AUSTRALIAN Oct – Nov 2016 Vol 69 No 5 Price $7.75 incl GST
Paul Bennet Australia’s Airshow Ace
Medical Reform Our Proposal In Full
Diamond DA62 Star Wars Meets GA
» HORNET STOL - AUSSIE-BUILT BUSH BASHER » CASA - A BETTER WAY BEHOLDS THE BRAVE AIRCRAFT OWNERS AND PILOTS ASSOCIATION OF AUSTRALIA AUSTRALIAN WARBIRDS ASSOCIATION • HELICOPTER FRATERNITY
Aircraft Owners and Pilots Association of Australia
ESCAPE ARTIST #thecirruslife
MISSION STATEMENT AOPA stands for its members’ right to fly without unnecessary restrictions and costs. PRESIDENT Marc De Stoop mds@aopa.com.au IMMEDIATE PAST PRESIDENT Phillip Reiss 0418 255 099 phillip.reiss@aopa.com.au VICE PRESIDENT & SECRETARY Spencer Ferrier 0437 747 747 ferlaw@ozemail.com.au VICE PRESIDENT & TREASURER Dr Tony Van Der Spek tony.vanderspek@aopa.com.au DIRECTORS Allan Bligh 0408 268 689 allan.bligh@aopa.com.au Peter Holstein 0418 425 512 peter.holstein@aopa.com.au Robert Liddell Robert.liddell@aopa.com.au Neill Rear neill.rear@aopa.com.au Ben Morgan ben.morgan@aopa.com.au Bas Scheffers bas.scheffers@aopa.com.au Mark Smith mark.smith@aopa.com.au MAGAZINE EDITOR Mark Smith editor@aopa.com.au ART DIRECTOR Melinda Vassallo 0413 833 161 melinda@aopa.com.au Advertising 02 9791 9099 advertising@aopa.com.au AOPA OFFICE Phone: +61 (0) 2 9791 9099 Fax: +61 (0) 2 9791 9355 Email: mail@aopa.com.au Executive Director Ben Morgan 0415 577 724 Membership 02 9791 9099 mail@aopa.com.au Accounts 02 9791 9099 accounts@aopa.com.au Address Hangar 600 Prentice Street Bankstown Airport NSW 2200 All mail: PO Box 26 Georges Hall NSW 2198 www.aopa.com.au
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©AOPA Australia 2016. This work is copyright. Apart from any use permitted under the Copyright Act 1968, no part may be reproduced by any process without permission from AOPA. Printed by Graphic Impressions. AOPA by resolution of the Board has adopted database management practice that will allow selected and qualified aviation commercial interests access to the membership database for aviation promotional use that the Board deems acceptable as being informative to its members. The Privacy Act requires that members have the right to opt out of this marketing. Please advise the AOPA office if this is your desire.
Reporting Point The departure of Mark Skidmore as the Director of Air Safety and CEO of CASA is unfortunate as it has the potential to curtail the process of reform that is so desperately needed in Australian aviation. I sincerely hope that’s not the case and to that end AOPA will continue to push the various causes stifling GA with the acting DAS. To this end, AOPA will be presenting our case for Class 2 medical reform in the next few months. I’ve completed a full comparison with what we are asking for and why, with the other medical reform proposals from the US, the UK and New Zealand, starting on page 12. The text of our policy is on the following page. This has been an issue close to my heart, literally, for a long time. These are sensible reforms which are justified by the body of evidence that demonstrates the chances of sudden medical incapacitation involving pilots flying relatively simple aircraft, on simple operations, is negligible. RAA has taught us this and so it is high time it gets applied to other general aviation operations. This is why it is so important that every pilot gets behind our initiative to demonstrate that we are fed up with over-regulation that isn’t supported by a safety case. So sign our petition. It’s that simple. It’s pleasing to see the SAAA endorsing our position on medicals as well, and we look forward to increased co-operation with their management as we move ahead. As I’ve said before, unity is the key that will help unlock the chains of over-regulation. It’s not about ego, nor who has the flashiest aeroplane or idea. It’s about returning to basics. We want to fly, we love to fly - that’s all those who can fly care about, and it’s all we want to share with those who aspire to learn. Our membership stocks are rising as pilots embrace the fact that AOPA is presenting a valid series of initiatives that started with Project Eureka. As our profile has risen, so has our membership. You can see our 71 new members on page 10. I’ve been editing Australian Pilot for almost two years and my goal has always been to inform members about what AOPA is doing to try and fix what’s wrong in GA, while also trying to show what’s good in aviation and why flying is such an awesome pastime, as well as an essential business in the economy that justifies the need to fight so hard to simplify the rules. A few issues ago I wrote about 15-year-old Kyla Burgess as she learned to fly at Sunshine Coast Airport. She now has her RA-Aus pilot’s certificate and is working hard towards her RPL. She is just one example of the young people who are out there, working hard in their part time jobs to pay for lessons so that they too can enjoy the freedom only flight can give. In eastern Victoria there is an enclave of kids all learning at one airfield. I’ll have a story about them in a coming edition. But it’s not just the young who desire flight. Every flying school will have their share of students who have taken up flying in later life, driven by a desire that has burned in them since childhood. It is for these students we’d love to see the rules around GA flying simplified so that they can spend the money without fear of having to fight for their medical every renewal, or to be able to operate a simple VH registered aircraft without the CASA red tape that has become the most effective tie-down ever developed. One of the keys to growing our industry is for all pilots to become spokespeople for our shared passion. Invite as many people flying as you can. Get involved in any initiative that brings people, young and old, to your local airfield. If you get asked about an aircraft crash that’s on the news explain the issues if you know about them, otherwise leave it be. The bottom line is we need to grow GA and the way only to do that is to lead by example and be good ambassadors for what we do. Clear Prop!
