Australian PILOT Magazine Apr-May 2017 by AOPA Australia

AUSTRALIAN April - May 2017 Vol 70 No 2 Price $7.75 incl GST

Happy 70th BEECH BONANZA We fly the

Bristell

PAC Expedition 350:

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» FIRST AUSSIES FLY THE CIRRUS JET » AOPA’S AVALON SUCCESS AIRCRAFT OWNERS AND PILOTS ASSOCIATION OF AUSTRALIA AUSTRALIAN WARBIRDS ASSOCIATION • HELICOPTER FRATERNITY

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Aircraft Owners and Pilots Association of Australia MISSION STATEMENT AOPA stands for its members’ right to fly without unnecessary restrictions and costs. PRESIDENT Marc De Stoop mds@aopa.com.au IMMEDIATE PAST PRESIDENT Phillip Reiss 0418 255 099 phillip.reiss@aopa.com.au VICE PRESIDENT & SECRETARY Spencer Ferrier 0437 747 747 ferlaw@ozemail.com.au VICE PRESIDENT & TREASURER Dr Tony Van Der Spek tony.vanderspek@aopa.com.au DIRECTORS Allan Bligh 0408 268 689 allan.bligh@aopa.com.au Peter Holstein 0418 425 512 peter.holstein@aopa.com.au Robert Liddell robert.liddell@aopa.com.au Neill Rear neill.rear@aopa.com.au Ben Morgan ben.morgan@aopa.com.au Bas Scheffers bas.scheffers@aopa.com.au Mark Smith mark.smith@aopa.com.au Peter John peter.john@aopa.com.au AOPA Youth Ambassador Michelle O’Hare youth@aopa.com.au MAGAZINE EDITOR Mark Smith editor@aopa.com.au ART DIRECTOR Melinda Vassallo 0413 833 161 melinda@aopa.com.au Advertising 02 9791 9099 advertising@aopa.com.au AOPA OFFICE Phone: +61 (0) 2 9791 9099 Fax: +61 (0) 2 9791 9355 Email: mail@aopa.com.au Executive Director Ben Morgan 0415 577 724 Membership 02 9791 9099 mail@aopa.com.au Accounts 02 9791 9099 accounts@aopa.com.au Address Hangar 600 Prentice Street Bankstown Airport NSW 2200 All mail: PO Box 26 Georges Hall NSW 2198 www.aopa.com.au ©AOPA Australia 2017. This work is copyright. Apart from any use permitted under the Copyright Act 1968, no part may be reproduced by any process without permission from AOPA. Printed by Graphic Impressions. AOPA by resolution of the Board has adopted database management practice that will allow selected and qualified aviation commercial interests access to the membership database for aviation promotional use that the Board deems acceptable as being informative to its members. The Privacy Act requires that members have the right to opt out of this marketing. Please advise the AOPA office if this is your desire.

Reporting Point Avalon is over for another two years and I know the organisers are very happy with the turnout on the public days. A combination of perfect weather and a new jet to watch conspired to create massive crowds and traffic chaos. What wasn’t on show in any large numbers were flight training schools. The main exhibition halls had a few airline pilot factories eager to entice new students into the world of commercial flying, but I couldn’t see much in the way of smaller operations. Is it the high cost of exhibiting, or that such schools simply don’t exist anymore? An idea that AOPA President Marc De Stoop came up with, which is also mentioned in our Avalon coverage, is for a dedicated Learn to Fly pavilion in the general aviation and sport flying area. For a much lower cost, schools could exhibit and promote aviation training to a marketplace other than people wishing to fly for a living. I believe there is a huge market in people whose kids are off their hands and have the spare money to finally learn to fly. Or those who did a restricted licence in 1978, then flew for 80 hours before the pressures of life consigned their log book to a dusty shelf, with the now grounded pilot over the years occasionally looking at its spine while wistfully remembering what it was like to be free. These people are out there. A newspaper story about the problems at Archerfield has highlighted the challenges flying training operations have on large secondary airports that were privatised in the early 1990s. Costs have spiralled completely out of control. I learned to fly in 1983 at Barwon Heads airfield outside Geelong. It had a pair of runways, with a single instructor, where students and qualified pilots could fly one of two 172s or a 150. CFI Barbara Begg had about 20 to 25 students at any one time. Ten miles to the west was Geelong Airport that also had a flying school and about 30 students at any time. While doing navigation training, flying into Essendon or Moorabbin was free and both airports had multiple training schools. Today Geelong has no flying training school, beyond the RAA operation at Lethbridge. The nearest location is Bacchus Marsh. Landing at Melbourne’s two secondary airports costs a fortune and the number of flying schools at both are dwindling. So my question is, where would the 40 to 50 students who were learning when I was, go today if they lived in Geelong? How many would bother with the drive to Bacchus Marsh? Apart from airline pilot candidates who are using HECS to pay for their instruction, who is going to add thousands to their training in landing fees by learning to fly at Moorabbin, Bankstown, or Archerfield? In this issue I have a story about Lilydale airfield. Its flying school is doing well because, apart from being a beautiful place to fly, it is outside controlled airspace and has no landing fees. A student straps in, taxis out and is airborne. The problem is this sort of school is becoming rarer as a combination of the land grab of developers and a growing population sees airfields eaten up and spat out as housing developments. Geelong Airport was lost that way. What’s the answer? For a start, unshackling the bonds of paperwork would help reduce the cost burden on GA flying schools. Allowing qualified GA flying instructors to simply hang out their shingle and teach people to fly would also go a long way to getting instructors back into country aero clubs. Another good move would be to wrest control of the airside and associated aviation infrastructure like offices and hangars on government-built secondary airfields from the developers and give it back to aviation. It can be done, and would reduce costs enormously while giving operators some certainty again about their future tenure. A lot was done badly in the years since I learned to fly. It’s time the political masters listened to an industry that is on its knees, held out its hand and helped it back up. Clear prop. Mark Smith, Editor www.aopa.com.au I AUSTRALIAN PILOT

Contents » AOPA At Work

Calendar of Events

Bob Grimstead............................................. 52

President’s Report.........................................6

Events................................................................8

Stinson Style................................................ 56 Ferry Fun........................................................60

AOPA-Avalon Seminar............................... 12 AOPA at Avalon............................................ 14

Letters

Welcome Members..................................... 19

Letters to the Editor................................... 22

Badgery’s Creek.......................................... 20

Cover Feature The Beechcraft Bonanza ......................... 42

News Book Review: The Crash of MH370........10

Columns

Scholarships Available............................... 16

Five Reasons to Fly.................................... 34 Legal Eagle – Spencer Ferrier.................40

Features Avalon Airshow........................................... 24

Aircraft Review

Cirrus Jet....................................................... 32

The Expedition 350.................................... 47

Lilydale Airfield............................................. 36

The Bristell LSA........................................... 28

The Beechcraft Bonanza

The Expedition 350 4

AUSTRALIAN PILOT I www.aopa.com.au

AUSTRALIAN April - May 2017 Vol 70 No 2 Price $7.75 incl GST

Happy 70th BEECH BONANZA We fly the

Bristell

COVER: 1967 V35 Bonanza. Photo: Mark Smith

Warbirds

PAC Expedition 350:

Space and comfort IN!

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W nw n Oz Rucriptio subs

» FIRST AUSSIES FLY THE CIRRUS JET » AOPA’S AVALON SUCCESS AIRCRAFT OWNERS AND PILOTS ASSOCIATION OF AUSTRALIA AUSTRALIAN WARBIRDS ASSOCIATION • HELICOPTER FRATERNITY

P40 Kittyhawk............................................. 63 RAAF Trainer Formation Team............... 68

AOPA AGM AGM Notice of Meeting..............................72

Membership Marketplace Classifieds......................................................77

AOPA Membership Form Join AOPA for Great Benefits.................. 81

Short Final Looking Back to Look Forward.............. 82

Stinson Style

P40 Kittyhawk www.aopa.com.au I AUSTRALIAN PILOT

AOPA AT WORK

President’s Report

Avalon 2017: A Resounding Success For AOPA AOPA had a great week at the Australian International Airshow at Avalon. Highlights to report to the membership were: 1. AOPA Pacific Forum Dialogue Conference. AOPA director Phillip Reiss organised our Q & A Conference at Avalon with heads of the government aviation agencies, along with AOPA principals. Speakers were CASA acting CEO/DAS Shane Carmody, Airservices Australia chief executive Jason Harfield, ATSB chief commissioner Greg Hood, AOPA New Zealand president Ian Andrews and AOPA Australia executive director Ben Morgan. Unfortunately Phillip had not recovered sufficiently from back surgery to moderate the conference and it took a lot to keep him away and ensure he complied with doctors’ orders to rest, Phillip, the AOPA membership and I thank you for all your effort and energy in putting the conference together. In Phillip’s absence, AOPA vice president Spencer Ferrier admirably handled the moderator’s duties ensuring the conference was conducted professionally and courteously. I want to publicly thank Airshows Downunder for providing the conference room facilities to AOPA free of charge, and thank the speakers for taking the time to address AOPA members on the multitude of very important issues facing GA. Two things stood out for me from the conference proceedings. They were: a) Ian Andrews’ knowledge, reasoning and solutions for Class 2 Avmed reforms. Ian leads the international AOPA push for unified Class 2 or PPL medical reform in a worldwide, harmonised way pushing ICAO engagement. Let’s do this reform internationally. As someone once said; do it once and do it right. Ian is reporting a receptive ear at ICAO. b) Executive director Ben Morgan’s strong advocacy. Ben, on behalf of a member, raised the issue of a very long-standing and unresolved litigation case between the member and CASA with Shane Carmody. I’m pleased to report that within a week of the conference CASA lawyers approached the member’s lawyers for a settlement. This demonstrates that CASA and AOPA can work effectively together. We do however still have a problem convincing CASA that there is a massive amount of work to do on regulatory reform to revitalise general aviation. You can’t fix a problem if all the stakeholders don’t accept there is a problem in the first place. It’s my view that is where general aviation is at. The government, department and the agencies have not publicly acknowledged,

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in any meaningful way, the extent the problem. I do sense, however, that Ben Morgan’s high profile media campaign message is starting to hit home. The minister has commissioned a study to try and get independent advice on the state or health of general aviation. It sounds like Yes Minister stuff but let’s give him the benefit of the doubt for now that his intentions are well-founded and he wants to help. The minister has also personally intervened to chair the Aviation Industry Round Table rather than it being charged by a department representative. This will give industry representatives direct access to the minister, which is a very welcome move that has to help long term. Those of us who work day-to-day in the industry know Stevie Wonder walking around YSBK could see the massive decline in GA activity over the past 20-30 years. Aircraft movements have dropped from 550,000 to 170,000 and airfield employees from 8000 to 2000. It beggars belief that we still have to convince all in Canberra of the problems. 2. Aviation Industry Round Table Minister Darren Chester invited me to a closed-door round table conference at Avalon, along with the heads of the Department of Infrastructure and Regional Development, CASA, ASA and ATSB and other peak general aviation industry bodies. It is clear the minister wants to be personally involved in discussions with the GA industry rather than simply receiving a report from the department and agencies. This can only be a positive move. There are no results to report yet but it is definitely a move in the right direction. At the round-table conference I requested a meeting with him to discuss our Project Eureka policy reform agenda. AOPA will continue to push a very high profile public and media campaign to propagate reform. I’m happy to sit at any table with any level of government, including the Senate crossbench to develop regulatory reform. Without dialogue and engagement there is no hope for solutions. Some may say we are wasting our time but I say nothing ventured nothing gained. 3. Avalon AOPA Village I want to publicly thank Ben Morgan, the AOPA executive team and all the AOPA volunteers who manned the village for six days during the show. It was the most professional AOPA event I have ever seen. AOPA directors Mark Smith, Bas Scheffers, Dr Tony van de Spek, Allan Bligh and Spencer Ferrier

AOPA AT WORK

Marc De Stoop AOPA President mds@aopa.com.au

were also there to provide information to the many members who enjoyed our area. The media interview room, branding, sales apparel, food, flight simulators, OzRunway and Rusty Pilots seminars were well-received by members. It was a well-planned and executed event. Every member I met congratulated us on the village. Even though we were left off the official program and not in a great position we still managed a magnificent turnout, particularly on the Friday, Saturday and Sunday public days. This convinced me we need to continue to be at Avalon. I want to thank Schofields Flying College for sending two aircraft and instructors to the show to help us. On other matters: a) Ben Morgan and I met with Archerfield Airport general manager Heather Matters. She has reached out to AOPA to start a cooperative dialogue about how the GA industry and the airport can better support one another. We will report back if we can secure a better deal at Archerfield for AOPA members. b) Membership numbers have significantly increased over the last month. Have a look at the very large list in this edition of AP. It’s the largest number of new members since I’ve been associated with AOPA. c) Virginia Thornburg recently joined the AOPA team to focus on membership renewal, an area of previous weakness for the organisation. I’m pleased to report Virginia has had immediate success in signing up 480 renewals in her first month at the helm. Well done Virginia!

A big thank you to our dedicated AOPA volunteers at Avalon. Virginia Thornberg George Thornberg David Lake Grant Halinan Greg Nugent Rob Cummings

d) During Avalon Airshow week we signed up 81 new members. Outstanding result.

Laura Wallace

e) Ben Morgan is in the final negotiations for a membership partnership cooperation deal with Schofields Flying Club that will see its entire membership of 460 join AOPA. This is a very exciting development and vindication of the work the AOPA Board has been carrying out to turn the association’s membership numbers around.

Steve Vischer

We want to deliver this sort of outcome around the country. And don’t forget to look out for the new AOPA website, which will be online by the time this edition of Australian Pilot is on the stands. Safe flying!

Peter Morgan David Hales Sharon Sebastian Phil Buckley Norma and Frank O’Hare Michelle O’Hare Richard Talbot Rob Lawrie

Marc De Stoop President www.aopa.com.au I AUSTRALIAN PILOT

EVENTS

Events 2017 NEW SOUTH WALES

Sat-Sun

Back to Holbrook Fly-in

Holbrook Ultralight Club invites ultralight and recreational aircraft owners and pilots to Holbrook Airfield for its annual Easter fly-in. Underwing camping and transport to and from the Holbrook township for accommodation and fuel will be available.Details: www.holbrookultralightclub.asn.au

15-16 APR

Fri-Mon

5-8

Broken Hill. Cessna 200 Series Association

Broken Hill, the Silver City, is the venue for the next Cessna 200 Series Association fly-in. Join members and friends for a weekend of interest and fun. Apart from seeing the sights there will be a technical talk, and plenty of food and drinks on the agenda. Register at www.c200series.com.au Ph: 0418 853 635

MAY

Wings over Illawarra Sat-Sun

The best annual airshow in NSW, situated right on Sydney’s doorstep. See jaw-dropping aerobatics, relive the past with spectacular displays of classic warbirds and amazing vintage aircraft of yesteryear. Details: www.wingsoverillawarra.com.au

6-7

MAY

Rylstone BBQ Fly-in Rylstone BBQ fly-ins are not to be missed. With enough space for more than 200 aircraft to fly in, Rylstone airfield is just minutes from the charming township of Rylstone. The town has a range of comfortable and reasonably priced accommodation in town as well as two pubs, cafes, restaurants and facilities that promise to make this a memorable and successful event. Details: www.rylstoneaerodrome.com.au

Saturday

20th MAY

WESTERN AUSTRALIA Northern Gully The biennial Valley View Air Display Saturday

is on at Valley View Farm, 23km east of Geraldton Airport via Mullewa Road. Visitors will enjoy a great day out watching fly pasts of civilian and military aircraft as well as numerous static displays. There will also be children’s activities and joy flights will be available in a classic Beech 18. Details www.valleyviewvintage.com.au

8th APR

VICTORIA Sunday

16th APR

Deniliquin Fly-in Deniliquin Aero Club will hold a fly-in where the theme will be planning an outback trip and the challenges of going to isolated aerodromes and using bush strips. Speakers will be Cmdr (ret) Keith Englesman, who has extensive operational and test flying experience in military and civilian aircraft, CASA aviation safety advisor Tim Penny, and RA-Aus national operations manager Jill Bailey. Outback specialist and air charter operator Nigel Wettenhall, CFI and principal of Wettenhall Air Services, will chair a discussion session. Dinner will follow with guest speaker Cmdr Englesman talking about his Navy and GA experience and his test pilot career. Details: www.deniliquinaeroclub.com

Saturday

6th MAY

AUSTRALIAN PILOT I www.aopa.com.au

Echuca Echuca Aero Club’s roast lunch day. Fly in or drive to enjoy a delicious two-meat roast and vegetables with all the trimmings and home made desserts. $20 per person, kids eat free. Details: www.eac.id.au

Kyneton Airshow Sunday

23rd APR

Kyneton Aero Club Airshow. See vintage aircraft, warbirds, RAAF Roulettes and more in the skies over Kyneton, north of Melbourne. www. kynetonaeroclub.org/wp/airshow

Kyneton Fly-in Australia’s Biggest Morning Tea. Join aviators Saturday from far and wide, as well as locals, at Kyneton Airfield to enjoy morning tea in the hangar and help raise money for a great cause as part of the Cancer Council’s Biggest Morning Tea fundraiser. Kyneton Aero Club will again host this annual event. Details: www.kynetonaeroclub.org/wp/events

13th MAY

EVENTS

QUEENSLAND Saturday

8th APR

SOUTH AUSTRALIA Angelfield Breakfast Fly-in Fly-in breakfast held every two months on the second Saturday. A hearty breakfast is served from 7.30am to 9.30am. $15 a head includes bottomless freshly brewed coffee. www.burnettflyers.org

Gatton Airpark.

Goolwa Sat-Sun

21-23 APR

Lancair Owner Builders Organisation. Fly-in to the private Goolwa airport for this year’s LOBO Oz Fly-in. If you’re looking for an air-park block, inspect the ones available for sale while you’re there. Details: www. ozlobo.wordpress.

The annual Gatton Mother’s Day Breakfast Fly-in is on again. Fly in for a hearty country breakfast, check out the amazing variety of aircraft, chat with friends and see the latest developments at the residential airpark. Breakfast starts from 7am so you can get home to visit your mum, or better still bring her along! Details: Ph: 0419 368 696. www.gattonairpark.com

Sunday

14th MAY

www.aopa.com.au I AUSTRALIAN PILOT

BOOK REVIEW

The Crash of MH370 By James Nixon. Review by Ray Vuillerman

By writing this book Nixon may well become the voice of professional airline pilots. The pro-pilot is far more interested in the disappearance being explained than implausible conspiracy theories. Finding the remains of the aeroplane, no matter how badly damaged, will likely allow recovery of the black boxes, where the answers probably lie. And if they do, it will enable the industry to come up with solutions to address the problem and add another layer of safety to an industry unprecedented for its assiduity regarding safety. The author is logical and very methodical in taking each aspect of the case such as the crew, the aircraft, the flight, the cargo, air traffic control, the search, and listing the facts not the conjecture. This equips the reader to form their own, well-informed opinions. Nixon is able to do this based on his own experiences as a captain on sophisticated airline aircraft, flying domestically in Australia and on long range international flights. He examines different possible scenarios and a couple of the conspiracy theories in fine detail, again allowing the

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reader to come to their own conclusions. He is convinced the wreckage lies under the Indian Ocean and that the possible location can be narrowed down. Three of the parts that have washed up have been definitely identified as coming from MH370; the others that are possibilities are still being studied. He is confident the search will be resumed in an area oceanographers consider likely, based on where debris has not washed up rather than where it has. No debris has been located on Australian shores. The difficult topography of the sea bed hampers the sea bottom search. Consider looking at a hilly landscape with steep, deep gullies and ravines - then imagine it under hundreds or even thousands of feet of ocean. Immediately after the disappearance, CNN went into a sort of lock down and devoted itself entirely to the matter. They hired in Les Abend, an experienced senior US airline captain, columnist and author, as their aviation consultant. With access to so much information Abend has written a column arguing there is no mystery as to where the aircraft ended up , thus agreeing strongly with Nixon.

