Airsport march 2014

THE MAGAZINE OF THE SPORT AIRCRAFT ASSOCIATION OF AUSTRALIA

MARCH 2014

in this issue:

ELECTRONIC FLIGHT PLANNING SAFETY REPORT

FIRST FLIGHT SAFETY PLANS VP-2 VOLKSPLANE BUILDERS’ LOG CHAPTER CHATTER

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SAAA national councillors The Sport Aircraft Association of Australia is a group of aviation enthusiasts assisting each other to build, maintain and operate sport aircraft.

We educate members to continuously improve safety outcomes.”

Geoff Shrimski

contents President’s Report From the Editor Calendar of Events New Members Tech Talk Vale Graeme Humphreys Safety Report Electronic Flight Planning and You What’s Hot at HQ Vale Allan Heaton Engine Management 101 First Flight Safety Plans Tips from the Toolbox Chapter Chatter VP-2 Volksplane Builders’ Log Classifieds Chapter Contacts SAAA Contacts SAAA Membership Information

Martin Ongley

Hon National President Colebee NSW Mob 0438 014 877 martin.ongley@saaa.com

05 07 08 08 10 11 12 14 18 19 20 21 25 27 28 32 34 35 36 38

cover: Volksplane VP-2 scratch-built from plans

by SAAA AP Darren Barnfield. See page 28.

Hon National Vice President | Technical Team Frenchs Forest NSW Tel 02 9452 2428 Mob 0417 555 328 geoff.shrimski@saaa.com Phil Hale

Hon National Secretary | IT Toronto NSW Mob 0407 494 930 phil.hale@saaa.com Jarrod Clowes

Hon National Treasurer | IT | Business Deniliquin NSW Mob 0428 811 884 jarrod.clowes@saaa.com Mike Horneman

Technical Team | Safety Manager Boondall Qld Mob 0417 931 872 mike.horneman@saaa.com Shirley Harding

Communication Coordinator Mundijong WA Mob 0459 555 025 shirley.harding@saaa.com David Brown

Ausfly and Fuel Member Benefit Scheme Coordinator Brisbane Qld Mob 0416 223 194 david.brown@saaa.com

AT ISSN 0156-6016

is the journal of the Sport Aircraft Association of Australia Inc PO Box 99 Narromine NSW 2821 INC NO. A0046510Z

Paul Holaj

Chapter Coordinator Nairne SA Mob 0408 008 379 paul.holaj@saaa.com

tel 02 6889 7777 / fax 02 6889 7788 email enquiries@saaa.com www.saaa.com

SPA 14010

Editor Ryan Keen Art Director John Keen email airsport@saaa.com Produced by John Keen Design 146 The Panorama, Tallai Qld 4213 Australia 1300 712 554 / design@johnkeen.com.au / www.johnkeen.com.au

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president’s report

W Martin Ongley

..2014 would be the year that we would see the rewards for much of that work...

elcome to the first edition of Airsport for 2014, I trust that you have enjoyed a pleasant holiday period and that you have been enjoying building and flying your dream aircraft for at least part of the time. I know that a few of you have made the most of your holidays to finish your aircraft and are now in the process of final assembly at an airfield somewhere.

I hope that the final inspection and paperwork mountains that you have to compile in order to get your Certificate of Airworthiness issued are not too much of a burden and that our Technical Counsellors and Authorised Persons are able to make the process a little less of a burden.

My year did not get off to a very good start – It is my sad duty to have to share with you the news that our good friend and National Councillor Graeme Humphreys has lost a long, hard fought and tough battle with cancer, he passed away in early January. The funeral memorial service was a fitting mark of respect to this lovely man, with many family and friends having travelled great distances to be there to pay their tributes. Many of you will know Graeme from his lovely RV aircraft and the energy that he gave to us in his role as

Thank you to all of the members that provided us with information for the ASRR - Aviation Safety Regulation Review panel – the panel asked for submissions at possibly the worst time of the year with Christmas and the holiday period, but many of you still obliged – thank you all for your input. By far the most popular subject was the ASIC, and the rest ranged from the issues around obtaining transitional training in our aircraft, the delays in dealings with CASA and some examples of long-standing issues such as the IFR flight instrument debate, why CASA is writing unique rules for Australia and the difficulty in a sport aviation organisation having to comply with punitive regulations written with the airlines in mind. Your responses have been compiled and submitted to the panel for their consideration – unfortunately space did not allow us to include everybody’s submissions, but we did try to capture the vast majority of ideas that had been sent in to us. We look forward to more discussions with the panel and any sub-committee(s) and hope to perhaps have an audience with the Minister himself in the near future - we will keep you posted of any developments.

National Technical Manager Brian Hunter, General Manager Mark Rowe and myself

We are one of the Recreational Aviation Approved Organisations that is both pro-active & properly prepared

our TC Coordinator and as an active Technical Counsellor – he has helped many of you get your aircraft flying in one way or another.

Graeme was always one of the first to arrive at our National Convention and would be one of the last to leave. He spent as much time as he could out on the flight line enjoying the sights and sounds of the aircraft and personally welcoming as many people as he could to the fly-in. He would love to take people flying in his RV and share his enjoyment of aviation with his new and old mates – he truly liked sharing his passion of aviation with everyone. To say that we are going to miss him is a gross understatement. Our thoughts are with Graeme’s family and friends in this time of loss – the family has asked me to pass on their thanks to all of those people that have been in touch to offer condolences and provide support at this sad time. I shall always remember his RV grin and his ability to nail a landing in a tight space – he always made it look easy.

Forever flying Graeme, may you rest in peace.

travelled to CASA’s Canberra offices in late January for a meeting with CASA’s Associate Director of Aviation Safety Dr Jonathan Aleck, and CASA’s Self Administering Sport Aviation Organisation’s Lee Ungermann. The agenda of that meeting covered the progress that was made last year in our SAAA dealings with CASA – or rather the lack thereof. Dr Aleck was most apologetic for the delays that we have encountered and empathized with our frustration at having not made any significant progress in a number of areas that we have expended considerable time and effort on. He acknowledged the work that has been done in preparing submissions to various CASA departments for permissions that we believe we deserve and was optimistic that 2014 would be the year that we would see the rewards for much of that work. To be fair to CASA, a number of the delays have been beyond their control – significant factors, the change of Federal Government being the main one, have had an impact on the ability of CASA to

AIRSPORT • 5

>> president’s report

progress some matters. The SASAO section at CASA appears to be understaffed for the number of organisations it is tasked with overseeing and whilst they are working on addressing that issue, we have to show some patience, which isn’t always easy, but we must respect that they are doing the best job that they can with the number of people they have working there and that we aren’t their only customer. On a positive note, Dr Aleck was very pleased with the progress we have

been making as we move towards the CASR Part 149 self administration future of sport aviation. Our working relationship with CASA is not always an easy one, but there is mutual respect that we are one of the Recreational Aviation Approved Organisations that is both pro-active & properly prepared for our future as an administrator of our section of sport aviation. We now have to be patient and wait a little while longer for all the planets to align before we can make the next move.

Hopefully that will be measured in weeks rather than months, years or decades.

Safe Flying & Blue Skies

Martin

Martin Ongley Hon National President

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SAAA – THE HOME OF AUSTRALIAN EXPERIMENTAL AIRCRAFT

from the editor

H Ryan Keen

ello! I hope this issue finds you all healthy and happy and raring to send in your stories, photographs and possible cover pics. Thank you to all those that have been sending in material - keep it coming. If you sent in material and it’s not in this edition, don’t despair - you’ll find your tales and pics gracing the pages of future issues.

You’ll notice there’s no Letters to the Editor this month. That’s because I haven’t received any! I don’t imagine that’s because there’s nothing going on out there - if you are using the forums, website and your Chapters to have your say and discuss what matters to you, that’s brilliant. If not, why not drop me a line and let me know what’s on your mind.

Chances are it’s on someone else’s mind too.

Still on content - it’s always a pleasure to fill the Builders’ Log section with recent CofAs.

Head Office lets us know who has recently had a CofA issued but we want more. Don’t forget to send in your comments about the build journey, first flights AND send us a photo or two of your pride and joy so we can truly celebrate your achievements.

Ever had a thought about content, topics, column ideas you’d like to see in Airsport?

Please pass on your ideas - this is YOUR magazine. And if you are feeling the urge to become a regular contributor (ah yes, the dizzy heights of your OWN column perhaps?) let me know at airsport@saaa.com Until next time

Ryan Keen Editor, Airsport

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AIRSPORT • 7

2014

calendar of events

April 09 >

Tooraddin, Vic YTDN

Wings over Illawarra 2014

Illawarra NSW

Wings Over Illawarra 2014 will be held on Sunday 4 May at the Illawarra Regional Airport, Albion Park Rail. The theme for this year’s event is ‘Centenary of Military Aviation’. This is a must see air-show. Military historic restorations, Aerobatics with modern and historic aircraft. Classic cars, steam train rides and much more. See website for ticket prices/availability. There are early bird tickets for yourself or the entire family! www.wingsoverillawarra.com.au/

July 05 >

Caloundra Qld YCDR

Open Cockpit Weekend The Queensland Air Museum will have a range of its collection of historic aircraft opened up. Jet fighters, airliners, helicopters and much more will be on offer including the iconic F-111 aircraft. There will be special displays of cars, motorbikes and many other organisations. A large range of food and drink will be available. www.qam.com.au/

Sept 05 >

Birdsville Races 2014

Birdsville Qld

The Airport Services Group Ballina Aero Club Inc. will be operating the Birdsville Airport during the Birdsville Races weekend, when hundreds of aviators gather at Birdsville to experience the outback. For those who fly into Birdsville Aerodrome, you are able to become a member of the exclusive Royal Birdsville Aero Club. www.ballinaaeroclub.org.au/birdsville.htm

YBDV

Sept 12-14 >

Competition flying, formation, aerobatics, spot landing, forced landing and streamer cutting. Call 02 6253 9724

May 04 >

YWOL

Australian Light Aircraft Championships

Narromine NSW YNRM

AUSFLY 2014 Don’t miss SAAA’s flagship event for the year – the only aviation event in this country that unifies vibrant and diverse aviation organisations for a spectacular weekend of airborne action. Enjoy aerobatic displays, hang gliders, helicopters, Warbirds, vintage aircraft, skydivers, joy flights, ground exhibitors, SAAA aircraft judging and awards, workshops & AGM. Narromine Aerodrome – home of SAAA HQ. www.ausfly.com.au

For a comprehensive list of coming events visit www.aeroclub.com.au/events/

welcome to our new members Australian Capital Territory 26 Ian Warburton Wanniassa 26 Steven Mogg Gowrie

A warm welcome to our following new members >

8 • AIRSPORT

New South Wales 01 Alex Edwards Naremburn 19 Gordon Hayes Ballina 38 William Edwards Tullamore 04 Ian Coate St Georges Basin Queensland 15 Denzil Brunner Capalaba 15 Robert Butler Samford Valley 15 Scott Tomlinson Capalaba 22 Edwin Campbell Coral Cove

22 George Crooks Eagleby 22 Peter Mc Kenna Buderim

Tasmania Neil Mickleborough Sandy Bay

20 Quin Nowak Reservoir 21 Biagio Mazzeo Chadstone 21 Bruce Bramhill Middle Park 27 Paul Roadnight Somers 03 Gavin Baker Connewarre 37 Veronica Collins Heathcote - David Gough Hamilton

Victoria 14 John Towers Johnsonville 18 Daniel Pearson Bacchus Marsh 18 Dean Matthews Port Melbourne 18 Martin Williams Balwyn North 20 Michael Haynes Dereel

Western Australia 16 David Rokich Hamersley 16 Greg Priest Parkwood 24 Andrew Peterson O’connor 24 Scott Palmer Yokine - Bradley Smith Woodvale

South Australia 39 Robert Oakley Happy Valley

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AIRSPORT • 9 IGUANA.4541.AS9/13

tech talk

Brian Hunter

History Revisited

I

happened to find a copy of December - January 2003/2004 edition of Airsport and read the President’s Report by the then President Peter Bennett.

Peter wrote about our negotiations with CASA to appoint our own APs, the maintenance of our aircraft via an SAAA organisation authority whether the maintainer be the “eligible builder” or not, and the recreational pilots licence.

Folks, that was 10 years ago.

We know that the slogan for CASA is “the decade of change” here is proof positive that it takes at least 10 years to get change.

That said I can reveal that following yet again further consultations with CASA late last year and in January of this year we are on the cusp of permission to be the approved AP training organisation. Yes, I know we are the only organisation to have delivered AP training in the past but we had to undergo an assessment process and have our updated Manual of Procedures (MOP) accepted. We are almost there having delivered the AP professional update training in Melbourne. Once the assessment has been made we will be delivering training to nominated members for appointment as APs, initially by CASA as CASA Delegates.