Mark Smith Editor www.aopa.com.au I AUSTRALIAN PILOT l OCT - NOV 2016
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Contents » AOPA At Work
Book Review
President’s Report.........................................6
Without Precedent...........................................32
Calendar of Events
Movie Review A Beautiful Planet........................................ 14
2016 Events.....................................................8
Cover Feature News
Paul Bennet Airshows............................... 42
The Classic Spacewalker........................... 24
Columns
Aircraft Review Diamond DA62............................................50 Hornet STOL................................................. 56
Woman in Aviation Conference.............. 28
Membership Marketplace Classifieds......................................................77
AOPA Membership Form Join AOPA for great benefits................... 81
Travel Feature
Features Young Pilot Takes Flight............................ 19
Letters Letters to the Editor....................................72
A Cirrus Family Outback Holiday...........50
New Members...............................................10 Medical Reform Proposal.......................... 12
The Tiger Moth Factory.............................. 46
Short Final Log Book Time Machine........................... 82
41
Australia’s Aerobatic Maverick
Warbirds SNJ Caboolture........................................... 64
Toni Talkin’ – Toni-Rose Cree.................... 15
The Flying Flea............................................. 34
Warbirds at Oshkosh................................. 68
Head in the Clouds – Bas Scheffers....... 16
Judy Hodge’s Dream................................. 38
Warbirds News............................................. 71
50 COVER PHOTO: Paul in his Wolf Pitts over Lake Macquarie. Photo: Mark Smith
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Warbirds at Oshkosh 4
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Cirrus Family Outback Holiday
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Young Pilot Takes Flight www.aopa.com.au I AUSTRALIAN PILOT l OCT - NOV 2016
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AOPA AT WORK
AOPA AT WORK
President’s Report Golden Opportunity for Reform It’s been a tumultuous period for the regulators, CASA and Airservices Australia. CASA Director of Air Safety Mark Skidmore has resigned and the Deputy Secretary of the Department of Infrastructure and Regional Development, Shane Carmody, has been appointed acting or interim DAS. The National Audit Office ( NAO) has released a Report on the OneSky contractual arrangements. The finding are damming on ASA’s management. It just another example of financial mismanagement at the regulator. I’m very afraid Thales will run contractual rings around ASA with the inevitable cost blow outs. Why are we again doing some something unique in the world. I’m advised integrating military and civil radar has not been done anywhere else in the world. ASA have not demonstrated the project management skills to deliver this project and the NAO has reported the taxpayer is not getting value for money. Why don’t we just review what Canada or the UK has delivered and copy that model? The Mark Skidmore CASA resignation email to staff cited personal reasons for his departure. Few that I talk to really believe that. The minister and the CASA board should release a statement on why Mark departed two years into a five year contract. We are also entitled to know the terms of the resignation or departure. While Mark and I may have had significantly different policy positions, I always enjoyed meeting him for the debate. I found him warm, willing to listen and always courteous. On behalf of myself and AOPA I wish Mark all the best at whatever ventures lie ahead. Mark’s resignation does give industry and the government an opportunity to think outside the square and enter a new phase of cooperation. The general aviation industry, and indeed the whole aviation industry, needs a major overhaul if we are to revitalise general aviation in Australia. This is a complex issue which involves more than one man’s position. Reform must start with a change to the outdated 1988 Civil Aviation Act. AOPA’s Project Eureka has laid out the issues and the solutions. The Tamworth rally, before the federal election, showed the level of deep resentment between the GA industry stakeholders and the regulators. AOPA, under my presidency has taken a much higher public and political profile to highlight the problems in general aviation. Upon my election I looked at the state of the industry and the historical tactics for Industry advocacy. I decided a very different approach was needed if we were to be effectual in our advocacy for general aviation. I have injected young and enthusiastic blood in the form of Ben Morgan and Mark Smith into executive and board positions at AOPA. This had to happen under very tight fiscal restraints given our declining memberships numbers and depleted finances from disastrous past legal battles. Mark and Ben’s
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passion for our industry is both necessary and inspiring to a weathered grey hair like I. I have also supported the appointment of Bas Scheffers, CEO of OzRunways, onto the AOPA Board. Three new, young and very bright additions that blend well with the wealth of aviation experience from the remaining eight board members. We now have a balance of youth and experience that’s adding innovative ideas to the association. Our new Class 2 medical policy is an example of the new board members working with two experienced DAME board members, Dr Tony Van der Spek and Dr Robert Liddell. It’s a great achievement. We have listened to the members and researched the best policies developed from new overseas UK and US evidence-based risk assessment studies/legislation. We have also been consulting with AOPA New Zealand. New Zealand took a lead role at the July Chicago IAOPA conference for private pilot medical reforms. We have been doing what CASA should be doing; developing reform policies that foster a safe and increasing GA pilot participation rate, its not just sitting back and saying we are swamped and watching the active GA pilot participation rate plummet. AOPA has proved CASA have all the data in-house to know this has been happening for a long time yet they do nothing to assist in developing safe, evidence-based policies that can assist ageing pilots to continue flying. The UK and US have studied the issues and acted. CASA has done nothing but put up road blocks and cost-prohibitive responses. CASA Avmed needs to concentrate on Class 1 medicals and get right out of Class 2. What CASA is doing with Class 2 medicals is driving more and more senior pilots away from GA and into RA-Aus. My personal view is that’s not the safest thing to promote. I’d like to take this opportunity to thank our DAME Board members Tony and Robert for all the assistance they gave Mark and Ben in formulating the new AOPA policy. There is much more about medical reform in this edition of Australian Pilot from Mark Smith. He has done a sterling job researching worldwide to delve into the details of both the UK and the US models. I believe we have formulated a policy that draws on the best aspects from both country’s reforms. The positive energy these three new board members have created is refreshing. AOPA is now very much reformed and actively advocating for the rights of members to safely fly without undue cost or regulatory burden. In terms of now thinking outside of the square together with a change in the Act, we now need the government to recognise the Department of Infrastructure, CASA, ASA and ATSB all need a complete rethink. Three independent government bodies plus a department all to run aviation is ridiculous, inefficient and costly, and not reflective of successful peer aviation overseas countries like New Zealand, Canada or America.
Marc De Stoop AOPA President mds@aopa.com.au
I recently spoke to a retired Dutch KLM 747 check and training captain who now lives in Australia. He informed me the GA section of the aviation regulator in Holland had 30 staff when he lived there. Holland had 5000 GA pilots at the time. Amazing! Planes aren’t falling out of the sky in Holland and they are regulated by only 30 staff. I need to check the accuracy of the statement but I throw this out for debate. How many CASA staff would we need if we completely followed or copied the regulatory framework of a successful overseas peer country? If we can have a completely different approach we can reallocate CASA staff into front line services and more surveillance - two things that are suffering according to both industry stakeholders and CASA grassroots staff. Morale at CASA is at an all-time low. Many decent and hardworking CASA coalface people are just as fed up as industry are with the state of play. To free up the workforce we need to ditch stupid locally based regulations. There is a 25 member task force trying to patch up part 61. We had a perfectly safe and workable old Part 61. Not a single person I talk to thinks the new Part 61 is safer than the old one. Let’s just settle for, or copy and harmonise, successful overseas regulations and recognise the engineering and pilot training qualifications of likeminded countries. Get all the lawyers and regulation writers out of the joint and hire or reallocate qualified people into frontline services and surveillance. It’s time to admit the mistakes of the past, stop the fight among ourselves and work constructively together to create a reformed and efficient aviation regulatory body that’s focused on continuous improvements and customer service delivery. We also need to increase surveillance to maintain and improve our high safety standards. Safe and efficient companies that are doing the right thing encourage positive engagement surveillance when it’s focused toward improved performance rather than penalties. That’s what true performance improvement is all about, education and cooperation – a professional approach by both parties. Flight Safety International in my view successfully practice this model. Reform needs to start from the top. The Minister, with the assistance of the Department Secretary, needs to begin with amendments to the Civil Aviation Act. The Act’s preamble should reflect the recent UK reforms that a member sent me after meetings with the head of the UK CAA and the President of AOPA UK. He advised the following: General Objectives (a) ‘To secure that British airlines provide air transport services which satisfy ... public demand at the lowest charges consistent with a high standard of safety in operating the services and an economic return to efficient operators... and with securing the sound development of the civil air transport industry in the UK”. (b) T o further the reasonable interests of users of air transport services I would suggest changing the words “British airlines” to say: “To secure that Australian airlines and general aviation provide air transport services which satisfy …”
Ministers come and go with the political cycles. Department secretaries don’t. The key to reform is the Secretary of the Department of Infrastructure and Regional Development. The current long standing secretary, Mike Madak, has done a brilliant job at protecting and distancing his minister from the aviation industry turmoil with the current regulatory structure. The problem is the GA section of the industry has been in constant and unabated decline for the entire period Mike has been in the position. No one at the wheel has done anything to arrest the decline. The only conclusion I can make is GA hasn’t mattered in the government’s eyes. That’s why I started a political campaign with Eureka to demonstrate the real state of play of GA and to offer the government solutions. To be fair, infrastructure and regional development is a huge, varied and massively important portfolio for the nation. There must be too much on the secretary’s and the minister’s plates. We also have a new minister who said at the Tamworth rally he knew little about aviation. I applaud him for his honesty but right now more than honesty is needed. We need urgent action. His secretary should be all over the issues. Hopefully, the recent move of Deputy Secretary Shane Carmody into the Interim DAS position will change things. Shane has considerable aviation experience having worked some time ago at CASA in the position of Deputy DAS. AOPA stands ready to meet with Shane to assist in the reform process. Many grey hair GA industry stalwarts have counselled me that the decline in our industry has coincided with aviation losing a dedicated minister and department more than 30 years ago. I’m inclined to believe them. At the very least we should lobby hard for a junior Aviation Minister working under the current minister if we can’t achieve a separate Department of Aviation. In conclusion: I want to get the message across loud and clear that AOPA and I stand ready to positively support CASA Chairman Jeff Boyd in his endeavours to reform CASA and the industry. Jeff understands the GA industry and he needs the Industry to get behind him to assist in delivering reform. To this end AOPA, along with other peak industry bodies like the TAAAF, would welcome the opportunity to assist in any way the CASA Board deems appropriate, reviewing and commenting on the shortlisted DAS candidates. It’s imperative for the revitalisation of GA, at this juncture, to develop unity and get behind a new DAS. Otherwise we will all fail this iconic Australian industry. Remember, Canada and Brazil make fabulous commercial jet aircraft. Ask yourself why Australia, at present, in this field can only make control surfaces. We make very good control surfaces. The Boeing parent company has publically praised its Australian division as the most successful in the company. Why can’t we build on this success story to expand our manufacturing industry? We have lost important innovative employment opportunities. Marc De Stoop President www.aopa.com.au I AUSTRALIAN PILOT l OCT - NOV 2016
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EVENTS
EVENTS
Events 2016 NEW SOUTH WALES Saturday
8th
OCT
Orange Aero Club All pilots are welcome to join the Orange Aero Club for a brunch on the second Saturday of each month. The aero club is open from 0800, and food is provided from 1100 to 1400 Details:
0499 766 190
Fri-Sun
14-16
Cessna 200 Series Association Spring Fly In.