The author, using his experience, logically discusses his own theory of a possible and sudden incapacitation of the pilots due to smoke, after which the aircraft flew on, either on autopilot, or without autoflight in stable flight due to its inherent stability. He considers the flight ended when the fuel ran out, a situation possibly leading to a severe loss of stable flight as the engines would not have flamed out at the same time as one had a history of higher fuel consumption than the other. When discussing the nonautopilot option and the likely flight path of MH370, he acknowledges the aircraft would have had to transit the Intertropic convergence zone, an area of turbulent cloud that a pilot would have negotiated smoothly using weather radar. A pilotless aircraft would not. He considers the aircraft’s stability may have allowed it to be disturbed but to regain stable level flight. A very interesting thought and one I would like to see tested. The author also highlights the delay of Air Traffic Control in beginning search and rescue procedures in accordance with international standards. By not doing so they lost the opportunity of alerting military radar, of which there are plenty in the area, to track the aircraft using primary radar that is not dependent on the aircraft responding. In considering the delay in starting SAR procedures and the dreadful uncertainty at the time, I am reminded of a passage written by Antoine St Exupery after the disappearance in the 1930s of his friend, pioneer French aviator Jean Mermoz, in the South Atlantic. “It would be ridiculous to worry over someone 10 minutes late in our day to day existence, but in the airmail (read airline) service 10 minutes can be pregnant with meaning. At the heart of this dead slice of time an unknown event is locked up. Insignificant it may be, a mishap, possibly. Whatever it is, the event has taken place. Fate has pronounced a decision from which there is no appeal.”. n

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AOPA AT WORK

AOPA’s Avalon ForumIndustry and Regulators Together The inaugural AOPA Pacific Forum Dialogue Conference proved a worthy addition to the Avalon Airshow. Michelle Smith reports. INDUSTRY leaders and AOPA members who attended the AOPA Pacific Forum Dialogue Conference at Avalon Airshow agreed on one thing – the need to work together to secure the future of general aviation in Australia. The different stakeholders in the industry did not always see eye-to-eye on the details of issues affecting general aviation and what is needed for a buoyant local aviation sector, but can look to the future for a hopefully common good. Present at the forum, which AOPA past president Phillip Reiss drew together, were CASA acting DAS Shane Carmody, Air Services Australia chief executive Jason Harfield, ATSB chief commissioner Greg Hood, AOPA NZ president Ian Andrews, AOPA Australia president Marc de Stoop, executive director Ben Morgan and AOPA Australia board members. Fog blanketed Avalon, preventing some people from attending so about 50 AOPA members and interested participants took their seats in conference room two for the Thursday morning event. CASA acting DAS Shane Carmody admitted he’s not a pilot but a career public servant who has administered public departments larger than CASA and understands what is required in such a department with a high level of stakeholder engagement – and feels more than capable to hold the position. “I will do what I can to make CASA a better organisation and better regulator. Not only does CASA need to be better regulator but the relationship with industry needs to be better. There are two sides to this puzzle, certainly from my point of view, and helping the organisation get better at what it does is a pretty important role for me,” he said. “There’s an awful lot in general aviation bucket which I think is quite a challenge.” Presuming his continued appointment as DAS, Mr Carmody said he hoped to gets regulations developed and delivered, deal with the medical review and internally work on CASA’s internal governance arrangements, culture and training. On medicals, he said he was very keen to see resolution to the issue of medical reform and urged everyone with an interest to make submissions to the review. In a Q&A session at the end of the forum, AOPA member Rod Waldon raised an issue that AOPA has heard many times before – CASA specialists over-ruling a pilot’s own medical specialist and recovery after a successful procedure. “I’ve had a number of these issues raised and hope that’s

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Shane Carmody

in medical review, that’s why I broadened the medical review beyond class 2, to review what our risk appetite is for pilot medicals. “(They) take a point of view that they are responsible for everyone flying, not just individuals, but the entire system and might take a more conservative view than they should. “I’m quite comfortable and willing to listen to things like that within the medical review. I have a view if a specialist says you are ok then I struggle why I might say it’s not ok. I think the medical review is a good chance to look at the whole spectrum to see if the balance is right.” AOPA treasurer Dr Tony van der Spek welcomed discussion around medical reform, questioning Mr Carmody about the role of DAMEs in decision making. Mr Carmody said he would like to strengthen the role of DAMEs and part of the decision to broaden the medical review was to examine all issues surrounding medical certification, not just a part of the regulations. He also pointed out that medicals are now processed within eight to 11 days, including complex medicals, as opposed to the weeks and months some pilots reported in previous years. The independent review of fatigue rules is about to start and findings will be implemented at the conclusion of the review. “I’m tired of delay. I don’t like delays in consultation, I like to get things done,” he admitted. Air Services Australia chief executive Jason Harfield said airspace management would be a key focus for his organisation in the coming years – particularly as the RAAF’s JSF jets come online and require more airspace for operations. “We need to focus on improving airspace management and growing its capacity,” he said.

AOPA AT WORK

Shane Carmody, Greg Hood, Jason Harfield “The military needs more airspace to operate the JSF and we need to manage airspace as one resource together and make sure it’s used in the most efficient way.” A recent $160,000 donation from Dick Smith for weather cameras will see the project soon come to fruition, with industry surveys seeking input on sites for installation. “For an organisation known not to deliver on promises and take forever and a day to deliver, we will have gone from suggestion to implementation in less than six months,” he said. Mr Harfield said the cameras would be installed and online by May. AOPA NZ chairman Ian Andrews has been working closely with former AOPA Australia presidents Phillip Reiss and Andrew Anderson on the satellite based augmentation system, winning support and some funding from both governments. “That’s what happens when we work together,” he said. At last year’s AOPA International conference in Chicago, Australia and New Zealand moved a resolution for AOPA International to work with ICAO to develop a PPL medical standard based on a class one motor vehicle driver’s licence. The resolution was passed and ICAO is keen for AOPA to come to them with a package of reforms. “Australia is doing their thing, NZ is doing our thing, the US has done their thing and so have the UK but we need to have something which is international and fits the ICAO profile. We’re not talking about lesser standards of medical but about reform of medical requirements.” AOPA Australia executive director Ben Morgan said members were returning to the organisation as a result of its strong advocacy and realignment of the AOPA brand more closely with international partners. He said a new website would deliver an “entire platform of membership services and allow us for the first time to intimately communicate and survey to find out what is going on with members and identify their priorities so we can develop that in to our national policy framework”. “Our industry needs to demonstrate to politicians that we do have solutions that can be implemented and made work,” he said. An example was the well-received AOPA-led Project Eureka industry policy document, and the class 2 medical petition calling for medical reform. “The challenge lies in front of us as an industry … and we will continue to have debates in which we challenge each

other’s thinking. The overall strategy is not personal attack but a push to change a system so we can actually enjoy aviation, return growth and prosperity.” “Every single pilot who flies invests money in to our GA economy. It’s what keeps GA moving. If we continue to take pilots out of the system we continue to see a decrease in flight hours then a decrease in aircraft owned, a decrease in aircraft maintained, and that cycle will continue. “We want to make GA as a whole, across the spectrum, as accessible and affordable as possible.” Mr Morgan criticised CASA’s pursuit of pilots through the legal system and CASA chief Shane Carmody’s view of “just culture” within the organisation he heads.

Rod Waldon. At question was an aircraft designer/builder whose aircraft came off the side of a runway in the build-up before test flying. The aircraft was damaged but no injuries reported. After a report to CASA he was allegedly prosecuted and the case escalated over what Mr Morgan described as a “minor issue, nothing more than a traffic misdemeanour”. When a ruling was made against CASA in the Administrative Appeals Tribunal and CASA appealed to the Federal Court, Mr Morgan said it seemed unjust. “Is it a culture that continues in the organisation? Is this something you give your commitment to stamp out, this failure to understand the value of process where you put someone through multiple legal pursuits of a decision CASA does not like.” Mr Carmody said although he did not know the full details of the case, the decision to appeal to a higher court was often taken out of the regulator’s hands. “I really don’t know the case so it’s quite hard to deal with. Not only in aviation, but other jurisdictions, if we see an AAT finding that is wrong in law we take it to the Federal or High Court. Sometimes if there’s a principle at stake or a precedent set or the AAT is wrong in law it will go to the Federal Court or High Court. “Sometimes there’s a principle at law and the law must be upheld. It’s not win at any cost. There are times in either jurisdiction where a matter of law is progressed, sometimes at the original organisation’s request or sometimes at request of the Attorney General’s department. “We work really hard to embed in our organisation the terms of how we deal justly with people and would like industry to deal justly with us occasionally as well”. n

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AOPA AT WORK

AOPA Members Marquee Makes its Mark

The debut of the AOPA Marquee at the 2017 Avalon Airshow was hugely successful with members taking advantage of the shelter and food available while enjoying the many exciting attractions on the airfield. AOPA CEO Ben Morgan and his team of volunteers were on hand throughout the airshow demonstrating why membership of AOPA is so important in the current environment GA finds itself in. Three computer-based flight simulators gave children and adults a taste of what it’s like to pilot an aircraft, while the AOPA bar provided refreshments during a long and loud day of aircraft watching. AOPA youth ambassador Michelle O’Hare was kept busy talking to children and young adults about the joy of aviation. Her enthusiasm was infectious as she ‘instructed’ on the simulators with her parents Norma and Frank. Another new initiative was the AOPA Live studio where aviation industry figures and notable pilots were interviewed, with the videos uploaded to AOPA’s You Tube channel. The Oz Runways instructional seminars proved popular with members learning one-on-one from Oz Runways directors about how to best use their electronic flight bag. With the growing popularity of EFBs it’s vital pilots know how to operate them efficiently for safe flight. AOPA directors were on site throughout the six days of the show and spent many hours listening to member’s concerns about the aviation industry. High on the list was medical reform, and it was gratifying to hear the support the board is receiving in its fight to change certification standards to allow more pilots to fly again. Marty Gazzola is one member with first-hand experience battling Avmed for his class 2. “I fly about 30 hours a year under day VFR in my own

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aeroplane and I’m put through the wringer. It’s why so many people are getting out of flying but not of their choice. It’s also why aircraft values are dropping. I found my last medical very hard despite the fact I’m fit and healthy,” he said. Doreen Newman is another member who is committed to aviation and seeing true medical reform. “I fly and I own an aircraft. I’m also a member of the SAAA and the Antique Aeroplane Association. I fly an RV-6A and I feel AOPA is a very valuable voice in the aviation community. “True medical reform will totally change the industry. People get sent for multiple tests costing thousands, which their treating specialists say are unnecessary. Many pilots are just walking away.” Member Ron Koenig expressed his concern over developing issues with Sydney airspace. “I have a part ownership in a Cherokee at Camden and I’m very concerned about just what is going to happen with the airspace around there when Badgerys Creek is built. I’m worried the airport may go the way of poor old Hoxton park and be sold for development,” he said. “I see the importance of AOPA in providing a voice for general aviation among all the noise in politics. I’m sure they can play a very significant part in putting our case in front of politicians, who generally have very little knowledge about aviation.” AOPA plans to have similar areas at major airshows in the future to provide members with yet another benefit of their membership. n Mark Smith

2017

AUSTRALIA

EVENT SCHEDULE

TOUR

ALL EVENTS 10 AMâ&#x20AC;&#x201C;2 PM

DATE

ESTABLISHMENT

AIRPORT NAME

ICOA CODE

STATE/COUNTRY

2 Apr

Flight One

Archerfield Airport

YBAF

QLD

22 Apr

Sigma Aerospace

Tamworth Airport

YSTW

NSW

23 Apr

Armidale Aero Club

Armidale Airport

YARM

NSW

30 Apr

Cirrus Perth

Busselton Aero Club

YBLN

7 May

Cirrus Perth

Jandakot

YPJT

13 May

Hastings River Aero Club

Port Macquarie Airport

YPMQ

NSW

14 May

Coffs Harbour Aero Club

Coffs Harbour Airport

YCFS

NSW

19 May

Aero Services

Parafield

YPPF

20 May

Pt Lincoln Aero Club

Port Lincoln

YPLC

21 May

Aldinga Aero Club

Aldinga

YADG

21 May

Cirrus Sunshine Coast

Caloundra Airport

YCDR

QLD

21 May

Cirrus Perth

Bunbury Aero Club

YBUN

3 Jun

Naracoorte Aero Club

Naracoorte

YNRC

3 Jun

Mt Gambier Aero Club

Mt Gambier

YMTG

4 Jun

Warrnambool Airport

Warrnambool

YWBL

VIC

4 Jun

Southport Flying Club (8am to 11am)

Coombabah

YSPT

QLD

4 Jun

Air Gold Coast (1pm to 4pm)

Gold Coast Airport

YBCG

QLD

10 Jun

Shepparton Aero Club

Shepparton

YSHT

VIC

17 Jun

Latrobe Valley Aero Club

Latrobe Valley

YLTV

VIC

17 Jun

Royal Newcastle Aero Club

Maitland Airport

YMND

NSW

18 Jun

Central Coast Aero Club

Warnervale Airport

YWVA

NSW

24 Jun

Bankstown Flying School

Bankstown Airport

YSBK

NSW

25 Jun

Darling Downs Aero Club

Toowoomba Airport

YTWB

QLD

1 Jul

Bathurst Aero Club

Bathurst Airport

YBTH

NSW

2 Jul

Orange Aero Club

Orange Airport

YORG

NSW

8 Jul

Ballina Aero Club

Ballina Airport

YBNA

NSW

9 Jul

Dubbo Aero Club

Dubbo Airport

YSDU

NSW

15 Jul

Cirrus Melbourne / Avia Aviation

Moorabbin

YMMB

VIC

5 Aug

Smart Air

Albury

YMAY

NSW

12 Aug

Lillydale Flying School

Lillydale

YLIL

VIC

12 Aug

Rockhampton Aero Club

Rockhampton Airport

YBRK

QLD

14 Aug

Horizon Airways

Mackay Airport

YBMK

QLD

20 Aug

Merimbula Airport (Morning)

Merimbula

YMER

QLD

20 Aug

Frogs Hollow Fliers (Lunch)

Frogs Hollow - Bega

YFGS

NSW

26 Aug

Bluewater Aviation

Townsville Airport

YBTL

QLD

2 Aug

Bundaberg Aircraft Services and Maintenance

Bundaberg Airport

YBUD

QLD

23 Sep

Wagga City Aero Club

Wagga Wagga

YSWG

NSW

7 Oct

Aero Club of Southern Tasmania

Cambridge

YCBG

TAS

8 Oct

Tasmanian Aero Club

Launceston

YMLT

TAS

21 Oct

Canberra Aero Club

Canberra

Contact Regional Director, Graham Horne, for more info. 0408 983 315

YSCB www.aopa.com.au |

ghorne@cirrusaircraft.com

ACT AUSTRALIAN PILOT

NEWS

Scholarships Available The Honourable Company of Air Pilots is a proud organisation with a long and distinguished history dating back to 1929 when it was first known as The Guild of Air Pilots and Navigators. It was formed in London, with Australia becoming the first overseas branch of the Guild in 1968. In an address in 1970, the then Grand Master, HRH The Prince Philip, Duke of Edinburgh, described the Guild as follows: “It is a body of people interested in every kind of flying; whether it’s light aircraft for pleasure or sport, whether it’s commercial, passenger or service; and who want to talk about flying and improve the techniques of flying and of airmanship.” The Honourable Company, along with a number of industry partners, is offering a series of scholarships to aspiring professional pilots. Applications close this year on May 15. The scholarships available are from: Assessment Services Limited, an independent commercial company delegated by CASA to supervise the Professional Pilot Licence exams in Australia. They are offering two scholarships, one to cover the cost of Commercial Pilots Licence exams, the other to cover the cost of Airline Transport Pilot Licence exams: each to the value of more than $1000,

Specialist aviation theory school Advanced Flight Theory (AFT), based at Queensland’s Sunshine Coast Airport. AFT will provide a scholarship to cover the cost of one ATPL theory course, valued at more than $4000, which provides a combination of full-time ground school in class on the Sunshine Coast plus self-study distance learning. Online Aviation Theory, who offer a guided self-study course from PPL, through CPL and up to ATPL theory level via an online portal covering both the aeroplane and helicopter syllabus. OAT will provide one scholarship for lifetime access to cover study through to ATPL level valued at $1250. Wollongong Regional Airport-based helicopter training organisation Aerowasp Helicopters will provide one scholarship to assist the applicant to achieve a Diploma in Aviation CPL(H) and one scholarship to cover the cost of PPL(H) Theory exams. Download and complete the application form from the website www.airpilots.org.au/Scholarships

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For all Bookings visit: www.happyshack.com.au/ robeaccommodation Or phone: 08 8668 2341 0403 578 382 Aerodrome landing area available for public use.

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AUSTRALIAN COMMERCIAL CREDIT

Aviation rules have changed New licensing rules started on 1 September and apply to all pilots and flying training organisations. The rules have also changed for anyone who taxis aeroplanes or uses aeronautical radio. While there are transition periods in place, itâ&#x20AC;&#x2122;s important that everyone who is affected by the rules knows about the changes. To find out more visit the Licensing Regulations section on the CASA website at www.casa.gov.au/licensingregs

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REGULATION REFORM | LICENSING REGULATIONS

AOPA AT WORK

Welcome New Members Michael Prendergast is a pilot and aircraft owner who is a member of a number of aviation associations. He owns a C -180 and a C-182TR. Why is he an AOPA member? “I just think that if you are in aviation you need to get behind the associations that support you. That’s AOPA. “It’s a worldwide organisation and I think that it’s important for pilots to show a united front with regulators.” Join people like Michael, and the people we welcome below who are putting their name behind AOPA Australia. Name

State

Name

State

Peter Barker

VIC

Trevor Beare

Bendigo Flying Club

VIC

David Hales

Lyle Boys

VIC

Rodney W. Oates

Drew Carfrae

VIC

Yasmin A. Stehr

Laura Carfrae

VIC

Barry Teitzel

Pamela Carfrae

VIC

Peter Woolford

Robert Coco

VIC

Colin Dale

VIC

Malcolm Burns

NSW

Graeme De Morton

VIC

Campbell Callahan

NSW

David Elder

VIC

Tom Campanelli

NSW

Keith Ford

VIC

Stewart Douglass

NSW

Andrew Gellert

VIC

Tony Finch

NSW

Neale Jackson

VIC

John Patrick Fowles

NSW

Ray Jamieson

VIC

Brian Hall

NSW

Russell Kelly

VIC

John Graham Hall

NSW

John Kilmartin

VIC

Kim Klopper

VIC

Tom Janson

NSW

Jaco Loubser

VIC

David R. Mackay

VIC

Gary McArthur

VIC

Nathan McGrath

VIC

Andrew McIntosh

VIC

Rowan Miller

VIC

David Seddon

VIC

David Varidel

VIC

Edward Charles Warner

VIC

Witold Julian Szaters

VIC

Geoff Windle

VIC

David Lake

NSW

Bert Leach

NSW

Andrew Leece

NSW

Andrew Marsh

NSW

Jeffrey McGown

NSW

Manuel Navarro - Gonzalez

NSW

Neville G. Page

NSW

Paul Patman

NSW

Margaret A. Sullivan

NSW

Virginia Thornburg

NSW

David Tiernan

NSW

Phil D. Unicomb

NSW

Adrian Van Der Slvys

NSW

Anthony J. O'Neill

ACT

Douglas R. Bate

QLD

Gerry Dick

QLD

Barry W. Gartshore

QLD

Bryan Hayley

QLD

Andrea Nowitz

QLD

Peter Stewart

Sharon Sebastian

QLD

Bruce E.Symes

QLD

Jeff G. Wheat

Doug J. Stott

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AOPA AT WORK

Badgerys Creek Airport

– Let’s not Make a Mistake Like many in aviation, AOPA thinks the selection of Badgerys Creek over Richmond is strange given the expressed desire to incrementally develop an RPT airport to supplement, then slowly add runways and facilities, to match the capacity of Sydney – Kingsford Smith Airport. Badgerys Creek needs major works whereas Richmond has existing RPT-sized facilities which include: • A runway/taxiway of airline length, width and strength. • A communications interface with Sydney’s existing airports, plus navigation aids including ILS and lighting • Turbine fuel storage and delivery systems. • A railway station at its front entrance (Clarendon) • Proximity to the second largest source of airline tickets sales (northern suburbs) • Proximity to the Western Sydney growth areas. Notwithstanding the above, we assume that given the importance and the money involved, the Department of Infrastructure with the assistance of Air Services and CASA will deliver an outcome that will see Sydney being able to handle aviation growth in military, airline and general aviation in much the way you see it being delivered in the US. Two AOPA directors attended the ASTRA council meeting in Canberra in June 2015 to hear a presentation from the head of the Western Sydney Airport Development Authority. In December 2015 this presentation was repeated and the executive who is second in charge of the Badgerys Creek development again confirmed the message of the first meeting. AOPA is engaging at various levels with questions but are disappointed in the vague responses. What we heard is most disturbing: that Badgerys Creek will substantially impact Bankstown Airport, causing the Bankstown training area to be dramatically reduced in size. IFR approaches into the airfield will also be affected. Worse still, projections of the initial impact fell far short of the reality we may face. The ground purchased for Badgerys Creek is the wrong size and the wrong shape to house the desired wide-spaced parallel 34/16 runways to parallel the Sydney runways. The impact on Bankstown will come quicker than expected and there will be traffic conflict for

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departing and arriving airline traffic out of Sydney, from the first day of operations. To those present this is astounding information but for those who know Bankstown and its multiple businesses there is a real sense of foreboding. A Bankstown without training operations and IFR flights will hardly be economic for remaining helicopter operations and VFR visitors. Moreover, the threat of being evicted from the only remaining GA facility in Sydney will severely impact the ability of Bankstown businesses to invest and provide jobs and growth. Bankstown is home to three major flying training organisations who operate more aeroplanes than Qantas Link. Sydney Flying Club/College (nee Schofields FC) are major partners with TAFE in providing aviation training and the substantial growth of this business, serving Sydney’s five million residents, is threatened. The University of NSW aviation degree courses are similarly compromised. These schools and other operators cause considerable flow-on of work to Bankstown aviation engineering support businesses. Sydney Flying Club alone generates a 100 hourly inspection every three days. When pressed on the availability and tenure of airspace available for GA to exist and grow, we are told that no airspace architecture will be published until within two years of Badgerys Creek starting RPT operations. Sydney general aviation cannot prosper and invest under such uncertain conditions. At Department of Infrastructure executive level there appears a lack of understanding about the flow-on effects across Australia that the crippling of Bankstown will engender. Predicting a future effect of an action that no one has ever experienced before is difficult. The relationship of Bankstown to aviation in the other capital, regional and rural centres is like a wheel. You need all of a wheel to make it work, but removing only one portion will make all the wheel fail. If the interconnected circle of Australian GA does fail, then it suggests that the entire GA fleet will reduce in value to its individual unit, US wholesale sale price, less the cost of export and certification. A fiscal disaster.

