understand the answer but there may be exceptions!

In Easter 1999, I drove from Kilcoy, Queensland to Narromine with my wife, asking myself that very same question. My training had been in a wire braced 503 Drifter which although bullet proof, was slow on cross-countries and cold. Also, I never could map read properly with all that wind in the pod. Like most people, I felt that I needed a two place enclosed Ultralight that was reasonably fast.

Narromine was cold and drizzly, but there were a lot of aircraft to look at. My wish list started with the Storch, Zennair CH7OI, but my finances had me looking at X-Air, and Wayne Fishers Drifter. So I walked the flight lines, asked all the questions I could, collected videos and brochures and everything before our trip back to Kilcoy.

Once home, the thought of owning an ultralight seemed just as far away until two things happened. The first was a long chat with my wife about the amount of money an aircraft would cost and just how often would she fly with me. The answers where no more than $20,000 and she didn't think flying was her cup of tea. At this time, I found among my brochures the details of the Sapphire Kit. Money wise it would fit my budget, and I knew that Richard Faint's Sapphire was getting up to 2000 odd flying hours and he seems to pop up at the fly-ins. I called Richard and asked him about the Sapphire, and of course he loves it. I then called Steve Dumesny of Sapphire Australia and asked him if there were any around that I could fly before I spent the money.

I didn't want a second-hand Aircraft if it was possible to get a new one. Steve didn't know of any I could fly, but said he would bring his up from Holbrook if I was serious about buying one.

Steve flew up from Holbrook on the 1st May to Kilcoy, and I had my first flight in a Sapphire on the 2nd May. I instantly fell in love with this piece of Sculptured fibreglass. The day I flew Steve's Aircraft was just like doing my first solo. Steve briefed me before take off. Do a Taxi run at high speed to get the feel of it, don't use the flaps, climb out at 45knots, ease power off as you transit climb to cruise and turn on to final 300ft AGL at twice the distance you would in a Drifter. All checks done, start the Rotax 447 climb in, and follow Steve's advise. The high speed taxi tells me that the rudder is powerful and light, so the Sapphire tracks straight down the strip even though we have about 5 knots cross wind, at 38-40 knots. She feels light on the mains, so I chop power and back track for my first take off. Line up on Runway centre line. Do checks once more, and then apply full power. The Sapphire accelerates rapidly, ease stick forward, the tails up, and at 40 knots we are airborne. Climbing at 45 knots, the nose high altitude is much more than the Drifter. Climb straight out to 1500 and ease the nose down, the ASI jumps from 45 to 90 knots, so I ease more power off until we have 85 knots at 5800RPM.

This bird is just great, light and responsive on the controls, good visibility, seems to fly with a nose down altitude, but is very comfy even with an open cockpit. The flight continued with turns, climbs, descents etc. Then on for the first landing, I thought I had set up just as Steve had told me, but the Sapphire just floated down the runway about 10-15 feet up, so put on the power and try again.

This time, I had the numbers right, and the Sapphire 3 pointed on to the strip 200 ft in from the boundary. Well you guessed it, Steve had his 50% deposit for the first Sapphire kit that day.

I ordered the kit with three options being, wheel spats, strut fairing and extra fuel tank instead of luggage locker. Steve delivered the kit on the 19th June, although he had sent me the Building Manual and material for many small parts that I had to fabricate. The building of the Sapphire is not difficult, you just follow the tasks set out in the manual (there are approximately 116 of them) and when you have signed everyone off, you have a completed aeroplane, the trick here is to look and work on one task at a time. Most factory built Sapphires are finished in white Gel Coat with painted tails and boom, but mine is painted all over with 2 pack. I finished building the Aircraft on the 24th August, and took it to the airfield for weight and balance checks and the L.A.M.E inspection. Weight and Balance checks were as per the manual, and after correcting a couple of things for the L.A.M.E., a permit to fly was given for an area 25km radius of the airstrip for 25 hours.

I flew the first test flight of my new aeroplane on the 4th September, and apart from needing 3 turns of up elevator trim nothing else was needed. After a few hours of flying, Don Mellow another Sapphire owner, check flighted mine, and passed it OK, although cold, as his has a full canopy. My 25 hour restriction was flown off by the 6th November, and I asked Don if he would like to go to Ararat on the 26th November, as the Sapphire owners were going to have a fly-in with the Grampian Soaring Club. He agreed, so we started the preparations.

THE TRIP

With aircraft loaded and full fuel, I departed Watts Bridge 24th November to overnight at Gatton Ag College, where Don keeps his Sapphire. A short flight of 30 minutes. The evening was spent checking charts, radio frequencies GPS coordinates and Don guiding and teaching me much more than I had already learned in my flight training to date.