Fly in to Wollongong to visit HARS, the largest Buddhist temple in the southern hemisphere, and take the train to historic Robertson, host to the Big Potato and where the 1995 film Babe was made. There will be wining and dining, lots of chat and laughter. Details: Annie 0418 853 635. Registration forms: www.c200series.com.au.
OCT
Sunday
Temora
The Temora Aviation Museum will hold their Antique Celebration featuring Hudson, P-40, Tiger Moth, Spitfire, Ryan, and Avenger. This Aircraft Showcase will incorporate the AAAA Spring Fly-in. Ph: 02 6977 1088. www.aviationmuseum.com.au
15th OCT
Fri - Sun
28-30 OCT
Sunday
30th OCT
Luskintyre World class radio-controlled aircraft in action with scale aircraft from all eras including jets. Note: Luskintyre airfield will be closed to full-sized aircraft during this event. www.rcscalefest.com.au.
Rathmines The Rathmines Catalina Festival is held each year to commemorate the rich history of the WWII RAAF Base. www.rathminescatalinafestival.com.
Caboolture
9th
OCT 8
OCT - NOV 2016
The RAAF Townsville Air Show Sat - Sun Spectacular will celebrate Townsville's 150th birthday! The RAAF will stage a major air show along The Strand on the Saturday accompanied by fireworks and live music. RAAF Base Townsville will hold an open day on the Sunday. www.airforce.gov.au/TownsvilleAirshowOpenDay.
15-16 OCT
The Wings and Wheels day. A great day for owners of warplanes and vintage / antique automobiles. Contact caboolturewarplanemuseum@gmail. com or Ph: 5499 1144.
I AUSTRALIAN PILOT I www.aopa.com.au
Enjoy a care free holiday in this retro styled 1970’s seaside shack. On the scenic coastline of SA, Robe is a beautiful place to visit at any time during the year. Sleeping six guests in three bedrooms the 180 degree ocean view of stunning Long Beach will entice you to stay an extra day. Relax in your own beach shack and be reminded of exactly what a seaside holiday should be. *Complimentary use of vehicle with all fly-in bookings through Happy Shack.
Fly-in to
THE RETRO at Robe
VICTORIA Complimentary Vehicle*
Moorabbin The Australian National Aviation Museum will hold their popular open cockpit day. This is a huge favourite for families and aviation enthusiasts. See the newly-arrived Canberra Bomber along with 20 other aircraft cockpits open for getting into and feeling what it’s like to be a pilot. There will also be food, drink, models and raffles. Ph: 0421 426 228. www.aarg.com.au.
Sunday
9th
For all Bookings visit: www.happyshack.com.au/ robeaccommodation Or phone: 08 8668 2341 0403 578 382 Aerodrome landing area available for public use.
OCT
Yarrawonga Skills maintenance day at Yarrawonga Flight Training, hangar 19 Yarrawonga airfield. Topics: Aerodrome operations and flight radio. There will be lots of freebies from CASA, ATSB, AirServices, and RAA. Lunch at 12 noon, seminars until 4pm. Lunch $10. Seminar free. Please call 03-5744-1466 to confirm for catering purposes.
Saturday
15th
OCT
Kyneton Kyneton Aero Club celebrates its Sat - Sun 50th anniversary with a community airshow on Sunday October 23 with support from the Rotary Club of Kyneton, the Rotary Club of Woodend and Macedon Ranges Shire Council. All funds raised will go to the Rotary Clubs of Kyneton and Woodend. Details: 0354226626. kynetonaeroclub.org/wp/airshow
22-23 SEPT
SOUTH AUSTRALIA
QUEENSLAND Sunday
Townsville
New version packed with new features
Now accessible on mobile devices
Port Lincoln Saturday
15th
OCT
Port Lincoln Air Show Spectacular. All GA aircraft are invited to fly-in for this event with a variety of airshow acts including aerobatics from Paul Bennet. Underwing camping available.
Stay OnTrack with CASA’s newly updated VFR pre-flight planning tool for fixed- and rotary-wing pilots
@CASABriefing
CASABriefing
www.casa.gov.au/ontrack www.aopa.com.au I AUSTRALIAN PILOT l OCT - NOV 2016
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NEWS
New Members Bonanza It’s been a long time since AOPA was able to say we’ve had 71 new members join between editions so on behalf of the board I want to thank you for becoming a part of the AOPA family as we fight to make our aviation regulations simple and logical. It’s an important time to be a part of AOPA as we are Name
State
been holding back many pilots for years - class 2 medicals. The more members we have the more muscle we build to lobby government that things need to change for general aviation to reach the heights it once enjoyed. n Name
State
ACT
Dominic James
QLD
ACT
Frank Keding
QLD
Steven Kreusser
ACT
Kevin Scheuber
QLD
Tom Lambert
ACT
Mike Macbeth
QLD
Peter Wade
QLD
Chia Chun Amy Chang Gordon P Briggs
Anthony Haggarty
NSW
Blake Dormand
NSW
Justin Ratanatray
SA
Brett Iggulden
NSW
Martin Castilla
SA
Daniel Thomas
NSW
Rowan Wilson
SA
David McLean
NSW
Donald W Green
NSW
Peter Mathew
TAS
Chris Schaefer
NSW
Sandra Southwell
TAS
Grant Piper
NSW
Gregory Bendzlowicz
NSW
Vicky Giles
TAS
Guy Small
NSW
Jamie Schuts
NSW
Andrew A Kilroy
VIC
John William Lewin
NSW
Andrew Taylor-Harris
VIC
John Cusack
NSW
Barry McCrow
VIC
Kevin Donnan
NSW
Bill Fraser
VIC
Kristy Offner
NSW
Brendan Warner
VIC
Mark Hopkins
NSW
David Evans
VIC
Mark Newton
NSW
David K Porrett
VIC
Meredith Schwilk
NSW
Douglas Keath
VIC
Neil Keller
NSW
John Allen
VIC
Peter Edwards
NSW
Maryborough Aero Club Inc
VIC
Peter Huish
NSW
Toby Hill
VIC
Peter Navin
NSW
Stephen Visscher
VIC
Ronald F Cameron
NSW
Ross Costanzo
NSW
An Nguyen
WA
Ross G Clarke
NSW
Anderson Dufty
WA
Stephen Leggett
NSW
Bruce Bailey
WA
NSW
John Reymond
WA
Wade Mahlo
NSW
Keith King
WA
Mikhail Kulikov
WA
Alan MacDonald
QLD
Nick Monfries
WA
QLD
Robert Crawford
WA
Bill Owen
QLD
Robert Phillis
WA
Clem Grehan
QLD
Rod Johnston
WA
Thomas Troy
Alan J Middleton
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working hard to reform the number one issue that has
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MEDICAL
MEDICAL
FAQs regarding AOPA’s Medical Reform Proposal Members have been asking questions about what medical system we are proposing and why. This should give some answers as to what the board considered and the facts about the differing medical systems being proposed. 1. Why isn’t AOPA pushing for the same system that the US is introducing? In many ways we are. • The US is asking for 6000 pounds MTOW which is 2700kg, we are asking for 2500kg. • New pilots coming into the system in both countries will still have to pass an initial medical conducted by an AME/DAME. • In the US if a pilot holds a current medical and has done for 10 years they can self-certify. We are proposing that a pilot in Australia who currently holds a Class 2 medical may make a legally binding declaration that they meet the AustRoads standard for an unrestricted private drivers licence. They will need to do this once before the age of 70 and every three years after. • Under the AOPA Australia proposed system the legal onus will be on the pilot to report any reduction in flying capabilities, as a result of medical issues, to the DAME. The DAME will have the ability to advise the pilot and recertify them at a later date. If the DAME doesn’t feel confident to do so s/he may refer the matter to Avmed. • All pilots in the US who self-certify will still have to see a GP every four years, who will have to follow an FAA examination checklist. • We propose that pilots who wish to conduct IFR operations, or pilots wishing to fly heavier aircraft, will need to see a DAME every four years when they are under 40, and every two years after. • In the US there is a process called ‘special issuance’ for class 3 medicals involving pilots with chronic medical conditions, which allows a lot more input from the AME and attending specialists regarding whether the candidate receives a certification. Apart from medical risk factors it takes into account the type of flying, number of hours flown and aircraft type involved. We don’t have such a system, and every pilot is assessed by Avmed on the basis they will potentially fly a 5700kg aeroplane under IFR on their Class 2. • Under our proposal pilots who have a pre-existing medical condition, with their class 2 medical marked ‘renew by CASA only’, will be able to apply to a DAME for their medical. The DAME will be able to make a determination based on specialist reports and the type of operations the candidate undertakes, without CASA involvement. The DAME will have the authority to mandate the period of validity of the