AOPA AT WORK

AOPA finds it difficult to comprehend that the Department of Infrastructure would create a situation that severely compromises general aviation in Australia. We appreciate it wants to help assist the combined Qantas, Virgin and Rex fleet of 500 aeroplanes but what value does it place on the skill and wealth generation of the 15,000 GA fleet? We hear the claims about employment opportunities and we agree that airports equal jobs, however the heavy maintenance for our airlines is now done in Brisbane. AOPA believe it is highly unlikely they will duplicate such facilities at Badgerys Creek. If infrastructure means they will create taxi driver and baggage handler jobs then we agree. But should that be at the expense of the skilled workers at Bankstown? Increasingly we hear that the expected contribution of Air Services and CASA to this government-created project is a lot smaller that we would have expected. We are sure that the Department of Infrastructure has many skills, but we do not think an intimate knowledge of aviation operations and

airspace management is its strength. Irony abounds. Are we sacrificing Sydneyâ&#x20AC;&#x2122;s second airport (Australiaâ&#x20AC;&#x2122;s fourth busiest) to build its third airport? If you believe that the coming decades are the era of automatic transport, are we building a type of airport for an airline industry that may not exist tomorrow, as we know it today? Is it unreasonable to suggest that the extraordinary money being spent on new structures and facilities at Badgerys Creek, which already exist at Richmond, be better spent on developing a modest aviation and aerospace technology airfield with GA-sized training runways to provide for the new era and future of aviation? If you know anything about this project that could throw light on the issues, please write to us here at Australian Pilot. If there is any aspect contained here you know to be incorrect, please let us know. AOPA is genuinely concerned about the impact of the Badgerys Creek development on balanced Australian aviation development. n

www.aopa.com.au I AUSTRALIAN PILOT

LETTERS

Letters Letters We value your opinions about everything to do with aviation and so we are happy to announce a one year subscription to Oz Runways for the author of the best letter we receive for publication. It can be about how AOPA is doing, something that happened when you’ve been out flying, or a concern you think we should look at. It’s your chance to set the agenda. The address is editor@aopa.com.au, or PO Box 26 Georges Hall, NSW 2198.

Winner WINNER! Industry veteran Sandy Reith has a few observations about Avalon Airshow after flying in on the Tuesday and driving in on the Thursday. This gathering at Avalon is a far cry from the great early

been bored stiff with so little business. Probably the last

days of Airshows Downunder when general aviation was

of the day to fly in, after a bone shaking touchdown on a

a major participant. At this airshow only a small showing

very rough grass surface not fit for most aircraft, we were

remains of GA, and almost no showing at all in the three

directed by numerous baton-waving ground marshals to

main exhibitor halls which are practically given over to the

line up with the maybe 20 other aircraft in a parking area

spending of taxpayer dollars through military equipment providers. Flight planning for the Tuesday trade day, I was exhorted by the Airservices NOTAM that pilots would need to display a high level of airmanship and situational awareness due to traffic congestion. Presumably this means that Airservices believes the average pilot may not be capable and, like children about to cross a busy road, must be sternly admonished to behave carefully. This is typical of the insulting attitude of our aviation regulators. As it happened I was distracted on the approach

capable of taking perhaps four or five hundred. The marshals told me that, as at previous airshows, CASA inspectors were conducting ramp checks on all arrivals. I can’t help wondering if these CASA inspectors couldn’t be retrained for motor cars and put to better use checking for tyre wear, GPS data bases, factory recommended maintenance and compliant levels of washer fluid on all the vehicles parking at footy venues on the weekends. Yes, they would have to be issued with weapons and protective clothing.

attempting to find the non-existent painted containers

But back to my Tuesday fly in and park experience. The

that were supposed to be the markers for base and final to

CASA inspectors were a no show for me: They must have

Avalon East runway 17, as per the 16 page NOTAM. I think

been at lunch so disappointingly I was left wondering if my

ATC Avalon East were pleased to see me as they must have

aircraft and I were really fit to fly.

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LETTERS

WIN

editor aopa.com.au

Win Oz R a years subs unways cript ion

Member Colin Smith has his say about our Avmed fight. Firstly I would like to say what a great job AOPA has done to change the Avmed situation. After doing all of my examinations with my DAME for a class II medical renewal I then found CASA not issuing a medical for 12 months. Therefore your efforts and ideas are long overdue on PPL medicals. It’s the mission statement of AOPA that it stands for members’ right to fly without unnecessary restrictions and costs. I wish you every success. I have held a PPL since 1961 and have been a member of AOPA for more than 50 years and I wish to continue flying even if my Cessna 172H is a 1966 model.

Member Stewart Douglas relates his Avalon praises. Just returned from the Avalon Air Show and it was great to see AOPA in attendance. I must compliment Ben Morgan and his team on a job well done. The overall presentation was fantastic and although the sausages in a roll were simply the best (thanks George) the piece de resistance for me were the flight simulators. Wish I could have stayed longer. Looking forward to seeing you at Avalon in 2019. Keep up the great work you’re doing in the area of advocacy. You’re spot on!

John Gooding praises AOPA’s role in his trip to Avalon. To the Aircraft and Owners and Pilots Association, I would just like to thank you for the opportunity to attend the International Airshow at Avalon on a trade day. The ease of travelling down Geelong Rd, parking and the access within the area to displays made it a very enjoyable day. Having been to previous events on the public days this was a pleasant surprise. My compliments must go to the master chef for the pancakes, snags and refreshments. All in all it was a very satisfying day. Once again, thank you.

Pete Rainsford has something to say about unifying flying associations After one too many bruising encounters with Avmed I decided enough was enough and got an RA-Aus checkout. For the first time in 30 years I don’t have a CASA Class 2 medical, despite my treating specialist being mystified by how obtuse Avmed are being. I’m holding onto my share in a Piper Archer until I see the results of the AOPA fight for medical reform. The thing I found when entering the world of RA-Aus was the amount of division that seems to exist between the pilots who fly 600kg and less machines and those in the higher weight categories.

The standard of training I received when I converted was every bit as good as I’ve received in so-called true GA. Yet to listen to some GA pilots they talk as if anyone flying an RAAus airframe is a risk taker enjoying a perilous pastime akin to jumping motorcycles across canyons. Then some RA-Aus pilots look at all GA pilots as wealthy brats who dob people in who don’t follow the rules. People, we all share the same sky. We have to think as one to get a true movement going. United we fly, divided we crash.

www.aopa.com.au I AUSTRALIAN PILOT

FEATURE

Avalon 2017 – Airpower On Show Jets, jets and more jets dominated Australia’s biggest airshow. Mark Smith was there every day. 24

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Classic FA-18 Hornet display team

Avalon 2017 – Airpower On Show Photos: Mark Smith

The Growler

Military jets are fast, noisy and therefore the main drawcard at any big airshow where the measure of the event’s success is the size of the crowd. That must be why military jets from Australia and the United States dominated the Avalon 2017 program - to maximise the potential for huge numbers of people. And come they did, with massive crowds on each of the three public days. An added bonus for organisers was the last-minute inclusion of Australia’s newest noise generator, the F-35 Joint Strike Fighter, which saw ticket sales increase when it became known the aircraft would fly at the airshow. The participation of the smaller end of the general aviation marketplace

F22A Raptor

continued to decline, possibly the result of the perception that customers looking to make a major purchase don’t come to big airshows. However Cirrus Melbourne chief executive Charles Gunter refutes any such talk after what he describes as a “very successful” Avalon Airshow. “The G6 is a totally new generation aircraft that is being incredibly well received in the market. We are now sold out until September,” he said. “That means an aircraft ordered today won’t leave the factory until September and won’t arrive in Australia until November. That should give an idea about just how strong the market is.”

While Cirrus didn’t write any orders during the show, Charles is convinced their presence will see sales follow. “I’m confident we will sell about a dozen planes from it,” he said. The number of exhibitors selling new RAA airframes was also down on the 2015 event but Errol Van Rensburg from Global Aviation Products, importers of the Sling line of aircraft, was also upbeat about Avalon. “It’s been a great show. We had lots of interest, even on the trade days,” he said. “There have been lots of good quality inquiries. In my first Avalon Airshow in 2015 we sold two Sling 4 kits and that pushed me to come back. I’d be surprised if we don’t end up selling more after this.” www.aopa.com.au I AUSTRALIAN PILOT

FEATURE

Johan Gustafsson in his SZD-59 Acro

Avalon has become known for the Friday night display. Previous night shows were heavily supported by the RAAF who put the crowd pleasing F111 up to do the dump and burn finale, which no matter how many times it was seen, always drew gasps from the crowd. This year the military shut off jet operations before the sun had set, with nary a flare throwing F/A-18 to provide a touch of illumination. The Hercs did their bit and let off enough flares to confuse all but the most committed missile from local residents who wanted to go to bed, but a full after-burner take-off from an F/A18 is almost as good as the F111 doing its impersonation of a Roman candle. But it wasn’t to be. The micro jet with

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flashing lights was beautiful, as was the pyro-firing glider. The fireworks display at the end was a disappointment from a pilot’s perspective, but the public loved it. The question is, how can GA get a bigger presence on the flight line in front of the crowds? One suggestion is a flyby of aircraft from the various recreational aviation associations, coupled with suitable commentary. The military constantly spruik their career paths, telling those interested people to collar anyone in a flight suit to discuss an employment future filled with fast planes and big guns. Why can’t the Antique Aeroplane Association, RA-Aus and SAAA get the same chance? All of the associations

would have suitably qualified pilots who could fly an aeroplane slowly down the centre line at 200ft while the aircraft is being described over the PA. Another initiative could be a learn to fly expo in its own marquee, with operators given the chance to talk one on one with potential students. Hopefully this could be provided at a much lower cost than a position in the main exhibition halls as a service to GA. Why don’t the flying schools lobby to be allowed to fly TIF’s from Avalon East? Avalon is an established event that has developed a life of its own. This year it generated record crowds. Somehow though, GA has to get a better chance to shine in front of such a vast captive

Avalon 2017 – Airpower On Show

Jeremy Miller

audience. It’s not enough for the public to see our aeroplanes on the ground. Aeroplanes are meant to fly. It is only by seeing them in their natural environment that we can inspire more people to join us in the joy of flight. n

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FEATURE

Sports Car Looks in an RA-Aus Design AOPA Youth Ambassador Michelle O’Hare gets to experience the BRM Bristell, and likes what she sees. From a distance the BRM Bristell will catch your eye across the airfield with its modern European sports car-like appearance. However it’s not until you get up close and go for a flight that you can really appreciate the features that make this aircraft a pleasure to fly. Introduction. As a relatively young GA pilot I am always looking for my next flying adventure. Unfortunately flying adventures come with a price tag which often moves them across to the ‘one day in the future’ category. When I first spotted the BRM Bristell at Bathurst Airport I immediately noticed its modern appearance, compact size, smooth finish and three-bladed propeller which gave me the impression that this aircraft was

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built for speed and comfort. This led me to consider that this aircraft would be one of those destined for a pilot that had saved up more personal funds and flying experience than myself. Yet I was excited to be told that the BRM Bristell was actually designed as a suitable ab-initio trainer and overall affordable aircraft choice for any pilot. The BRM Bristell is an RA-Aus aircraft designed in the Czech Republic by Milan Bristela. Since its first introduction in 2011 different models have been produced with variations in engine type (including Rotax and Jabiru), wing length and wheel arrangement (including nose, tail and retractable) to suit the requirements of the pilot. To explore the features of the BRM

Bristell a little closer I visited Central West Flying School (CWFS) at Bathurst Airport. The CWFS fleet currently includes four Bristells in two configurations, the 100hp Rotax-powered Bristell with analogue instruments and the 120hp Jabirupowered Bristell with Dynon Skyview. Checking the aircraft on the ground. During the walk-around, a number of the key features and checks feel familiar to what I learned during my flight training in the Cessna 172. However, the instructor pointed out a few notable exceptions for closer inspection. The first check is fuel. The Bristell has a fuel capacity of 120l total storage in the wings and burns approximately 15l per hour. The low wing design makes checking the fuel simple compared to

The BRM Bristell - Sports Car Looks in an RAA Platform

Photos: Mark Smith

Michelle O’Hare in the comfortable cockpit

On the ground at Bathurst

my usual requirement of balancing on the strut of the C172. However, unlike other aircraft that I have flown it was interesting to discover that this aircraft can actually run on good quality car fuel (MoGas), another feature that can help keep running costs low. When checking the oil in the Rotax Bristell aircraft it requires the propeller to be turned a few rotations to ‘burp’ the engine. After years of being told to stay clear of the prop I was a little reluctant to give it a few rotations. As long as it is treated with respect and safety it’s not a problem. Once you hear the gurgling noise of the oil it is simply checked with a dipstick. The highlight of the walk-around for me was when the instructor pointed out the luggage storage capacity of this aircraft. In addition to the storage bay located behind the seats there are two storage

lockers located in the wing. Each of these wing storage lockers can hold 20kg. For a small aircraft this is certainly a lot of storage space and a feature that any travelling pilot would be fond of. Keeping luggage close to the centre of lift will have a reduced impact on the balance. Stepping into the aircraft. After completing the walk-around it’s time to open up the large canopy and make our way into the cockpit. Stepping into the aircraft is quite simple. With the push of a small button near its base, the canopy lifts up and forward creating a large open space for easy access. The aircraft sits relatively low to the ground which means the step up and onto the back of the wing is not too difficult, and with hand holds available it is not a challenge to make your way into the modern leather seats. The ability to enter and exit the aircraft

from both sides is a feature I value for both ease of loading a passenger and the ability to quickly exit the aircraft in an emergency. However, to avoid overbalancing the Bristell it is important that only one person steps onto the wing and into the aircraft at any time. Once inside the aircraft it is clear that an emphasis has been placed on the comfort of the occupants. The seats are fixed in a relaxed upright position with adequate separation to avoid feeling cramped. Before climbing in I assumed the size of the cockpit would reflect the smaller aircraft size, but with a cabin width of 1.3m this is not the case. One limitation of the spacious cabin is that I couldn’t reach the rudder pedals! But they can be easily adjusted about 15cm with a small lever. Even after I bought the rudder pedals all the way forward I still needed an extra seat back www.aopa.com.au I AUSTRALIAN PILOT

FEATURE

cushion for my feet to reach them. But the struggle of being a short pilot trying to reach the pedals is not a feature unique to the Bristell! Having flown most of my hours with a control column, I’m not used to the joystick control of the Bristell. While it doesn’t detract from the comfort of the cockpit it does necessitate a tidy cockpit. When flying the C172 I often rely on a clipboard across my lap holding my flight plan and paper charts. This method may restrict the movement of flight controls in the Bristell. There’s a storage pocket within reach of the pilot’s seat for easy stowing of small items such as the checklist or a chart, but any bulky items need to be left in other storage spaces. The space between the seats is enough to provide suitable elbow room and a point to connect the headsets. This makes sure that any wires are kept clear of the dash and joystick. After settling into the cockpit it’s time to close the canopy for flight. The canopy lowers easily into place and immediately

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locks without the need to move any locks. This motion is simple and a good break from other aircraft where the art of gently closing the aircraft door without slamming it may take some time to master. Finally we secure our full harness seatbelts and start the engine. The Flight During the taxi the aircraft is quite responsive on the ground and has a tight turning circle which makes for easy positioning on the runway centreline. With full power applied the aircraft gently lifts off the runway. Rather than pushing the envelope to see what the BRM Bristell is capable of we explore the key procedures, predominately in the circuit area, which need to be covered off for a pilot converting to the aircraft. Many flight characteristics are similar to what I learned in the C172 which made converting my skills a quick process. However the key features which really make the Bristell a pleasure to fly are the visibility, responsiveness of controls and electric trim design.

The visibility through the large canopy is excellent for situational awareness. As I turned on to crosswind I realised how clear the surrounding environment and horizon were. I typically fly a C172 which requires physically lifting the wing and checking for traffic before making a turn, so I found the Bristell’s visibility beyond what I expected from a low wing aircraft and more akin to something I would have associated with a helicopter. Even though the seating height is fixed, I had no problem with forward visibility over the dash. The blind spots common to low wing aircraft are present, but the reduced size of the wing means they aren’t too significant and easily manageable. There is no rear window, but a side mounted external rear view mirror negates the blind spot and allows checks of elevator movement before takeoff. The downside of having great visibility is that this aircraft can become quite warm on a hot day. Small window openings on each side of the cockpit provide fresh airflow and a small portion of the canopy

The BRM Bristell - Sports Car Looks in an RAA Platform

With the Bristell placing more focus on the comfort of the two occupants up front and providing adequate baggage storage capacity it makes it a suitable choice for any pilot.

The Bristell looks great during a flyby

overhead is opaque. On a hot summer day the flying could be uncomfortable, but as a day VFR pilot my priority is clear visibility and this aircraft most certainly has that covered. The second feature I enjoy about the Bristell is the responsiveness of controls. The Bristell only requires small delicate movements to enable it to fly in the intended direction. Once I kept this in mind the aircraft performed very smoothly during all stages of flight. Landing requires an appreciation of how close the aircraft sits to the ground and minimal flare. During practice glide approaches the effectiveness of the flap to significantly slow the aircraft for landing surprises me. This is particularly noticeable in the Rotax Bristell but less apparent in the Jabiru Bristell which also has a longer wing. The third feature I immediately connect with is the trim. The trim in the BRM Bristell is located on the joystick and is electric. Lights on the dash provide a quick indication of the trim setting. After undertaking my flight training with a trim

wheel, this feature makes trimming so much easier as I donâ&#x20AC;&#x2122;t need to move my hand from key controls to reach it, and a quick glance shows where it is set. The CWFS Jabiru-powered Bristell has the added safety feature of a ballistic recovery chute. While not a feature I can test in flight, itâ&#x20AC;&#x2122;s reassuring to know it is available should trouble occur on a flight in challenging landing conditions. First Solo. Irrespective of the differences that transform this aircraft into a modern machine, the basic features are still there. I was able to quickly progress through the key features and fly my first Bristell solo. Owning an Aircraft. The BRM Bristell is a suitable aircraft for a wide range of pilots. The flight performance capabilities, comfort of the cabin and overall relatively low running costs are attractive features for any pilot. The ease of handling will be particularly interesting to pilots looking for an aircraft in which to undertake

their initial flight training. As a pilot who has accumulated most of my flight time in four-seat aircraft, I initially saw the fact that the Bristell only has two seats as a limitation. Thinking it through though, more often than not the back seats of a four seat aircraft are either unused or cannot be both occupied by passengers due to weight. With the Bristell placing more focus on the comfort of the two occupants up front and providing adequate baggage storage capacity it makes it a suitable choice for any pilot. Rather than owning an aircraft with seats you will rarely fill, it makes sense to select an aircraft that suits your needs most of the time. Plus the response from passengers is very positive. Conclusion. As a PPL I have only just touched the surface of what the BRM Bristell can do. Even just taking that into consideration it presents a quality aircraft for the early pilot or one looking for something with a modern European sports car feel. n www.aopa.com.au I AUSTRALIAN PILOT

FEATURE

A Vision to Behold

Kreisha with the SF50

Former Australian Pilot editor Kreisha Ballantyne describes flying the Cirrus SF50 Vision Jet. I have always believed that life is as much about timing as it is about skill and experience; being in the right place at exactly the right time can alter the course of a person’s life in immeasurable ways. We all have friends who have met partners in the most unexpected places and colleagues who have cancelled plans on a gut feeling only to discover they have narrowly avoided an accident. Sometimes life just doesn’t run to a plan, and sometimes the unexpected can be the best surprise at all. During our global sales meeting, my colleague Stuart and I both happened to be in the right place at exactly the right time. We weren’t even in the same place at the same time when we received a call from Cirrus regional sales director Graham Horne saying, “if you can get yourself to the airport in the next half an hour, there’s a seat going in the Vision Jet.” I was already in a taxi on the way out to the airport and Stu was on the other side of the field, but we were both there faster than one can say, “first sales people in the southern hemisphere to fly

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the Vision Jet.” As absolute luck would have it, there were only three of us on the flight, and two legs available for two very fortunate Cirrus staff to have an actual hands-on flight. Stuart was barely a streak of light as he darted up the stairs and into the left hand seat (I blame the ease of his clothing!) while North California sales director Beth Duff and I made ourselves comfortable in the back. The first and most noticeable feature of the Vision Jet is the ease of entry into the aircraft. Cirrus has departed from the norm and have slanted the entry door making access extremely easy. Inside, the pilot’s seat slides into a position that allows the pilot move up into the flying position without having to climb over flight computers and equipment. The SF50 is tardis-like in its interior: the inside is cavernous with more legroom than an international business class flight. N1WA is configured in a 2-2-3 layout and has the feel (and smell) of a brand new luxury aircraft. The initial power-up is similar to any other aircraft: battery power on and wait

for the two Garmin Perspective Touch displays and three touch screens to burst into life. Our flight instructor, former USAF F14 pilot Tony Hicks, calmly walks Stuart through the pre-start-up electronic checklists which interactively check the aircraft systems, flap positions, throttle functionality, and emergency engine shutdown procedures. For the engine start you simply turn a switch to “RUN”, rather like starting a modern-day car, push the start button and wait for the sweet sound of the idling turbine. The aircraft systems monitor temperatures and engine condition and a ready message appears when the aircraft is ready to taxi. Before taxiing, the ergonomic designs Cirrus has added to this aircraft become apparent. Each of the touch controllers has a specific function: the left most panel controls the PFD, centre for the MFD and the right one for aircraft communications. This saves considerable time in digging through menu items to access the com frequency or to change a flight plan or add an instrument approach procedure. Taxiing is a cinch. With a simple