Work is being done by CASA to facilitate the SAAA organisational approval so that SAAA will in the future hold the delegation and the APs will become ‘authorised persons’ of SAAA pursuant to the delegation held by SAAA. As this organisational delegation develops we can expect that SAAA will be the delegate under which all APs will be authorised. This will include CASA appointed delegates who are currently not SAAA members. All APs will be required to operate to the SAAA MOP. In addition to the above the organisational delegation will, in time, extend to cater for who can maintain an amateur homebuilt aircraft when the proposed abolition of the 51% rule and the capability of recognising that an aircraft built from parts of different aircraft can fit the amateur homebuilt definition.

This goes to the “maintainer” comments made by Peter ten years ago. We see that the way forward is to equip builders with a maintenance authority granted by an Approved Organisation (in this case SAAA). This requires us to revisit the AMS3 course content developed 10 years ago and upgrade the content to satisfy current thinking. This “nuts & bolts” course will complement the current MPC regulatory procedures course.

Ultimately we see the current maintenance authorisation by way of an instrument issued by CASA ceasing and being replaced with the organisation authorisation the privileges of such only being available whilst the authorisation holder remains a member of the approved organisation. This is in keeping with the future Part 149.

The recreational pilots licence; yes it is here and was to be a reality back in December 2013 now deferred to late this year.

just not got their aircraft to a state ready for the final inspection.

Log book entries, controls not fully functioning, dual inspections either not done, partly done or not signed off, ADs not complied with, placards incorrect or not even applied, markings incorrect, fuel system checks not done and the list goes on.

The end result is frustration & angst for everyone involved. The AP is not there to fix these issues unless you & he enter into a separate contract at your cost to wear his LAME hat. None of that is any part of the process for the issue of the special experimental CofA. By the time a builder requests a final inspection he/she must have completed the MPC. That being so there is, frankly, no excuse for the aircraft not to be in a fit state for final inspection.

This is the area where the TC should be shining. We have provided all TCs with the pre CofA tool. We are urging builders to contact their nearest TC (the list is in Airsport and on the website) and arrange to have this vital pre inspection done.

Chapter Presidents need to also step up to the plate here. You should know who is at the pre-CofA stage in your chapter. You should know who is the appropriate TC in your chapter to answer the call. You should marry the two and make it happen. After all they are part of your flock.

The Chapters in and around major centres are generally networking this well. The builders located away from chapters and /or who have built in isolation seem to be most at risk of not having their aircraft in a fit state for final inspection.

The APs at the engagement phase of undertaking the job are now encouraged to request more information so that they can gauge the readiness of the aircraft before leaving home.

This includes the question of ‘has the TC preinspection been done’.

Don’t be surprised if you start getting calls from members unknown seeking your help as a TC to carry out the inspection.

TCs & APs

Brian

Feedback from the APs attending the AP professional development course highlighted the disturbing fact that a lot of builders have

10 • AIRSPORT

In recognition that not all TCs are familiar with the use of the pre-CofA inspection process a TC workshop will be held at our convention in September.

Lots to think about.

Keep Safe,

Brian Hunter National Technical Manager

SAAA – THE HOME OF AUSTRALIAN EXPERIMENTAL AIRCRAFT

Farewell to our Humpho 1948-2014

O

n behalf of the SAAA National Council, the members of Chapter 22 (Sunshine Coast) and the membership as a whole, it is with much sadness that I write of the premature farewell to one of Nature’s gentlemen.

Best summed up by Rod Irvin, one of our volunteer ATCs at Ausfly who said, “An aviator with such a depth of knowledge and experience, yet always easy going, and tolerant of others. A real team player!

He always made the chaos of apron operations at YNRM a piece of cake!”

Graeme died on the 11th of January after a battle with cancer, and while this was far too soon at age 66, he certainly packed a lot into those years.

From flying in charter work in north Queensland and Papua New Guinea, to a career with TAA and Singapore Airlines and building a macadamia farm and family at Beerwah on the Sunshine Coast, Graeme was a tireless worker and family man.

Graeme retired early to spend more time at home with the family and in doing so he built his beautiful RV-6, featured in SAAA Airsport magazines of the past. As with everything Graeme did he was passionate and fully committed and his involvement with the Experimental community was no different. Graeme was a Technical Counsellor and TC Co-ordinator as well as serving on the SAAA National Council, as well as president of Chapter 22.

Graeme was such a tremendous mentor to many in the SAAA, the things he shared with others be it building advice or piloting advice, much of which I use every flight, was given freely. Humpho was always the one to roll up his sleeves so to speak and volunteer to get a job done, he was not one who left you wondering about his commitment. Current Chapter 22 President Jamie Lee was building his RV-7A and when it came time to mount the engine, despite being New Years day, Humpho turned up and “made it happen” as only he could.

In life we all have failings, but with Graeme the worst I can think of is at times he was just so laid back, if there is such a thing. He took everything in his stride and made it look too easy. It is hard to compete with that! Not to mention his flying skills, I loved flying with him... although he made me look so ordinary.

I had the privilege of taking Graeme flying just before Christmas and while he was dealing with the effects of treatment, his enthusiasm and flying skills did not seem to suffer.

We expect to see RV-6 VH-TBH stay in the Humphreys family and having two pilot sons (as well as two lovely daughters), along with Graeme’s wife Jan we look forward to the next generation of Humphreys in the SAAA family.

Humpho was a great man and we are all the better for having had his influence in our lives. We all miss him tremendously, but imagine what it would be like had we nothing to miss to begin with.

David Brown

AIRSPORT • 11

safety report

Just Culture What’s it all about?

Mike Horneman

A

n important component of a SMS is healthy reporting culture. To facilitate this SMS supports the concept of a “just culture” to help encourage reporting.

Definition of Just Culture

... a Just Culture will create conditions conducive to reporting and collaborative decision-making

All this theory is great but how do we apply it? Well SAAA has a practical Policy supported by procedural steps.

1. Policy

According to Reason (1997), the components of a safety culture include: just, reporting, learning, informed and flexible cultures. Reason describes a just culture as an ‘atmosphere’ of trust in which people are encouraged (even rewarded) for providing essential safety-related information, but in which they are also clear about where the line must be drawn between acceptable and unacceptable behaviour.

“A ‘just culture’ is a culture in which people are not punished for actions or decisions taken by them that are commensurate with their experience and training, but where gross negligence, wilful violations and destructive acts are not tolerated.”

Non-Punitive Reporting Policy is a significant manifestation of Safety Culture Reporting – unlikely without declared and demonstrated commitment to a just culture.

Just culture will greatly facilitate the reporting and sharing of safety data as an essential contribution to enhancing aviation safety.

Note the accent is on reporting and its management.

2. Benefits a. Increased reporting b. Building trust c. More effective SMS 3. A just culture is applied knowing that a. people make mistakes b. people may develop unhealthy patterns of behaviour c. there is zero tolerance of reckless conduct d. people must be recognised and rewarded for doing ‘the right thing’ and promoting sound operational practices on an ongoing basis.

A “just” safety culture, then, is both attitudinal as well as structural, relating to both individuals and organisations. Personal attitudes and corporate style can enable or facilitate the unsafe acts and conditions that are the precursors to accidents and incidents. It requires not only actively identifying safety issues, but responding with appropriate action.

Based on Reason (1997) the Components of Safety Culture: Definitions of Informed, Reporting, Just, Flexible and Learning Cultures

12 • AIRSPORT

4. What will change?

Historically, there was a shift from the traditional “Blame Culture” of olden days to a period where to encourage more reporting it was proposed to provide a “NO Blame” environment. This of course, proved unworkable (although it did improve the reporting rates).

We are now moving to a more constructive “Just Culture” which can be expected to have tangible benefits that will contribute positively to the overall safety culture of an organisation by

SAAA – THE HOME OF AUSTRALIAN EXPERIMENTAL AIRCRAFT

emphasising two crucial, yet not mutually-exclusive, concepts: a. Human error is inevitable and the system needs to be continually monitored and improved to accommodate those errors. b. Individuals are accountable for their actions if they knowingly violate regulations, procedures or policies.

A just culture is necessary for an organisation to effectively monitor the safety of its system both by understanding the effects of normal human error on the system and by demonstrating its resolve to enforce individual operator responsibility. This responsibility includes adherence to safety regulations as well as reporting inadvertent errors that can alert an organisation to latent safety dangers. Operating with a Just Culture will create conditions conducive to reporting and collaborative decision-making regarding policy and procedural changes.

5. Understanding People’s Behaviour

Human error is a part of life and can rarely be eliminated entirely.

In many cases, where a slip or lapse in following procedures or a mistake is made, disciplinary measures are usually not appropriate.

Even when a violation is made (an intentional act not to follow established procedures) it is important to look at the organisational context of the behaviour. For example; is the violation a one-off act by an individual, or is there a culture of people’s non-compliance? Various error types are indicated in Figure 1, Error Types, with the main distinction between the unintentional nature of human error and intentional nature of violations.

6. Human Factors and Design

The application of Just Culture principles and the creation of an effective culture, is predicated on the understanding and application of “human factors science” – not only to events, but also to design for both system and human reliability.

Factors impacting system reliability and performance (knowing that systems will never be perfect) requiring consideration/management include:

a. Human factors design to reduce the rate of error; b. barriers to prevent failure; c. controls to capture failures before they become critical; and d. redundancy and amelioration to limit the effect of failure. e. factors impacting human reliability and performance (knowing that people will never be perfect) and therefore also requiring consideration/management include: i Information ii Equipment/tools design configuration iii Job/task iv Qualifications/skills v Perception of risk vi Individual factors vii Environment/facilities viii Organisation environment ix Supervision communication 7. Investigation Process adapted from SERA When things do go wrong, it is important to look at the underlying cause or motivation for the behaviour before deciding on a fair and just consequence.

Note this procedure and ‘Decision Chart” which was developed by Professor Patrick Hudson adopted by CASA as

a industry guide and supplied in the CASA SMS training kit and is drafted for application within a Service Provider environment, references reflect an employer / employee/ supervisor configuration and reflect typical business manpower position descriptions.

Due to the document being locked, SAAA has chosen not to completely rewrite it but to use the principles and concepts in a general sense for now. When we have further resources we may rewrite the document.

This document, the ‘Decision Chart’ and the procedures will be available on the SAAA website in due course. mike.horneman@saaa.com P 61 (0)7 3216 2276 M 61 (0) 417 931 872 Skype RV6MJH SAAA Deputy Safety Manager

I am pleased to advise members that Chris Sinfield has accepted the position as SAAA Deputy Safety Manager.

Chris is an experienced ex RAAF ground engineer and has over 10,000 hours as a Flight Engineer on C130 and B707.

He currently works in Flight Safety and Standards for the Airforce. Chris has just collected his Jabiru engine ready to install in his new build aircraft.

Chris will assist in the administration of SERA where his investigation knowledge and skills will add value to the team and are most welcome.

AIRSPORT • 13

Electronic flight planning and you This document is an extract from the Fly Safe! tutorial at http://flysafe.raa.asn.au/ navigation/electronic_nav.html. The web document includes in-text links to the regulatory and other material mentioned.

Copyright John Brandon

T

he Global Navigation Satellite System (GNSS) technology, combined with a current, accurate and approved aeronautical database, normally provides excellent position-fixing capability — and continuing ‘heading-tosteer’ capability, when associated with a stored flight plan. However, contrary to good sense, some sport and recreational pilots do rely on GNSS receivers — plus electronic on-screen position tracking (e.g. a moving map display with own aircraft position centred) — as a primary-means navigation system.

Day VFR navigation does not allow sport and recreational pilots to use primary-means systems for any flight phase, only the sole-means map-ground reference system plus supplemental-means systems as available. And a supplemental-means navigation system (such as GNSS, NDB, VOR) may only be used in conjunction with a sole-means navigation system as an aid to navigation/ situational awareness when the supplemental-means system meets integrity and accuracy requirements.

GNSS receivers may supply position data to a portable electronic device as 14 • AIRSPORT

part of a supplemental-means navigational aid system.’

Electronic flight planning software has been available for many years but the concept of the sport and recreational aviation ‘electronic flight bag’ (EFB) is introduced when a tablet computer with inbuilt or external GNSS reception is used for flight planning plus storage of — and inflight reference to — documents such as the aircraft flight manual/pilot’s operating handbook, ERSA and the AIP book, ARFORs and NOTAMs, and georeferenced Airservices Australia digital aeronautical charts.