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medical certificate and any restrictions attached to it. If the DAME declines to issue a medical the candidate may apply to Avmed. • In both systems there is no FAA/CASA involvement. In Australia a candidate can apply to CASA for a class 2 medical if a DAME declines to issue one. 2. Why have you proposed using a DAME for the examinations if they are required and not a GP? In asking for a change in something as fundamental as aviation medical certification the board felt that our proposal would have the greatest chance of success if there was some aviation medical involvement for people who want to undertake operations that go beyond simple VFR flying, or for people with stable medical conditions. All of the changes being proposed are based on data regarding sudden medical incapacitation, gained from more than 10 years of RAA operations which have involved basic day VFR flying. That’s the justification we are using to allow medically sound pilots to self-certify, since that’s what RAA pilots do, while attempting to relax some standards involving people with stable chronic medical issues, who again fly RAA with complete safety. It is also based on a 10 year retrospective study by the United Kingdom Civil Aviation Authority that involved heavier, high performance aircraft and used a control group of pilots with Class 2 medicals. Again it demonstrated the risk of sudden incapacitation during flying operations was negligible. We don’t have a data set for incapacitation involving pilots flying IFR who aren’t under a regulatory regime that involves regular medical checks. Unfortunately you can’t convince a regulator to make a fairly substantial change in the way pilots are medically assessed by simply saying “but that’s what the Americans are doing”. It’s an evidence-based process and what we are hoping is that if these reforms get passed a new data set will be created over time that may justify even more relaxation of the rules. 3. I’ve heard about the New Zealand Recreational Pilots Licence. Why aren’t we pushing for that? The New Zealand RPL is basically everything we wanted our RPL to be until it was changed enormously by CASA. In a nutshell it is; • Limited to simple low performance single engine aircraft up to 2000kg MTOW
The medical requirements are: • Certificate is issued by a GP
• Light Aircraft Pilots’ Licence (LAPL) – this is established to allow UK pilots to fly EASA registered light aircraft in UK. The medical standard is also that of a driver’s licence medical but the examination must be done by a GP with access to the pilot’s medical history and there is a whole list of excluded conditions which if present will mean the examination must be with an AME with CAA oversight. This looks very similar to our RPL medical standard and I suspect that CASA AVMED used it as a model.
• Medical standard is that of a private driver’s licence
• CPL and higher – same as Australia except for colour vision.
• The NZ CAA is not involved in the decision making, that is up to the GP
Currently a pilot holding a NPPL only needs medical certification similar to our RAA to fly solo in a GA aeroplane that has a TAS less than 140kts. To carry passengers requires them to be assessed at the higher standard of a commercial driver. A PPL must be assessed by an AME and the process is overseen by the CAA.
• One passenger only • VRF by day • No flight over congested areas • No aerobatics, agricultural flying, parachute dropping, glider towing or instrument rating • No remuneration involved
• If the GP declines to issue the certificate then the pilot has to appeal through the NZ Land Transport Authority, not CAA • Pilots are required to renew their certificate every five years up to age 40 and every two years after. In formulating our proposal we looked at several aspects of this system, but felt that some of the restrictions regarding weight, passenger numbers and flight over built up areas could be overcome with a little bit of medical oversight that involves trained aviation doctors, but not Avmed. In coming months, during discussions with CASA about medical reform, we intend to discuss an overhaul of our RPL in line with this initiative. Our goal is a widespread change with fewer restrictions. The NZ PPL is identical to ours regarding medical requirements. 4. How does the AOPA proposal compare with the United Kingdom’s initiatives toward aviation medical reform? Initially there was a lot of discussion about the UK changes and certainly for pilots who don’t have a pre-existing medical condition it is a big step forward. It’s important to understand what the United Kingdom was starting with before we have a discussion about their changes. The current UK Pilots licences are: • The National Private Pilot’s Licence (NPPL) – This was created in 2002 and is an amalgam of simple single engine aircraft, microlights, balloons etc. The medical requirement is a self-declaration of medical fitness by the pilot which is then countersigned by their GP. The standard is that of the Group 1 Driver’s Licence (equivalent to our private driver’s license) if they want to fly solo (or with a safety pilot) or a Group 2 Driver’s Licence (equivalent to our commercial driver’s license) if they want to take passengers. • The Private Pilot’s Licence (PPL) – Equivalent to our PPL. The medical standard is the same as our PPL except for colour vision and the medical must be conducted by an AME (same as our DAME) with presumably CAA oversight.
Their proposal is to abolish the NPPL and bring those pilots into the PPL. The new proposal will see the PPL medical standards changed to those required to hold a group 1 driver’s licence (private driver) and will be in the form of selfdeclaration that the pilot meets the standard, countersigned by a GP. Initial issuance of the medical will be the same, and a candidate who qualifies for self-declaration will not need to undergo an examination. Where it falls down as a solid plank for true reform, with the ability to benefit the largest number of pilots, is its restrictions on pilots with pre-existing medical conditions. These pilots will not be allowed to self-certify and will have to get a LAPL, through an AME, with CAA oversight. The board considered this model and adopted the use of a private driver’s licence medical standard from it. The issue again was finding a model that brought pilots with stable pre-existing conditions out from the wilderness. 5. What’s the timeline for trying to get your proposal through? We are planning on bringing the DAME population on board with our proposals to ensure there is broad acceptance for the reforms, since in many ways DAMEs will be doing some of the heavy lifting if our ideas are adopted. After this consultation process we hope to have meetings with both the minister and CASA to lay out the rationale and evidence behind these changes, hopefully before Christmas. 6. What can I do as a pilot to help get them through? If you aren’t already a member, join AOPA. Encourage your friends to join. Sign the petition that will be sent to the Minister. There is momentum for change but we need to get it right. The board of AOPA feel this proposal combines benefits for the largest number of pilots, while giving it the best chance of a successful outcome politically. n
www.aopa.com.au I AUSTRALIAN PILOT l OCT - NOV 2016
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REVIEW
TONI TALKIN’
Why did you want to become a pilot?