A Vision to Behold

Photos: Kreisha Ballantyne application of power until the aircraft moves and gentle application of the rudder and differential brakes, the aircraft taxis just like a heavy SR22. Lined up at Knoxville runway 23L ready for departure, Tony instructs Stu to push the throttle to full power and rotate at 95kts. He also reminds him that he won’t need any rudder as the SF50 has centre line thrust with an automatic yaw damper which activates at 200ft. We climb out at 150kts to 11,500ft and track direct to Asheville for a coupled RNAV approach. The aircraft handles like a SR22T and, as we fly the final approach at 100kts, one of the aircraft behind comments that we are too slow for a jet! Flaring and touchdown is a smooth event and we roll through to the taxiway ready to change pilots. Three quarters of the way through the flight, Beth turns to me and says “your enthusiasm is infectious! I think you should take the next leg; I’ll have another chance to fly long before you will back in Australia.” While there are seven Vision jets on order in Australia, we’re not expecting delivery of the first until mid2018. At Asheville, Tony turns to me and says “ok, you’re up” as Stu slides the left hand seat back and allows me to hop in. My very first thought is how I feel right at home in the left hand seat, not because I have jet experience (I don’t!) but because the layout of the flight deck is so very reminiscent of the SR range. Other than the obvious avionics upgrade to the Perspective Touch, and the incredible visibility from a windscreen unencumbered by a giant propeller, the cockpit has the wonderful familiarity of the aircraft I fly regularly, which is an immediate comfort. As in all Cirrus aircraft, the checklists are formulaic, only enhanced by the intuitive touch screen of the Perspective Touch. After completing the checks, and observing that no run-ups are necessary, we taxi to the threshold for take-off. The taxi is as easy as in the SR22 with its castoring nose wheel. As we roll onto the runway, I’m reminded not to apply the usual rudder input as there will be absolutely no yaw on take-off – and there isn’t. There’s just the sound of the marvellous Williams FJ33 and the feeling

of 1800Lbs of thrust! The rotate speed of 78kts is reached within seconds, and airborne I raise the gear, as well as ‘caps and flaps’ at 115kts, and hand fly the climb at an astonishing 2000fpm. Levelling out at 12,000ft I engage the autopilot and complete the checks while Tony gives me a tour of the multi-faceted avionics. After some general handling off autopilot, with a straight and level cruise of 290kts, we commence our descent into Knoxville. In the descent, as in the climb, I make use of the manual trim wheel, which serves the aircraft in large changes in trim, as well as the electric which is used for minor trim tweaks. With a top gear extension speed of

210kts and a first-stage flap extension speed of 190 kts, slowing the aircraft down is not an issue. With an approach speed of 85kts (stall speed mid 60s), once more I find myself in familiar territory and the approach and landing are remarkably like the SR22. Upon landing the tower radios us to comment on how absolutely confusing it is for them to see a jet approach so slowly yet climb so rapidly, to which Tony replies, “it’s the way of the future!” And indeed it is. Pilots, hold on to your caps: this single engine personal jet is going to revolutionise private flying. n www.aopa.com.au I AUSTRALIAN PILOT

COLUMN

Five Reasons to Fly

Five Reasons to Fly Five reasons that make getting a private pilot’s licence a good business decision. By Paul Southwick Just like a CA for chartered accountant, the designation PPL for a private pilot licence carries a certain prestige. People know it is not an easy qualification to obtain, so it engenders respect. Aviation and business are often intertwined. Should business people add a PPL to their qualifications? Here are five business reasons that make getting your wings plane sense. 1. Make the impossible, possible With limited airline services to limited destinations it can be operationally impossible for business people to get to all the locations they need to at the time they wish to be there. Examples include an Australian supplier to Bunnings Warehouse, required to visit every store, every year, a livestock buyer purchasing cattle from interstate stations thousands of kilometres apart, a pastor visiting isolated ‘flocks’ or an engineer servicing remote outback mining airfields. With a pilot’s licence, people can make their own schedule. A case in point is a doctor who now flies, rather than drives, to outback clinics saving two weeks of driving every quarter. He can now visit multiple distant locations in one day and be home each evening with his family. 2. Competitive advantage In business, time and timing is money. Business people who fly themselves get there quicker, often ahead of their competitors, and avoid downtime at airline terminals. It is also easy to reach general aviation airfields meaning your itinerary is not restricted to locations near major airports. A businessman sells items for racetracks all over Australia and New Zealand. Flying himself gets him there ahead of the competitors and he can visit more often. By the time competitors arrive via the airlines and rental cars, he has been and gone with the orders.

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3. Opportunity cost Executives and their advisors are paid a lot because they can generate huge returns. When the value of opportunities lost if executives cannot get where they need to be when they need to be there exceeds the cost of flying themselves, it’s time to get a pilot’s licence and/or an aeroplane. This is why billionaires use corporate jets. But when the equation above applies, anyone in business should also consider learning to fly. 4. It clears the mind Flying is a discipline, albeit not an onerous one. Discipline suits the business mind – it’s intensely relaxing and rewarding. Operating an aircraft requires a level of concentration such that you have no time to think of anything else. This clears the mind of any other worries. Despite what many people think, flying today’s modern aircraft is easy and safe. Some light aircraft, such as the popular Cirrus SR22, come with their own emergency parachute system. 5. Up where you belong It’s rare to meet the heads of large corporations, but flying offers many such opportunities. Former commercial airline captain and director of Avia Aviation at Melbourne’s Moorabbin Airport, Charles Gunter, recalls flying a customer to Deniliquin, a small town in New South Wales’ Riverina district. “In the tiny terminal were three CEOs of billion-dollar companies, including one of

Australia’s largest supermarket chains. My customer struck up a conversation with one of them. Business cards and contact information were exchanged. Much business eventuated from this ‘chance’ meeting,” Gunter says. Pilots meet an incredibly wide array of other people from all walks of life who enrich their business and private lives. Time and cost Depending on where, and the aircraft you train in, it will typically cost about $15,000 to gain a PPL. In the US there are intensive 10-day courses for the required 40-hour minimum flight time and exams. However, it’s more common to spread it out over six to 12 months. The standard for flying and the theory exams on subjects like weather, air law, principles of flight, navigation, and aircraft systems is high, but not so high that an average person who applies him or herself cannot reach. Where flying is genuinely businessrelated, it will be tax deductible. Getting started is easy. Just look up your local aero club or flying school, organise a trial flight with the chief flying instructor and ask the instructor any questions you have about learning to fly. Be careful though. Before you know it you might be in possession of not only a PPL but your own aircraft too. n This piece was first published by Acuity at www.acuitymag.com

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FEATURE

Lilydale Airfield: A Meeting Place of Like Minds

In a valley east of Melbourne, an airfield is highlighting the positives of general aviation. Mark Smith reports. The Yarra Valley is known for producing fine wines. It is also home to an airfield that is nurturing fine pilots with a strong flying and social environment that welcomes anyone who wants to drop past the picturesque field. This place, where aviators gather with like-minded people to indulge their passion for flight, is Lilydale Airfield. In the late 1960s, flying training was a huge industry. One of the key players was Bib Stillwell, a motor racing ace who had aviation interests. He owned a major flying school at Moorabbin and understood the problems of crowded circuits. The solution to congestion at Moorabbin was a series of satellite airfields to take on some of the load. The DCA (1960s version of CASA) was all for such an initiative, so

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150 acres at Lilydale was bought and an airfield was created. The current owner of this slice of aviation heaven is Roger Merridew, who has been involved in the landing ground for more than 40 years and knows the history of the airfield well. “The field goes back to 1968 when Bib Stillwell had an operation at Moorabbin. The opinion between Bib, Arthur Schutt and the then Department of Civil Aviation was to have reliever airfields around Melbourne to offload some of the traffic from Moorabbin and Essendon. It was seen as a way of reducing circuit congestion from those airports, plus it meant that if you lived out this way and you wanted to get to, say Albury, you could get in a smaller plane here and go

directly there,” he says. Unfortunately Bib’s other business interests meant Lilydale Airfield had to be sold. “Five years after it became operational, Bib got interested in Lear jets, and became the Australian dealer. There was no way he could operate them from here so he put the airfield up for sale.” The solution for keeping the land as an airfield was to offer units at the heady price of $5000, which was the price of a new Holden car in 1975. Later when the aviation industry experienced one of its downturns as interest rates went sky high, the unit holders were asked to contribute more funds to keep the airfield viable. Some people were able to while others didn’t, creating a very uneven division

Lilydale Airfield: A Meeting Place of Like Minds

Photos: Mark Smith

Angela Stevenson

Where do you start?

Cooper Simmons

What stage you are up to and what you fly doesn’t matter

of unit holders. Finally Roger’s family bought everyone out and the airfield has been owned by his family company ever since. “After six or seven years of involvement, the people who put in extra funds tripled their money and those that didn’t still doubled theirs.”

The airfield is now home to the Lilydale Flying Club, which is a growing group of enthusiasts numbering more than 50. Aviation journalist Steve Hitchen is president and has a simple answer as to why the club is growing. “It’s because with the school here people give a s#%t,” he says as pilots mingle on a warm Sunday afternoon. “I used to fly out of Moorabbin and I went through four different schools. They were quite happy to take my money, but offered little beyond providing an aeroplane. Coming out here they really give a stuff about how you are going and they really help you along. They’ll throw things at you that other schools would charge for. They are genuinely interested in a vibrant GA community. Of course as a

business they are here to make money but they have the idea that everything they do has to be good for GA. Private pilots want that too and that philosophy makes you feel like you belong here.” Another member, Peter Holyoak, provides another perspective about his home airfield. “I came here to begin with because of its location, given it’s near my home, but I stayed because I have mates here. In all the flying clubs I’ve been involved in, either in Britain or here, I’ve never actually made pilot mates because you’d go, you’d fly and you’d leave. Here there are things to do as a group, such as fly always and social gatherings. You really feel as if you belong to something. Plus being around so many fellow pilots means you are www.aopa.com.au I AUSTRALIAN PILOT

FEATURE

Jasmine Frew

always learning.” The word that seems to best sum up the feelings of the members is engagement. “I find too that if we are out somewhere, we’ll pull up at the airfield even if we aren’t going flying because there might be something going on,” says Tony Self, who owns an RV-6 that is kept on the field. “We might end up in the back seat of an aeroplane doing some formation flying, or helping someone put a Yak away. It’s not huge like Moorabbin and people know who you are.” The field sits in a valley, with hills to the west, creating a natural vista that is pleasing to the eye. The area is a renowned wine-making region, with vineyards dotted all over the landscape creating a feeling of lushness even in the height of summer. Climbing out of the circuit to the south the sprawling mass of suburbia comes into view stretching all the way to Port Phillip Bay, with the Melbourne CBD a short 22 mile flight away. Turn left and more picturesque hills are split by a gap that leads to Gippsland in the east. It’s a beautiful location to simply enjoy a quiet flight on a nice evening. The school offers both VH and RAAus training. Angela Stevenson is a more

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mature pilot who is progressing through to her RA-Aus pilot certificate. “I actually started learning because of my fear of flying. I was a white knuckle flyer for many years. I did the fear of flying course in Brisbane in 2000 and decided then and there to learn to fly but it took me 11 years to get into a cockpit and my first instructional flight was in an R-22. “Then I moved to Lilydale and was introduced to the school by a very good friend. I went on my first instructional flight and was caught hook line and sinker. I’ve been learning for two years and actually went solo on my 49th birthday. “I like flying here because it feels very inclusive. Even though I’m an older, female, student pilot I still feel very much part of the place. It’s not a boys club. What stage you are up to and what you fly doesn’t matter. We are all here to enjoy aviation. Everybody is interested in what everyone else is doing, whether its aerobatics, or flying a Yak or something simple like a Jabiru. Everyone is supportive.” On field events held by the club also provide opportunities to learn in a social environment. “The club held a free session about aircraft maintenance which I attended. As a student it’s brilliant to expand your

learning beyond the intricacies of actually flying an aeroplane and get a chance to see how they are put together,” Angela says. “It really feels like a family.” Long-time member Dave Marty chimes in with other reasons to fly from Lilydale. “When I was investigating where to learn to fly quite a few years ago, I looked at Moorabbin and Essendon as well as here. I live roughly the same distance from all three. I found that getting to the first two was much harder from home. The advantage of Lilydale is that it’s outside controlled airspace and the disadvantage from a student’s perspective is that it’s outside controlled airspace,” he says. “But this is more than made up for because at the bigger controlled airports you waste a lot of time and money waiting to take off. At Lilydale you are straight out after your checks. Plus there are no operating fees, which makes training more affordable. The charges at Essendon and Moorabbin have been going up exponentially.” Young students are the lifeblood of any flying club. Cooper Simmons is 15 and has always loved flying and aviation. “My dad flew here and it’s a great airport with friendly people. It’s probably been

Lilydale Airfield: A Meeting Place of Like

more fun learning to fly than I thought it would be,” he says as he dailies a Jabiru. “I’m almost ready to solo. I can see my career being in aviation.” Jasmine Frew, 20, has completed her RPL at Lilydale, though her desire to learn came from an unusual source. “I was watching Air Crash Investigation and I said to my dad that I wanted to learn to fly. It’s been my dream since I was 10 and I’ve finally got there.” “It’s something so different, with so much freedom when you are up there. You see the world in a new way. It’s not something everyone does. Plus there is always something new to learn with aviation.” The sound of a Tiger Moth starting its take-off amble is a reminder that many different types call Lilydale home. A 1935 Miles Falcon, one of only two flying in the world, joins a Pilatus PC12, along with Cessnas, Pipers, Beechcrafts and a number of other designs that reside in the row upon row of hangars or are tied down on the grass. Roger Merridew says that it hasn’t always been clear skies with no turbulence for his airfield, with local opposition curtailing development over the years. “After the first hangar was built in 1969 we had a 23 year battle to build any more, even though we were zoned as an airfield. We sought permission to move onto the

Qantas Captain Mike Newnham with Roger Merridew

next stage of our plans to build four more rows of hangars and the council refused to let us do it. That was why we had a lean to clubhouse after the first one burnt down – they wouldn’t give us permission to replace the building that we lost in the fire,” he says “Then we got a new state premier, Jeff Kennett, and he basically ‘Jeffed’ all the councilors in a huge shake-up of local government. It got rid of quite a few people around here who considered themselves squires. “One of the agitators against the airfield was a prominent local doctor, who was also on the council. He pulled a lot of

weight but not long before he died his son learned to fly here, so while it took a long time, we won that one as well!” In these tough times for general aviation, when gloom seems to dominate the conversations around landing grounds across the country, it’s nice to find a place where the talk is of the fun part of flying; who won the weekend’s flying competition, wasn’t it great to see so and so finally go solo, and how good the last fly away to King Island was. It’s all about creating a mindset where we can believe that while there are things that can be better in aviation, it’s still not that bad right now. n www.aopa.com.au I AUSTRALIAN PILOT

COLUMN

Legal Eagle

Oil and water do not mix. Law and aviation can sometimes be just like that. Science and the search for knowledge have trouble mixing with a legal system that relies on precedent. In aviation law this can be very much the case. To start with, law requires evidence which must persuade the judge (or a jury). That means that the judge or jury (or both) must know and understand the issues for decision. You might think that is a pretty normal thing, and that if the evidence is presented clearly and fairly, a proper decision can be made. Aviation cases actually throw this idea into a stark light. Sometimes the facts are simply not known by any of the parties, or come to light too late in the process to be either understood or of use.

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One of the most surprising examples of the oil and water theory is the story of the famous astronomer Johannes Kepler and his mother. It is not widely known that for the last years of his life, and indeed the last years of his mother’s life, Kepler fought with all of his power and influence as a celebrated astronomer to save his mother from being burned at the stake as a witch. What more stark example can there be of high science and deep ignorant prejudice? Kepler was the man who discovered three famous rules concerning the solar system. In particular he identified that the orbit of Mars around the Sun was not

circular, as proposed by Copernicus who famously broke with the Roman Catholic Church on this issue. It is a sign of his intense skill that the elliptical orbit he identified and which is now well known, was very subtle. For example, if one were to draw a pencil circle at the boundaries of an A4 page to represent Mars’ orbit, the ellipse of the orbit would vary within the width of the pencil mark describing the circle. An astronomical feat of extraordinary delicacy and skill. Sir Isaac Newton, the discoverer of the universal laws of gravity said: “ if I have seen further than most, it is because I stood on the shoulders of giants”. Kepler was one of the giants.

Legal Eagle

So now we have a man, famous in his lifetime, the consultant to royalty across Europe, suddenly being required to stop his mother being burned at the stake as a witch. What a step-down. Where is the science about witchcraft? Simply, there was none. It was the processes of the law that were deficient Well, how deficient were these processes? Not too bad in terms of procedure, actually; after all, it was Germany. Kepler was a subject of the Germanic nation, ruled after a fashion by the Holy Roman Empire, itself in the throes of self-destruction because of the stupendously murderous Thirty Years War then getting under way. Nevertheless, at a very local level, the rules of society and the rules of law in central Germany were being carefully followed The German court system would be not unfamiliar to us. There was a judge who received a prosecution case from the local authorities. That case was presented to the defendant, in this case Kepler’s 71 -year-old mother. It alleged the casting of spells which were against the Christian spirit. If proven, the requirement was for the accused to be burned, as this was the religious requirement. Other forms of execution were not permitted if they drew blood, thus burning and drowning were the accepted ‘remedies’. The judge heard ‘evidence’, in a way, language aside, that we would understand. The witnesses gave sworn testimony which led to the conclusion that the defendant was infused with evil spirits. At the conclusion of the evidence, a decision was made. It was nearly always guilty and the outcome was to be burned at the stake. Appeals were possible and did succeed, although most of those charged were old women of limited means, at the end of their lives. The evidence in this case included that of a schoolmaster, who had been at school with Kepler himself, and had thus known the accused mother for many years. He was one of several witnesses,

but it is what he says that points to the real problem. It is this ‘evidence’ that opens up this case to similarity with the law coping with aviation in today’s world The schoolmaster gave evidence that he was passing by Kepler’s mother’s home. She asked him in for a drink of wine. He refused, but she pressed him to do so. On departure from her house (nothing more occurred than the drink) the schoolmaster noticed a sharp pain in his knee. A few days later he suffered further pain in his other knee, and within a few weeks was unable to walk without walking sticks and had become a cripple. Sounds terrible? Indeed it is terrible. Osteoarthritis can strike just like that, and can cause continuous substantial pain. Immobility follows. A sufferer can hardly walk and thus hold a job; he could be ruined. He couldn’t walk to work at a time when everyone walked. Wonderfully, now, over the past 30 years, those knees can be replaced by artificial joints which are a triumph of humanitarian science, medicine and medical practice. Unfortunately, Mrs Kepler was about 350 years too early for that medical condition to be understood by the German courts, the witchcraft prosecutors, the complainant schoolteacher or even Mrs Kepler herself. No-one had any idea that this could be a medical problem. Witchcraft was the go-to option when people didn’t know the facts. There’s the problem. A well organised society, with a careful legal system, using the procedures that again and again solve landlord and tenancy problems, ownership of land disputes, defamation and criminal cases, has failed due to the complete lack of knowledge on this particular subject by all parties. No-one had the slightest idea about the true cause of the schoolteacher’s disorder except for the refuge in the nonsense of witches. This kind of problem does arise in our 21st century legal system too, although we don’t ascribe the problem to the

nonsensical world of witchcraft. We simply give judgment based on unwitting ignorance; costs orders or criminal verdicts are made against the losing party, from time to time with financially and personally ruinous results that can be unfair and wrong because they are not based on a full understanding of the facts. The courts have gone some way to address this. Experts for different parties can be required to meet together to establish common ground. This makes sense. No-one will engage a person to say to the court that their case is hopeless, although the opposition will have someone who will say that. By bringing such people together, a wellinformed judge has the best opportunity to know what the facts might be. The problem is that that the experts combined may still not know the facts. Imagine ‘experts’ giving evidence in a witchcraft trial. Likewise, in a current-day trial, what expert is going to say, having charged full fees, “I don’t know what the reason for the air crash actually is”. There’s the problem. The judge is not expected to know: he or she is entitled to ‘know’, when properly informed. The experts might actually not know but are so financially enmeshed in one party’s argument that it is almost impossible to admit that they don’t know and the opposite party is much the same. Alternatively, the expert might know so much that the judge can’t comprehend what is being said. Brian Cox, the celebrated physicist and cosmologist recently toured Australia giving lectures on the origin of the universe. When asked, people leaving the theatre said they enjoyed the talk, but they didn’t understand it. Who but a physicist/ cosmologist would do? Therein lies the problem. Who knows? When this problem is addressed and solved, not only will those in aviation do much better in the courts, but so will the law. I hope that comes soon. n Spencer Ferrier www.aopa.com.au I AUSTRALIAN PILOT

COVER FEATURE

The Beechcraft Bonanza 70 years old and Counting

Bonanza enthusiast Jock Folan lifts the lid of one of GAâ&#x20AC;&#x2122;s most enduring and sought-after designs. The Beechcraft Bonanza is an aircraft that has seen ongoing development and been in continuous production for 70 years. The design has carved out a niche at the top end of the single-engine market that isnâ&#x20AC;&#x2122;t likely to be taken over by any other aircraft from any other company. Ever! After achieving a GFPT I wanted to satisfy a lifelong dream of owning my own aircraft. After flying numerous types I bought my first Bonanza, a 1967 V-tail (35 series) which I used to complete the navigation exercises for my PPL. I did find

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it difficult to keep ahead of the aircraft on the relatively short navigation exercises used by the flying school out of Essendon, so I sat down with my instructor Naomichi Nishizawa (Nishi) to plan longer navigation exercises that represented how I intended to use the aircraft. The first trip was to Alice Springs and the second to Coolangatta (now Gold Coast) to attend and participate in the Australian Bonanza Society (ABS) Bonanza Pilot Proficiency Program (BPPP). Nishi and I both participated in the BPPP and learned a lot about my aircraft, its systems and

how to safely get the most out of her. I continue to be a member of the ABS and recommend to any aircraft owner to become a member of an aircraft breed group where you can quickly learn and use the experience and knowledge gained by others. I flew that V-tail for the next 10 or so years gaining a night VFR and PIFR which I used extensively to travel much of Australia, New Zealand and New Caledonia - often on organised trips with the ABS. As much as I loved the V-tail it was not the Bonanza that I really wanted. I have always been interested in aerobatics and have owned a number of aerobatic aircraft so I wanted an aerobatic

The Beechcraft Bonanza - 70 years old and Counting

Photos: Mark Smith

Bonanza. Most pilots are surprised to learn that a number of Bonanzas are aerobatic. Due to the structural integrity built into the design, almost all are certified in the utility category (4.4 G). This means the number of structural modifications required to certify a Bonanza as aerobatic (6.0 G) are relatively small. There were only 179 aerobatic Bonanzas built and there were only two in Australia, one an E33C and the other an F33C, but neither of them was the exact model that I wanted. For various technical reasons, the model I wanted was the 1970 F33C of which only five were built. I eventually found one in the US and managed to buy it and ship it to Australia.

