Some Dragonfly pilots working at the Ranch have more than 10,000 hours logged in Dragonflys alone. All that is achieved in an intense, full-power flight towing a hang gliding on a 200 or so foot line to 2,500 feet then releasing the glider, abruptly powering back to idle thrust, and diving madly for the ground to snatch another waiting pilot into the air. A round-trip takes literally minutes so think about how many takeoffs and landings were involved for a pilot to log 10,000 hours doing so.
During some competition events, I have seen 11 Dragonflys doing this drill. It is nearly mind-blowing to watch a collection of these awkward-looking aerial tractors whizzing this way and that in an utterly chaotic-looking yet amazingly well-choreographed ballet of tow planes and glider pilots. You literally have to see it to belief it. My words to describe it pale in comparison.
Every U.S. state is different when it comes to aerial application, said Ed. "Here in California, a land owner is allowed to spray their own property from the air with a standard Applicators Permit. Dragonfly Rancher is a bonafide piece of farm and ranch equipment."
"Vne on Dragonfly was 66 mph (upped from those earlier models) and Rancher goes further, to 88 mph Vne." The newly beefed-up Dragonfly can carry enough payload to do micro spraying, which — if you don't know as I did not — is a legitimate method of application in some situations.
"We increased the gross weight to 1,200 pounds because we will be putting it on floats, also," said Ed. "Bobby re-schemed the wings, which only gained 2.2 pounds each to get to that higher gross weight." The all-up weight went from 992 pounds (450 kg) earlier.
I asked Ed to explain what they did to bump gross and Vne speed. "We reduced rudder pressure, added electric flaperons, reinforced the main gear, and improved longitudinal stability of the Dragonfly," he clarified. A nose cone and windscreen reduces fatigue for a working pilot. Yet Dragonfly remains "fun to fly," he asured. "It actually performs better with flaps up in aerobatics — spins and loops — and still does a controllable spin."
"With floats it can be used for Introductory Flights as a SLSA," added Ed. Training pilots for towing required a second seat, though it is commonly, and easily, removed along with the aft joystick and pedals.
Interested in micro spraying? "My website has tax calculator link to see federal tax benefits," reported Ed. (calculator is another website) Also some videos.
Get more info on this hard-working aircraft on 
You may not know this Dragonfly airplane but I do. Very well. Since before it was called Dragonfly, I followed the development of this unusual aircraft by Bobby Bailey. You probably don’t know him either but he’s one of the most inventive light aircraft designers. A man of very few words, he prefers to create than to talk about it. Dragonfly is an important icon in the hang gliding community. This aircraft was purpose-built to tow hang gliders aloft. At a place near Sun ‘n Fun called Wallaby Ranch, this happens nearly every day of the year. Proprietor Malcolm Jones founded “the Ranch” in 1992. He has a fleet of Dragonflys that he uses to tow up experts, students learning to fly, or almost anyone wanting to get an introduction to hang gliding. Dragonfly has been fantastically productive, towing so many thousands of flights that I doubt they could be accurately counted.
Many pilots are aware of aircraft referred to as flying boats. Among ultralight aircraft, the Aventura, SeaRey and Buccaneer stand out as good examples as do trikes like Polaris' Flying Inflatable Boat. The flying boat reference describes those aircraft built around a boat hull with substantially different structure than airplanes equipped with two floats.
That clear definition is blurred by the introduction of a novel new ultralight from the inventive mind of Bobbie Bailey. His new Connie amphibian is neither flying boat nor a float-equipped ultralight. My BRS associate, Gregg Ellsworth, tagged it a "flying float." Works for me.
Canada's Lotus Float company offers a single float setup that functions much the same way but is an add-on to a wheeled ultralight. This may make a perfectly fine floatplane, but you have to do the fitting yourself, and it simply won't be as elegant as Bailey's Connie amphib.
The flying float can be a True 103 ultralight under the defining Advisory Circular 103-7, which helps FAA field personnel determine if a given aircraft fits the ultralight reg. AC 103-7 isn't itself law but it works the same by clarifying what is and what isn't a Part 103 ultralight vehicle.
Under 103-7, ultralight designers may add 30 pounds for each of two floats or 30 pounds if the ultralight uses a boat hull. An additional 10 pounds are permitted for each tip sponson, so the Connie may weigh 254 pounds (base empty weight) plus 30 for the hull plus 20 for twin sponsons for a grand total of 304 pounds.
The Advisory Circular also allows 24 pounds for an emergency parachute, so Bailey's flying float can tip the scales as much as 328 pounds and remain within the guidelines of FAR 103. The Connie amphibian has been BRS-equipped, but it was removed for some other work before I showed up, camera in hand.
Presently in prototype form, Connie could come in under the weight limit, which means an owner can gain all the benefits of Part 103 including buying a ready-to-fly ultralight that needs no license and no medical to operate legally. In a time when many still believe (wrongly) that you can hardly find a True 103 ultralight, this should sound delightful.
With business backing from his Australian partner, longtime hang glider producer Bill Moyes, Bailey confirmed plans to put the new Connie into production following an enthusiastic response at this year's Sun 'n Fun fly-in. "People loved it!" says Moyes, a 30-year veteran of the recreational aircraft business.
Connie is a true amphibian with wheels that retract. True to Bailey's minimalist reputation, the gear is raised with a simple lever that lifts the main gear aft out of the water spray and pulls the tailwheel up inside the float body. The handle is then secured under a hook; one is mounted on each side.
Photos with this story don't show the sponsons that Bailey placed way out toward the wingtip of the flying float. They use a lone strut for support, but Bailey assures, "It's a nylon rod with more than enough strength to do the job." The result is a cleaner look than a series of tubes commonly used by ultralight flying boat designers.
Most important among the efforts needed to bring the Connie to market are water exercises. "I've floated the amphibian," says Bailey, "but I haven't done takeoffs or landings yet." He confirmed that these trials were scheduled for early May 2001. My examination of the ultralight came in mid-April after Sun 'n Fun was over.
Only a few refinements are pending for the flying float. One change will scrap the currently retractable tailwheel for a fixed one that may incorporate a water rudder to aid water taxiing.
The production version will feature a molded-in seat that can get wet, and Bailey will extend the float by about 18 inches for better support in water operations.
Connie isn't ready yet, but Bailey has a long history of making dreams come true. He once worked with Advanced Aviation and was instrumental in the development of the highly successful Buccaneer flying boat ultralight. Later Bailey developed an ultralight tug called the Dragonfly, which has virtually transformed modern hang gliding. In his spare time, he created the Tempest ultralight sailplane.
Bailey plans to offer the Connie with two interchangeable wings. One, as shown in photos, is a cruising wing with more speed. A larger wing will use the Hershey bar shape and will optimize flights around the lake with lower cruise and stall speeds.
I declined a flight until Connie is more refined. There's no point to writing about changes that are sure to come in the final version. But once it's ready, I'll be on it faster than you can say "amphibian."
FOR MORE INFORMATION, contact Moyes Microlights, 200 Hillcrest Dr., Auburn, CA 95603; call 530/888-8622; fax 530-888-8708; e-mail flyamoyes@aol.com. (