AOPA | Proposed Policy On Class 2 Private Pilot Medical Certification ISSUED 23RD AUGUST 2016 1. The medical standard for the Class 2 Medical Certificate will be that of an AustRoads Unrestricted Private Drivers Medical with no routine requirement to attend for medical examinations except in the situations outlined below 2. The pilot will have to make a legally binding statement that they meet this standard once prior to the age of 70 years and every three years after the age of 70 3. A ny pilot who does not meet this medical standard will be required to apply for their certificate by seeing a DAME. This includes those pilots who hold a Restricted Private Drivers Licence Medical or those pilots who are currently classified as “renew by CASA only”. The DAME will have the delegation to issue the certificate after due consideration. CASA Avmed would be involved only if the DAME wants backup or support for decision making 4. A pplicants with a history of any of the following conditions must apply to a DAME for consideration of their case. They must support their application with records from their GP and/or specialist.
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a. Medication for any psychiatric illness
b. B ipolar disorder, psychosis or a diagnosis of personality disorder
c. Drug abuse or alcohol misuse or addiction (or conviction for drink/drug driving)
d. Medication treatment for angina or heart failure
e. Cardiac surgery including cardiac device implantation
f. Recurrent fainting or collapse (syncope)
g. Unexplained loss of consciousness
h. Insulin treatment
i. Chronic lung disease with shortness of breath on
OCT - NOV 2016
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By Toni-Rose Cree
exertion
j. Any neurological condition requiring medication
k. Epilepsy
l. Significant functional physical disability likely to impair safe operation of normal flight controls AOPA | Proposed Policy on Class 2 Private Pilot Medical Certification (issued 23rd August 2016) Page 2
5. It is anticipated that for simple cases properly backed up by specialist reports that the DAME may in consultation with the applicants general practitioner and/or specialist be delegated to issue a class 2 certificate for a restricted period of time. If the DAME is not prepared to do this he/she may refer the case to CASA Avmed for full assessment 6. Under the proposed system the onus is on the pilot to report any possible reduction of flying capabilities as a result of medical conditions to their DAME. The DAME can advise the pilot and certify the pilot fit to fly at a later date if he/she is happy with the recovery. If the DAME is unhappy with the situation he/she may refer the matter to CASA Avmed LIMITATIONS • The weight limit will be 2500 Kg • The number of passengers will be limited to five (5) • Those pilots requiring an instrument rating will need to see a DAME on a regular basis (four years under 40 and two yearly thereafter). The DAME can issue the certificate or refer toAvmed as necessary • Night VFR will be covered under the proposed new system • Those pilots requiring a higher aircraft weight limit or increased number of passengers will need to be seen by a DAME who can issue the certificate or refer to Avmed as they feel necessary. n
I’m asked this question all the time, quite often by more senior pilots. The question can come across as cynical, asking someone like me from Gen Y to justify their motivation for getting into the industry. I imagine in their eyes, only seeing the overly political and exceedingly regimented world of aviation within Australia, they’d wonder what the motivation is for a young person to want to fly? In addition to that, low starting salaries, huge training costs, and the potential to have to break out of your comfort zone and move away for the first big break accentuate the need to question our intent and future position in aviation. Often I find myself thrown into the predicament of justifying myself, because there is no assumption made on their part that I simply enjoy taking flight, or that I’m an instructor because I get great satisfaction out of sharing knowledge. Away from all the doom and gloom the veterans of the industry seem preoccupied with, it really is that simple. I love to fly. There’s no hidden agenda, just a lot of hope I’ll make a career out of my love.
There’s got to be a point where people wake up and realise they have a nation of young pilots who love flying. Not only that, they have young pilots who have completed their apprenticeship and humbly accept the challenge required for continual learning to become a truly professional pilot. I understand the perception is that Gen Y is full of trend-setters who seem more dash than substance, and there may be the odd person who thinks becoming a pilot can seem awfully cool. Honestly we all know it isn’t easy, and that someone who comes into aviation with that kind of approach will be in for a rude shock. The ones who are doing it have eagerness, ambition and passion driving them. It is critical to emphasise we know we are not entitled to our place in the industry, but we have to earn it like everyone who came before us did. But we also have an immense amount to offer, such as new approaches to suit our ever changing society. There isn’t any rejection toward a traditional approach, but the need to evolve exists and it is Gen-Y that is the holder of a fresh young mind.
I’m not speaking for every millennial because there are a fair few that seem to have no real thirst for honest hard work and those who are consistently waiting for their hand to be held or praise to be given because they managed to iron their own shirt. However there are those in my generation who are willing to put in the hard work just to live the dream, and they are not unique. Sorry baby boomers, you don’t get to claim some hierarchy on the passion for flying ladder just because you came first. Rather than hunting for a reason about why a young person has entered aviation, just be happy someone else has been silly enough to risk the uncertainty, initial low wages and long hours to enjoy a working life above the ground, not on it. It proves you may have been smarter than you think! n
Toni-Rose Cree is a young flying instructor with TVSA at Bacchus Marsh. She’ll be a regular columnist.
www.aopa.com.au I AUSTRALIAN PILOT l OCT - NOV 2016
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HEAD IN THE CLOUDS
Having Fun Flying By Bas Scheffers
Time flies when you’re having fun flying, and before I knew it my two years were up and I needed a combined biennial aeroplane flight review and private instrument flight review to continue flying. At OzRunways we’re very lucky to have a great team of pilots of all training and ability levels on staff, including Scott Brettland, our resident RAAF instructor and CASA grade 1 casually employed by a part 141 school with instrument training approval. Scott and I fly together quite regularly and I consider every flight with him a check and training flight as there is always something to learn from someone with so much experience. So one afternoon we waited until after last light and taxied out at Parafield in time for our training slot at the RAAF Edinburgh ILS and took off on the world’s easiest Standard Instrument Departure (SID) from runway 03L: fly runway track to 3000ft then turn assigned heading. And the assigned heading is usually the runway heading as they’ll figure out what to do with you if and when you get there. A bit of ATC-instructed manoeuvring to keep separated from several inbound aeromedical flights to Adelaide and the Lyell McEwen Hospital made for a great hand flying demonstration on this pitch black night before we were vectored for ILS number one. It was clear I hadn’t done an ILS in a while and also never in the Cirrus at all, but I wasn’t unhappy - it was safe, even in the challenging conditions of wildly varying crosswinds at various altitudes on the approach and having to constantly adjust heading.
This is where GPS really helps on an ILS or VOR approach. While you must fly based on the aid you are using, including the ground track you are flying in your scan makes it easier to keep or get the CDI needle centred as the GPS will show you immediately if you are no longer on track. Do this well and you can correct even before the needle has moved. Such small corrections, by the way, are best done with rudder only. Ailerons only come into play for larger corrections, in which case you really want to snap into a rate one turn and snap out of it on the correct heading. Moving slowly is bound to give you vertigo. Even though you are allowed to fly a test using auto pilot, at least until the instructor fails the unit, I didn’t. If using the A/P sounds like cheating, it’s considered far from it. As a pilot you are supposed to make the best use of all the tools available to ensure a safe flight. Being tested on your proficiency using all the automation makes great sense. Autopilot greatly enhances single pilot IFR safety, but only if you are competent enough to use it without getting behind the aeroplane in a what’s it doing now? type of scenario. But like I said, I didn’t use it on these approaches. It’s rare I get to do an ILS (I’ve never done one in anger) and I wanted to make the most of it. Besides, I have an old Cirrus. While the latest models will even fly the vertical part of an RNAV approach,
mine doesn’t. The old S-Tec 55 SR autopilot won’t even fly an ILS glideslope, just the localiser. Still, that’s a great help as glideslope is easily adjusted with power only and once set rarely requires major adjustment - barring any strong turbulence or varying headwind. The second ILS was much better and after the missed approach we requested to be vectored for the RNAV approach to Parafield’s runway 21R. We were lucky the schools were having a night off, presumably due to the forecast high crosswind and low broken clouds. This meant our RNAV wasn’t going to conflict with anyone doing night circuits The RNAV was a breeze, as it should be as I do these all the time, and at 1000ft we broke off and circled to 03L for three circuits, both for the review and to reset my 90-day night currency. After two greasers (by night crosswind standards anyway) I suggested we make the next a full stop. But “not before Scotty has a play” was the answer. So I handed over and watched the master at work. He didn’t disappoint. There was one more go for me before it was time to call Adelaide Centre to cancel SARWATCH, as the tower was now closed. We put OOQ to bed and grabbed a welldeserved meal, approved to fly again for another two years. n
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REGULATION REFORM | LICENSING REGULATIONS
Lachie flies over the White Cliffs of Dover as he leaves England.