In my eyes the only downside to owning an aerobatic Bonanza is that they have a conventional tail. I could not justify two Bonanzas which meant that the V-tail had to go. The V-tail Bonanza does not have a big following in Australia like they do in the US, nor do the 33 series (conventional tail). Both are four-seaters and other than the difference in the tail they share the same airframe. In Australia, the 36 series (six seats) seems to be the preferred model, which I have never fully understood. Most private 36 owners are like me and rarely fly with more than two people and often remove the two rear seats. The 36 series Bonanzas can carry more when required and they do

have a better C of G range than the 35/33 series Bonanza, but if you do not need it and you were to fly 35a /33 series back to back with 36 series then you would notice that the 35/33 series is a much nicer and more sprightly aircraft to fly. So how does the Bonanza feel to fly aerobatics? It is largely limited to positive G-loadings as it does not have inverted oil systems for the engine. Spins are conventional and it rolls very nicely but pitch manoeuvres can be heavy work due to the aircraftâ&#x20AC;&#x2122;s strong pitch stability. A few years ago there were concerns with the V-tail distorting or separating from the aircraft and there are a number of articles regarding the failures available www.aopa.com.au I AUSTRALIAN PILOT

COVER FEATURE

Three Bonanzas-A V35, an E33C and an A36. on the web. Many of them are from people with little understanding of the aircraft who put forward their own ideas about the cause of these incidents. All aircraft will have a failure point somewhere when subjected to overload. A disadvantage of a clean fast airframe is that speed will build up very quickly if a spiral is entered and excessive G-loading can occur if incorrect recovery techniques are used. The Bonanza has strong pitch stability so if the aircraft is trimmed for cruise and a spiral dive is entered inadvertently the speed may quickly increase and approach or exceed the maximum certified speed (Vne). If the wings are then levelled the strong pitch stability will cause the aircraft to seek its trim speed and initiate a pull up even without pilot input. If the pilot also pulls the nose up then a structural overload (excess G loading) can occur. Early Bonanzas failed where a landing light was built into the wing leading edge so the landing light was later removed from this point and mounted on the nose leg. The next area to fail on a Bonanza is the empennage, but this only occurs above a load factor when most other GA aircraft would already be spread in several pieces across the landscape.

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A modification was introduced for the V-tail involving a small cuff to support the tail surface’s leading edge, however all Bonanzas will start to fail at the empennage when severely over-stressed. This is also borne out by the modifications to create the aerobatic Bonanza where the wings and fuselage are unchanged, with all the structural changes made to the empennage. A disadvantage of an aircraft that can be lively to fly is that they are not so sedentary. This has often lead to a criticism that Bonanzas, particularly the V-tail, have a tendency to wag their tail in turbulence. This is true but only at low speed and only when in turbulence. In truth it is not just yaw but a small dutch roll. All Bonanzas have a spring link between the ailerons and rudder. When in cruise the pilot can fly with his feet on the floor and roll the aircraft into a turn; the movement of the ailerons will apply rudder and counter adverse yaw. Unlike many aircraft models and types that have come and gone, the Bonanza has remained in production for decades. So what makes it different from other aircraft types? In the closing stages of WWII many American aircraft producers were cashed

up producing aircraft and parts for the US military. Many of these companies, including Beechcraft, started developing new aircraft or converting existing types for the civilian market. Beechcraft began development of a new aircraft in 1944 and quickly settled on a design that could carry full fuel with four people plus baggage. However its gestation period was far longer and more costly than any of its competitor’s products. The first Bonanza prototype flew in 1945 but the first production Bonanza did not fly until 1947. The design integrity of the Bonanza has led it to be described as the Mercedes of the air. In addition to the installation of sound proofing, an original design criteria was the minimisation of noise from the airframe to provide a level of comfort not available in competitor’s aircraft. Extensive wind tunnel and fatigue testing were conducted to ensure that performance exceeded all other similar designs and this testing resulted in the selection of the iconic Bonanza V-tail. The V-tail had previously been tested for the US military on a number of twin and single engine aircraft types including the Bell King Cobra fighter. The V-tail offered

The Beechcraft Bonanza - 70 years old and Counting

I have always been interested in aerobatics and have owned a number of aerobatic aircraft so I wanted an aerobatic Bonanza. Most pilots are surprised to learn that a number of Bonanzas are aerobatic. increased manoeuverability, decreased spin resistance, reduced intersection and wetted area drag as well as a decreased production parts count. The reduced drag of the V-tail is evident from a comparison of latter production 35 (V-tail) and 33 (conventional tail) series aircraft specifications where the only difference is the tail assembly. The V-tail is always three to five knots faster. In addition to airframe fatigue testing, the undercarriage was also subjected to rigorous testing to ensure a simple system that provided the ruggedness for rough unprepared strips and to meet military requirements. The same basic design is used on the T-34 military trainer and the much heavier twin-engine Barons. Where most GA retractable aircraft require the pilot to slow to gear extension speed, the Bonanza undercarriage is designed with a high extension speed so it can be used as a speed brake. The long development to ensure a modern and well sorted aircraft seems to have been justified given the long and successful production life, but this does not guarantee success by itself. Beechcraft proved that, even in the toughest times, quality sells and on the few occasions they tried to cut their quality, as with the Debonair, sales faltered. All Beechcraft products, but particularly the Bonanza and its later development as the twin-engined Baron, have long been regarded as being at the top of the GA market. Many current Bonanza owners, having owned various other GA types and then flown a Bonanza, have ended up buying one. Pilots tend to keep aircraft a lot longer than cars and within the ABS some members are on their third Bonanza. Another factor in their popularity involves the design’s participation in long distance flights. A number of Bonanzas were loaded with fuel to 1.5 and even 2.0 times their certified MTOW and still took off under their own power to achieve nonstop distance records, the two primary events being: • Bill Odom, March 7, 1949, Honolulu to Teterboro, New Jersey - 4957 miles, and • Marion (Pat) Boling, August 1, 1959,

Jock Folan

V35 Cockpit Manilla - Pendleton, Oregon - 6856 miles. • As recently as 2002, ABS member Bill Finlen completed a round the world flight in his V35B to be an Earth Rounder. See www.earthrounders.com/ finlen_info.php for details of his trip. The performance of the aircraft continues to be a strong factor in its enduring popularity. As new aircraft models are released they invariably get heavier and often lose performance or capability. Although the later single-engine Bonanzas are considerably heavier than the first models, their performance and capability, have gradually increased rather

than decreased. Bonanzas flying today use the same basic fuselage and wings but have twice the installed horsepower as the original Bonanza with far greater capability and pilot situational awareness, thanks to modern avionics. If you trace the development of Bonanza aircraft since 1947 you can almost trace the development of the air-cooled horizontally-opposed engine as well. Bonanzas have been flown and tested with Lycoming, Franklin and produced with Continental engines from dry sump E series to wet sump O-470 series, from www.aopa.com.au I AUSTRALIAN PILOT

COVER FEATURE

Jock Folan in his E33C

Web Links: www.bonanza.org or www.abs.org.au. More reading: Those Incomparable Bonanzas, Larry A. Ball, They Called Me Mr Bonanza, Larry A. Ball, and Flying the Beech Bonanza, John C Eckalbar

carburettor to fuel injected. Interestingly the J35 Bonanza built in 1958 was the first post-war business aircraft to have fuel injection. Almost any Bonanza can be upgraded with either factory or aftermarket kits to look and perform the same as a newer model. This means it can be difficult to find an original Bonanza and a perusal of the worldwide market for Bonanza aircraft often has more modified aircraft than original. Many of these upgrades are supported by a plethora of Supplemental Type Certificates (STCs). I would hazard a guess that there are more STCs available for Bonanzas than any other GA aircraft, both to upgrade to later model features and to introduce new capability not available from the manufacturer. An example is tip tanks. Beechcraft have never produced these yet they can be ordered as an option or retrofitted by owners. There are two current manufacturers who offer

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options that provide a 50% increase in fuel capacity with no loss of performance and an increase in MTOW, with or without fuel. The build quality of the Bonanza has ensured that parts from later aircraft can, in most cases, be readily fitted to older aircraft. There are very few original or new replacement parts that are difficult to procure for almost any Bonanza, and there are many upgrade options for almost every system in the Bonanza from specialty providers including Australian Beechcraft agent Hawker Pacific or direct from US manufacturers and suppliers. While the Australian Bonanza Society recently changed its name to the Australian Beechcraft Society to support a larger Beechcraft community within Australia, it maintains links with and models its BPPP on the US American Bonanza Society BPPP. The US ABS was created in 1967 for all

things Bonanza and incorporates its own ABS Air Safety Foundation. As Beechcraft has migrated though ownership by several companies over its history the US ABS has maintained its own records of technical issues and defects and provides advice to the US FAA. Both the US and Australian ABS provide a number of services to members and produce their own magazines. Like the US ABS, the Australian ABS has access to technical resources to help members should they have any problems or concerns with their aircraft. So in summary, yes I may be biased in very much in the same way as any proud aircraft owner is toward their aircraft. I have often wondered what I like so much about the Bonanza and then, for whatever reason, I spend more time flying other types for a while. Then when I get back into my Bonanza I remember why I own this aeroplane: the whole package just feels so right. n

FEATURE

Expedition 350 – Bush Planes Just Got Civilised

Bush Planes Just Got Civilised

Pacific Aerospace have bought the rights to a Canadian bush legend. Mark Smith went to meet it. The standard image of a bush plane is a battered tail dragger being piloted by a grizzled veteran of many a hairy trip through the wild areas of various countries. The cockpit is filled with a variety of vintage instruments, most of which only work intermittently. So it’s a real surprise to walk up to the Expedition 350. First off, it has a nose leg. A very strong one

that is a simple tube with no oleo strut to go flat out in the field. Next off is the avionics fit - it’s all modern glass. Finally the interior is leather with a styling that wouldn’t be out of place in a captain of industry’s private jet. Pacific Aerospace knows a good aircraft when they see one and have bought the type certificate from the liquidators of Found Aircraft, which went www.aopa.com.au I AUSTRALIAN PILOT

FEATURE

bankrupt in 2014. They plan to begin production of the E-350 in 2017 at their headquarters in Hamilton, New Zealand, alongside their successful PAC 750 turbine. Mark Crouch is the general manager of global markets at Pacific Aerospace, so he knows a thing or two about the sales environment the Expedition 350 is heading into. The company saw a niche market for an entry-level bush plane that would allow fledgling operators to get into an aviation route to build a market in the hope they would eventually move on to a bigger aircraft. “We looked around the world and not everyone in the market could afford a PAC 750,” Mark says. “Potential customers in PNG, Indonesia and South America couldn’t afford a turbine that would allow them to establish a business. “So we had our eye out for an entry level aeroplane that had the capabilities

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of the PAC 750, but on a smaller scale.” That aeroplane was the Expedition 350. Canada’s Found Aircraft designed the E350 as a modern bush plane, though the aircraft is actually based on more than 40 years of design lineage going back to the Found FBA-2 which was first produced in 1961. These developed a reputation as rugged hard working aircraft, though given the remote location they operated in few pilots could lay claim to having actually seen one. Some of these originals are still flying with times as high as 15,000hrs, and takeoff and landing cycles approaching 50,000 are not uncommon. The final incarnation of the FBA-2 was the C model, though the company had trouble making what was essentially a hand built aeroplane in a way that could compete with the mass produced products of Cessna. Production ceased in 1967 with only 27 C models built. These continued the tradition of being incredibly well-built aircraft that only

had three airworthiness directives against them in more than 50 years of operations. Today nine examples still fly, mainly in northern Canada. It is from this design and construction heritage that the Expedition 350 emerged, though the immediate design influence is the Bush Hawk XC. The forward fuselage is built from welded steel tube and covered with a combination of carbon fibre and aluminum to create a strong but light airframe. This creates a much stronger and safer main cabin area than traditional monocoque construction while keeping everything light to increase the useful load. Walking up to the E350 it’s easy to see why the design is popular with bush pilots. For a start the cabin has four large doors, allowing for easy entry of the pilot and passengers or for loading of freight. The three rear seats can be removed quickly, allowing an owner or operator to change the mission configuration as required. The powerplant is the Lycoming IO-

Expedition 350 – Bush Planes Just Got Civilised

Photos: Mark Smith

A great feature that pilots who have operated the Cessna 206 will appreciate is that the rear doors can be opened with the flaps fully down ver Very roomy cabin with large doors

580 which produces 315hp with a quoted fuel burn of 68lph. Up front the aircraft is very roomy, with the size feeling akin to a Beaver. The doors feature a cutout to almost floor level giving a great view down. A great feature that pilots who have operated the Cessna 206 will appreciate is that the rear doors can be opened with the flaps fully down. The cantilever wing has no strut, aiding in ground operations around the aircraft. The biggest change from the Bush Hawk is the tricycle undercarriage that can also take tundra tyres. Both aircraft share the steel cage around the cockpit but the E-350 uses modern carbon fibre as the covering. Float attach points are also standard on the E-350. The raw numbers are impressive. According to the flight manual, with full fuel of 378 litres you can still load up with 363kg of people and freight. That brings the Expedition up to its maximum gross weight of 1724kg that will get off the ground in about 250m, with 391m needed to clear a 50ft obstacle. Pacific Aerospace had trouble getting a new model of the E350 out to Australia in time for the Avalon Airshow, so had to borrow an example that was imported in 2014 when Found Aircraft was still in business. As mentioned earlier, the first impression is one of size. With all four doors open the interior is laid bare and it’s evident that loading would be a breeze. The design improves on Cessna’s 206 by having two doors at the back, allowing bulky items to be handled from both

Panoramic windows

sides. Airline-style attach points secure the rear seats, leaving the floor nice and flat when they are removed and allowing boxes to be easily loaded. A series of hard points installed on the pillars between the doors allow for a cargo barrier to be securely clipped in place, isolating the pilots from the load. The three rear seats can be configured in a variety of ways, with the centre one slightly forward of the two others being the preferred option when all three are being used. Even so, with three adults in the back, it’s slightly cramped. The avionics fit in the test aircraft is Garmin all the way with a G500 primary flight display, GNS 430 and GTX 327

transponder. PAC says they will update the avionics to the newer Garmin 600. Engine information is from the Electronics International MVP-50, which provides everything a conscientious pilot needs to know about the health of the powerplant. Pacific Aerospace’s local demonstration pilot Stephen Death brought the Expedition down from Queensland in preparation for the Avalon Airshow, so Australian Pilot travelled to Albury where the aircraft was parked in preparation for its final leg to the airshow. Entry into the front seats is easy using the small step at the base of the large door. The cabin is nice and wide, with 1.3m www.aopa.com.au I AUSTRALIAN PILOT

AIRCRAFT REVIEW FEATURE

door-to-door in the front and 1.34m in the back. There is no step in the back, which is an omission I hope PAC remedy when they build the aircraft. A reminder that the aircraft is well suited to float flying is the lack of a centre console between the front seats allowing the pilot to easily slide across to the other side when docking. The seats in the front have four-point harnesses and are adjustable fore and aft, but height can only be changed on the ground. The glare shield is quite high so pilots of smaller stature will need to sort themselves out in this regard before flight. The control column is reminiscent of the Beaver, being a single centre point arrangement with yokes mounted on either end of a T bar. The master, alternator and magneto switches are unusually positioned on the door pillar in front of the left hand seat, just above knee height. An overhead panel has a line of switches covering lights, fuel pump and avionics master.

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The fuel selector is between the seats and only offers left and right tanks with no cross-feed. The flaps are electric, though they do move very quickly allowing them to be dumped on landing to increase brake effectiveness and reduce ground roll. Engine start isn’t worth mentioning, since big Lycomings basically come to life in the same way on most of the airframes they power. Taxiing is the first surprise as the nosewheel is castoring with directional control being achieved mainly with the powerful rudder, aided by the occasional touch of brake. Without nose wheel steering the pedals feel incredibly light. With three people on board, plus half fuel, the Expedition is a long way below maximum gross weight. The flight manual says flaps 20 and rotate at 60kts, so that’s what we did. Acceleration is brisk and in around 120m we were airborne. Control forces are surprisingly light in roll and pitch, though

a lot of right rudder is needed to keep it straight. The electric rudder trim cames into play to ease the strain on the right leg. A climb at 70kts, with power at 25/25, gives quite a steep deck angle. Accelerating to 80kts gives a better view of the world ahead, with 800fpm showing on the screen. The plan was to enjoy a flight around Lake Hume while sampling the features of the Expedition, so once we were level at 2500ft it was time to get the feel of the beast. Setting 24/24, with the mixture leaned to a shade under 60lph, the TAS sat at around 130kts. On the ferry trip down from Queensland, Stephen says he couldn’t get much above that even at height. The test aircraft doesn’t have main-wheel spats and that probably accounts for about 10kts of drag. Control forces are lighter than in the Cessna 206. The armrest built into the door is just at the right height to lightly hold the yoke in the left hand

Expedition 350 – Bush Planes Just Got Civilised

Banking away showing the unique wing design

while enjoying the view from the massive windows. There is a degree of adverse yaw that means a small amount of footwork is needed in turns to keep it tidy. Bush planes that live on farms need to be able to fly slowly so that was next on the list. Reducing power and bringing in 20 degrees of flap sees the speed reduce to 70kts indicated. At this speed aileron authority still feels solid and it is easy to hold a medium turn around a point. Heading back into the circuit and it is easy to set up a decent rate to bring us on to base and final. There is a pronounced trim change with flap so the trim wheel gets a good workout in the circuit. In keeping with most largish singles, finals are flown at 75 to 80kts, depending on weight, holding a bit of power and gradually letting it bleed back to 60kts at 50ft. The big fuselage does create a fair bit of drag as the nose comes up so the bit of extra speed comes in handy in the flare.

The next day Australian Pilot was on board for the ferry flight to Avalon. This time the aircraft had full fuel, a load of bags and three on board. The Expedition took it all in its stride. What’s the conclusion? It’s a big, well made load hauler that has the comfort and the range to be able to take the family away on holidays. Mark Crouch says PAC is happy with the design and won’t be changing anything beyond fitting a slightly more modern version of the avionics Found fitted. “Found Brothers never created a line that ‘productionised’ the aircraft. Every aeroplane was built with differences to the one before it. We are putting the airframe into a production system where every aeroplane coming out will be the same,” he says. “We will be fitting the latest avionics, in this case the G600. Owners can chose dual panels. “Other than that we aren’t changing a thing.” n

FACT BOX Specifications of the Expedition 350 MTOW:

1724kg

Empty weight:

1034kg

Useful load:

680kg.

Cruise (TAS):

156kts @8000ft

Stall:

54ktscas.

Max range:

750nm

Max endurance:

6.5hrs

Max fuel

372ltrs.

Take off roll (sea level, 50ftobstacle)

1286ft

Landing (sea level 1478ft. 50ft obstacle) Cabin width:

1.35mtrs

Cabin height:

1.27mtrs

Cabin Length:

2.90mtrs

Wingspan:

11.63mtrs

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PILOT PROFILE

Bob in his RF4D

Bob Grimstead Mark Smith meets a retired airline pilot who never lost his love of lighties throughout his long aviation career. If you enjoy English aviation magazines the chances are you’ll have read a story by Bob Grimstead. With more than 200 flight reviews under his belt, he’s one of the most experienced aviation journalists currently plying his trade. Throw in his display flying, both here in Australia and in the country of his birth, and you have a bloke with an interesting story that’s worth telling. The United Kingdom of the 1960s was a very different place to today. British Overseas Airways Corporation was a state-owned business that trained its own pilots at a training school at Hamble

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in Hampshire. Young men (women were not allowed!) could apply with no flying experience and, if accepted, were trained at the airline’s expense to become pilots, much like a civilian version of the RAF. It was here that 19-year-old Bob Grimstead started his flying career, though he did have a touch of flying experience via his time as an Air Cadet before entering the 18 month course. “I was at the Cadet Corps Summer Camp at Little Rissington,” he remembers as he sits in his hangar at Serpentine airfield, half a world away from his other home in England.

“I was practicing on the rifle range and it was with some reluctance that I put down my 303 Lee Enfield when another cadet sent to fetch me said I was wanted to take my turn for an air experience flight. It was in the right seat of a Piston Provost. I saw the camp dropping away and thought, ‘Wow, this is fantastic’. From 1500 feet the ground looked a lot cleaner, a lot more ordered with no rubbish around.