So, electronic flight planning and electronic VFR situational awareness aids are becoming the norm for many sport and recreational pilots, not least because of the availability of: 1. Powerful, reasonably priced, reliable,

general purpose, portable touchscreen tablet computers, with inbuilt and/or external GNSS connectability (though perhaps not so easy to operate in normal flight conditions in very light aircraft) recognised in aviation as a ‘portable electronic device’ [PED].

2. Smartphones and very fast broadband

3G/4G-LTE cellular mobile telephony networks expanding around Australia plus the availability of WiFi area networks and Bluetooth personal area device interconnection and data transfer; all facilitating surface and inflight access to SIGMETs, BoM weather radar, lightning trackers and other information aids

to situational awareness. Note the cellular mobile communication services class licence does not authorise the use of any mobile communication device in an airborne aircraft unless in an airliner equipped with a ‘pico cell’ unit operating under a public telecommunications service licence.

3. High quality operating systems and

inexpensive iOS/Android/Windows application software packages readily available to all via the internet.

4. The NAIPS Internet Service multi-func-

tion, computerised, subscription-free, aeronautical information system provided by Airservices Australia and the Australian Bureau of Meteorology.

The current situation enables any reasonably computer adept person to put together a system of software, GNSS aviation receivers, general purpose (rather than aviation-oriented) hardware and navigation databases tailored to their particular aviation needs. All accomplished in accordance with the civil aviation advisory publication CAAP 233-1(0) and at rather low cost — if well researched and done carefully. CAAP 233-1(0) ‘provides information and guidance in the use of portable Electronic Flight Bags as a replacement for paper in the flight compartment’.

Don’t forget, though, an EFB is an aid to situational awareness and not a CASA approved navigation system.

SAAA – THE HOME OF AUSTRALIAN EXPERIMENTAL AIRCRAFT

Navigation system performance criteria There are four parameters for assessing the performance of a navigation system: integrity, accuracy, availability/vulnerability and continuity of service.

Integrity refers to the trustworthiness of the device, i.e. user assurance that the data being provided by the device/s meets specified standards and that the system will alert the user when it is not meeting those specified standards. For example, any GNSS system that fails to immediately and adequately alert the pilot when it enters ‘dead reckoning’ mode certainly does not meet the integrity standard.

If a particular system is demonstrated to satisfy all four parameters for a flight phase then it may be classified as a solemeans navigation system — for that phase and thus require no back-up navigation system. When operating under the day visual flight rules, en route navigation by map reading and visual reference to the ground satisfies all four parameters and is the only sole-means system available to RA-Aus aircraft.

If a system meets the integrity and accuracy requirements all the time, but falls short on availability/vulnerability or continuity of service, it may be approved as a primary-means navigation system for a flight phase, if specified procedures are employed. Day VFR navigation does not use primary-means systems, only the solemeans system plus supplemental-means systems as required.

A supplemental-means navigation system may only be used in conjunction with a sole-means navigation system, but it must meet the integrity and accuracy requirements. Pilots operating under the VFR may use GNSS to supplement map reading and other visual reference en route navigation techniques. Any GNSS receiver may be used but if it is an installed receiver (i.e. not portable) it must be fitted in accordance with CAAP 35-1 or AC21-36; see AIP GEN 1.5 section 8.5.4. GNSS is only officially regarded as a primary-means night VFR navigation if the GPS/Glonass receiver system accords with the FAA’s Technical Standard Order [TSO] C129 or TSO C145/6 series, or has other CASA approval. The GPS/GLONASS receiver may supply position data to a portable electronic device as part of a supplemental-means navigation system.

For more information concerning the use of GNSS in VFR navigation see AIP ENR 1.1 paragraphs 19.2 and 19.5.

Note the wording of sections 19.2.1e and 19.5.1d together with the latter’s link to AIP GEN 1.5 section 8. Also see the CASA document ‘Instructions — use of GNSS’ that came into effect 1 November 2012.

The electronic flight bag The EFB document reader concept has been used, to some extent, for many years by some of the world’s airlines, but the burgeoning world-wide public acceptance of tablet computers, led by the Apple iPad, has prompted the ICAO

and national airworthiness authorities to expand the regulations and enhance developments directed toward a paperless flight deck/cockpit. An EFB may incorporate a flight planning tool to facilitate the use of the data/documents stored in the EFB, both pre-flight, flight and post-flight.

In November 2012, CASA released a ‘notice of final rule making’ including an advisory publication CAAP 233-1(0). The CAAP defines the EFB as: ‘A portable Information System for flight deck crew members which allows storing, updating, delivering, displaying and/or computing digital data to support flight operations or duties.’

The CAAP provides general guidance for private pilots and states ‘The EFB, with GPS functionality, may be used for situational awareness only. It is not an approved navigation system and cannot be used as the primary means of navigation.’

The recommended minimum display screen size is A5 (210 × 148mm [257mm diagonally] or 8.3 × 5.8 inches [10.1 inches diagonally]). The A5 paperbased dimension ratios of 1.41:1 don’t equate with the common display screen dimension ratios, e.g, 1024 × 768 pixels is 1.33:1 so, at 197 × 148mm, the iPad screen is as close as a 1024 × 768 pixel display can get to CASA’s recommendation. The iPad Mini dimensions are about 162 × 122mm ( 201mm [7.9 inches] diagonally) so it may provide a

AIRSPORT • 15

satisfactory VFR display. The iPhone display is too small for satisfactory map reading.

CASA recommends a tablet computer be dedicated to the EFB/flight planning/ flight monitoring functions, however it is up to the pilot-in-command to ensure that any tablet used has enough capacity for other functions without affecting the inflight EFB function.

CAR 233 requires pilots to carry the latest editions of the aeronautical maps, charts and other aeronautical information and instructions published in AIP or by holders of an ‘instrument of approval’.

CASA has the responsibility to regulate the provision of aeronautical information services thus CASA, not AsA, is the approval authority under CAR 233 (1) (h) and 1A; of course AsA is a CASA approved document supplier and its documents do not need additional approval if they have been stored in an EFB in essentially the same form as the original AsA document.

At October 2013, it appears that CASA has issued written acceptance of quality assurance capabilities for appropriate redistribution of AsA digital VFR/ IFR charts and other database material, as part of an EFB package, to only two Australian companies. Lufthansa System’s Lido and Jeppesen have ‘instruments of approval’ for their IFR charts.

A notice of proposed rulemaking — NPRM 0901AS — for CASR Part 175 ‘Aeronautical information services’ was published in 2009 (associated with AsA’s intention to change from AIS to aeronautical information management [AIM]) but no notice of final rule making has yet been issued. The proposed ‘certificates of authorisation’ for people to act as data service providers will specify requirements to demonstrate that the data they publish (that pilots are permitted to use as an alternative to the AIP) is equivalent to the aeronautical data published in the AIP and on aeronautical charts, and that the service provider’s systems and procedures do not introduce errors.

16 • AIRSPORT

In November 2012 an amendment to CAO 82.0 was published adding the requirements to be met for the use of an EFB, by the pilot in command of an aircraft operated under an Air Operator’s Certificate, as a means of complying, or partially complying, with CAR 233 (1) (h). (Private pilots may use their own pilot-in-command authority to approve use of an EFB, bearing in mind the guidance material in CAAP 233-1(0).)

The following are extracts from CAO 82.0 Appendix 9 summarising definitions which are likely to also appear in future rules applicable to sport and recreational aircraft: “Electronic flight bag, or EFB, means the portable electronic device of an EFB system that satisfies all of the following requirements: (a) it is not an instrument, equipment or navigation computer to which CAR 207 [Requirements according to operations on which Australian aircraft used], CAR 232A [Operational procedures in relation to computers] or CAO 20.18 [Aircraft equipment - Basic operational requirements] apply; (b) it provides, as a minimum, data storage, search, computational and display capabilities; (c) it uses a screen which displays data in a size and form that is at least as easily read and used as it would be in a paper document for which the EFB would be a substitute; (d) it is used primarily by the flight crew for the purpose of accessing and using data relevant to the operation of the aircraft EFB system means the hardware, the operating system, the loaded software and any antennae, connections and power sources, used for the operation of an EFB Class 1 EFB means an EFB that is portable but not mounted (on the aircraft)

Class 2 EFB means an EFB that is portable and mounted (on the aircraft) Note: Class 1 and Class 2 EFBs are portable electronic devices [PEDs] and limited to functionality level 1 and 2 software.

Functionality level 1 means that the EFB: (i) is used to view the aeronautical maps, charts, and other aeronautical information and instructions mentioned in CAR 233 (1) (h) but without the functionality to change any of that data; and (ii) may have a flight planning tool to facilitate the use of the data mentioned in subparagraph (i); and (iii) may be 1 or more of the following: (A) held in the hand; (B) mounted on an approved mount; (C) attached to a stand-alone kneeboard secured to a flight crew member; (D) connected to aircraft power for battery re-charging; (E) connected to an installed antenna intended for use with the EFB for situational awareness but not navigation; and (iv) unless secured in accordance with subsubparagraph (iii) (B) or (C) must be stowed: (A) during take-off and landing; and (B) during an instrument approach; and (C) when the aircraft is flying at a height less than 1 000 feet above the terrain; and (D) in turbulent conditions; and (v) has no data connectivity with the avionics systems of the aircraft; and (vi) may have wireless or other connectivity to receive or transmit information for EFB administrative control processes only Functionality level 2 means that the EFB: (i) must have the functionality of functionality level 1; and (ii) subject to subclause 1.4, has 1 or more software applications that use algorithms requiring manual input to satisfy operational requirements; and

SAAA – THE HOME OF AUSTRALIAN EXPERIMENTAL AIRCRAFT

(iii) has no data connectivity with the avionics systems of the aircraft; and (iv) may have wireless or other connectivity to receive or transmit information for EFB administrative control processes only.”

Note: examples of software applications that use algorithms requiring manual input to satisfy operational requirements include weight and balance calculations, or performance calculations required by the aircraft’s approved flight manual, e.g. density altitude and take-off distance required.

EFB software suppliers There are a few Australian producers of flight planning software who have entered a Standard Data Licence Agreement with Airservices Australia enabling the inclusion of the AsA map packs as part of their software package. Two of those producers market the concept of a tablet computer/ mobile broadband hardware system combined with EFB + flight planning + GNSS + flight monitoring software. At July 2013 the software from both producers is only Apple iOS compatible and intended for the iPad, but it can be installed in an iPhone for ground use — iPhone hardware does not meet CASA’s expectations for flight use.

Note: it is the pilots legal requirement to carry the current maps and charts for the sector to be flown, which have been approved by CASA. At March 2013 only two EFB products has been approved by CASA for VFR pilot use as an alternative to the AIP paper publications, so other EFB products cannot be used as an inflight substitute for the paper charts sourced from Airservices’ AIS. Thus until an instrument of approval has been received by the relevant data service provider, AsA’s paper charts must be available in flight;

another electronic device cannot be nominated as a back-up system. When the data service provider receives a CASA instrument of approval for the digital WACs and VNCs then private VFR pilots will be able to use an acceptable tablet computer, rather than paper charts, as the primary means of in-flight documentation. Recently the CASA flight operations inspectors were surveying iPad and flight planning software usage when conducting ramp checks.

EFB suppliers sell their VFR software product on an annual subscription basis — at November 2012 around $75 p.a.

The subscription includes the complete AsA VFR digital chart pack for Australia and the updates of charts and other aeronautical data in accordance with AsA’s standard update cycle; it also includes software updates/expansions.

Those data service suppliers might alter the AsA product; for example the 43 WAC charts have overlapping seams and the EFB supplier might ‘stitch’ all the individual charts together to produce one very large seamless mosaic. Locality names, or parts of names, may disappear from the seamless mosaic.

Such activity, being an alteration of the AsA material, may be prohibited within a CASA approval instrument.

Data service providers approved under CAR 233 (1) (h) must also ensure that all database material supplied cannot be modified by the user.

The freely available Aeronautical Information Publication plus updates is also included in the packages — the EFB supplier may add a search facility for ERSA and the AIP book. Mobile broadband service provider’s charges are, of course, an additional cost to be considered.

Although there may be a GPS engine included in the hardware it is recomm-

ended that an external GNSS aviation receiver engine be linked to the hardware. There are packaged GNSS engines available which output the navdata, via a Bluetooth connection, to an iPad, iPhone, Android or other display device. The cost for aviation types is $75 to $150. For example the Garmin GLO for aviation costs about $150 and receives position date from GLONASS and GPS satellites (thus 48 satellite potential) with an update rate of 10× per second. Weight is 60 grams and USB connection also available.

Note: from 2 February 2017 all aircraft operating under the instrument flight rules must carry ADS-B OUT equipment.