A Queensland teen hopes his record-breaking trip inspires others to achieve their goals. Mark Smith reports. Lachie Smart is a young man who knows what he wants. More importantly he has the drive to share with other young people the message of how you go about getting it. While many teens would struggle to drive across a city, the Sunshine
Coast 18-year-old flew around the world solo, becoming the youngest person to accomplish the feat. Lachie’s achievement wasn’t some spur-of-the-moment whim, but a carefully planned campaign with safety the number one focus. www.aopa.com.au I AUSTRALIAN PILOT l OCT - NOV 2016
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A Young Pilot’s Dream Takes Flight
FEATURE
Photos: Lachie Smart, Barry Alsop
I’m just a normal kid from the Sunshine Coast who grew up in Nambour and for two and a half years I planned this trip to break the world record for the youngest pilot to do it solo.
Finally home after 160 hours flying.
“I’m just a normal kid from the Sunshine Coast who grew up in Nambour and for two and a half years I planned this trip to break the world record for the youngest pilot to do it solo. Now I’ve achieved that, I’ve shown that anyone can do anything; you don’t need to be a certain age, race or gender to achieve your goals,” he says. “From the beginning though I was focused on safety. I made a promise not only to myself and the team but also the public that I would not do this trip if I wasn’t doing it safely and I would call it off at any time if it was becoming unsafe. “I also explained to those who didn’t understand aviation, about the safety features of the Cirrus. I made it very clear that this trip was all about safety and that’s the way it needs to be with aviation because there is no room for unsafe behaviour, especially on single pilot operations.” Lachie’s longest single leg was from Hawaii to California, which took nearly 14 hours. He says the disciplined routine required to keep everything in order in
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The Cirrus and a Spitfire at Biggin Hill.
the cockpit made the leg anything but boring. “I took off at 0230 and the first four hours were very intense because the aeroplane was very heavy with fuel and I had to hand fly before it became light enough to engage the autopilot. “After that I settled into an hourly routine where I’d start the fuel transfer, open all the valves, do my radio calls, stop the transfer and check the engine trend monitoring which was part of the risk mitigation I was following. I was keeping a paper log of everything including how much fuel I had left, where it was and the distance and time remaining. I made sure I had paper backups of everything, which came in handy twice because, due to a build-up of static electricity, I had to reset the systems in flight. I had the paper backup when I needed it.” Despite the pressure inherent in such a flight, a seasoned long distance aviator gave Lachie some sage advice before he left. “Dick Smith gave me a bit of advice, and he’d know since he’s flown
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around the world a few times. He said it’s going to be stressful and it’s going to be difficult but don’t forget to have fun on the trip. So I made sure I enjoyed the trip. “Initially I was nervous flying single engine over all that water but when you come to think about it, flying over water is no different to flying over land. You are still in the air and that’s all the wings need to know. The worry wears off after a while, especially when you are looking after your engine.” A big part of Lachie’s planning went into researching what to expect in each country he visited, including making sure fuel supplies were available. In many locations he had to perform his own ground handling but given his thorough preparation this didn’t prove to be a problem. “I did my own ground handling in American Samoa, but before leaving I made some good contacts over there and got everything organised before I arrived, so I didn’t have any problems. But I did need to put on my stern voice
and tell them that the fuel needed to be there on time.” In keeping with so many pilots flying on long distance international adventures, Lachie wore a uniform, which brought a few untoward comments from pilots who haven’t made such a trek. “I copped a bit of criticism for wearing a uniform but people can say whatever they like. If you do the research you’ll realise it’s very important, especially in the Middle East. In fact all the way from Egypt back to Australia it was important to have the uniform on because otherwise you can get into trouble. In many of those countries pilots wear uniforms. If you aren’t in a uniform you aren’t a pilot. It sounds silly but that’s the way they are.” One of Lachie’s highlights was landing at Biggin Hill airfield in England. This historic location was a RAF base during WWI and WWII, and he had a family connection with wartime operations there. “I had some maintenance done and took 11 days off, which was the
Flying over the Grand Canyon. longest break on the trip. Biggin Hill is very special to me because my great grandfather flew out of there in Spitfires, and before that another relative flew from there in WWI,” he says. “I was feeling great, I’d seen my family and then I flew out of this very special
airfield and straight over the White Cliffs of Dover, which has been a dream of mine for a long time. Plus it was an absolutely perfect summer’s day.” After nearly 160 hours flying, Lachie landed back on the Sunshine Coast, having achieved his dream. One of the
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A Young Pilot’s Dream Takes Flight
FEATURE
On the ground in Oman.
people who greeted him was Ryan Campbell, who previously held the record for youngest pilot to fly solo around the world. But there is no rivalry as the two are firm friends, bonded by the shared experiences of their separate flights. “It’s very special to be able to talk to Ryan because we are the only two young people in Australia to have flown solo around the world. As a young person it’s very different to have done this compared to someone who is older and has thousands of hours, because we are still learning things along the way. I’m not saying I was underprepared for the trip because I was very prepared; it’s just a bit different, especially on the ground in other countries where they don’t believe an 18-year-old can be flying around the world. This brought up some challenges along the way. It was great to have someone like Ryan to be able to talk about these things.” Now that he’s home, Lachie is keen to continue inspiring people through his achievement, but also still has some work to do on his aviation qualifications. “I want to continue the message of young people setting and achieving goals so I’ll still be doing that in a different
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Lachie with his ‘other’ favorite aeroplane.
sense with a company we’ve formed called Young Achievers International. I’m also staying with my flying course, hoping to finish off my commercial licence and multi engine rating by the
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end of the year. “Eventually I’d love to work in executive flying, but while I’m still at uni I’d be happy to just do general charter once I’ve got my CPL.” n www.aopa.com.au I AUSTRALIAN PILOT l OCT - NOV 2016
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Classic Looks in a Modern Homebuilt
FEATURE
Marty flies his pride and joy
Photos: Mark Smith
Classic Looks in a Modern Homebuilt The Spacewalker exudes a classic 1930s charm. Mark Smith meets a builder who took that charm to the next level. American sport aircraft from the 1930s have a distinctive look. They were always taildraggers, normally had an open cockpit, and had a big round radial engine up front. This means that Martin Hone’s Spacewalker RR would fit right in to a display of 70-year-old aircraft, even though the design dates back less than half that and his first flew in 2009. American designer Jesse Anglin put pen to paper in the 1980s and sold plan sets to builders wanting a truly modern classic. In the 1990s Warner aircraft in the United States started producing kits and in early 2000 Serenity Aviation, under the control of engineer Neale Dunstan, took over the rights to the design and now sell
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plans and a range of kits. Martin Hone first saw the aircraft he ended up building in the mid-1990s when it was being constructed by Max Peters, the Australian agent for Warner. “I had built a Karatoo, which is a high winged aircraft from Jesse Anglin, and saw the Spacewalker being built by Max. He was building it for himself but at the time it was above the 400kg weight limit that was the limit for ultralight operations,” he says. After the Karatoo, Martin built an RV-6. When he retired to Queensland’s Gatton Airpark he decided he wanted a simple aeroplane to take advantage of the mild flying conditions at his new home.