Bob Grimstead

“It got even better when I was given the controls. I had read lots and lots of books about how to fly and had built and flown a control line model, so I had a pretty fair idea about how the controls worked and I found flying coming to me almost naturally. From that moment on, I knew for sure that I had to be a pilot.” Bob’s next flight was in a Chipmunk at the former RAF airbase of White Waltham, where he got his first taste of aerobatics. “The pilot asked if I wanted to do a loop and of course I said yes so he flew the first one and then he let me fly one. So I went home thinking flying aerobatics is dead easy because all I’d done is pulled back on the stick. I hadn’t done the throttle or the rudder pedals. But I loved it.” Bob applied for a gliding scholarship, which led him to the next flying experience which cemented his desire to fly as a career. “The air cadets sent me off on a one week gliding course. The deal was they allowed you 25 launches and if you did alright you were entitled to do three solo circuits. Well they weren’t circuits as we know them because these gliders were open cockpit tandem trainers that plummeted more than gracefully flew. So I did three solo circuits. I wasn’t quite 16,” he says. “It was amazing because the year

before when I was dragged off the rifle range to fly in the Provost, up until then I had no aspiration to fly. I didn’t know anybody who could fly a plane, or who had aspirations to fly. I used to read all of the aeroplane magazines because I was interested, but the idea that I could ever fly an aeroplane myself was totally alien to me.” The gliding camp had been during the Easter holidays and Bob returned to school full of enthusiasm for all things aviation. The final piece of the puzzle came during a casual conversation with a school friend. “I was barely 16 so I should have known better, but a friend listened to me talking about flying and he said ‘well you know you can get a job doing that?’ I said ‘really’. I had no idea what I was going to do as a career, possibly be a teacher because they were the only people I ever saw doing anything.” So at the tender age of 16 Bob applied for a RAF flying scholarship. But due to government cutbacks in defence the RAF had become very selective about who got to wear the famous blue uniform. “I passed everything but the medical,” he says.“The RAF was cutting back and getting choosy. Anything could fail you and in my case it was having dry skin,

which I’d developed from chlorinated swimming pools. They said it could give trouble were I posted to a tropical climate. I was devastated until my form master pointed out that all was not lost. It hadn’t occurred to me until that point there were alternatives and I could earn a living as a civilian pilot.” So Bob applied to the BEA/BOAC college at Hamble and was accepted, providing he passed his A levels. The young Bob was something of a restless character who discovered the joy of motorbikes, leather jackets and the ‘rocker’ movement. His marks at school weren’t matching his lofty ambitions to fly so tough measures were needed. A family move prompted a change of school, which seemed to have the desired effect and despite the distractions of his new school being co-educational he scraped through with the required grades to enter Hamble. In keeping with the era, Hamble was a men-only college which involved living in for 18 months while accumulating 225 hours on a combination of Piper Cherokees and Beech Barons. Of the original 36 on course, 12 washed out, leaving 24 budding new second officers ready to serve. Pay was calculated on total flying hours so Bob decided to hour-build on Fournier RF-4 motor gliders, the cheapest way www.aopa.com.au I AUSTRALIAN PILOT

PILOT PROFILE

he could get airborne, while waiting for his jet assignment. When he first got to push the throttles forward on a jet he had 160hrs on Cherokees, 50 on twins, 25 on Chipmunks and 15 on the RF4D. “I got a PPL while I was at the college and I used to go and hire an aeroplane to take friends and family flying. They would chip in so I could get my hours up. I think I needed another 12hrs to get above 250hrs so I’d go two notches up the pay scale. That’s why I looked at the cost of flying at Biggin Hill and I could make a financial case for going and doing it,” he says. “I’ve always been an enthusiastic GA pilot. I was just lucky enough to get trained by an airline and get a job through that airline but at heart I’ve always been a single engine aerobatic pilot. That’s what I love doing.” Bob was posted to BOAC and started work on the Boeing 707, which involved three months of ‘chalk and talk’ in the classroom followed by 20 hours on what passed as a simulator back then. The final phase was 15 hours in the right hand seat of the real thing, performing upper air work and shooting circuits. “We did our training on the 707 at Prestwick in Scotland. This included a cruise altitude mach tuck, run away stabiliser, stalling with secondary stalls because it was very difficult to recover from a stall with minimum height without pulling the thing into a secondary stall. All sorts of

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stuff: Dutch rolling, manual recovery from Dutch rolling. With the simulator in those days you couldn’t do that sort of thing! We did circuits with three engines working, two engines working, and all those sort of things. Unfortunately every now and then one crashed. “Four or five years after I did my 707 training there was some command training being done on the 707 at Prestwick. The first take off was at 7am so they had been up since 5am. The skipper chopped an outboard engine on the first take off, they lost it and the skipper couldn’t recover. They crashed and it burned out on the runway. The captain, two trainees and the flight engineer managed to get out and run away but the plane burned out. They were lucky they didn’t get killed. “Basically we just didn’t have good enough simulators in those days, so all of

the training had to be on the aeroplane.” Bob continued his enthusiasm for GA flying throughout his airline career, sometimes to the amusement of his colleagues. “Most of my colleagues weren’t interested in any private flying in small aircraft. As one bloke said to me ‘unless a plane has four engines and 12 toilets I am not interested in being on board’. “I flew a Fournier for the first four or five years of my career, then joined a group that had an Auster and a Currie Wot biplane. I flew them for about 10 years and during that time I joined the Tiger Club. I probably only did 20 hours a year because I was away overseas so much but wherever I was around the world I tried to get my hands on something interesting to fly, whether it was a glider or a powered aeroplane.

Bob Grimstead

“I love aircraft. Wherever I went, if I could find a type of aeroplane or a kind of flying that I had not experienced, I would try it: ski planes, floatplanes, a Pitts Special in Los Angeles, a Tomahawk in Philadelphia, a Schleicher glider in Delhi and a Blanik in Zimbabwe. I saw different terrains like the Rift Valley in Kenya, rounding the Cape of Good Hope, and Toronto Island Airport in -25°C with blowing snow.” Bob’s other aviation achievement is as an aviation writer, with his work appearing in many English and European flying magazines. To date he has completed more than 200 air tests on general aviation and ex-military aircraft. “I can tell you my favourite airliner is the 747-400, my favourite executive jet is the Citation 10 and I can tell you my favourite piston engine fighter is the P51 Mustang. I can also tell you my favourite single seat light plane is the Fournier RF4D because I have put my money where my mouth is and bought two.” In 1998, Bob bought a small house in Perth which was the beginning of his lifestyle of following the summer sun, splitting his time between the UK and Australia and flying year round. Then in 2003, after 33 years with British Airways, Bob retired at the mandatory age of 55. While some of his colleagues chose to continue flying with overseas airlines, he chose to leave commercial flying in concentrate on his first love.

“Although I would have been better off financially if I had gone flying in Asia, I thought that I wanted to enjoy GA in my retirement rather than just going and flying for five or 10 more years and amassing more money. That’s not what my life is about.” The Fourniers have led to Bob’s retirement job as an aerobatic display pilot, something that he didn’t actively plan on becoming. “I bought the Fournier in February 2004 and I guess it was early 2006 before I was ready to do a display,” he says. “Then the Red Bull Air Race came to Perth. One of the guys who used to display a Fournier in the UK was race pilot Nigel Lamb’s publicity officer and he said I should offer to fly a display for the Red Bull air race. I put myself forward and they accepted.” After the organisers had seen Bob’s routine they offered him the chance to perform during the races being held in England. This led to a two-ship display team involving a former member of the original Skyhawks Fournier aerobatic team. “We built two Fourniers and started displaying as a duo act. We gradually built up from doing a little club flight display over a period of about 10 years and then doing Red Bull Air race. Matthew, the other pilot, works for the CAA so he decided to stop performing and so I’m back to doing solo displays again.”

Bob’s display in the RF4D is a brilliant example of energy management where a light, low powered aeroplane flies incredibly graceful aerobatics at a slow pace. There are no body-smashing high-G manoeuvers where raw power wins the day, but rather a ballet-like poise in three dimensions. You are left feeling inspired after seeing such a beautiful example of skill exhibited in such a simple, friendly aeroplane. Over the past summer Bob and his wife Karen have been re-covering the Australian-based RF4D. Bob has always enjoyed working on his own aircraft, both as a way of keeping costs under control and for the pleasure of knowing the job has been done correctly. He’s even rebuilt his engines, under the supervision of an engineer. The spruce-up was necessary after many years of flying, but the time out of the air has proved hard for the veteran flyer. “Yes, I’m really frustrated. My job is putting the remainder of the fabric on the Fournier today and I can’t wait to get the thing back the air,” he says. “I’m a pilot who enjoys flying. I was lucky to have 33 years working for an airline. What I’m doing now, which is what I’ve always wanted to do, is have a bit of fun flying, doing aerobatics and occasionally getting someone else to pay for it.” n www.aopa.com.au I AUSTRALIAN PILOT

FEATURE

Old-Fashioned Style Never Fades Mark Smith goes flying in a rare design from aviation’s golden age. Many aviation enthusiasts like to look back at various eras in aviation history and feel that particular time was somehow the golden era. Get five pilots in a room and ask them what years correspond to their idea of this golden time in aviation development and debate will soon flow freely. Was it the 1920s and 1930s when men wore hats as they flew in large, comfortable tourers? Or was it the 1950s with the massive progress in airline and jet technology? Debate can be fun, but when any pilot first catches sight of the graceful gull wings, large radial engine and art deco style luxury interior of a Stinson SR-9, they know it comes from a special time on the aviation development calendar. In the case of Tim Brownridge’s

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Stinson SR-9 VH-ISR, the golden year was 1937. The days of open cockpits were passing rapidly as aviation development moved along in leaps and bounds. The leaders of industry were looking for big, comfortable, airborne transport to carry them to their next business deal. In Tim’s case the decision to buy was more one of a random opportunity than a pressing need for a business aircraft. The Adelaide-based anaesthetist simply responded to an ad that caught his eye. “I saw an advertisement in the paper for what looked like a nice looking radialengined aeroplane. I didn’t know what a Stinson Reliant was, other than it looked attractive so that was the start of it. I bought it from Colin Newlove, a retired airline captain at Watts Bridge. He was

ISR’s second Australian owner of 10 years, having bought it from Rob Black who originally imported it from the US.” From there the story should have been one of a happy new owner flying his beautiful old aeroplane home, ready for years of aviation adventures. Sadly that wasn’t to be. “We had a lot of trouble getting it home,” Tim says with a measure of understatement. “The aircraft was involved in a landing accident on my first flight with Colin. The right undercarriage leg collapsed due to hidden corrosion and cracking in the structure. From there followed four years of heartbreak. I had to have the engine rebuilt in the United States which was followed by loads of frustration with the

Stinson Reliant – Proving Old-Fashioned Style Never Fades

One of the great joys of aviation is being anywhere near a radial engine as it comes to life.

The SR9 in all its glory

local engineer tasked with returning the Reliant to the air. The aeroplane ended up at Caboolture three years after the accident where I finally did my checkout with Ray Vuillerman.” Experienced vintage aircraft engineer Harvey McBain became involved in the aircraft at this stage and the plan was for Tim and Harvey to fly the Stinson back to Adelaide. But the gremlins hadn’t finished with them. “We flew from Caboolture to Walgett where we planned to stay for half an hour, refuel and head off,” he says. “After landing Harvey flipped the mag switches and discovered one side wasn’t working. When we got out we also found fuel pouring out of the carby onto the asphalt which turned out to be a cracked float on the newly overhauled engine.”

An old cockpit in a new age

The planned half hour stop turned into four days, with Harvey working his mobile and sourcing the necessary parts in Brisbane. With no RPT flights from Walgett, no car rentals, and only one seat left on the bus to Dubbo, Tim turned to the medical fraternity to help them. “I had to scrounge a car to get up to Brisbane to get parts. No one wanted to help us. I went to the local hospital and spoke to one of the nurses and told her my hard luck story and she very kindly lent me her car. So we drove all the way to Brisbane and picked up the new magneto and a carby float. The magneto was actually destined to go to HARS for the Southern Cross replica but we were kindly given that on loan. Harvey then worked all day in the sun to fit them.” The onward flight plan had the Stinson

tracking from Walgett to Mildura and then onto Adelaide. But problems again plagued the crew as they tracked toward Adelaide, forcing them to make yet another unscheduled stop. “Our problems weren’t over because inbound to Adelaide we noticed the windscreen had become covered in a film of oil and we were losing power. We landed at Murray Bridge to discover that my overhauled engine had disintegrated in the air. Multiple piston rings had shattered and we had lost compressions on five of the seven cylinders.” Many people would have given up right there but Tim was made of sterner stuff. The engine was removed and rebuilt again so the aeroplane could finally come home. “I thought of giving up many times www.aopa.com.au I AUSTRALIAN PILOT

FEATURE

but people kept assuring me that when I was flying her it’d all be worthwhile, and that’s proven to be the case. It’s definitely been worth it because it’s such a beautiful aeroplane to fly. I feel very privileged to be in cruise, up there in my ‘lounge suite’ doing 115kts. For a guy who has flown Tiger Moths for 15 years it was a complete revelation really.” The first impression you get standing next to Tim’s Reliant is one of size. Labour and materials were cheap in the 1930s, while the monocoque construction that we are so familiar with today was only just evolving on military fighters. Therefore construction techniques on aeroplanes like the Stinson had as much in common with bridge building as with aviation, with terms like ‘warren truss girder’ commonly found when the

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internals of a Reliant are discussed. The SR-9 is a five place aeroplane, yet dwarfs a similar capacity Cessna or Piper. Climbing aboard is the next challenge and a small step ladder isn’t simply an aid to entering the huge single door, but an absolute necessity. The next part of the negotiation toward enjoying the view out of the front is slipping between the huge seats. Once enthroned in the plush right hand seat, with Tim in the left, the logistics of actually taxiing become all too obvious. From his seat he can’t see anything to the right, and I can’t see anything to the left. One of the great joys of aviation is being anywhere near a radial engine as it comes to life. The seven- cylinder supercharged 350hp Wright R-760 is no

exception and watching, and feeling, the cylinders come to life one by one from behind the firewall is a great entree to the main meal of a late afternoon flight. Tim makes the trundle towards the runway look easy, though it’s obvious he’s learned to dance on the rudder pedals and brakes to keep everything heading in the right direction. The tail wheel is fully castoring and unlike other types cannot be locked forwards for takeoff. Once lined up, the radial comes to full voice and the Stinson accelerates, again with Tim working the huge pedals as the speed builds. Once airborne the size of the beast means the late afternoon thermals are merely small bumps on a smooth roadway, and there isn’t much to do but enjoy the ride.

Stinson Reliant – Proving Old-Fashioned Style Never Fades

Interior out

Tim and his Stinson

A quick turn on the 1930’s style control wheel demonstrates that it is reasonably heavy in roll and pitch, as you’d expect. The noise level in the cockpit is surprisingly low when I lift my headset for a moment, which I imagine would have been necessary in the days when no one wore headsets. On finals with flaps out and the Stinson descends quicker than I anticipate with such a big wing. With only two on board the approach speed is around 70kts, with touchdown at about 65kts. Tim’s path into aviation follows the seemingly normal path of many. He loved aeroplanes as a kid, built radio controlled gliders and when the chance presented itself at university he began to fly full-size gliders. Once he graduated from medical school he found he had the spare income

to learn to fly powered aircraft. I got into powered flying as a junior doctor and managed to build up about 150 hours,” he says. “Then I got married, bought a house, and started having kids. Suddenly 10 years had gone by without any flying, and I thought I probably wasn’t going to fly again.” But flying has a habit of appearing in pilot’s lives in random ways. Tim met Harvey McBain through his wife Katrina, whose brother lives in Mt Gambier close to Nelson where Harvey has his engineering base. “I’d been to his workshop and seen what he does and he knew I was interested in flying even though I hadn’t flown for a while,” he says. “One day he rang me and said ‘there’s

a Tiger Moth for sale just down the road.’ We were just about to have dinner, the kids were around the table and keen to eat, we were planning to extend the house so I said ‘Harvey it’s really not a good time to be buying a Tiger Moth’. His reply was priceless. He laughed down the phone and said ‘It’s never a good time to be buying a Tiger Moth Tim’. “So after having not flown for 10 years and never having owned a vintage aeroplane I found myself with a Tiger Moth.” With two classics to keep flying Tim won’t be drawn on the idea of buying another aeroplane. “Is my wife listening? Look I’m always tempted but it does cost a lot of money keeping two aeroplanes flying. I think this might be it.” n www.aopa.com.au I AUSTRALIAN PILOT

FEATURE

Ferry Fun Dave Prossor passes on some stories from the world of aircraft ferrying. “She’ll be right mate! Just out of a 100 hourly. You’ll have no problems with her.” I have heard that expression more than once. Never let the truth get in the way of a good story. One aircraft I recall was a Cessna 150 that I flew from Archerfield to Melbourne for a new owner. I was given the spin on the 100 hourly and departed. The flight took two and a bit days. When I got the machine to the new owner I suggested to his maintenance shop that they have a look forward of the firewall. They did and when I returned next day they told me that both vertical exhaust pipes had holes in them inside the cowl. Maybe that was why I was getting a bit of a headache during the flight - carbon monoxide poisoning? I sent the chief engineer of the 100 hourly shop a love note. Unsurprisingly, there was no reply! Now vac pumps are a good bit of kit but are not bullet proof. I took a Cessna

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182 to Townsville. It was a good flight and everything worked as advertised. The new owner took the aircraft for a circuit and came back with a sour look on his face. The vac pump was not working. The pump had been working fine on the way to Townsville but had failed there. I had to do some fast talking to convince the new owner that I had not delivered an aircraft to him with a snag. On another ferry, this time in a Piper PA28-181, the owner and I were cruising along at 8500ft and enjoying lunch with the auto pilot engaged. Suddenly the machine started to roll to the right. The vac pump had failed, just like that, and as the DG slowed down the auto pilot was following it. We disconnected the AP and hand flew it home. Both those cases taught me that vac pumps are good but have limitations. Be wary of flight at night in dark country that relies on a single vac pump. The sights and locations are also

memorable. Flying a Beech A36 from Forrest to Coober Pedy I flew over Maralinga with the town and the strip to the right and the A-bomb explosion locations on the left - a stark reminder of the days when A-bomb trials were conducted in Australia. Then there was a flight following the rail line for 344 nautical miles from Forrest to Kalgoorlie - a very straight line. Forrest, Western Australia, is a fantastic place. To stand outside at night and take in the stars from horizon to horizon is something you have to experience to understand. Then there is the howl of a distant dingo and the rumble of the passing of the Indian-Pacific train. In this game of moving aircraft around the country you encounter lots of unusual situations. I once got into Bourke and by the time I had tied the aircraft down it was dark. I went to the terminal to use the phone to call a cab but couldn’t find

Ferry Fun

the light switch in the terminal. I dug out my torch and looked around inside the terminal but that didn’t help. I went outside to call from the public phone and there was the light switch, outside, next to the front door! I tried to ring for a cab - no answer! It seemed the taxi service shut down at last light! Eventually I rang a motel who were kind enough to drive out to the airport and pick me up. People are what can make ferry flying interesting. One example was a fellow who put a deposit on a Beech 23 in southern Queensland. He arranged for us to go to pay the balance and fly the aircraft south. We got a motel near the home base for the Beech and rang the owner about seeing him in the morning to close off the sale. The owner started to talk of selling the aircraft to some bloke in WA - this after a sizable deposit had been paid and with us having flown from interstate to do the pick up. My new owner rightly had the feeling that he was about to do his deposit. Next morning the situation went wings level and the Beech owner seemed to have calmed down. We did a check flight and closed off the sale. As we taxied out for departure the old owner was holding an open stubby and it was not yet 10am. Perhaps that was the reason for the feral attitude. Another day and another flight, this time in an elderly Cessna 172. The seller had told the buyer that it would do 130kts cruise and only burn 30 litres an hour. And I believe in Santa! I got the aircraft from Victoria to Mt Isa complete with the new owner, a non-pilot, and his lady friend. The new owner did not have his cheque book with him to pay me so we agreed he would pay me in the next few days. A week went by and no payment. I rang him and got message bank. Two weeks went by and the same again. Another week and still nothing. I found a phone number for his lady friend and rang her. He was with her. I was informed that he had sent the payment through the day before. I checked my bank statements and he had paid the day before but not the full amount as agreed. The punch line was that he was a serving NT police officer. Cop that!

“Ferry flying is a number of things. It gets an aircraft to or from an owner, it embraces cross-country navigation, and you get to meet new people and see different places.”

Dave Prossor in the cockpit www.aopa.com.au I AUSTRALIAN PILOT

FEATURE

Getting fuel in a hurry has always been a problem. Every self-serve bowser installation seems to work differently. Some want you to insert your card and leave it there while others require a lightning fast in/out motion. Not every bowser gives a printed receipt so I always note the refuel details before I ask for the receipt. I did a long haul from Birdsville to Tenant Creek in a Piper Saratoga retract - 471nm. We got on the ground and shut down at the bowser. We ran a card into the bower but the message came up that it was rebooting itself. That continued for an hour. We rang the help call number and the reply was to wait. We did but after another half hour a Plan B was needed. Was the bowser going to finish re-booting itself today or tomorrow? We had no answer. My fellow pilot knew the area and figured that we could get fuel at Newcastle Waters some 142nm north. We had enough fuel to get there and still with a respectable reserve. Nothing like a real long flight but good to know that we could get fuel at the Plan B stop. Another Cessna 150, this time a tail dragger, took me from Tasmania to Jandakot. I was told it was just out of a 100 hourly, but I’ve heard that before! After some water hops to get the 150 to the mainland, we headed west. The fun started at Ceduna. Taxiing out the engine ran like a chaff cutter. I leaned it and tried carby heat, which seemed to improve the situation a bit.

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While the tailwheel version of the C150 should go faster than a stock nose-wheel machine, this one went slower no doubt due to the engine issues. Eventually I got to Jandakot. I was off the airport in 20 minutes flat and the new owner drove me to Perth International to connect with my east-bound flight. I fronted the check-in desk to be told that they had just shut the doors on my aircraft and I had a nontransferable ticket. To lower the cost a ferry pilot tries to get a cheaper ticket but that means a ticket that is for a particular flight only. So here I was at the check in desk at Perth, early in the evening with a now useless non-transferable ticket. The smiling clerk behind the check-in desk must have taken pity on me as she told me there was an early flight east next morning but it stopped in Adelaide. I expected that next I would have to pay a king’s ransom to get a seat on it, but she took pity on me and transferred me on to the flight. But wait, there’s more! We got to Adelaide and all the passengers got off while the airliner was refuelled. As I went down the walk-way I saw some bags being off loaded onto a trolley. In the collection was one that looked like mine. We got to Melbourne and I waited at the carousel for my bag which never arrived. It had been off loaded at Adelaide. I got it the next day. Several weeks later the new owner rang me. It turned out that the engine issue was that the mags were supposed to be serviced at 500hrs. They were now at

650hrs and had not been touched. Weather is weather: you cannot change it and can only fly within its limitations. I was flying a very VFR Cessna 206 to WA. I got it to a town in South Australia and stopped overnight. Next day I went to start the machine but it had a flat battery. I prised the 28volt battery out of the plane with the basic tools I had. Luckily the cab driver had a 28 volt charger so I topped up the water in the cells and we put it on charge overnight. Next day I reinstalled the battery and continued the flight. I continued west and encountered a wall of water coming my way. I diverted into an RFDS strip and shut down. After the weather improved I continued the flight. I got the aircraft to the new owner who asked if I could stay overnight and do a check flight with him - but when we started up the battery was as dead as a dodo. I got the bus to my return airline flight but when I next heard from the new owner he had replaced the tired old battery. I still wonder what would have happened if I had not got a start at the remote RFDS strip. With pre-loved aircraft that need to be ferried somewhere, expect that the aircraft is not factory fresh and may have snags but hopefully not major ones. That is where the resourcefulness of the ferry pilot comes to the fore. The secret of a long ferry flight is in the planning. You can spend almost as much time planning the flight as the actual air time. Plan the flight and fly the plan say the US Navy. I agree. There are two mottos that come to the mind of a ferry pilot. The first is ‘Until you have the aircraft facing down the runway and are bringing up the power with the radio turned off then a ferry flight is just all talk’. The radio turned off? Yes, so that you cannot be recalled! The second is ‘In God and Lycoming/ Continental I trust (cross out as applicable) and have the payment cheque and the return airfare ticket ready on arrival’. I like the second motto! n Dave Prossor has flown some 160 aircraft makes and models. He has logged more than 10,000 hours including multi and floatplane time as well as hundreds of ferry hours across allAustralian states.