At 0600 the next day, both aircraft were pre-flighted and fuelled with take-off at 0630 tracking to Moree over Inglewood. The flight took I hr 55 mins at 4500! Fuel up and off to Narromine via Gulargambone. Total time 2 hrs 5 mm, more fuel on board, then Don had a problem with his fuel pump. But help was at hand, Barry Hanchard C.F.I lent Don a pump, and we were ready to go again.

Not quite, my engine decided it didn't want to start (I think Sophie Sapphire wanted to stay with all those beautiful Glass Gliders) so change plugs and try again, this time she starts, and off we go to Holbrook Ultralight Club, tracking over Forbes and Wagga Wagga. Flight time 2 hr 40 mm to be met by Steve (Sapphire Australia) Dumesny. Both Sapphires are fuelled, and hangared for the night while Steve lends us his car, so we travel to town, have a good meal at the local pub then back to the Chalets they have at the airfield which cost $10 per person, per night.

FRIDAY 26th

I was having problems with the recoil starting rope not retracting. The problem being a Nylon turning pulley wearing a flat in it. Steve had the same problems and had made new pulleys out of alloy, so we dropped out my engine and fitted the replacement. With the Aircraft pre-flighted, we took off for Ararat with a stop at Woodvale so Steve could fuel as he only has standard wing tanks. Steve was to meet us at Woodvale after fuelling at his property near Bendigo. Don and I watched Steve set up for landing at his property (It's a very short strip) and tracked on to Woodvale, landed total time 2hrs 22mins.

We waited an hour or so, but there was no sign of Steve. Don called him on the mobile to find that Steve had damaged a tyre, and was trying to organise a replacement and would try and join us later. Off we go again, tracking Woodvale to Ararat with the cloud base down at 3000 at Maryborough, so we track through the valley following the road to Ararat where the wind was blowing 2Okt. It made my landing interesting. Total time from Woodvale I hr I 6min. Total time chock to chock Queensland Ag College to Ararat, I 0.24 hrs. Don and I staked out the best beds, and went to the clubhouse for a long awaited beer. After which, the local club members arranged space for the Sapphires to be hangared. Steve made it in about 2hrs later. A car was made available to us, and we checked out the local Chinese Restaurant.

SATURDAY 27TH

SUNDAY 28th

Don and I decided to start back to Queensland, so once again the aircraft’s are fuelled, pre-flighted and at 1030, we leave Ararat for Deniliquin. Flight time 2hr I0 mins, re-fuelled, and off for Griffith. As we leave Deniliquin, I lose sight of Don against the cloud, but continue to track for Griffith. What a piece of country. You could land almost anywhere, as it's just flat and brown. Eventually, Griffith comes into view, all green with rice fields, small crops and citrus. Track over the town at 3500' for the airstrip which is just over the hill, and I'm in lift at 1000' with no power on. join down wind with engine at idle, and she still won't come down. I extend the downwind leg before turning base and finally taxi in and see an Ultralight (The Young One) in front of one of the hangers, so I stop and ask if they have seen Don. Chris says "No" so I call Don on the mobile and leave a message where I am. Ten minutes later, he arrives, so all is well. Total time I hr 33min. We have had enough flying for today, and ask Chris where we can pitch our tents. "No tents" says Chris, "you're staying at my place, and I hope you like pasta". Tie down the aircraft, and Chris treats us to showers and a great pasta meal, then takes us for a tour of Griffith before we fuel the aircraft after which, it's back with Chris to a comfortable bed. Meeting Chris was good luck as he has the only ultralight at Griffith, and is very proud of his town. Thanks Mate!.

MONDAY 29th

0630 Chris takes us to the airfield, where we find the sprinklers have washed both aircraft. My cockpit cover leaked, so I had a wet bum for the next 300 miles. Taxi out, and track for Narromine. Smooth air, with a head wind, and we're there in 2hrs 26mins. Barry Hanchards was there to fuel the aircraft and offer a cup of tea, and wash my spark plugs, as Sophie wouldn't start again, (I know she loves those Gliders). I hope I don't have starting problems Easter 2000. To all those flying in next year, we asked Barry for good weather. Narromine to Moree, tracking was over Gulargambone to miss the dreaded Piliga. Boy would that Piliga make a mess of you if tracked over it, and had problems. The thermals are starting but only softly, and we surf along at 3500' land at Moree 2hrs 36mins later.

