Rotors, PPG and Open air ... continued from page 2

WGyroplanes are a cross between a helicopter and an airplane. Mostly like a helicopter, the gyroplane is a rotorcraft and uses rotorblades as a spinning wing to fly. Unlike a helicopter, the rotorblades are not powered directly by the engine and they use a propeller for forward move- ment. Gyrocopter, Gyroplane, Autogyro? Do they all mean the same thing? In general yes. However, there are minor technical differences. Autogyro: The term Autogyro is used to describe the first style of gyroplanes. These are tractor-style gyroplanes that have a fuselage that looks like a conventional aircraft. Gyrocopter: This is the most common term used by the general public. The term gyrocopter is a product name owned by the Bensen company. Sort of like the term Kleenex is a brand name but not all tissues are Kleenex. –CONTINUE

www.daytonultralights.com • 937-470-6168 WINGOVER: Rotors, PPG and Open air ... continued from page 11

In the United States the FAA’s official term is gyroplane. Gyroplane is also the term most used by the pilots and people in the hobby. Can you fly a Gyroplane Under Ultralight Regulations?: Yes, you can fly a rotorcraft as an ultralight if you like. That means you can fly without a license and you can purchase one completely built, if it qualifies under the FAA Part 103 ultralight regulations as an ultralight aircraft. Although you can fly an ultralight gyro without a license you still MUST have training. How Do Ultralight Gyroplanes Compare To Trikes, Powered Parachutes and Fixed Wing Ultralights?: Ultralight Gyroplanes can handle windy conditions, have a strong fuselage, can not stall and can travel at the maximum allowable ultralight airspeed. Ultralight Gyroplanes do not require you to replace old or worn wing fabric, canopies or body surfaces. How much do they cost and what kinds are there?: Good stable single place gyroplane kits and used gyroplanes start at about $8K and up to about $25K. The average cost of an open cockpit 2-place gyroplane starts at about $15K through about $80K. Enclosed 2-placed gyroplanes start at around $20K and go up and up and... Why Fly A Gyroplane?: A Gyroplane can maneuver and land in a very small area. They have a wide flight envelope of 10mph to 100+ mph. Gyroplanes are the most maneuverable of all aircraft. Gyroplanes are among the least expensive aircraft to operate. Gyroplanes like no other craft give a ‘magic carpet’ ride akin to ‘flying like Super Man’. Imagine driving your lawn chair out onto a runway then taking off in a few hundred feet. Your lawn chair has the power to weight ratio of an F-16 and astonishing maneuverability. Before you is no aircraft body only your legs and the control stick. A well made and stable gyroplane can handle wind and wind gusts better than almost all general aviation aircraft if piloted by an experienced pilot. Gyroplanes are inexpensive to purchase and easy to build compared to other sport and general aviation aircraft. Gyroplanes are easy to store and transport. It is common practice to keep your gyroplane in the garage and trailer it to a local airport to fly. Can I fly my gyroplane out of my back yard?: Perhaps, if you have a very flat, smooth grass runway about 800 to 1000 feet long. Are Gyroplanes Safe?: Gyros are safe, in fact virtually the safest aircraft type there is. However, the safest aircraft is still no match for an untrained or unsafe pilot. Consider an in flight engine out scenario on a fixed wing aircraft, helicopter and gyro. Fixed wing aircraft: when the engine stops in flight, you must descend to hold your airspeed. Even with the slowest of airplanes you’ll need a few hundred feet of flat open ground to land safely. Helicopter; the pilot must quickly transfer to autorota- tion. If at any point, the rotor blade rotation speed decays too much, all control is lost. A Gyro is ALWAYS in the autorotation mode. If the engine stops inflight, simply hold your airspeed and pick your landing spot. At landing you “flare” to trade the stored energy of the blades for a soft zero airspeed landing. A gyro has full control and makes a normal land- ing even without engine power. (BACK TO TOP)

Igor B. Bensen (April 1, 1917 – February 10, 2000) was the founder of the Bensen Aircraft, which produced a successful line of gyrogliders and autogyros. He was born in Rostov-on-Don, Russia, and eventually reached the United States in 1937. He earned his Bachelor of Science degree in mechanical engineering from Stevens In- stitute of Technology in Hoboken, New Jersey in 1940. In 1968, Dr. Bensen earned a Doctor of Divinity degree from Indiana University. Bensen flew his first towed gyroglider in 1954. He founded the Popular Rotor- craft Association (PRA) in 1962, a non-profit group for owners and homebuild- ers of autogyros and helicopters, based in Mentone, Indiana, and was the group’s president from 1962 to 1971. He died from Parkinson’s disease at age 82. Back to the hangar Excerpts from PRA: Retrieved from http://www.pra.org/default.aspx?p=PRAConventionInfo www.daytonultralights.com • 937-470-6168