WARBIRDS

An Unassuming Legend with a Stellar War Record Allan Arthurâ&#x20AC;&#x2122;s P-40N is well known on the airshow circuit. Mark Smith met the man behind the plane. www.aopa.com.au I AUSTRALIAN PILOT

WARBIRDS

World War II produced many aircraft. There are the stand-out designs like the Mustang, Spitfire, ME 109 and Mitsubishi Zero, whose legends have lived on more than 70 years after the last shots were fired from their guns. There were designs that burst onto the scene, only to disappear into the mists of time, like the Blackburn Rippon or the Boulton Paul Defiant. The only examples of these aircraft lie in museums or the pages of history books. Then you have aircraft like the Kittyhawk. It has a fan base among the crowds that flock to airshows, as well as with warbird owners who feel they don’t want to own just another ‘legendary aircraft’, but prefer one with a less publicised history and the attendant price tag that goes with such iconic aeroplanes. Kittyhawk owners are quick to point out

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that their aircraft are still in the upper tiers of warbird folklore and they are correct. But ask pilots and avid plane spotters to rank their wish list WWII warbirds and the order will generally be the Spitfire and Mustang jockeying for first place with the Kittyhawk at number three. Allan Arthur is a Kittyhawk owner, with P-40N VH-ZOC taking pride of place in his Albury hangar. Talking to him though, there is no sense of third best in his ownership of such a prized aircraft. He simply took advantage of what was available at the time. “We were rebuilding a Boomerang project, but after a while it began to stagnate and we decided to move it on. That’s when Murray Griffiths at Wangaratta suggested I take on a P-40 project. So I did,” he says.

Work began in 2000 at Allan’s home base of Deniliquin. “The actual original aircraft, NZ-3125, was burnt out in a crash so we were really starting from scratch. There wasn’t much left but the identity plate, and a bit of metal,” he says. The lack of anything useful from the original airframe meant Allan had to set up the manufacturing capability to build a set of wings from scratch, as well as learning the corresponding skills to actually make the parts and assemble them. “The hardest thing to do on a P-40 is the wings, so they were very challenging. It’s 80% of the project. There’s nothing special about the fuselage. We had to learn the metalworking techniques including rubber pressing and heat treating.” The lure of getting the chance to work

WARBIRDS

Photos: Mark Smith

the P-40 snarls over Lake Hume

on an ex-WWII aircraft attracted some experienced people to the project which helped it progress faster than normal for such an aircraft. “We had a lot of help from various engineers from Boeing. They used to come up to Deniliquin and work on the aircraft. They’re all great guys. One of the blokes, who was a union rep at Boeing, became one of my best mates. He’s a dyed in the wool Labour voting lefty and I’m a ‘capitalist pig’, but the project just brought us together,” he laughs. While the wings were being built in Deni, the fuselage was being put together at Wangaratta. Other parts were being fabricated around the country by various builders who were all keen to see the aircraft fly. Warbird legend Jack McDonald got involved and built the tailplane, and

Alan with his P-40 www.aopa.com.au I AUSTRALIAN PILOT

WARBIRDS

Ian Whitney would arrive with beautifully fabricated components such as the cowl flaps and exhaust shroud that were ready for installation. The late Murray Griffiths was also instrumental in seeing the project fly, supplying many of the CNCmachined parts. “It’s fair to say my Kittyhawk is a real bitsa,” Allan says. When Allan’s P40 was ready for the final push toward completion he sent it to Pioneer Aircraft Restorations in New Zealand to take advantage of their

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experience with Kittyhawks across the Tasman. “The Kiwis are very good at what they do and the experience in dealing with them was second to none. They finished the project on time and on budget.” The Allison engine was another part of the restoration process. The N model was the last production variant and Allan’s is powered by the 1600hp Allison V-1710-115. “We bought an engine from an old guy in Melbourne and it was a goer but not much else. We sent it over to Bill Mojay in

the US, who had worked on these engines all of his life, and after starting work he told us the engine was basically stuffed. He ended up getting another half of an engine and I thought ‘oh no here we go again, another bitsa’ but out of that we got a very good engine. “These days Andy Bishop from Temora keeps the engine in perfect condition. He’s only a young bloke but he has a huge amount of experience with these classic engines.” In 2006 the Kittyhawk was ready to fly,

WARBIRDS

and with NZ warbird ace John Lamont at the controls completed its first flight. The second flight was in the hands of Frank Parker, who ferried it from Auckland to Wanaka, where its third flight was as a part of a three-ship display involving two other Kittyhawks. Allan is full of praise for the way the warbird system operates in New Zealand. “It flew the performance at Wanaka while it was still being tested. You have to hand it to the Kiwis - they have a go, they are great operators and they have their aviation regulator right behind them.” A month later it was Allan’s turn to fly his Kittyhawk. Despite a lot of experience in aircraft such as Winjeels and Harvards he felt more than a few nerves at the prospect of taking the controls of his aeroplane. “I was staying with John Lamont and preparing myself by just reading and rereading the manual. It’s important to know the aeroplane inside out, and I insist that anyone who flies my aeroplane can answer a question from it without thinking. It’s actually a very simple, basic aeroplane to fly but there are things where you just need to be able to feel your way around, and if you don’t do that it can get very complicated, especially on takeoff and landing. The manual tells you all the settings and you really need those in your head.

“Basically the approach is to leave your ego in the hangar and don’t be afraid to ask a question. That applies to all aeroplanes, and it makes for a good pilot.” After flying circuits in the back seat of a Harvard, John was ready to send Allan out in the single seat Kittyhawk. John wanted to see three perfect take offs and landings in to the sun in the Harvard, and Allan complied. “The next morning he said ‘you’re ready to go’. I said ‘bulls#@t’. I thought I needed another day in the Harvard but he said ‘you’re ready’. I wanted to have a cup of tea and he said firmly: ‘you’re ready. Get in the bloody thing and fly it.’ “It was a bit daunting when suddenly I was on my own. But it was exhilarating as well. I think I took off on the tailwheel because I was so scared of hitting the prop. He said it was the funniest take off in a Kittyhawk he’d seen. Thankfully that was the only time I’ve done that. “So I climbed up to 7000ft, did some turns, a few stalls but no aeros. Then I looked out on this beautiful crisp winter’s day in New Zealand, with snow on the hills around Wanaka and I had to pinch myself. In front of me I had 12ft of nose on this aviation thoroughbred and I had the controls in my hands. I felt very humble and very lucky.” Since his first experiences operating

You have to hand it to the Kiwis - they have a go, they are great operators and they have their aviation regulator right behind them.

the Kittyhawk, the warbirds fraternity have taken Allan in with Stephen Death and Doug Hamilton taking him to Temora Aviation Museum for some ongoing training in heavy warbird operations. “Since I first flew her I’ve had my ups and downs with it and I did do some stupid things. Doug and Stephen said I’d better join them at Temora. I went up there as a bit of a cowboy and then learned how to think professionally in order to stay alive in the aircraft. “That was probably a good thing,” he says with a smile. After an early morning flight the Kittyhawk sits on the apron bathed in early morning light. Allan looks up at the lines of his fighter and can’t help but smile. “It’s just such a beautiful aircraft to fly.” www.aopa.com.au I AUSTRALIAN PILOT

WARBIRDS

Forming Up For Fun Formation flying is a lot of fun, but takes great skill. Mark Smith reports on a huge formation team that wows crowds. One of the things the military do well is formation flying. It’s an essential skill in managing groups of aeroplanes all flying in the same direction at the same time. Given the military heritage of warbirds, their civilian owners tend to gravitate toward formation flying as a way of both gaining better aircraft handling skills and for displaying their aircraft with others. A joint venture between the RAAF Museum at Point Cook and owners of former Air Force trainers has now grown into the trainer formation, the biggest formation team regularly flying

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in Australia with three Winjeels and six CT4s flying a display sequence that is as popular as it is loud. Sqn Ldr Glen Coy, executive officer at the RAAF Museum, flies the lead aircraft in the team. “The trainer formation is an interesting group in that we have the Air Forceowned RAAF Museum aircraft in the lead but we can put together a large group of other aircraft with the support of the owners of privately operated ex-RAAF aircraft, which helps us tell the story of RAAF pilot training,” he says.

“Our main consideration though is keeping it safe which is done through building up slowly, so that everybody is familiar with the routine. By doing that we hope to be able to put together a fairly spectacular display for the crowd to enjoy.” The team has been operating for four years and started when the RAAF Museum wanted to put together a formation display for an upcoming Temora airshow. Matt Henderson, who flies a CT4, is a founding member of the team.

WARBIRDS

Photos: Mark Smith

It’s interesting that from the lead on a sunny day I can see the shadows on the ground, which can give me an idea as to how good the shapes are.

The team taxis out at Point Cook for another display.

“The team was formed for the 2011 Temora Warbirds Downunder Show. It was a three-ship with Dave Caplin from the RAAF Museum, Matt Grigg, and myself,” he says. “After that show I started becoming more involved in operations at the Museum and it built up from there. Over time we added more aeroplanes, so we went from a three-ship, to a four, then a five and so on. We did our first eight-ship at the Centenary of Military Aviation at Point Cook, and when we were doing the work up for this year’s Avalon airshow another CT4 became available with a suitably qualified pilot and we have now

Glen Coy, Murray Wallace, Matt Grigg, Garry Herne, Matt Denning, Darren Craven, Derek Fox, Matt Henderson, Dave Caplin

ended up with the diamond nine.” Every display starts with a comprehensive briefing run strictly along Air Force lines. Glen is still serving in the RAAF, while pilots Murray Wallace, Garry Herne, Derek Fox and Dave Caplin are former military aviators. The other four: Darren Craven and the three Matts Henderson, Denning and Grigg, make up the civilian component though all have undertaken military-standard formation training. Sqn Ldr Coy runs through the weather including wind and cloud, the takeoff time, and the joining procedure once airborne before moving on to the various

formations the team will demonstrate. The other pilots are invited to bring up any queries or air problems that need discussing to fine tune the display. Then emergency procedures are discussed, with everyone reminded that safety is the number one priority and that if the mission needs to be scrubbed it will be. After the brief there is a break before the ‘start, taxi, take off’ and Glen reminds each member of the team to “get into the bubble” and think about the upcoming flight during this time. Ten minutes before the scheduled take off time the team strap in and, on a command from the lead aircraft, start www.aopa.com.au I AUSTRALIAN PILOT

WARBIRDS

up. The aircraft are allowed to warm up before lead then asks each aircraft to check in and confirm they are good to go. The taxi call is given and nine aircraft form a line and head for the holding point. The sight of so many ex-Air Force trainers taxiing on their former home airfield is one that brings back memories for many of the ground support staff who served with 1 Flying Training Squadron in years gone by. After the roar of nine aircraft doing run ups and mag checks, the team form up on the runway in three groups of three in ‘vic’ formation, with the second and third elements rolling as the one ahead lifts off. Over the field they form up and head towards Avalon to commence the display. Matt Henderson says flying in such a big formation is a great experience. “Right now I’m flying number six so my primary focus is to the left down the line towards the leader but in my peripheral vision I can see pretty much the whole formation which is really pretty great.

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When we transit to a show we loosen up a bit and you can sit back and have a look around and to see all those aeroplanes around you is just great,” he says. Leader Glen Coy has another perspective of the team from his position as number one. “It’s interesting that from the lead on a sunny day I can see the shadows on the ground, which can give me an idea as to how good the shapes are. But I don’t spend too much time looking at the ground as my job is to just fly smoothly, make sure we are in the right place and let the guys up the back do all the hard work on making the shapes look good,” he says with a smile. Well known warbird restorer Matt Denning, who flies a CT4 in the distinctive original colour scheme from the 1970s, says being in such a large formation takes a lot of concentration. “I’ve often thought it’d be nice to have someone else on board to do the frequency changes but once I’m in close I don’t think I’d want a passenger who may

distract me. My whole world becomes the aeroplane I’m flying off and keeping my aeroplane at exactly the right spot,” he says. Darren Craven is one of the Winjeel pilots in the formation and says displaying the aircraft in this way pays tribute to service personnel past and present. “It’s a good thing that we think about the people who serviced these aeroplanes as well as flew them. Getting these aeroplanes up in front of all the people at a big show like Avalon for example, hopefully gets them thinking about how hard our military people work.” The sight and sound of nine aircraft flying close together is unique in Australian skies. The CT4 has always had a distinctive bark thanks to its straight pipe exhaust so when six are flying together, along with three large radial engines in the Winjeels, the noise leaves you in no doubt you are witnessing something special.

WARBIRDS

The view from Matt Hendersons aeroplane flying at number six.

Matt Henderson says that being in the team has lifted his formation skills to a whole new level.

You can get an idea of the skill involved as the formation manoeuvers during the display. The aircraft on the outside of the turn have to speed up to keep position while those on the inside must slow down. Seeing each hold their position, with the shape in perfect symmetry, is testament to the hard work that has gone in to the show. Matt Henderson says that being in the team has lifted his formation skills to a whole new level. “A pilot’s initial formation endorsement, be it in the military or civil flying, is about the fundamentals of station keeping, dealing with emergencies and getting a group of aircraft from A to B,” he says. “On top of that the display element involves operating in a confined environment where the formation is a

Matt Denning’s view

much more dynamic and fluid activity than just taking off, flying somewhere in a formation and then pulling it apart again to land. In the display there is an increased level of difficulty because of the amount of manoeuvering you are doing in a short space of time. Plus there is difficulty of thinking about crowd lines and the pressure to perform. Once back on the ground after the final Avalon display he says being a part of the trainer formation team has been

a great opportunity to learn about many other aspects of flying. “You learn something from everybody you fly with on the team. It’s actually a great equalizer. It doesn’t matter what position you are flying, what rank you hold or what your background is. Everyone is open to criticism, willing to take advice and happy to give advice. I’ve learned a lot; not just about formation flying but also airmanship and tips on display flying.” n www.aopa.com.au I AUSTRALIAN PILOT

2017 ANNUAL GENERAL MEETING

2017

NOTICE OF

Annual General Meeting Aircraft Owners and Pilots Association of Australia ACN 004 274 588

ABN 95 004 274 588

Notice is hereby given that the 2017 Annual General Meeting (AGM) of the Aircraft Owners and Pilots Association of Australia will be held on Saturday 27th May, 2017 beginning at 10:00 am 60 Birch Street, Bankstown Airport

--- AGENDA --1. Confirmation of Minutes of the AGM held at Bankstown on 7th May 2016 2. Presidents Report 3. Presentation of the Financial Statements 4. Appointment of the Auditor 5. Election Results and Appointment of Directors 6. General Business 7. Close of AGM â&#x20AC;˘ Please note that only motions relating to matters listed on this Notice of Meeting may be considered at this meeting. â&#x20AC;˘ Members are reminded that they are entitled to appoint a proxy or proxies. Forms are available from the office. All proxies must be received at the AOPA office not less than 48 hours prior to the AGM, that is, by 11:00 Thursday 28th April 2017.

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2017 ANNUAL GENERAL MEETING

2017

Board Nominations Nominations are hereby called to fill vacant Honorary Directors positions of the Board of AOPA Australia. In accordance with the Articles of Association (attached), half the current board will retire and are eligible for reelection. The form for nomination is attached. Additional forms are available from the AOPA Australia office. To be eligible to stand for election a person must be a paid up ordinary financial member of AOPA Australia at the time of the Annual General Meeting (AGM). To be valid, nomination forms need to show a nominator and seconder who are paid up ordinary financial members of AOPA Australia. Nomination forms, together with a personal resume of no more than 250 words must be lodged with the Returning Officer by 5pm (AEST) Friday, 28th April 2017. Nominations can be posted, faxed or returned by electronic methods to the Returning Officer, AOPA Australia, PO BOX 26, Georges Hall NSW 2198 or Fax: +61 (0)2 9791 9099. Election results will be announced at the AGM in May 2017. NOMINATION FORM (Please Print) I, ................................................................................................................................................................ (Full Name/Preferred Name) of, ................................................................................................................................................................................... (Full Address) Phone .......................................................................................... Email ................................................................................................ being a paid up ordinary financial member of the Aircraft Owners and Pilots Association of Australia (AOPA), wish to submit my name for service on the Board of the Association, commencing from the date of the 2017 AGM. AOPA Membership Number ........................................................ Signature .......................................................................................... NOMINATOR: ............................................................................................................................................................................................ (Full Name) AOPA Membership Number ........................................................ Signature .......................................................................................... SECONDER: ............................................................................................................................................................................................ (Full Name) AOPA Membership Number ........................................................ Signature ..........................................................................................

AOPA ELECTION 2017 RULES & TIMETABLE 1. A ll nominations and voting are in accordance with the AOPA Australia Articles of Association. 2. Nominations have been called to fill five (5) vacant honorary Director positions on the AOPA Australia Board close at 5pm (AEST) Friday 28th April 2017. 3. A Nominee must be an ordinary paid up financial member of AOPA Australia at the time of the Annual General Meeting (AGM) to be eligible to stand for election and to vote. 4. A Nominee seeking election needs to provide their nomination, a profile of no more than 250 words explaining their background and why they believe they are suitable to hold office as a Director of AOPA Australia – along with a recent passport style photograph. This information will be reproduced on the AOPA Australia website. 5. To be valid, a nominee needs to be supported by a nominator and seconder who are paid up ordinary financial members of AOPA Australia. Documented and signed using the official Directors Nomination Form. 6. All nominations received will be published on the AOPA Australia website and by email newsletter to all AOPA Australia members on Monday, 1st May 2017. 7. Each financial member of AOPA Australia, be they an individual or an organisation, is entitled to one vote only. Nonnatural persons must appoint a proxy to exercise voting rights. Such a proxy may or may not also be a voting member in his or her own right. 8. Available voting methods are detailed below; a. Dual Envelope ‘Secret’ Voting, a vote may be submitted via post using two envelopes, the outer envelope must have the member’s name, member number and signature in the space provided on the back of the envelope. The inner envelope must contain the official ballot paper with voting choices clearly marked by a cross or a tick. If more than the eligible number of candidates is marked, the vote will be rejected. b. Ordinary Postal Ballot must include a member’s name, member number and signature in the space provided on the official ballot paper. Postal votes must be received by the Returning Officer by close of voting at 5pm (AEST) on Thursday 25th May 2017 - PO Box 26 Georges Hall

NSW 2198, Australia. c. Facsimile ballot papers must include a member’s name, member number, and signature in the space provided on the official ballot paper. Care must be taken not to fax the blank side of the ballot paper, as there is no way for the Returning Officer to determine the sender. To be valid, faxed votes must be faxed to the Returning Officer on (02) 9791 9355 by close of voting at 5pm (AEST) on Thursday 25th May 2017 - PO Box 26 Georges Hall NSW 2198, Australia. d. Email ballot papers must include the voting member’s name and members number along with the official ballot paper. Email ballots must be received by the Returning Officer no later than close of voting at 5pm (AEST) on Thursday 25th May 2017. An email confirmation of receipt of vote will be provided on receipt. e. Appointment of Proxy, to appoint the Meeting Chairman or any other ordinary paid up financial member of AOPA Australia as your proxy, please complete the official proxy form and submit to the Returning Officer no later than close of voting at 5pm (AEST) on Thursday 25th May 2017. 9. It is not a Preferential Ballot. Numbering the ballot paper in a preferred candidate order is acceptable but only if the required number or less to fill the vacancies are so recorded. Therefore, numbering your preferred candidates will have the same effect as marking with a cross or a tick. 10. Should more than one vote from a member be received, by whatever method described above, only the first vote will be counted as valid. Once received at the Returning Officer’s office, a vote cannot be withdrawn or replaced with another vote, so please consider your vote carefully. 11. Official Directors Nomination Forms and Ballot Papers will be the only voting documents accepted and can be downloaded from the AOPA Australia website. The official forms are also be available from the AOPA Australia Head Office – call (02) 9791 9099 for more information. 12. Election results will be announced at the Annual General Meeting, Saturday 27th May 2017. 13. The Returning Officer shall conduct the election and make all necessary final determinations as to the conduct of theelection.