So what do I think about the Sapphire The trip was 1738 Nautical miles for flight time of 23hrs 30 mins, with a average ground speed of 74.6 knots and max speed of 114 knots. My aircraft cost $19,500, and has proven it has the ability to travel crosscountry quickly, cheaply and safely, and approximately $17,000 cheaper than equivalent performing 2-seater. The Sapphire Aircraft have a proven flight record refer Richard Feint 2000 flight hours, very low maintenance due to economical engine replacement and it definitely not for sale.

TRIAL FLYING THE SAPPHIRE

Saturday 5^th February. Holbrook dawn . Pink & grey gallahs screech overhead in swirling masses, the last wisps of cool night air linger and blanket the stubble with beautiful stillness.

Yes! Time to go flying. How did I get here?

Tuesday 1^st February. On the "Red Eye " to Sydney. A last minute, unscheduled business trip from Perth to Sydney opens the opportunity to call Steve Dumesny of Sapphire Aircraft. Being in the market for an aeroplane and undecided as to which one, its a pre-requisite to "fly before I buy." Albury is the closest serviced airport , quick instructions to the travel agent add in a Sydney Albury return sector leaving Sydney on Friday evening.

Friday 4^th February 2045. Gosh! Which ones Steve I wonder? Obviously the guy with the Sapphire polo shirt unless there are some serious sartorial problems in Albury! Off to Holbrook 80 KMs North West of Albury on the Hume Highway.

That night Steve goes over the Sapphire with me. This is how we pre-check, don’t forget to check the spark plugs, Rotax 447 start up instructions, finger and thumb on the stick, take off routine, climb speed, best glide, approach speed, flap operation, its way past 23.30 and we are still at it. I hope I remember all this! Can I fly this aeroplane? Sleeker than the Drifter I learnt on and similar in performance to the Jabiru I converted to, I’m understandably nervous. This is someone else’s aeroplane and I’m a low [ 40 ] hours pilot.

Saturday 5^th February. Dawn + 45. The Sapphire looks great rolled out next to the hanger. Last minute checks start up and I’m taxiing for runway 04.

I remind myself, stick back until 20 Knots, smoothly apply full power and stick forward,. This first run is just to see how the take off run differs from the Drifter, seems nice and smooth, not much rudder correction needed and very quiet. Up comes the tail and effortlessly I’m airborne. Immediately I cut the power and drift the 6 feet gently back to the strip. This seems OK! Make the call, backtrack and this is it.

Effortlessly the little Sapphire lifts off, 50 knots is best climb speed . I’m 72 Kilo’s and Steve’s 93 so up I go. We spoke about the C of G difference and decide that there’s no need for weights. 1400 feet , power and attitude together Steve mentioned, the Sapphire is slippery enough to just keep going up if the power isn’t worked with the attitude. So far so good. Lets try a left hand turn, nice and gentle, about 25 degrees and round it comes. OK. Clear to the right above and left and down wind, never my favourite turn, its not a problem as its still dead calm. Watch that left rudder Max, bad habit of mine when I’m tense or tired. Evens out OK as I take the feet off. Still at 1400, holding steady at 4600 RPM and varying the speed between 60 and 70 knots. Stay wide Max, just like the Jabiru, Steve said. Give the call and run the FETCH, all seems ok, and round we go onto base. Very tight, I don’t do my usual overshoot and I’m bang on centre line. Looking at the start, middle and end of the strip and through to the horizon. Aim point end of strip. Steve mentioned he aims short but I cant imagine that, its not that fast is it? Holding 60 knots and that’s good, Hmmmm? Going to overshoot at this descent rate, power RIGHT off, that’s better, down we go, still holding 60 knots over the fence aim point on track at the end of the strip, just past the faded keys. Looking up, looking up, end of strip, end of strip, flare out, a little nudge on the throttle, that’s level, jockey it down, jockey it down, yes, stick back, stick back all the way back Max, YES! My first Sapphire 3 pointer.

Not too bad without flaps, looks like about 200 metres, oh well, turn around make the call and back track. Three more circuits later, according to the biro streaks on the back of my hand and I’ve had enough. Four take off’s and landings all seem to go pretty well.

0900 and we decide that’s enough for now as a first effort. Up springs a 15-20 knot wind and the thermals send heat roils with ever decreasing spirals of chaff and grass into the sky. No more flying for a while now.

Through the day I’m made very welcome by the Holbrook Ultralight Flying Club members, see lots of aeroplanes, do a FOD walk down the runway, and savour the excellent facilities at Holbrook Ultralight Flying Club, I’m a little envious when I compare it to the two open fronted hangers at Narrogin in W.A.