It is probable that many of those aircraft will also install ADS-B IN. It is then likely that a tablet type computer, linked to the ADS-B receiver, could be used for the cockpit display of traffic information.

The mobile broadband connection allows inflight connection to BoM weather radar, internet lightning trackers, regular checking of the NAIPS Internet Service for changed information relative to the flight plan (SIGMETs and SPECI for example) and to overlay that information graphically on the moving map display.

Note: the use of a cellular mobile voice or data communication device in an aircraft — that is not equipped with a picocell base-station — is not in accordance with the class licence that legalises personal transmissions from a mobile telecommunications device; see the Radiocommunications (Cellular Mobile Telecommunications Devices) Class Licence 2002.

The EFB supplier’s products are: AvPlan from AvSoft www.avsoft.com.au OzRunways EFB from OzRunways www.ozrunways.com

To read the entire article http://flysafe.raa.asn.au/navigation/ electronic_nav.html.

The web document includes in-text links to the regulatory and other material mentioned above.

AIRSPORT • 17

what’s hot at HQ? Up, up & away

Mark Rowe

Database Detail

S

AAA are always working harder at improving our services to members.

Recent database tweaks have led to more efficient office procedures. SAAA are working on implementing SMS services to allow a more convenient means of communication when your computer isn’t handy.

We are proud to announce that the SAAA Office staff are getting a little more ‘hands on’ with Aviation. Deb is partaking in flying lessons with Chapter 38 President Dan Compton and Amber has been working on the theory side and intends to start flying soon. All the staff have a strong interest in Aviation and want to further their knowledge in order to be on the same page and share empathy with our valued members. We know it is important that our office staff have a good understanding of aviation, so what better way to understand than getting behind the joystick first hand and experiencing that feeling that pilots desire so much.

note: It was a great day out and I really enjoyed finally meeting our HQ team – nice to have you on the doorstep].

SAAA will be attending NATFLY in April, be sure to come over and say hello. We look forward to seeing you! Wear your SAAA apparel to wave the banner of the SAAA. If you would like any apparel please give head office a call to order, your orders will arrive within days dependant on stock levels.

Drop on in to HQ Time to time we have some of our travelling members drop in to visit us at your national head office in Narromine. We invite our members to come in and meet the team and see your headquarters whenever they are travelling. It is fantastic to put faces to the names and we enjoy listening to where you’re going and where you’ve been. There’s no better refreshment than a warm cup of coffee and friendly, welcoming staff.

Great Eastern Fly-In / NATFLY Staff and volunteers represented the SAAA at the Great Eastern Fly-In at Evans Head in January. It was great to see some of our members there representing us proudly with their handsome SAAA apparel! Paul Bennett provided some nail-biting Aerobatics and the Museum granted us an insightful look into the life of an old F-111 Warbird. [Editor’s

Safe Skies for all!

SAAA HQ

SO YOU’VE HAD A CLOSE CALL? Often the experience is something you’ll never forget and you have learned from it.

Why not share your story so that others can learn from it too?

If we publish it, we’ll give you $500.

Articles should be between 450 and 1000 words. If preferred, your identity will be kept confidential. Email us at fsa@casa.gov.au. Clearly mark your submission in the subject field as ‘SPORTAVIATION CLOSE CALL’ Please do not submit articles regarding events that are the subject of a current official investigation.

Submissions may be edited for clarity, length and reader focus.

18 • AIRSPORT

SAAA – THE HOME OF AUSTRALIAN EXPERIMENTAL AIRCRAFT

Vale Allan Heaton 1935 – 2013

S

adly we report the passing of valued SAAA member Allan Heaton. Allan was a foundation member and served as National President of the SAAA from 1978 to 1981. He was also President of the Queensland Division for several terms. His occupation as an airline pilot allowed him to attend many interstate and local meetings, and of course National Conventions, State and local flying events – always having interesting and amusing stories to regale.

Allan’s interest in aviation was aroused when he joined the Air Cadets in Townsville and after a flight in a Lincoln bomber at an Air Training Corps camp at Garbutt decided he would learn to fly, and he did this pedalling on his bicycle to Townsville aerodrome for his flying lessons in the aircraft of the era

ASIAPAC June 2013.pdf

1

12/06/13

either a Tiger Moth or Auster aircraft.

He started an electrical apprenticeship in 1952 and the wages enabled him to save and pay for his flying lessons, and this evolved into a lifelong passion for flying.

He actually obtained his private flying licence before gaining his driver’s licence.

After finishing his electrical apprenticeship in 1958 Allan joined TAA as a Licensed Aircraft Maintenance Engineer (LAME). He still continued flying and did exams towards his Commercial Licence.

In 1960 when TAA brought in the Electra aircraft, Allan obtained a position as a Flight Engineer and moved to Melbourne to live and finish his exams for his Commercial Licence. 1962 saw Allan become a first officer on DC3’s with his commercial licence. Many interesting stories of these times have been enjoyed at local meetings over the years.

In 1991 Allan left Australia to take up

a 3 year contract to fly for Royal Brunei Executive on Boeing 727 aircraft flying the Royal Family wherever they wanted to go, “Flying the Richest Man in the World” which the Sultan of Brunei was in those days.

The old saying of giving the job to a busy person certainly fitted Allan Heaton, apart from his aviation interests he was a member of several committees including Noosa Blue Nursing, TewantinNoosa National Seniors and the Noosa Parish Council. In 1990 he was given life membership of Wynnum Blue Nursing Service.

Allan is survived by his wife of 51 years, Marilyn, twin daughters Andrea and Catherine and twin sons Glen and Jeffrey.

June Cameron

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engine management 101

How much lead is in your pencil?

DAVID BROWN Advanced Pilot Seminars

H

ow much lead is in your pencil? If you are sketching a picture, hopefully a lot, but in your engine?

Hopefully as little as possible. This edition’s article is motivated by an SAAA member who was suffering from a workplace “knowit-all” on fuel and what the function of lead was and why their fleet would need an upgrade with hardened bits to run on unleaded.

Old Wives’ Tales (OWTs) abound still to this day and some are hard to kill off.

This one, despite 30 plus years of unleaded car fuel and the resultant benefits, is still lingering on. So let’s talk about fuel and octane and what it is that matters.

First let’s deal with the lead. Avgas is not injected with lead in its pure form, it is actually TetraEthyl Lead, a compound we will call TEL. TEL was found to be extremely potent in increasing the motor octane number (MON) thus allowing higher compression engines to be built without having detonation margin issues.

The whole point of higher compression ratio is more HP and more efficiency.

Both desirable attributes when developing engines pre-WWII. To give you an idea how potent the octane enhancing effect is, George Braly recently took a sample of FBO Avgas, around 102.5MON, and dumbed it down to 100MON using Isooctane, basically a high grade unleaded fuel stock, and the ratio was 85% to 15% FBO fuel. So you can see why a little goes a long way.

The tiny amount of TEL, and it varies depending on the refinery making the fuel, is there for one reason, and one reason only. To achieve an octane rating of 20 • AIRSPORT

100MON as a lean mixture rating and at the same time it must make or exceed 130 rich mixture rating. As a result of the latter, most FBO Avgas has a MON of around 102-103, because if it did not the fuel would not reach the 130MON rich rating. TEL does nothing more than this that is beneficial. Nothing!! The rest of the things it does are actually harmful to our engines.

Anyone remember the days of Super petrol? Engines had their heads off routinely at 80,000km or so, spark plugs were lucky to make 20,000km. I remember as a teenager doing cylinder head overhauls in my school holidays, and the lead bromide deposits had to be seen to be believed. Today, using unleaded fuels, we have none of these problems at all.

Engines will go hundreds of thousands of kilometres, spark plugs the same, and part of the reason is no TEL in the fuel.

So before we go on, let’s look at the myths and OWTs quickly. The best one is “lead lubricates the valves.” When you think carefully about this the notion is laughable, even if TEL had a lubricating property, and how would it achieve this goal anyway? First the inlet valve, the fuel rushes in followed by a huge surge of air, not much chance of doing anything on the valve face here, and yes we have video of this! Also how would the valve guide get any benefit, when the suction is down away from the guide, and it is oil lubricated in any case? If the fuel were to get to the valve guide it will only act as a solvent. Hardly a good lubricant in any language! What about the exhaust valve?

By the time the combustion event is over there is a small amount of deposits rushing out the exhaust port, and any of these

deposits lucky enough to attach to a valve guide, face or seat are now those crusty salt-like deposits you get on the piston crown and in your spark plugs. Abrasive salts make pretty crummy lubricants. And when these deposits get in the valve face and seat interface, they cause leaks. Leaks are bad and along with valve guide wear are two things everyone wants to avoid in their engine.

Myth Busted!

Back in the late ‘70s when fuel prices were rocketing upwards, the Ag operators in the US started using mogas. They started having valve problems in a very short time. It was blamed on the lack of lead. Their engines with cast iron heads and no hardened valve seats were being punished. It quickly became true that the lack of lead was the problem and wrongly attributed the reason to lead doing some kind of lubricating or cushioning of the valves. Problem was they had the right correlation but wrong causation. When some smarter folk realised that the latency of the fuel was a problem and they made spark timing changes, the result was the peak pressures and the thetaPP were restored, and the engines survived quite nicely again.

It was not the lead lubricating; it was the latency change and less detonation margin that they were suffering from.

Now this is not always a solution for all engines. There is more to it. But these guys made it work. If only they had engine monitors back then it would have really confused them. The other myth is higher EGT is harmful to the exhaust valve, yet running the mogas they would have had lower EGT and problems. A kind of

SAAA – THE HOME OF AUSTRALIAN EXPERIMENTAL AIRCRAFT

counter-acting problem. Yet retarding the So which fuel should we use? The Avgas timing would have increased the EGT and has known downsides, but a large number reduced problems. Ohh the fun we could of positives. Mogas has a known posihave had….I digress. tive, it’s cleaner, but has a whole raft of fighters was constantly frustrated Flight Information Screen More Power! This is a rev-heads theory. downsides, starting with Octane number, by the need to accommodate (EFIS). See the F111 cockpit Getting high octane fuel actually has a quality control, and RVP and olefins. The tactical instrumentation such photo later in this article for an great chance of lower power, the BTUs in choice is one that needs careful consideras gunsights, radar screens and example. During the mid 1950’s fact vary only slightly. Over the history of ation, but until a certified FAA approved radar warning receiver dials.

American analysis arrived at fuels the BTU content has only been +/- a 100MON unleaded Avgas is at the pump, However their military multia set of guidelines for cockpit percentage point or two at the most.

So you can be sure I will still recommend engined aircraft were beautifully lighting, ergonomics, controls do not think for a minute there and is way Avgas. The only exception here is the standardised. instrument layout. The most more BTU content in leaded Avgas.

In Rotax powered fleet, these have water notable achievement was the running occurred, there was vapour lock! the case of the recently patented G100UL cooled heads and are designed for a prestandardisationThis of the standardAvgas, with a Reid Vapour is running 1960-1980 The age mium ULP, and I would then only rely on unleaded high octane Avgas, the BTU conT for flight instruments that has Pressure of around 7PSI. Car fuel has an tent is actually higher than leaded been Avgas. of colour and electro- the genuine BP or Caltex 98 fuels. If away internationally RVP ofadopted.

11-15PSI, so before you go filling up This is by about 2% so there is notUnfortunately much American efforts mechanical complexity from a good known source, use Avgas. with mogas, even though experimental in it, but it will fly you 2% furthertoifadopt you the standard layout in One last note, the Octane number not certified, think about this very caremanage your engine right. at your local BP/Caltex etc. is a RON fully. Even certified aeroplanes with low (Research Octane Number), and just wings and suction lift pumps, on a hot day because 98 is numerically close to 100, it Myth Busted! with hot fuel in the wings, going through does not mean it is almost the same. In So why not run an unleaded fuel in around 7000’ will get vapour locking. This The photo above is of an F111C, designed in the mid 1960s. fact a typical Avgas would be without topp tested 102MON in 1950 and could withstand aerobatics your engine? Very good question! To start is one reason why many Lycoming powthe right isRON, the same technology.

Thenothstrip format ASI, VSI, a around 112-115 and that is but are the predecessor to the coloured strips in modern EFIS with in the certified fleet unless you have ered planes call for the boost pump to be ing like 98 RON. When it comes to fuel, a Supplemental Type Certificate (STC) to on in the climb. So the solution for the remember,The your lifetomight depend on it! that sup need achieve viable allrun other than the nominated fuel, you RV10 owner in WA was to use his boost Until the next edition, safe flying, and the late weather capability introduced have no choice. And even then there are pump, level out, let things cool down and live life! tactical radars into the military sphere th some issues that have to be taken serithen turn the pump off.