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“I wanted an aeroplane for just flying around late in the afternoon with an open cockpit, so I could sit with my arm in the breeze from a radial. By that stage my mate Paul (Chernikeeff) was producing his Rotec radial engine and I thought if I could find an aircraft to go with that it would be perfect. “I’ve always liked radials but until Paul came along no one was making them anymore, so if you want to buy one it had to be a big one, which is a whole other ball game in terms of running expenses. That was out of my league, whereas the Rotec is 150hp, 20 litres an hour, unleaded fuel, with electronic ignition. It’s an ‘old’ engine built to modern standards.
His search for the ideal project led him back to the aircraft he’d first admired all those years ago. “I came across the same Spacewalker I’d looked at in the 1990s and I thought it would be ideal, so I bought it. The fuselage was already welded and the wings had been completed. It was in Melbourne so I put it in a furniture truck and brought it home to Queensland.” Installing such a different powerplant provided Martin with some challenges, though not from the actual installation of the engine. “It was a matter of lining up the engine on a hoist with the airframe, calculate the c of g and put some tubes in for the engine mount. The installation of a radial isn’t as complicated as a normal aircraft engine so it seemed simple. “Then I found a problem. The smallest
“It takes time to build but it’s not rocket science, and feasibly you could have an aeroplane like mine, with a radial engine, for about $70,000”
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Classic Looks in a Modern Homebuilt
FEATURE
A pilot and his plane: Martin Hone with his classic. prop I could use was 76inches, which meant I had to extend the undercarriage nine and a half inches.” He made up a new undercarriage and a local mechanical engineer analysed the design to ensure its suitability. “Turns out it was the same weight as the original because as the tube diameters went up, the strength went up, but the weight stayed the same, so I got a 20% stronger undercarriage for the same weight.” The modified undercarriage makes the whole aeroplane look more aggressive because it sits higher, so the practical reason of needing more propeller clearance actually transforms the plane and helps enhance its distinctive look of a 1930s racer. “Everybody who has seen both the standard Spacewalker and the RR, and seen the difference with the higher stance and radial engine, they say it’s just a different aeroplane.” Spacewalkers have been built with a variety of engines, from the Continental C-65 and C-90 to the Lycoming 0-235 and 0-320. Martin’s radial powered example
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has delivered more horsepower for very little additional weight. “Most of the other Spacewalkers weigh more than mine. The 150hp Rotec gave me an extra 40hp over an 0-235 for an extra 40 pounds in weight. It was a no brainer,” he says. The final tick came from the Spacewalker’s designer when he was shown the details of Martin’s aircraft. “Max Peters is a friend of Jesse Anglin and sent him pictures and the specifications of my aeroplane. Normally designers hate people fiddling with their creations, especially putting bigger engines in. After he saw the figures and the pictures he said it was fantastic. I had his seal of approval which is as good as it gets.” Martin’s aeroplane is a delight to fly and really proves the old adage that if it looks right, it flies right. The Rotec radial produces the right noise as full power is applied and it quickly lifts the Spacewalker off Gatton Park’s grass runway. The tail is barely up before we break ground and climb away strongly. It is true grass roots flying. The radial
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engine’s cylinders give a great attitude reference point and aviating in such an aeroplane on a warm Queensland evening is about as much fun as flying gets. The rudder pedals are more than a footrest in turns but not as dismissive of bad handling as say a Tiger Moth. The Rotec engine is smooth with none of the vibration found in flat four engines. The Spacewalker is rated at +5 to -3G so while aerobatics aren’t permitted with its RA-Aus registration, it’s fun to pull steep turns and the odd wingover that doesn’t go beyond the vertical. Martin says his Spacewalker took three years to build, with some important lessons learned from his other homebuilt projects. “It was pretty straight forward. When I built my first aeroplane I used to spend three days solid working on the aeroplane, taking one day a week off work, and it almost drove me nuts. This time around I had my RV, so if I wanted to go flying I’d jump in my RV, fly around, and when I wanted to work on the Spacewalker I would. I realised that’s the enjoyable
way to do it - no pressure, just work on it when I wanted and it was very enjoyable.” He points out that homebuilding isn’t for everyone. “There are three types of pilots in my view. The flyer, the flyer builder or the builder. The flyer only wants to fly. I’m a flyer builder in that I like building and I like flying. The builder is the one who spends years constructing an aircraft and are then happy to pass it on once it’s finished. When people ask my advice I try and work out what they are. If they are a flyer I say don’t even think about building, it’s cheaper and easier to buy something that’s already flying,” he says “But sometimes you don’t really know what you are until you start building.” The quick-build kit sells for just under $20,000USD, and includes a welded fuselage, tail, firewall and the wing kit. The builder supplies engine, instruments, fabric and paint. Martin says homebuilders pick up some unusual skills. “The thing with homebuilding is that you get very good at scrounging because you don’t have to buy everything brand
new. You don’t need a new Andair fuel valve at $400, when a salvaged one off a GA aircraft will do the job. Even the AN fittings can be found at aircraft salvage yards. “It takes time to build but it’s not
rocket science, and feasibly you could have an aeroplane like mine, with a radial engine, for about $70,000,” he says. “It’s just like a putting together a big model aeroplane.” n
The Spacewalker during construction. www.aopa.com.au I AUSTRALIAN PILOT l OCT - NOV 2016
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Woman in Aviation Conference Set to Soar
FEATURE
‘Women-making gains in the field of aviation and opening the door for the next generation’ WAI Australia annual conference - Brisbane 28th-30th October 2016. Start Time: 9am Saturday 29th October Location- Airservices Australia Brisbane Air Traffic Centre, Airport Drive, Brisbane Airport.
Woman in Aviation Conference
Set to Soar In late October female pilots from across the globe will meet in Brisbane. Tammy Augostin reports. Who would have thought that the number of women getting involved in aviation would be decreasing in this day and age? It is staggering to realise that the younger generation are still not aware of the opportunities available to them in aviation. Statistics show that women are still heavily underrepresented in all fields of aviation, with percentages declining around the globe. It has been widely known that women only make up 6% of professional airline pilots, but it in other fields such as engineering, air traffic control, corporate aviation, aeronautical engineering and recreational aviation, the numbers are even lower. To reverse this continuing trend, WAI Australia was formed with the goal of making some positive actions within the industry and sharing with women of all ages the wonderful opportunities available to them within aviation. And this month WAI Australia will hold its first annual conference in Brisbane, with the theme around women leading
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future generations in to aviation. The conference, from October 28-30, will give attendees an in-depth look at different facets of the industry with various educational activities, simulator tours and guest speakers including aerobatic pilot Paul Bennet, professionals from Airservices Australia, Boeing Flight Services, RAAF, RA-Aus, FlySci STEM flying education, and many more. The conference will be held at the Airservices Australia Brisbane Air Traffic Centre, Airport Drive, Brisbane Airport. Delegates can start networking and meeting new friends in aviation at the Friday evening welcome drinks before the conference begins on Saturday morning with guest speakers and activities throughout the day. Tours of the Boeing simulators and the Airservices training simulators will also be held on Saturday and attendees have been promised an interactive demonstration of the latest virtual reality simulator training technology. An evening dinner and river cruise is
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planned for Saturday night on board the Kookaburra Queen on the Brisbane River. Sunday will involve a tour of the Amberley RAAF base and networking opportunities. WAI Australia, a chapter of Women in Aviation International, exists to share information, support individuals through mentoring, and offering opportunities through scholarships and networking. Membership is open to anyone with an interest in aviation, men and women, aviation professionals, enthusiasts and n students.
MORE INFORMATION Conference registration is open to WAI members and non-members, men and women. Everyone is welcome. (WAI Member discounts apply). • Member: $250 (includes Friday night welcome drinks, conference speakers, all lunches, dinner cruise and transport to Sunday location). •N on-Member: $300 (Includes Friday night welcome drinks, conference speakers, all lunches, dinner cruise and transport to Sunday location).