The evening comes, the extreme conditions of the day begin to calm down and the wind sock’s only gusting horizontal occasionally as the days hot and windy conditions die down. We do decide to put in some ballast to make up the difference between Steve & I so 10 kilo’s of lead weights go forward of the seat and under my thighs on the floor. This time I decide to do a little more to take it up to 2000 and over fly at 2000 taking it then up to 3000 and doing the same. I line up on 22 and see theres a Thruster coming out to join me, thats good I think, at least I’m not alone out here.

Good take off again, this aircraft is so smooth off the strip. Everything’s great until I get to 1700 feet and wham! left wing down , right wing up , left wing up , right wing down , I dont like this at all, I’m getting out of here, drop the nose to level, and take off around half the power, NOTHING HAPPENS, I’m still going up like the express lift at MYER, that’s odd, this has never happened to me before. OK Max, don’t worry, take it back to idle. I still pass ladies underwear, children’s toys and homewares in a flash as the Sapphire streaks up, then I figure it, I must be in a thermal and I’ve almost become a glider. OK I can fix this I’ll just keep the nose down a little. I touch 80 knots & then start to level out, and thank goodness I’m actually descending. Must have flown out of it. [ The Sapphire VNE is 98 knots, so 80 knots is no problem, I’ve just never flown 80 Knots before in an open cockpit aircraft. ] Gentle power back on as I drop back to 1600 then 1500 feet.

I’m not sure if I used correct procedure to get through this unexpected encounter, what I do know is that the Sapphire responded really well to my inputs and together we came out fine.

As I turn downwind my left foot has a mind off its own and the slip ball shows it! Settle down Max, breathe and take the feet off. That’s better. I look again and I’ve just nudged 85 knots so gently pull the nose up to slow things down. By now I’m beginning to feel a little disconcerted so decide its time to go home.

Approach is good, flair is ok, power on, bounce, bounce bounce, this is not good, I’m up on one main wheel, right wing tip is getting near the ground and the aircraft is tracking hard to the right. Left aileron, A quick snatch on the brake and down comes the left main wheel. Straighten with rudder, ailerons neutral. Phew.

I’ve got no excuse, I stuffed it up. Not a good landing. Stick back. I forgot to pull the stick back! Such a basic thing and I forgot! Inexperience, overly tense in a new aeroplane and bad judgement make poor company. I think I’ve learned something. Everyone is very nice about it, just my ego is bruised. Nothing whatsoever to the Sapphire, no strain or damage, everything sweet.

Sunday 6^th February. Dawn again. This time I can do it better. We also decide to take out half the ballast weight. I line up on 22 and off I go. Its a great take off and as I do the checks and swing round to cross wind then down wind I remember to avoid over flying the homesteads to comply with the 0830 curfew. Out to the training area, power on, up to 2000, left turns and right turns, this feels OK. Up to 2500, down again and join the circuit after flying down the dead side. I’m not feeling so good about the first approach so put on the power, stick back and I’m out of there, no problem. The last circuit is just as pretty as a picture with the rudder problems being sorted out, I realised I was holding too much left aileron and then compensating with rudder. The landing is ok just a single bounce and I’m down.

So what did I think of the Sapphire? All up I flew it 1.3 hours. Not much, however I’m really conscious of the fact that its someone else’s aeroplane. Very fly-able even by a low time pilot like me! It may take a little longer to fly well , however that’s got to be just a matter of time. 10-20 hours would make all the difference to become really comfortable but what aeroplane doesn’t fit that description?

I found the aircraft to be very forgiving based on the mistakes I made and the fact that I encountered a strong thermal on take off which is a situation I’ve not faced before. There was nothing that became un-manageable. Controls are direct and responsive. The noise level is acceptable and there’s heaps of wind protection behind the high lexcen windshield. Visibility is better than excellent without the concept of falling out!

The cockpit is roomy with a couple of convenient side pockets and holders for EPIRB, spare glasses, maps etc. Behind the seat is a storage area for light, soft items such as tent, sleeping bag and self inflating mattress. For my application the flaps could be more effective because I’m looking for as much short field performance on my property as possible. Steve Dumesny is currently putting the finishing touches on just such an enhancement. Before flying it, I was sceptical about the performance of the Rotax 447. Well, I was wrong. The performance achieved from just 46HP is stunning, the 447 seems pretty reliable these days so why not? Cheap to run and cheap to replace. The 503 would be good too with the dual ignition.

If you want to give the Sapphire a go I can recommend Holbrook Ultralight Flying Clubs excellent overnight facilities, nothing like a hot shower and clean sheets after a hard day and their $5.00 barbecue lunch and fruit salad/ice cream desert has to be seen [ and tasted ] to be believed!

My thanks to Steve Dumesny, Kate & John Ferguson and all the members at Holbrook for their wonderful hospitality and camaraderie. Good flying.

Max Ross

Pumphreys Bridge