The direc cockpit, and that overcrowded Besides RVP, one of the things that are ously. When a certified unleaded Avgas and ILS h pilotplug; instrument panels.

SpacePilot PS: Shameless the next Advanced a problem for carburettor engines is gum is available, this will not be an issue, as into a ho savingmanagement devices such as combined Seminars engine course will be deposits. The Olefin content in aviation the properties of these fuels will need to indicator machmeter/ASI and in Perth WA in May. Check thestrip website for fuels is restricted to extremely low levels, be the same as Avgas because unlike car instrume instruments for ASI, altimeter and details. www.advancedpilot.com and not so much in mogas. These things fuel, many other things matter. a bit har VSI now showed up.

Note: Always consider any limitations I recently had an email and subsequent can ruin your day. I have suffered enough xxxx HIS phone calls from an RV-10 owner This in WA, boats with this, and would hate tothe standard placed on your by the above we In theengine F111 pictured is a picture of in a DC3 that was modernised in the I1960’s to incorporate and com T flightfor instrumentthink layout. Note the it increased and just the overall suffering from rough running. I asked what is likeuse inofacolour plane afterclarity of manufacturer. now Please see theconsider ‘standard T’ layout devices. presentation. a copy of his EMS file and sure enough, take-off. It would be a good idea to avoid taking further education if you are than the right there at the time he said the rough this kind of activity if you ask me. unsure of anything written above. much mo when the

During t developm navaid n of the na airliners. developm inertial n the remo long hau engineer four eng being, bu been rem airliners union str

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In the ne David Fr review o cockpit f

1

st

ps: Or the Proper Prior Planning Prevents Piss Poor Performance

by Fred Moreno

A

recently completed kit aircraft was presented to the Authorised Person (AP) for review, sign off and issuance of CofA for the Phase 1 test flight period. During the construction period the plane was regularly inspected by three Technical Counsellors (TCs), two familiar with airframe and engine type, and the third assisting with document review and preparation for AP review. In short, construction and assembly were carefully checked.

Because the owner has no time in type and because of the high incidence of accidents on first flights, the AP required that a test pilot experienced in type fly the first five hours, and that the first flight be covered by a builder-prepared Safety Plan including planning, restrictions, operations, and contingencies.

The Safety Plan was prepared and accepted. It included provision for a chase plane to follow the new aircraft during the first flight, planned to be about thirty minutes. Prior to first flight the aircraft went 22 • AIRSPORT

through several ground engine tests and several high speed taxi and braking tests.

All was ready for first flight.

The chase plane, an RV with a clear canopy providing an excellent upward view, departed immediately after the test aircraft and formed up behind and below.

The test pilot reported normal operation with climbing oil temperature, expected with the new engine. The two aircraft climbed with the chase plane maintaining position below and behind. Oil temperature stabilized at 230F, high, but normal for the first hour or two of engine break in.

The test pilot then reported he was returning immediately to the airport, made a low power descent and approach, rolled out on the runway, taxied to the hangar, and shut down. Oil drained onto the taxiway and covered the entire belly.

The chase plane landed, taxied up to the hangar, shut down and the pilot gave his report. Following below and behind and looking up against a white overcast sky, the chase pilot detected a faint stream trailing out behind the test aircraft. He reported this to the test pilot and they agreed to make an expedited return to the airport. The oil level was checked and two litres found remaining. Given the flight time it was calculated that the remaining oil would have been exhausted in about two minutes and engine seizure would have followed shortly.

Had the chase plane not been watching carefully, the test aircraft would have

ended up in a hilly paddock near the airport. A forced landing was narrowly avoided. The safety plan had saved the day. What could have been an accident was just a wet belly incident.

Investigation required a full engine wash down, oil refill, and then ground run with cowl off which showed oil squirting out from the flat plate that covered the propeller governor mounting position. Having a fixed pitch prop, no prop governor was used. The cover plate, supplied by the kit manufacturer for this kind of installation, has a square stud pattern for attaching the plate.

But the plate is not square. It was ever so slightly rectangular.

It turns out the plate and associated gasket was installed rotated ninety degrees from the correct position. The gasket was covered with gasket cement on both sides before installation, and the gasket cement oozed out around the periphery of the plate when the nuts were tightened on the studs. The gasket rotation brought a hole in the gasket very close to the edge of the plate with only a tiny sliver of gasket sealing this region. As the new engine was run at prolonged higher power on the first flight, the oil temperature rose to 230F after a few minutes, high enough to soften the gasket cement and let the

SAAA – THE HOME OF AUSTRALIAN EXPERIMENTAL AIRCRAFT

t

tales from the toolbox

flight safety plans bacon. Lesson: ALL early flights should be covered by a carefully thought out and meticulously followed Safety Plan. short sliver of gasket blow free providing the pressurized oil a great exit path that sprayed about a litre per minute of oil everywhere. The oil was clean and hot and thus did not show on the belly of the airplane from the distance to the chase plane, but the oil blowing off the tail left the faint trail the chase pilot saw in the air against the white overcast background. Oil loss was detected, test pilot alerted, short return trip to the airport, no damage.

Now reflect for a moment. This was a capable but novice builder with previous ownership of a certified aircraft. The airplane was inspected by no fewer than three technical councillors, two familiar with engine and type, and numerous other builders who had cruised through the hangar during the last months of assembly. NOBODY caught the governor cover plate installation error partly because of the amount of gasket cement that oozed out hid any misalignment that may have been visible.

Only the chase pilot, position dictated by the Safety Plan, saved everyone’s

Model Outline for a First Flight Safety Plan Suggestive, not exhaustive: Refer to SAAA guidelines for test flights and add appropriate detail for your specific aircraft: 1. Aircraft: Conduct the “first annual inspection” prior to first flight. Don’t wait a year. Do it with helpers familiar with engine and airframe type. No distractions! Lock the hangar or put up a “Do Not Disturb – Inspection in Progress” sign. Inspections are NOT social events.

Use the same check list you will use for your true first annual inspection. Put the signed check list in your aircraft maintenance records.

800-1000 feet is the most dangerous turn in aviation.

4. Flight plan: climb to 3000 feet, fly

race track oval over airport so that aircraft is always in range of airport for an unexpected power off landing.

5. Ground crew: emergency phone numbers quickly available, on-airport vehicle with fire extinguisher in the event of an incident inside the airport fence, ground radio communications via hand held radio or aircraft on ground.

6. Chase flight organized including dis-

cussion about where chase aircraft will be, communication between chase and test pilot, and discussion of break-off procedure for chase plane in the event of a problem or immediate return to airport required.

7. Weather- no compromises: minimum

cross wind, minimum wind gusts, 3000 foot ceiling.

2. Ground testing and high speed taxi

8. Important: have ground safety man-

tests complete.

ager (NOT the aircraft owner) with safety plan and check list in-hand and primary responsibility to make sure safety plan is followed. It is too easy for the owner and test team to get deeply involved with final checks and discussions, and they can easily get impatient and forget check list items on the safety plan. This person can also be an important resource in the event of an emergency.

3. Pilot: Experienced in type. Familiar

with systems and controls of test aircraft.

Has surveyed airport surrounding area for viable forced landing sites in event of engine failure. Has practiced power cuts and forced landings. Has a mental plan for engine failure from lift off to 1000 feet AGL. The accident record shows that for early test flights, return to airport below

AIRSPORT • 23

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24 • AIRSPORT

SAAA – THE HOME OF AUSTRALIAN EXPERIMENTAL AIRCRAFT

tips from the toolbox

S

omething we wondered during the Authorised Person training last month:

How many people brief their passengers according to the regs?

CAR 262 AP (8): A person must not operate an experimental aircraft carrying a passenger if each of the following requirements is not satisfied: (a) no more than 6 (or a greater number

approved by CASA or an authorised person) people are on board; (b) the operator or the pilot in command ensures that each person carried is told before boarding the aircraft that: (i) the design, manufacture, and airworthiness of the aircraft is not required to meet any standards recognised by CASA; and (ii) persons fly in the aircraft at their own risk; (c) a placard bearing the warning stated in subregulation (9) is displayed inside the aircraft in a way that is conspicuous to, and can be easily read by, each person in the aircraft.

• Single seaters do not require it.

Passengers can BYO airplane.

Try this sample briefing – maybe make up a briefing card along these lines:

CAR 262 AP(9):

For paragraph (8)(c), the warning is:

‘WARNING PERSONS FLY IN THIS AIRCRAFT AT THEIR OWN RISK THIS AIRCRAFT IS NOT OPERATED TO THE SAME SAFETY STANDARDS AS A NORMAL COMMERCIAL PASSENGER FLIGHT CASA DOES NOT SET AIRWORTHINESS STANDARDS FOR EXPERIMENTAL AIRCRAFT’.

The placard wording shown in AC 21.4(2) (of SEP 2000) is WRONG, so do not use it!

Stickers are available from SAAA HQ.

We can take that to mean seated – the normal method of passenger carriage.

• Four seaters will also require a placard for back seat passengers.

• Tandems will also need it in the back or front as well, depending on where the passenger sits.

Here’s what I need to tell you about this aeroplane before we hop in: This is an Experimental aircraft.

(Show the big sticker.)

CASA – the Civil Aviation Safety Authority, does not set airworthiness standards for Experimental aircraft.

The design, manufacture and airworthiness of the aircraft is not required to meet any standards recognised by CASA. The aircraft is however maintained regularly in accordance with the regulations.

We have a passenger warning placard for you to read, located at…..

Do you understand all that?

Do you have any questions?

Are you happy to now board the aircraft?

If so, I will now assist you and ensure your seat belts are fastened properly and brief you on the features of the aircraft and the flight we are about to go on.

Norm Edmunds

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AIRSPORT • 25 PM 8/08/13 11:46

Aerobatics  Advanced  Handling   EMT  &  Upset  Recovery  Training  "" ! '" #%"+ ."*% & &1  "% "! ! ! ."*% . ! 1 Â

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 ! "8 %" .3 " 3 *  Chapter 39 Secretary Patrick Pulis leads the workshop

26 â&#x20AC;¢ AIRSPORT

SAAA â&#x20AC;&#x201C; THE HOME OF AUSTRALIAN EXPERIMENTAL AIRCRAFT

chapter chatter SOUTH AUSTRALIA

39

Adelaide

Tank building workshop On Sunday 19 January Chapter 39 featured a fuel tank building workshop, which was hosted by RV-14 builder Ian Pearce. With several Chapter members nearing the inevitable time required to tackle the fabrication of their fuel tanks, this was considered an opportune workshop, coupled with the fact that Ian’s RV-14 tank components were ready to assemble, becoming demonstration tanks. Chapter members came along from far and wide including a member from Whyalla.

Regrettably two Chapter members from Loxton and Pinnaroo were unable to attend due to bushfires. Chapter Secretary and RV-10 builder Patrick Pulis previously completed four RV tanks ‘for his sins’, so he came along to share his know-how.

Patrick described the processes covering all aspects of tank building, including chemical and general safety; preparation of tools and equipment; mixing of sealant; surface preparation, masking; sealant application, ‘wet riveting’, sealing exposed rivets; ‘feathering’ sealant joints; sealant curing times and clean-up. The workshop included a practical demonstration of ‘wet riveting’ a fuel tank end fitting and baffle using fuel tank sealant.

Technical discussions during the workshop also included further aspects of fuel tank fabrication, including float and capacitance sender units; using hand and pneumatic squeezers; yoke interchangeability; and pressure testing the finished tank, which could not be demonstrated in the time available.

The day finished with a barbeque and a chance to sit around and have a good chat about our respective building projects and suggestions for future Chapter technical workshops for 2014, which will include instrument panel planning; working with composites and lock wiring techniques.

The good thing about a technical workshop which includes practical demonstrations is coming away feeling that what initially appeared to be a somewhat daunting aspect of the build, now seems less so, giving a feeling that you can get on with the fabrication of fuel tanks safely and with confidence.

That’s what Chapter events should be about, sharing knowledge, building friendships and helping each other to achieve the dream of flight safely. Ian Pearce

The tank building workshop winds up with a barbecue and chat

QUEENSLAND

19

Gold Coast

Project visit to Peter Vernon’s RV-8 In August last year Chapter 19 enjoyed a visit to Peter Vernon’s place at Eagle Heights for a look at his RV-8 build and carry out the annual AGM. Peter’s project is well advanced with the empennage purchased second hand, wings pretty well complete, and fuselage getting close with major control systems fitted.

Peter is building up his own engine from parts and had several components out for us to look at, as well as his nicely finished instrument panel. The AGM formalities were completed with Rob Fraser staying on as President and new member John Williams volunteering as Secretary. Members were treated to lunch featuring Peter’s traditional Hungarian goulash. Peter has since performed the recent service bulletin reinforcement on his horizontal stabiliser and taken the opportunity to improve on the previous builder’s work in some areas. We all look forward to seeing Peter airborne in the near future!