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AVIATION

» Victoria

SERVICES

DIRECTORY iation related To advertise your av 9791 9099 service here Call 02 or email: .com.au advertising@aopa

» South Australia

220 Chesterville Road, Moorabbin, 3189 MAIL TO: P.O. Box 615 Moorabbin, 3189 PHONE 61 3 9532 1411, FAX 61 3 9532 3001 ask for TONY TAGGART E-MAIL tony@smithtaggart.com.au

AVIATION ACCOUNTING & TAX SERVICES

“There are three kinds of people those who can count and those who can’t” ~ Wincorn’s Law call SMITH TAGGART, CHARTERED ACCOUNTANTS

AVGAS, JET A1 NOW AVAILABLE PORT PIRIE SA SELF SERVE CERDIT CARD BOWSER 24/7 OPERATED BY VOLOUNTEERS OF THE PORT PIRIE FLYING GROUP FOOD AND DRINKS AVAILABLE NO LANDING FEES PORT PIRIE FLYING GROUP

ENQUIRIES PHONE 0407 602 077 or 0419 826 754

AVGAS Naracoorte Credit card bowser - 24/7 NO LANDING FEES Enquiries (08) 8762 1721

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» ACT

» Queensland

an ames Jan James

J J

Aviation Insurance Consultants

(02) 6294 1383 General AviationPhInsurance Products Fax Non-Ownership (02) 6294 9026 Hull and Liability, Aircraft Liability PhMobile: (02) 6294 04161383 022 490 Aerial Application Liability, Hangarkeepers Liability, Fax (02) janjames@pcug.org.au 6294 9026 Email: Freight Insurance Mobile: 0416 022 490

ACGANBERRA E N T F O RA GENT Q B E FOR A V IQBE AT I O NA VIATION

68181 JJ 01

Email: janjames@pcug.org.au 134 Calwell ACT 2905 PhPO (02)Box 6294 1383 Mobile: 0416 022 490 C ANBERRA A GENT FOR QBE A VIATION Email: janjames@pcug.org.au PO West ACT 2600 POBox Box272 134Deakin Calwell ACT 2905

» National

» NSW

Looking for Cheaper Maintenance for your aircraft I may be able to help you For example 100 hourly from $1100.00 inc GST (Plus parts as required)

AUSTRALIAN WOMEN PILOTS’ ASSOCIATION

CENTRAL AVIATION Aircraft Maintenance Engineers

For details phone Doug 0418 624 297 HANGAR 272 BANKSTOWN AIRPORT SYDNEY NSW 2200 central.aviation@hotmail.com

Founded in 1950 by pioneering aviatrix the late Nancy-Bird Walton, the AWPA aims to: • Assist women to follow their piloting aspirations in ﬁxed wing, rotary wing, recreational, gliding or ballooning • Encourage networking among women pilots • Promote training, employment and careers in aviation Activities and services include: - Meetings and get togethers - Guest speakers - Fly-aways - Airnews magazine An extensive range of scholarships and awards – 2017 applications now open. Annual conferences that include educational seminars, social functions, air navigation trial, and presentation of trophies, scholarships and awards. Information and application forms – go to: www.awpa.org.au

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PLACES

» New South Wales

» Queensland

Flying Safaris AROUND THE CENTRE 6th – 15th May 2017

Fly with us and visit Central Australia’s most iconic sites Lake Mungo, Trilby Station, Noccundra Pub, Birdsville, Kings Canyon, Uluru, Curtin Springs, William Creek, Lake Eyre, Flinders Ranges

Aussie Fly-Aways For more detail visit www.aussieflyaways.com.au ph: 0395983320 email: tonyang@aussieflyaways.com.au

» Victoria

» Northern Territory Barkly Homestead Wayside Inn

Northern Territory - Cnr Barkly & Tableland Highways 19 43’S 135 49’E

NEW AV-GAS TANK! A great place to stop 4 1200 metre airstrip 4 Av-gas tank

4 Fully licensed bar

4 Jet A1

4 Restaurant

4 ATM/Eftpos

4 Air-conditioned motel and cabin accommodation

4 Swimming Pool4

Ph: (08) 8964 4549 Fax: (08) 8964 4543 Email: barkly.homestead@bigpond.com www.barklyhomestead.com .au Open 7 days a week, 6.30am to 12pm

AUSTRALIAN PILOT I www.aopa.com.au

Classifieds FOR SALE Aircraft

AEROSTARS TWO of, Aerostar WGK 601P 1978 4000 hours Located Bankstown Missing one motor Machen conversion. Two new machen props AEROSTAR TLL 601P for parts. Motor and props 400 hours – t/r, calendar timed. A/frame unserviceable. Otherwise complete. Located Northam WA can dismantle and freight $50,000 for both Will split phone 0466 305 619

To advertise, email advertising@aopa.com.au or telephone AOPA on 02 9791 9099

Rosen visors,door Stewart,King radio stack,KMD150 GPS,S-Tech 50 autopilot. $140,000+gst if applic Sensible offers considered. For more info and photos ring 0418-493818

CESSNA A185E Serial # 185 1315, 1968, TT 9900, Prop 0 hrs, 3 Blade, Eng 1500hrs, IO-520F, Previous IFR Rating, now VFR. Current 100 hr inspection. Cargo Pod, not fitted. Factory installed Camera floor opening with SID. 2 Blade Prop as spare, towing gear. Recently fitted Vortex Generators, Wing & Tailplane. Always Hangared, can be seen at Goulburn. $135,000 no GST. Duncan Bray 02 9699 4849, mobile 0427 808 880, duncbray@bigpond.com

CESSNA 172C wrecking motor continental 1400 hrs t.R. $10,000 AUSTER J5G AUTOCAr VH-JSG a J5G Autocar has finally become available for purchase and is ready for a new home and owner. This aircraft is immaculate and has won Best Auster/Aircraft at every flyin it has been to. JSG has been hangared since restoration, leaving it still looking new. • 180 Hp engine – carries good load off ground in a short distance. • New leading edges • New and improved brakes • New alternating system. For more details, please see www.bestauster.com or contact Grayden: graydenl@hotmail.com

CESSNA 172B nil hr continental wings, tailplanes interior stripped $20,000 will sell nil hr. Motor firewall forward separate if required. Contact Bruce Symes: mobile 0466 305 619

Avionics:- Garmin G300 MFD. Garmin Radios SL40. Garmin Transponder. Factory Optional Extras include Intercom, EGT Sensor, Ext Receptacle, Sun Visors and Aluminium Prop. Contact Details:- Andrew Crowe Mobile 0428 657 014

2007 Glasair Sportsman 2+2 VH-PNN. 185 hrs TT. Lycoming IO 360. C.S. Hartzel. Dynon D100. VM 1000. Icom IC-A 210 com. GTX 327 Txpdr. Tru Track A/pilot with Alt hold coupled to Bendix King Skymap IIIC. Leather interior. Folding wings. Winner Avalon 2009-Champion Concours D’Elegance & Best Overall Sport Aircraft. $150,000 no GST. Ring Peter Nelson 0418 949 943 or email peternelson666@gmail .com

CESSNA 180. 1956 Low time eng/prop/ airframe. Immaculate 9.5 inside/out. Loaded extras, hangared. Aircraft will be available with fresh 100 hourly and SIDS compliant. Serious enquiries to: hangar. bum@hotmail.com

CESSNA 150K 1969 Engine T.B.O 1,525 Prop 800 VHF- AFD Many spares Always hangered. Call 08 8676 5093 (evenings please)

Classifieds

BONANZA E33. New engine io470n upgrade full life with hartzel 3 blade prop and D/Shannon's baffle kit,fresh annual,total new interior leather seats

Cessna Skycatcher 162 Aircraft Registration:- 24/8182. Aircraft Airframe Total Time TT:- 250. Manufactured:2012. Location:- Moree.Selling Price:$132000 (GST Inclusive)Horse Power:- 100. No Turbo. 1st Life Cycle. Serial No:- 1600198. Propeller Make: Macaulay. Construction:Metal. Propeller TBO: 1750. Primary

To advertise, email advertising@aopa.com.au or telephone AOPA on 02 9791 9099

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MEMBERS MARKETPLACE

LAKE RENEGADE LA mod fresh 100 hourly, Eng. 470HTR Prop1990 HTR Garmin 430W King GPS/COM Transponder, switching panel, Gear adv. system, VG kit a/c hangared $150.000 no GST. Contact Ken 0408 254 872 or email kenhug@bigpond.com FALCO F8L VH-SBD. TT 430hrs. IO360 B1E. Bendix/King KX 155 Nav/Com. Bendix/King KT76A Trans. Garmin GNC 420. PS Eng PM1200 Intercom. EDM 930. Tru Trak autopilot slaved to GPS. Lift Reserve Indicator. Built to ANO 101.28. Previously IFR. Always hangared. Offers around $115,000. Ph.02 4844 3139 or 0427 482123

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MAULE M9 First Maule M9 available in Australia, for details contact Rob, email rob@waratahair.com.au, 0425 252 550

WINJELL VH – WIJ KYNETON VIC One owner for 32 years since retired from RAAF. Always hangered. ETR 900 hours. PTR 900 hours. TT airframe 4950. 5000 hour centre section and wing attach fitting NDI inspection carried out. Fresh maintenance release. 4 seats, aerobatic, cruiser, tail wheel, 985 powered economical to run and is excellent value and a fantastic historic/ex military a/c AUD $120,000 ono. Call Roger Richards. Melbourne 0419 229 859 or Matt Richards 0417 396 101. rjrholdings@bigpond.com

www.facebook.com/ AOPAaustralia SAL P-51D MUSTANG TWO SEATER (TANDEM)

• Plans built 2/3 scale replica. Fuselage & empennage, horizontal / vertical stabiliser/elevators/rudder 90% complete. MOONEY M20C TT4513.ETR520.PTR 1270. Fast and economic @ 38 LPH. Very good condition inside and out.Always hangered,nil corrosion. Constant speed retractable .$53k no gst Phone 0418 511 253

• Retractable tailwheel mechanisms and electrical motor fitted with dog house and Instrument housing, Polycarbonate canopy, windscreens frames complete • Majority of mental parts and all fiberglass mouldings and fairings to complete the project ready to be fitted • Comprehensive plans, very detailed, test reports for build progress from SAAA TC’s and AP available. All tools and equipment included in the purchase.“A” grade Sitka Spruce and Birch Ply construction

SPITFIRE SUPERMARINE Mark 25 75% scale replica with C of A VH-XST Jabiru 3300 with Rotec liquid cooled heads & Rotec TBI. Airmaster elect 3 bladed prop King avionics. TT 60 hrs. Hangared at Jandakot Many mods but to scale as per a real Mark 8 $155k, no GST. Peter 0414 945 129 or yatespj@iinet.net.au

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• Epoxy test samples of construction and construction progress diarised • Purchaser to arrange collection or shipping Contact Ken Hodge Email: mustangp51pilot@gmail.com Mobile: 0404 000 442 $15,000.00 ONO

MEMBERS MARKETPLACE SYNDICATE SHARES

MUSTANG FLIGHTS. PARAFIELD SYDICATE SHARES AVAILABLE Archer 11. Fly $150 p hour wet and $75 pmonth fixed. See website www.parair.webs.com or phone 0413 987 346.

SHARES IN 1996 A36 BONANZA Fully IFR, autopilot, modern avionics. 170kt TAS, air-con, leather interior. Excellent touring aircraft. Long standing well run syndicate. Aircraft hangared at YSBK. Shares $20,000ea. Contact: 0417 481 529

FOR HIRE GRUMMAN TIGER for pvt hire: TOWNSVILLE. Rate negotiable depending on wet or dry hire. Email andrew.kerans@gmail.com 1/3 SHARE IN 1998 CESSNA 182S TTIS 1836 hrs as at 1 Feb 2016 Engine 480hrs SOH (Crankshaft AD) Propeller 1835hrs since new (2000hr TBO) Maintained IFR, aerial work Hangered at YPEF AUD 75,000 Contact: Sean 0417 661 003 Efim 0432 213 802

HELICOPTER Pilots interested in forming a Bell 47 Helicopter Syndicate Contact Jim 0419 600 071

DA40 DIAMOND STAR: Syndicate shares available 2007 model with

G1000 & GFC700 based at Camden. NO UPFRONT FEES, minimum 3 month commitment, $400 per month fixed and $125 per hour. No min hrs (subject to insurance). Photos & info on www.da40syndicate.com.au Call David on 0450 172 299 or email info@diamondaviation.com.au

OTHER Assorted Spare Parts

Parts suitable for Rockwell Commander. Turbo prop. Assorted spare.

Plus workshop tools

(2nd hand); Full micrometer for engine shop, Honing top/complete 3” x 6”, Inclinometer, Oil filter cover cutter +more. TOOLS: Just about to finish building our RV14A. Won’t be needing our tools, benches and equipment soon. One build only - given full TLC. If you are thinking about building an aircraft soon (particularly an RV) we have a complete set of tools and accessories you will need for your build. More comprehensive than those packaged tool sets we bought and then had to add on and onto. Don’t forget the GST and freight costs to import tools +25% on to the purchase price. Replacement cost $8000+. Selling $5500. Contact for full inventory. Alan Carlisle 0403 323 973, alancarlisle@optusnet.com.au

Fly in a real P51 Caboolture QLD. www.mustangflights.com PH 0410 325 644, 02 4963 4024

BUSINESS Aviation Resort

3 HOURS FROM SYDNEY 2 hangars, three houses. Farming operation on 300 acres and accommodation income from houses $1.4 million. For brochure and details call 0413 963 438 or email adshedsyd@hotmail.com

Aircraft manufacturing opportunity.

Tooling, drawing components for the Typhoon and Cyclone aircraft. With the latest styling could be easily upgraded to the 600kg LS aircraft. $60,000. Retiring. 07 3205 4452 or 0431 693 280. Leave message if not answered. SHARK BAY AIR CHARTER IS FOR SALE Laid back lifestyle in an idyllic location while supporting yourself by flying. Includes 2 SE aircraft with regular work Ideal for owner/operator, rather than an investor POA. Phone 08 9948 1773

Capitol Aviation Finance Funding is available for the purchase of all types of aircraft. We can structure a package to suit your requirements. Facilities available include:

• • • • •• •• • ••• •• • ••• ••• • • •

Leasing Finance Commercial Hire Purchase

• • • • •• •• • ••• •• • ••• ••• • • •

TYRES: Retread Goodyear 4 off 6.50 – 10 8 PR; 1 Goodyear off 8.50 x 10 8 Ply, Citation (2nd hand); 1 off 22x8.00 x 10, 10ply; 1 off Aviator 8.5 x10, 10PR Contact: Euan 0412 418 345 or email sue_dc@bigpond.com

Funds are also available for replacement engines and major avionics purchases. For funding information call or fax:

David McLean Ph: (02) 9555 8234 Fax: (02) 9555 8573 Mobile: 0412 218 011 Email: david@capitol.com.au

To Advertise in our classifies send an email to; advertising@aopa.com.au with a short description and picture.

www.aopa.com.au I AUSTRALIAN PILOT

MEMBERS MARKETPLACE FOR SALE Property

FOR SALE Hangar

ARCHER PARK PROPERTY Archer Park is a pilot’s paradise: 75 Acres of luxurious privacy located in Hervey Bay. 2x brick aircraft hangars, 3x runways, internal asphalt roads. Large brick colonial residence. $1.5 million. Ph. 0412 75 99 77. Email: trevorhansen@bigpond.com

MOTIVATED VENDOR

GOULBURN AIRPORT Lot 19 Cummins Close, Unique opportunity to secure land at Goulburn Airport. 400 sq m vacant land at Goulburn Airport. Perfect for hangar / aircraft storage. Close to taxiway and runway Good access to site for vehicles Trish Graham 02 4822 1555

Prime site for sale next to the Whitsunday Airport with 1400m sealed runway. Fly in/ fly out to your tropical paradise. Gateway to the magnificent Whitsunday Islands and reef. 4.4 hectares (11 acres) of vacant land zoned rural residential with development approval for a four lot subdivision. Mostly level, partly cleared land featuring rain forest and a seasonal creek. Easy road access to Airlie Beach and Shute Harbour. Town water, electricity and telephone lines to the property boundary. $498,000 Mobile 0417-645268 email: harbourf@tpg.com.au

HANGAR TAREE Recent construction,12*12 metres, concrete floor, 3m sq internal office, additional carport. Front row position. Used to fit B55. Air con, hot water, bifold opening doors. $168K. Peter 0412884484 or Mark 0418 652 213.

HANGAR AVAILABLE – Bankstown Suit medium size aircraft (King Air) Easy access & large hardstand in front Phone Brad 0419 54 1234

HANGAR SPACE AVAILABLE – Bankstown Suits Baron or Similar Ph: 0407 249 573

RADIOS OR AVIONICS BENDIX KING G.P.S. AV8OR – never used – with all books etc. Price $1100 Contact email: hangar.bum@ hotmail.com

WATTS BRIDGE

3 minutes from Watts Bridge Memorial Airfield. Lovely home on 5 acres. Land is high, flat, and easy to mow. 20,000 galls water. Home as new; timber with iron roof; built 2009 as holiday home. 3 bed, 2 bath; 1 toilet off laundry; open plan lounge, kitchen, dining. Floors polished spotted gum, tiles in wet areas. Wide front verandah, great views to mountains. Large shed for 2 cars, machinery and storage, plus long carport, and 2 garden sheds. 2 reverse cycle a/cs. $430K. Inspect by appointment only. Best contact is: 0732897310, or mobile 0412 889 930 email: thomasvall@dodo.com.au

PACIFIC HAVEN AIRPARK QLD 4659 Frazer coast Hervey Bay. 2 Acres large brick four bedroom lowset residence 4 Car garage large boat shed. Hanger with asphalt taxi ways to 3000ft bitummen runway with pal lig Above ground swimming pool. 20.000Gallon watertanks to house. Full share to your private airfield 5 min to Burrum river boat ramp $595,000. rocs1946@ozemail.com.au mob 0438 00 4471

Classifieds With over 9000 magazines distributed bi-monthly, It pays to advertise with us. To advertise, email advertising@aopa.com.au or telephone AOPA on 02 9791 9099

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JOIN AOPA and Receive Great Benefits AOPA is the only association in GA working directly to represent you. Whether you’re a student, a private pilot or a commercial pilot, we’re here to support you and your needs. In addition to tirelessly advocating on your behalf, we also provide a fantastic range of member benefits. These include an electronic members’ magazine, in addition to our newsstand bi-monthly mag, access to our members only area of our website and regular news updates on any new developments in the industry. As a member, you’ll be the first to know about our safety seminars, and you’ll receive ongoing information about our scholarships and publications, such as the National Airfield Directory. We offer discounts on car hire, Virgin Australia lounge membership and Virgin holidays and discounted spare parts and specials from Hawker Pacific. Join today, and you can start receiving these great benefits right away!

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SHORT FINAL

Looking back to Look Forward

I’ve never understood the human penchant for significant birthdays - the 21st, the 30th, the 50th and so on. Nor anniversaries. For the record, this issue of Australian Pilot is my 14th as editor. Given I’m not attached to any single number to create a memorable anniversary the 14th is mine to look back on the great people I’ve met, what I’ve learned and what I hope to do as I move forward into my next 14 magazines. I learned very early on in my media career that people want to read about other people. Special interest magazines just demonstrate how an inanimate object like a car or an aeroplane enhances a person’s life. That’s why I try hard to write stories about people and their aeroplanes, not just about aeroplanes themselves. One character I met was Tim Howes. He’s a dyed-in-the-wool country boy who flies a Slepcev Storch. His enthusiasm for his chosen aircraft is infectious as he relates the seven hour flight to Old Station Fly-in from his home base near Byron Bay. To him, the blistering speed of 60kts in the Storch is rocket ship territory compared to the 40kts he used to see in his Drifter at times. He uses his Storch to find secluded fishing spots where he uses the STOL characteristics to land and camp miles away from the cares and worries of 21st century life. I thoroughly enjoyed flying with him and now describe Tim as a longdistance mate who I’ll see again when the wind is from the right direction and there’s a common runway for us to use.

AUSTRALIAN PILOT I www.aopa.com.au

Another interesting bloke is Des Heffernan, custodian of the only example of the Victa Aircruiser. He’s in his mid70s, learned to fly on Victas in the 1960s and can spin a yarn or three about his flying experiences. Through Des I met Allan Wood, a 94-year-old engineer who worked on the Aircruiser Des owns as a much younger man at the Victa factory in 1966. He still does the maintenance on Des’ Aircruiser VH-MVR. As a journalist these sorts of yarns are gold because they go to the heart of so much that is good about aviation. In September last year I spent a day with Judy Hodge who operates a floatplane operation at Port Macquarie. She is yet another example where the story about her journey into aviation had me enthralled as I did the interview. Where many people would have given up, she ploughed on and now spends her working days sitting next to her C182 as it bobs up and down lazily on the water waiting to take passengers for a flight over the beautiful area she calls home. No one returns from a flight with Judy without a huge smile, which Judy generally shares because she’s been able to fly again! She’s another person I look forward to catching up with again when the time is right and the skies are favourable. It’s a privilege to be invited into people’s lives and share their love of flying with the

readers of Australian Pilot. As a writer I feel a genuine sense of responsibility to get things right so the story cuts through. I’ve been lucky enough to meet kids who have embraced the challenge of flight way before they are allowed to command a car on a public road. Kyla Burgess was 16 when she got her RAA pilot certificate, and you’d be hard pressed to find a more responsible, switched on young woman. I interviewed Guido Zuccoli Jr, the grandson of famed warbird owner and pilot Guido Zuccoli, while he was learning to fly with his dad Matt Handley. Guido is now at the Australian Defence Force Academy before he starts pilot’s course. Meeting these young adults you realise if we can get more kids like them into aviation, there will be less trouble on our streets. It’s probably idealistic, but I tend to be that way given the magazine has allowed me to meet so many people who, like me, see the world from the perspective only flight can give. This is just a tiny slice of the stories that I’ve written and that have reinforced why I love flying and the people who share it with me. There have been many more. It’s why, with the AOPA board’s support, I’ll be editing your magazine for as long as I can pick up a camera, sit at a computer, and travel to airfields across Australia. Bring on the next 14 magazines! n Mark Smith

INTRODUCING THE

Thereâ&#x20AC;&#x2122;s nothing like the exhilaration and piece of mind you get in a Cirrus aircraft

www.cirrusaircraft-aunz .info #C I R R U S L I F E 1300 204 170 I NZ: +64 (0)274 438 373