Chapter 19 members old and new turned out to Peter’s in force

At the Chapter meeting February this year, Chapter 19 welcomed new members George Cooks, Peter Carter and Errol Van Rensburg. President Rob Fraser gave a presentation centred around SERA and the importance of overcoming natural reticence and reporting safety incidents in order that all members benefit from the lessons learned. In this context Gary Spicer related the recent failure of the landing gear mounts in his Murphy Moose, due to a design flaw that had never been communicated to owners, and others shared stories of safety incidents. The importance of SERA and continually improving SAAA’s safety record was discussed in terms of not only our individual and community safety, but the survival of the freedoms that members now enjoy thanks to the hard lobbying to CASA and tireless work of committed volunteers over many years. John Keen

AIRSPORT • 27

The Aussie Corvair-powered

VP-2

Volksplane

By Darren Barnfield, engineeredextremes@bigpond.com

I

grew up with a father who had flown and served in the Royal Australian Air Force as a flight engineer on PBY Catalinas. I have early memories of my Dad spending many nights out in the shed, building a Thorp T-18. Fast-forward 20 years and I found myself in the military as a helicopter mechanic. After serving my country, I left the military and had no further interest in aircraft or aviation. I restarted civilian life as an engineer, and all was good. A short time later, I met the girl who would become my wife, and before long (a four-year courtship), we were at the altar in a garden ceremony saying I do. It was a great day, but what stands out for me was just before I said I do, there was a deafening silence that was only broken by the sound of a homebuilt Corby Starlet passing overhead, catching my attention.

Anyway, the wedding went on, we had a great day, had our honeymoon, and life was as good as it can get.

A few months after that fateful encounter with the distracting aircraft sound, I was surfing the net when I came across some information on experimental aircraft. I was familiar with the process from my dad, so I investigated further. When I spoke with dad, he offered me his T-18 project that hadn’t been completed. I was already familiar with the all-aluminumbuild process and wanted something a little different, something with different 28 • AIRSPORT

and Pat Panzera

build techniques. There were so many found a local species, hoop pine, that was aircraft out there to choose from, so I used to build the de Havilland Mosquito attended the Sport Aircraft Association during World War II, which I could use of Australia’s annual convention to see as a substitute. I had very basic tools, so what I might find. Most of the aircraft over the years for birthdays, Christmases, were small and the stories of available and other occasions, the family helped me orphaned projects were everywhere. I thought, it’s not that hard--I can easily complete someone’s project in a year. With more research I found what I thought I could build in about 12 months that would suit my 6-foot, 220-pound frame. It wasn’t a sleek or fast aircraft but rather the elegantly simple Evans VP-2 that could get me in the air cheaply and quickly.

After I searched the interDarren’s find, attached to a set of jigs that allow rotating net, read as much as I could the fuselage for access to all sides. The same jigs saw about the single-seat VP-1 service again when the wings needed covering. and the two-place VP-2, I purchased a set of VP-1 plans from Volksplane designer W.S. Evans and found a local builder who gave me a set of unused plans for the VP-2. Evans stopped selling VP-2 plans some years ago due to legal problems, but since I was going to use it as a single seat I didn’t see an issue.

On July 1, 2000, I started building my single-seat VP-2 Volksplane.

The learning curve was steep when it came to working with plywoods and solid stock, specifically spruce and its costs. I

build up a very healthy and respectable workshop.

The first year went so fast, and I didn’t have anything to show. This made me wonder if I would ever finish. The next year, I had a motor, and I was lucky enough to find a fuselage that was never completed.

This moved me along, but it was still a slow process. We had purchased our first home, and with work and wife

SAAA – THE HOME OF AUSTRALIAN EXPERIMENTAL AIRCRAFT

Darren (right) with mentor and test pilot, Nick Caudwell

commitments first, there wasn’t much time for building. I did, however, get to spend most nights surfing the internet for any info on the Volksplane. What attracted me to it was that without too many structural concerns you could modify the look of it. There were some real nice looking Volksplanes getting around and I had a few ideas for my aircraft.

Then one night I came across an engine called a Corvair. I had an old Revmaster R-2200 that I was planning on using, but this website called FlyCorvair.com had my attention. Surfing through I found a small picture of an aircraft, and it was titled the world’s fastest VP-2. This Volksplane was the nicest I had ever seen; I spent many hours surfing the internet for any

Like so many other wood wings, it seems a pity to cover such artistic work.

Corvair engine converted and installed. See the YouTube link at the bottom of this page to see and hear it run.

other info. I had emailed the man on the Corvair site, a Mr William Wynne. I got a very brief e-mail from Mr Wynn saying the owner of the VP-2 was Dale Jorgensen.

He had no e-mail but he passed along Dale’s address. The next morning I sent Dale a letter and 20 dollars for some info and/or photos. Buy now we had purchased a new home and were renovating so the plane had to take a back seat. Then out of the blue I got a letter from Dale. It explained a lot and he had sent me the $20 back plus a heap of photos. Dale also sent me his phone number and we soon struck up a great relationship.

When I got back to building, a few years had passed. I had the fuselage almost completed, the rudder and stabilator were done, and the Revmaster was on the

AIRSPORT • 29

Custom bubble from Todd’s Canopies. (“Restricted” is the equivalent of the recreational license in the United States.)

Fast-forward a few more years. We have travelled to England for a family wedding and I was able meet some other VP builders and once getting home and picking up, the visual progress is there. I try to do a small bit each week.

There’s a lot you can do to the Volksplane to take The fuselage support jigs being used to support the wings.

It doesn’t get any better than this! away the box look. I had a custom canopy blown firewall. My wife, Jakqui, has been wonfor me at Todd’s Canopies in Florida, derfully supportive—one day back in 2003 which makes the aircraft really pop. she surprised me with a gift of a lifetime.

Since becoming friends with Dale, For my birthday, Jakqui had purchased a he has helped me so much with my return airfare to EAA AirVenture Oshkosh 2003. We all know this is the Mecca for project, even though he’s on the other homebuilding. My first phone call was to side of the world. I was able to pay Dale. I was hoping we could finally meet, him back in a small way three years but Dale went one better and offered to ago. Dale had come to Australia to put me up for the time I was there. This do an EAA Technical Counselors visit was a dream come true. Dale lived about as well as have a holiday. The com100 miles from Oshkosh. pany I was working for as an aircraft At Oshkosh 2003 I met a lot of other mechanic at this stage had a fully VP builders at a dinner, which we had operational Australian-built P-51 Cockpit and panel arranged on the Volksplane discussion Mustang. So while Dale was down group prior to leaving. The last day of under, I got him a ride. converting Corvair engines for flight, and my trip to the United States, Dale took The Evans Volksplane is a good, staPat Panzera, editor of Contact! Magazine me into one of his barns and offered me ble, and reliable aircraft. I had started and fellow Corvair engine builder. Could a gift that would change my whole airmy build 10 years ago, and when I walk it get much better? craft. He pulled back the cover to reveal into my shed, I have a completed aircraft.

After returning to Australia, I was a 1965 110-hp Corvair. This was a dream I think the reason why so many projall fired up and making good progress. come true. I had searched Australia for ects aren’t completed is that people start I had finished my fuselage, and it had too far behind the eight ball. Yes, the one of these and now I finally have one—I the shape and look I was after. And now Volksplane isn’t going to take first prize thought I would never get my hands on with the Corvair on the front instead of in the best-looking contest, but I have one. At the time, the Australian exchange the Revmaster, it was looking great. I invested about $18,000 AU over 10 years rate was about 48 cents to the U.S. dollar, often get other builders making a dig at from spare cash—that’s $1,800 AU a so this was why I hadn’t purchased one. me for building the VP-2, but to date I year. (It also helped me to quit smoking.)

The only thing I had to pay for was the have only spent my spare change on the Anyone can build an aircraft, but crawlfreight home, which I could afford to do. project, made some lifelong friends, and While at Oshkosh I also met William ing before you walk is the best bit of advice got my restricted pilot’s license as well.

Wynne, the noted authority on I can offer.

Darren 30 • AIRSPORT

SAAA – THE HOME OF AUSTRALIAN EXPERIMENTAL AIRCRAFT

First flight in 2013

See the project in detail here: www.flickr.com/photos/ 20386145@N05/show/ Corvair engine run: www.youtube.com/ watch?v=DPCwVpjNb2c Volksplane Performance Data

Wing Span Length Wing Area Empty weight Gross Fuel Capacity Top Speed Cruise Speed Stall Speed

27 feet 19 feet 130 square feet 640 pounds 1040 pounds 10 gallons 100 mph 75 mph 40 mph

Rate of climb, sea level 500 fpm (2100-cc Revmaster); 400 fpm (1834-cc VW)

Pacific Flyer The must have magazine for up to date information on Aircraft, New Products, Building Articles and Adventure Stories. Articles are contributed by pilots and enthusiasts from all over Australia and our overseas readers.

Available from newsagents around 21st of each month.

$75.00 AUD for 12 monthly issues!

Pacific Flyer PO Box 2940, Burleigh BC Qld 4220 Australia

Ph: (03) 9016 3085 International: +61 3 9016 3085 Email: info@pacificflyer.com.au www.pacificflyer.com.au AIRSPORT â&#x20AC;˘ 31

builders’ log

How to submit to Builders’ Log Email the following details to us at airsport@saaa.com – with your photos!

> First and last name > SAAA membership number > Chapter number and location > Contact details (email, phone if you want others to be able to contact you) > Details of the aircraft you are working on (name, model, manufacturer, registration number, etc)

> Information about the building process - share your stories! > Pictures in jpeg format (around 1 Mb in size is ideal but send whatever you have).

VH-ULB BUILDER: BRIAN HAM #00137 LOCATED: TEMPLESTONE, VIC A/C TYPE: SONEX

CofA was issued on 23/12/2013 by Darren Barnfield

VH-PHR

VH-ULL

BUILDER: PETER HARKNESS #06861

BUILDER: JOHN ALLEN #07578

LOCATED: MOUNT GAMBIER, SA

LOCATED: ACHERON, VIC

A/C TYPE: VANS RV-7A

A/C TYPE: VANS RV-12

CofA was issued on 03/11/2013 by Darren Barnfield

CofA was issued on 15/01/2014 by Darren Barnfield

32 • AIRSPORT

SAAA – THE HOME OF AUSTRALIAN EXPERIMENTAL AIRCRAFT

?

A D V E RT I S E M E N T

chapter chatter

Did You Puke At the Cost of Your Last International Shipping Bill?

For when circumstances prevent a safe conventional landing

How an RV-8 owner slashed HIS International Freight Costs by 65.2%....AND sourced cheaper parts from USA without having to worry about all the “Importing stuff” Ben Bowden is a LAME, and an RV tragic. He runs one of the most successful aircraft maintenance businesses in Queensland and is well known for his business acumen and involvement within the aircraft industry.

In his “spare time” he also built himself one of his prize possessions, a VAN’S RV-8.

One of his frustrations in building his plane and servicing his clients was the excessive freight costs of importing parts from USA. Often he could source MUCH cheaper parts from USA, not only for his RV-8, but also for use in the maintenance of many of his clients’ aircraft. However the exorbitant freight costs from these suppliers made it a lot less attractive.

His research into the freight industry astounded him. He found that small operators are paying a huge mark-up on freight. In fact as much as 80% more than companies who have massive buying power.

His research ending up finding a service that has negotiated a huge discount on freight on behalf of smaller operators. The service allows Ben to use a major freight company, UPS, to ship his US purchases, 40 - 70% cheaper than before.

As Ben said, “Now I just source for the cheapest parts. The cost of freight is not even a consideration any more. It’s made my RV-8 a much more economical proposition.”

For a free report on how to access this service, email ausconshipping@gmail.com.

If you wish to speak to someone immediately, 0011 1 940 902 4743.

Sales Service & Support contact BRSAustralia.com info@BRSAustralia.com (02) 8355 7009

From RVs to Cozys We’ve got You Covered.

And if we haven’t, we’ll soon make up a custom pattern to do so.

Safe flying!

Punkin Head Air Sports Custom Aircraft Covers www.punkinheadair.com.au Call Dianne on 0429 938 426

AIRSPORT • 33

classifieds FOR SALE QLD

VANS RV-9A, 230 hrs tt, engine on condition, has good compressions, oil pressure and filter cuts have always been good. Paint is good and aircraft has always been hangared. Aircraft is day VFR with Trio single axis autopilot. $75,000 ONO. PH.0408788006 RV-6 LONG RANGE SPECIAL VHOOK. Pride and joy has been sitting for too long and is priced for a new home that will appreciate, I am a long way from a new medical and this aircraft was built to fly. Only $55,000 for a fast sale and to get her back where she should be, in the air. Not very good with IT and I have no photos, if anyone has picture of VH-OOK please forward to SAAA office for upload. Contact Geoffrey by email gwjh12@ouylook.com

PROP STRIKE IO-360 CIC engine TSO

996.3 Cylinder #3 37.5 hours TSN. Crankcase 310.2 TSN. Crankshaft flange bent. engine overhauled by Scone in 2005 and bulkstripped for crankcase in 2010 $4,500 Contact: Benjamin Bowden 0427 682 211

SA LYCOMING PARTS Following upgrade

these parts are now surplus to my requirements...... for sale individually or ‘the lot’: 1 x Lycoming Crank for Parallel Valve 360 - Spec : as new (0 grinds) 1 x Camshaft reground +255 hours 76097R 6 x Lifters 72877R 255 hours 1 x LW15473SP Tempest Fuel Pump 255 hrs (Fuel injection model) 1 x P-940-010 Jihostroj Governor 255 hours (aerobatic - requires overhaul) 1 x slick magneto Model:4371 (Left) 255 hours (requires overhaul) plus ‘Near New’ Kelly Aerospace Harness in excellent condition 1 x light speed Hall effect 255 hours (mag mount) 8 x Aviation Spark plugs (4 new, 4 255hrs) 2 x Aviation Spark plugs in sealed packets 3 x SL75060 Rods 255 hours please call 0418 800 010 for details

34 • AIRSPORT

HANGAR SPACE LEONGATHA one saaa/raa aircraft with sealed floor and apron steel lockable. Rate $180.00/ CM Ring Peter 03 9511 6002 or email agrieger@optusnet.com.au VANS SUPPLIED FOAM CUSHIONS

new for 2 seats for RV7/9. Sell for $200 plus freight. Have RV 7 slider

frame, one slight dent when bending frame to correct shape.OK for the right person. $200 plus freight from Mansfield Victoria. Phone Jeff Rowlands 0417335799 jkrowlands@gmail.com WA

ZENITH CH 200 VH Registered. 0-235

Lycoming 118 hp Rebuilt to zero hours.

Engin and airframe under 50 hours.

McCauley Propeller. Cessna front wheel. Apollo radio, GPS & Transponder. Electric Flaps & Trim. Yearly just complete. Owner out of medical. Hangared since new. $25,000 PH: 08 9457 2363

VIC

ROMSEY HANGAR SPACE for RV size or similar. Jab will do as you’ll be sharing with high wing Rans S7S amphib floatplane. SAAA members $65 pw with lease. 45’x45’x22’ steel with concrete floors 0409 757 767

SAAA Official Merchandise

Navy Reversible Vest, fitted with Zip pockets and new SAAA Logo $45

RV-7 WING STANDS. I have 2 of these stands, made to securely handle RV7 wings. Rotate the wing through 360 degrees for painting or fixing or just moving about your workshop. 0412 535 909

Navy Jersey $40 Navy Polo, Breathable material $35 Light Blue polo, Breathable fabric $35 Blue Business shirt $50

aircraft with superb looks and handling flies like a dream no expense spared.

Full glass cockpit Dynon D100 & Dynon D120 and Avmap4 Micro air radio and transponder, new leather seats etc. etc. nil accidents full building logs always kept in enclosed hanger and LAME maintained . Arguably the best available suit new buyer offered $1000s under cost absolute bargain.

Finished my RV4 and need the space Urgently Now reduced to $54,000 will look at offers. Please call or SMS me Email address for more info and Pics.

0428 923 250

WANTED ZODIAC 601XL-B with Jabiru 3300

solid lifter engine 120HP near new TTS only 174 hrs. airframe and engine.

Cruise @120Knts Beautiful built

OLDER STYLE RV NOSE GEAR to

salvage the pivot shaft and other hardware to convert KR nose gear to RV forks. Paul Smith 0419 641 853 pk.smith@bigpond.net.au

Call SAAA HQ to order on 02 6889 7777

SAAA Cap, button-less to help you survive Canopy Damage. $10

Fuel Card wallet, handy for storing Fuel cards and ASIC cards. $7

SAAA – THE HOME OF AUSTRALIAN EXPERIMENTAL AIRCRAFT

chapter contacts New South Wales

Chapter 37

Chapter 27

Chapter 1

Southern NSW

President: Jarrod Clowes Mob 0428 811 884 chapter37@saaa.com.au

Tyabb Victoria

Sydney North

President: Rob Lawrie Mob 0419 489 200 chapter01@saaa.com.au Meetings: Third Wednesday of each month at 7:30pm - rotates amongst members’ projects.

Chapter 2

Camden

President: Graham Johnston Mob 0417 985 200 chapter02@saaa.com.au Meetings: Second Wednesday of each month, rotates amongst members’ projects.

Chapter 4

South Coast

President: Peter Bowman Tel 02 4229 5350 Secretary: Philip Ayrton chapter04@saaa.com.au Meetings: Last Monday night of each month Chapter 5

Central Coast

President: Dean Nesbitt Mob 0418 757 383 chapter05@saaa.com.au Chapter 6

Chapter 38 Western Plains

President: Daniel Compton Tel 02 6884 8887 Mob 0409 944 619 chapter38@saaa.com.au Chapter 40 Wagga & District

President: Malcolm Bennett Tel 02 6922 4917 Mob 0423 101 855​ Secretary: Tony Middleton Tel 02 6922 4990 chapter40@saaa.com.au Australian Capital Territory

Chapter 26 Monaro

President: John Morrissey Mob 0419 260 740 chapter26@saaa.com.au Meetings: Third Sunday afternoon each month, rotates amongst members’ projects.

Chapter 7 Mid-North Coast

President: Bill Coote Tel 02 6559 9953 chapter07@saaa.com.au Meetings: First Friday of each month, Hasting’s District Flying Club Chapter 11 North-West Sydney

President: Ian Woodhead Tel 02 9856 2703 M 0404 830 634 chapter11@saaa.com.au Meetings: Second Tuesday of each month, rotates amongst members.

Chapter 23 Frogs Hollow NSW

President: Drew Done Tel 02 6495 9484 chapter23@saaa.com.au

Queensland

Chapter 15

Chapter 19 Gold Coast

President: Robert Fraser Mob 0429 200 098 Secretary: Stanley Lewis Mob 0414 960 872 chapter19@saaa.com.au Meetings: Notified to members via email Chapter 22

President: Terry Fisher Mob 03 5127 5765 chapter14@saaa.com.au

President: Jamie Lee Mob 0401 770 230 Secretary: Conor McCarthy Mob 0439 518 777 chapter22@saaa.com.au Meetings: 3rd Sunday May, Jul, Sept, Nov, Jan, Mar

Chapter 18

Chapter 34

Victoria

Chapter 14 Latrobe Valley

Melbourne

Port Lincoln SA

President: Michael Hart Tel 08 8682 1977 chapter25@saaa.com.au Chapter 39 Adelaide

President: Paul Holaj Secretary: Patrick Pulis

Mob 0408 008 379 chapter39@saaa.com.au Meetings: Workshop visits

Queensland

President: Paul Smith Tel 0419 641 853 chapter15@saaa.com.au Meetings: 7:30pm at Royal Queensland Aero Club, Hangar 1, Beattie Rd Archerfield first Thursday of the month

Sunshine Coast

Coffs Harbour

President: Dr Paul Foster Tel 02 6569 9484 (ah) chapter06@saaa.com.au

President: Darren Barnfield Tel 03 5979 1501 Mob 0408 351 309 chapter27@saaa.com.au Meetings: Third Sunday each month

Chapter 25

Western Australia

Chapter 10 South West WA

President: Peter Bairstow Mob 0419 048 832 chapter10@saaa.com.au Chapter 13 Albany District

President: Ralph Burnett Mob 0427 200 673 Secretary: Ian Coombe Mob 0428 957 829 chapter13@saaa.com.au Chapter 16 Serpentine

President: Bo Hannington Tel 08 9524 2000 Mob 0427 044 156 chapter16@saaa.com.au Chapter 24 Jandakot

Secretary/Treasurer: Peter Mulhern Mob 0418 923 837 chapter24@saaa.com.au

Far North QLD

President: David Zemel Mob 0412 778 120 chapter18@saaa.com.au

President: John Martin Mob 0419 536 668 chapter34@saaa.com.au

Chapter 20

Chapter 36

Chapter 35

Kyneton District

Central QLD

Northern Australia

President: Mark Davis Secretary: Rodney Ashdowne Mob 0438 399 163 chapter20@saaa.com.au Chapter 21 Moorabbin

President: Stuart Trist Tel 03 5367 3548 chapter21@saaa.com.au Meetings: Fourth Wednesday of the month at 7.30 pm, South Oakleigh Club, 1 Victor Rd (Cnr Clifton St) East Bentleigh.

Contact: John Gordon Mob 0418 458 095 chapter36@saaa.com.au South Australia

Chapter 17

Northern Territory

President: Vern Taylor Mob 0418 898 899 Secretary: Christopher McKay Mob 0418 799 469 chapter35@saaa.com.au Meetings: Last Saturday of the month, venues vary.

Pallamana Murray Bridge

President: Don Fraser Tel 08 8363 3920 (ah) chapter17@saaa.com.au

For any changes to Chapter details, contacts or to notify of errors, please email enquiries@saaa.com

AIRSPORT • 35

SAAA contacts General Manager

Mark Rowe​ Narromine NSW 2821​ Mob 0403 307 363​ mark.rowe@saaa.com​ National Technical Manager

Brian Hunter​ Maudsland Mob 0417 555 030 brian.hunter@saaa.com​ MPC/Training Coordinators NSW and SA

Ken Garland nswstatecoordinator@saaa.com.au Mob 0417 244 059 Victoria

Brian Ham vicstatecoordinator@saaa.com.au Mob 0417 464 866 Queensland

Peter Leonard qldstatecoordinator@saaa.com.au Mob 0417 758 272 Western Australia

Fred Moreno wastatecoordinator@saaa.com.au Mob 0488 336 905 AP Coordinator

24 Geoffrey Danes Mindarie WA Mob 0428 992 399 gdanes@iinet.net.au CASA Authorised Persons

37 Jim Williams​ Albury NSW Mob 0408 480 445 11 Martin Ongley​ Colebee NSW​ Mob 0438 014 877 05 David Tennant​ Warnervale NSW​ Mob 0410 491 866​ dltenno@hotmail.com 19 Peter Lewis​ Brinsmead QLD​ Mob 0439 714 617 skyworthy2@bigpond.com 19 Howard Mason​ Elanora QLD​ Mob 0417 621 655 14 Brian Turner​ Boolarra South VIC​ Mob 0429 172 740​ btvair@wideband.net.au 27 Darren Barnfield​ Hastings VIC Mob 0408 351 309 36 • AIRSPORT

13 Robert Hannington​ Albany WA​ Mob 0409 090 493 rhh@albanyis.com.au 24 Colin Morrow​ Como WA​ Tel 08 9450 2130 colinmorrow@optusnet.com.au 24 William Keehner​ Mt Pleasant WA​ Mob 0417 972 090 wkeehner@bigpond.net.au Technical Counsellors New South Wales & ACT

5 John Griffin​ Bangor Tel 02 9543 8404 Mob 0409 654 298 jreggriffin25@optusnet.com.au 1 Rick Harper​ Bohnock Mob 0416 041 007​ rjwh@skymesh.com.au Karl Ahamer​ Bowral​ Mob 0411 290 472​ kahamer@bigpond.net.au​ 4 Chris Byrne​ Bowral​ Mob 0414 603 644​ jack.byrne@bigpond.com 4 Ken Garland​ Camden​ Mob 0417 244 059​ ken@garlandaerospace.com.au 5 Grant Piper​ Coolah​ Mob 0438 890 242​ grant.piper@wideband.net.au 11 Martin Ongley​ Colebee Mob 0438 014 877 martin.ongley@saaa.com 38 Philip Goard​ Cowra Tel 02 6342 9300​ Tel 02 6341 1635 info@brumbyaircraft.com.au 37 James Ball​ Deniliquin Tel 03 5812 0079 Mob 0428 743 450​ jtball@iinet.net.au 4 Peter Bowman ​ Figtree​ Mob 0429 130 340​ pean.bow@bigpond.net​.au 5 Robert Redman Floraville Mob 0418 570 768 rlredman@bigpond.com 1 Geoff Shrimski​ Frenchs Forest​ Mob 0414 400 304​ scuba@bigpond.net.au​

Andrew Sieczkowski Grafton​ Mob 0408 573 130 andyski@exemail.com.au 26 Lou Szabolics Hawker Mob 0411 850 383 szabolics@bigpond.com Barrie Bishton​ Kempsey​ Mob 0439 864 023​ 26 Kim Jones Monash Tel 02 6291 9377 kim_jones@optusnet.com.au 7 William Coote Laurieton Tel 02 6559 9953 bill@becominghealthy.com.au 23 Drew Done​ Merimbula​ Mob 0409 833 646​ dj.done@bigpond.net.au 38 Mark Rowe​ Narromine​ Mob 0403 307 363​ mark.rowe@saaa.com 23 Rex Koerbin Pambula​ Tel 02 6495 1296 Mob 0408 138 409​ rexavia@merimbulaaircraft.com​ 11 Ian Goldie Port Macquarie Tel 02 6582 4343 irgoldie@optusnet.com.au 40 Tony Middleton​ Springvale Heights Tel 02 6922 4990​ a.middo@bigpond.net.au​ 38 Paul O’Connor Temora Mob 0427 090 087​ vhpoc@hotmail.com 1 Keith Bridge​ Terrey Hills Mob 0417 290 814 Tel 02 9486 3034 kbaero@iinet.com.au 40 Malcolm Bennett​ Wagga Wagga​ Tel 02 6922 4917 Mob 0423 101 855​ bennettbuilt@internode.on.net 40 Peter Middleton Wagga Wagga Tel 02 6922 4815 Mob 0407 016 429 p.middleton2@bigpond.com p.middleton2@bigpond.com​ Queensland ​ 36 Daryl Grove​ Aitkenvale​ Tel 07 4775 1604​ grovedj@bigpond.net.au​ 15 Mike Roselt​ Applethorpe​ Mob 0417 706 827​ fay.roselt@bigpond.com​

34 Laurie Wincen Atherton Mob 0408 725 050 lauremal@aanet.com.au Robert Veale Bokarina Tel 07 5493 5221​ raveale@optusnet.com.au Craig Aitken​ Boonah​ Tel 07 5463 4037​ mcaitken1@bigpond.com​ Mike Horneman Boondall Tel 07 3216 2276 Mob 0417 931 872 mike.horneman@saaa.com Geoffrey Hook ​ Bundaberg (North) Mob 0428 652 165 annieinport@hotmail.com 34 John Atkinson​ Cairns​ Mob 0427 534 806​ long_lej@tpg.com.au 34 John Martin Cairns Mob 0419 536 668 j-martin@bigpond.net.au Lance Sandford Dundowran Tel 07 4128 6015 Mob 0425 715 781 sandford@melbpc.org.au 34 Darren Jones Edmonton Mob 0432 575 824 cbar@aol.com.au 15 Paul Smith​ Ferny Hills​ Mob 0419 641 853​ pk.smith@bigpond.net.au​ 21 Martin Hone Gatton Airpark Mob 0419 368 696 aerobiz1@gmail.com Peter McDougall Haliday Bay​ Mob 0408 345 507 qiepl@bigpond.com 19 Brian Hunter​ Maudsland Mob 0416 069 151 brian.hunter@saaa.com​ 19 Gary Spicer​ Hope Island​ Mob 0402 822 907​ dreamtime99@ngvemail.com​ 15 Terry Grace​ Kenmore​ Tel 07 3878 6447 Mob 0488 141 415 terry.grace@bigpond.com

SAAA – THE HOME OF AUSTRALIAN EXPERIMENTAL AIRCRAFT

SAAA contacts

00 > Chapter number

36 Benjamin Bowden​ Longreach Tel 07 4658 3193 Mob 0427 682 211 blbowden@tpgi.com.au​ 15 John Gross​ Mt Cotton​ Tel 07 3206 6151​ johnandjude@bigpond.com​ 15 Peter Karanges​ Sunnybank Hills​ Mob 0407 453 933​ designt@bigpond.net.au​ 34 Tony Ilyes Tully Heads Mob 0408 797 228 ilyesent@bigpond.com South Australia

39 Walter Ogilvie Kingston Mob 0427 689 031 wogilvie@live.com.au 39 Paul Holaj Nairne Mob 0408 008 379 pn-holaj@bigpond.com 25 Mick Hart Port Lincoln Mob 0407 424 607 mcdkhart@gmail.com 39 Bruce Deslandes Whyalla Mob 0414 263 180 b.des@bigpond.com Tasmania

Mick Cuppari​ West Hobart​ Mob 0400 183 711​ cuppari@netspace.net.au​ Victoria

Peter Schafer​ Balwyn​ Mob 0425 837 055​ schaferpj@gmail.com​ Brian Turner​ Boolarra South​ Mob 0429 172 740​ btvair@gmail.com​ 21 Bruce Towns​ Braeside​ Mob 0408 326 260​ brucetowns@bigpond.com​ 21 Robert Taylor​ Ferny Creek​ Mob 0428 324 731​ rwtaylor@bigpond.com​ 21 John Stephenson​ Hampton East​ Tel 03 9553 5075​ JFS2@bigpond.com​ 20 Frank Deeth ​ Heathmont​ Mob 0408 559 866​ tr.9@westnet.com.au​

Rod Shearer​ Huntly Tel 03 5448 8669 Mob 0419 717 212 rybuck@iinet.net.au 20 Norm Edmunds​ Kyneton​ Mob 0407 098 242​ idgara.aviation@bigpond.com​ 20 Rodney Thynne​ Melton​ Mob 0402 277 607​ rodneythynne@yahoo.com.au 20 Daniel O’Sullivan​ Monegeetta​ Mob 0417 409 996​ bernice.dan@bigpond.com​ 21 Stuart Trist ​ Mordialloc​ Mob 0410 561 371 stuart.trist@esa.edu.au​ 20 Len Dyson​ Newport​ Tel 03 9391 2193​ p51mustang@ optushome.com.au​ Peter Austin Oak Park Tel 03 9306 1090​ 21 Robert Barrow​ Oakleigh South​ Tel 03 9558 0598​ bobbarrow@bigpond.com​ 20 Peter Pendergast​ Ocean Grove​ Mob 0418 129 222​ ppen@live.com.au​ 21 Arthur Stubbs​ Port Fairy Mob 0419 357 648​ vhxsi@aussiebb.com.au 21 Graeme Coates​ Richmond​ Mob 0417 108 427 coatbeam@melbpc.org.au​ 21 Brian Ham​ Templestowe​ Mob 0417 464 866​ brian.ham@bigpond.com ​Rob McAnally​ Templestowe​ Mob 0418 172 150​ rsmcanallyrv6@gmail.com​ Western Australia

13 Brian Holman​ Albany​ Mob 0429 844 419​ bmholman@ australiaonline.net.au​ 16 Bo Hannington​ Baldivis​ Tel 08 9524 2000​ Bo@elbo.com.au​ Gordon Johanson​ Baldivis​ Mob 0419 043 161​ gordon-jane@telstra.com

24 Peter Nelson​ Baldivis​ Mob 0418 949 943​ peternelson666@gmail.com​ 24 Mike Fletcher​ Bunbury​ Mob 0408 090 438​ mikefletcher@dodo.com.au​ 24 Colin Morrow​ Como​ Mob 0412 069 490​ colinmorrow@optusnet.com.au 13 Fred Moreno​ Denmark​ Tel 08 9848 1431​ frederickmoreno@bigpond.com​ 10 Terry Doe​ Eaton​ Mob 0437 256 229​ terrdoe@gmail.com​ 24 Tony White Guildford Mob 0419 421 632 twhite@westnet.com.au 24 Andy George Kalgoorlie Mob 0418 920 404 andy.george@rapallo.com.au 24 Paul Blackney Leeming Mob 0417 091 763 pblackny@bigpond.com 24 William Keehner​ Mount Pleasant​ Mob 0417 972 090​ wkeehner@bigpond.net.au​ 24 Geoffrey Danes Mindarie Mob 0428 992 399​ gdanes@iinet.net.au 16 Shirley Harding Mundijong Mob 0459 555 025 shirley.harding@saaa.com 13 Noel Stoney​ Redmond​ Mob 0447 453 242​ nrstoney@bigpond.com 24 Peter Cash Riverton​ Mob 0447 560 928​ bee@bee-engineering.com​ 24 Lindsay Danes​ Success​ Tel 08 9414 1122​ lindsayd@primus.com.au​

Northern Territory

35 Bill Markey Acacia Hills Mob 0400 782 313 bdtsmarkey@bordernet.com.au 35 Albert Poon Casuarina Mob 0417 562 069 albertpoon@y7mail.com Qatar

Shirley Harding Doha Tel +974 660 99265 shirley.harding@saaa.com Flight Advisor & Test Pilot Coordinator​

Keith Engelsman​ Grenfell NSW​ Tel 02 6343 3292​ Mob 0409 076 277​ xtp@activ8.net.au​ SAAA Pilot Advisors​

Robert (Bob) Redman​ Floraville NSW​ Tel 02 4947 0768​ Mob 0418 570 768​ rlredman@bigpond.com​ Andy Ski (Andrew Sieczkowski)​ Grafton Area NSW​ Tel 02 6642 1104​ Mob 0408 573 130​ andyski@exemail.com.au Gary Spicer​ Hope Island QLD​ Tel 07 5514 2196​ Mob 0402 822 907​ gary.spicer@saaa.com​ Peter McDougall​ (Helicopters) Haliday Bay QLD​ Mob 0408 345 507​ qiepl@bigpond.com Jon Johanson​ Goolwa SA​ Mob 0419 554 656 info@flymore.com.au​ Aub Coote​ Grovedale VIC​ Tel 03 5241 1605​ Ralph Burnett​ Albany WA​ Tel 08 9842 8963​ Mob 0427 200 673​ burnett@comswest.net.au​ Gordon Johanson​ Baldivis​ WA Mob 0419 043 161​ gordon-jane@telstra.com

AIRSPORT • 37

advertisers

SAAA membership Thinking of joining SAAA?

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Advertising in Airsport

Broaden your horizons, make new friends and learn new skills.

The SAAA has something to offer everyone with an interest in sport aviation, whether you’re a builder, a pilot or just enjoy being around aircraft and fellow aviation enthusiasts.

If you’re thinking about building your own aircraft, then the SAAA is your starting point. We can provide advice and technical information. Our experienced Technical Counsellors can guide you through the challenges of your project and help you to build a competent safe aircraft. You might have an interest in restoring historic, classic or ex-military aircraft, or you may prefer the joys of recreational flying in production aircraft.

Whatever your particular interest in aviation, the SAAA provides the opportunity to share the experience with fellow enthusiasts. Membership includes subscription to Airsport, published quarterly.

We encourage all members to join their local Chapter. The local Chapters provide an active and enjoyable environment where members work together developing building techniques, work on their projects, get together for local events and participate in fly-ins.

SAAA Membership Rates

Airsport is distributed to members of the SAAA four times a year. As such it provides an excellent vehicle for presenting the services of businesses involved specifically in industries of interest to homebuilt and sport aircraft builders, owners and pilots.

Specifications Advertisers can supply their own artwork according to Airsport specifications, or our design team can prepare an ad for you at competitive rates.

For an advertising rate sheet and mechanical specifications email enquiries@saaa.com or tel 02 6889 7777

Full membership

$190

Concessional membership*

$155

*Available to pensioners, member’s dependent family, approved Technical Counsellors Membership rates are adjusted July 1 annually in line with CPI

Membership Enquiries: Contact the Sport Aircraft Association of Australia Inc PO Box 99 Narromine NSW 2821 tel 02 6889 7777 / email enquiries@saaa.com www.saaa.com

Classifieds Members’ non-business classifieds are free for two issues. Classifieds may be resubmitted.

Non-members paid classifieds – no limit.

Send to SAAA PO Box 99 Narromine NSW 2821 fax 02 6889 7788 email enquiries@saaa.com

Contributions to Airsport: Member’s contributions to Airsport are welcomed. Articles and high resolution photos can be sent via email or on disk to:

Deadlines for all contributions, classifieds and advertising in Airsport are:

June Issue September Issue December Issue March Issue

38 • AIRSPORT

May 01 2014 August 01 2014 November 01 2014 February 01 2015

The Editor, Airsport PO Box 99 Narromine NSW 2821 / email airsport@saaa.com

Airsport is provided for your education and enjoyment. No claim is made, no responsibility taken and no liability is assumed, expressed or implied for technical accuracy or safety of the material presented. The views in Airsport are those of the contributors and not necessarily those of the publishers. No monetary payment is made for any contributions.

SAAA – THE HOME OF AUSTRALIAN EXPERIMENTAL AIRCRAFT

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AIRSPORT â&#x20AC;˘ 39