Conference outline: Join us for the Friday evening welcome drinks, conference commences Saturday morning with guest speakers and activities throughout the day. An evening dinner and river cruise is planned for the Saturday night, join us for a 3 hour dinner cruise, including 3 course dinner, wine, beer, soft drinks, tea and coffee on board the Kookaburra Queen. Sunday will include aviation facility tours and networking opportunities. Tours include the Amberley RAAF base, Airservices & Boeing facilities. Conference registration is open to WAI members and non-members, males and females. Member discounts apply. *Member: $250.00 (Includes Friday night welcome drink, conference speakers, all lunches, dinner cruise and transport to Sunday location). *Non-Member: $300 (Includes Friday night welcome drink, conference speakers, all lunches, dinner cruise and transport to Sunday location). *Student: $99.00 (Includes Saturday guest speakers & lunch, Sunday facility tours & lunch) To register go to www.waiaustralia.org Guest Speaker Program is available on the web site.
•S tudent: $99 (includes Saturday guest speaker program and lunch, Sunday transport, aviation facility tours and lunch). Registration and further information on the guest speaker program and accommodation options visit the WAI Australian web site: www.waiaustralia.org
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TECH TALK
Form, Function and Beautiful Style
TECHNOLOGY
“ I’m an AOPA member” Ian Dickson has been flying for more than 50 years. He’s also been an AOPA member the whole time.
Form, Function and Beautiful Style You have to hand it to Breitling. Sometimes awesome, sometimes baffling, but never lacking confidence.
Why?
“
AOPA is our voice with the regulator and with government. It’s vital we present a strong united front in order to simplify general aviation. I’m proud to add my voice. Every pilot should.
”
AOPA has been fighting for your freedom to fly free from undue burdensome regulation since 1949. Join us to help get much needed reforms regarding medical standards, convoluted regulations and simplified licencing. Plus receive Australia’s best aviation magazine. We need you.
Join now at www.aopa.com.au 30
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It’s clear that the independent brand is comfortable sticking to its guns by delivering watches big on personality – like the new Breitling Avenger Hurricane. An unapologetic beast of a watch that comes on the heels of the release of the Breitling Avenger Bandit, the Hurricane encapsulates every macho superlative that’s ever described the brand in a singular design hewn from an all-new proprietary ultralight polymer called Breitlight. But the weight savings aren’t the only advantage to Breitlight. The subtly textured composite is also naturally anti-magnetic, hypoallergenic, and is largely impervious to corrosion or scratches, lending a semi-permanent degree of protection unmatched by other luxury brands. This makes it a perfect long-term match for Breitling’s
signature military design aesthetic. Beneath all that not-carbon-fibre beats the Breitling B12 – an in-house automatic chronograph movement characterised by 30-minute and 12-hour totalizers and backed by a generous 70-hour power reserve. The B12 has a great deal in common with Breitling’s B01 calibre, but has a military-style 24-hour display instead of the standard 12, which is undeniably cool. It’s worth pointing out that there are very few brands producing watches with 24-hour movements, and even fewer actually producing those movements in-house - a fact that puts the B12 in some pretty rare airspace. Sitting alongside the rest of its tacticool Avenger cousins, it’s clear the Breitling Avenger Hurricane is targeted squarely at the helm of a multi-disciplinary fleet of military-type watches with land, sea,
and air competency. Starting with 100m of water resistance, all the other Avenger design signatures are here including the stenciled Arabic dial, aggressively knurled screw-down crown, and a uni-directional diver-type Breitlight bezel with Breitling’s grippy rider tabs for easy manipulation with gloves. The watch is finished with a woven textile strap stitched atop a contrasting yellow rubber core which neatly matches the yellow accents on the dial. The Breitling Avenger Hurricane will undoubtedly attract a fair amount of attention for its liberal proportions, but if its exaggerated, military-inspired design language speaks to you – and if you’ve got the wrist of a Nordic powerlifter and the confidence of a supervillain in a future Expendables sequel, this could very well be the watch for you. n
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AIRCRAFT BOOK REVIEW REVIEW
Without Precedent Airline Pilot and author Owen Zupp has written a biography about his father’s aviation exploits. Review by Stan Ludge.
Without Precedent by Owen Zupp. 360 pages. RRP $40 (hard cover) $30 (soft cover). Available in book stores or from bookdepository.com.
While the book title suggests Phillip Zupp’s flying career was without precedent, its contents reveal that he enjoyed a very precedent-setting career. He closed his log books with 24,000 hours on 100 aircraft types, many now considered the classics of a golden age of flying with types including Tiger Moth, Wirraway, Anson, Mustang, Vampire, Meteor, Lincoln, Constellation, DC3 gracing the pages. Author and pilot Owen Zupp is well known to those who read aviation literature, so we can be confident his descriptions of the aircraft are very credible. This book is both a very interesting story of a varied flying life, and a tribute from a son to his father. Owen has a knack of saying just enough to paint a good picture without extraneous material and I found the book hard to put down. Reading a book like this adds colour to our knowledge. An example is the way in which pilots were pawns to the military machine, especially in wartime. Despite a pilot’s wishes for a particular job or assignment, fate, circumstances, or the military bureaucracy put them where they wished. Phillip experienced this but his sangfroid enabled him to know he had accepted the King’s shilling so he assiduously applied himself to the given
role. And those roles were many and varied. The book chronicles his journey as he joins in the RAAF hoping to be a pilot, begins training as a navigator, leaves the RAAF to join the Army, become a badged commando, serve in wartime Papua New Guinea and post-war Japan, rejoin the RAAF as an engineering trainee, train as a pilot, fly fighters in Korea, and finish his military career as an instructor. The description of his RAAF pilot training on the fourth post-war aircrew course provides an insight into taking a man off the street, giving him 18 months of intensive, demanding training and then sending him to war in a single seat, twin engine jet fighter. His experience in the Korean theatre, and the training he underwent, turned Zupp in to a single-seat fighter pilot, a role to which he would like to have returned. When the RAAF did not give him this opportunity, he left and started his long civil career first as an aero club instructor, then as an airline pilot with Qantas, Airlines of NSW and East West Airlines, and Air Ambulance pilot. The descriptions of his experiences in these many roles in Australian aviation help to add to the record of this country’s aviation history. n
Fully revised Visual Flight Rules Guide Limited print run—don’t miss out!
$49.95
(includes postage & handling)
available only at: www.casa.gov.au/onlinestore 32
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Flying a Flea
FEATURE
Flying a Flea This doesn’t have an elevator at the back – instead it has a whole wing at the front for pitch control.
Patrick aloft in his Flea
Rob Knight couldn’t believe his eyes when, at a Watts Bridge Fly-in, parked amongst the ubiquitous Pipers, Cessnas, Jabirus, and Lightwings, there was a piece of living history – an immaculate Flying Flea. Sitting in the line-up of commoners its unique profile and wing form set it aside from everything else on the field. Walking around it I touched the cowling - it was warm. Damn! It had already flown and I had missed it. However, my interest caught, I began asking around for the owner’s contact details. His name is Patrick Martin and he is a medical scientist from Brisbane City. Several days later we made contact and he agreed immediately to tell me about his Flea.
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Q: So what sort of Flea do you have?
ailerons, and full flying rudder.
A: (Patrick) Officially called an Hm290, this model evolved from Henri Mignet’s legendary home-built aircraft after a redesign in 1946. The plans for this version were sold as a single page of drawings with a second sheet translating the handwritten French into English. Conceptually, the HM290 is more streamlined that the original but still retains the true formule d’Mignet concept of pivoting forward wing, no
Q: Did you build it?
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A: No. Fred Byron built it, first flying it in August 1994. Fred used his years of aeronautical engineering experience and modified the original all-flying rudder to a conventional fixed fin and moving rudder complex with no aerodynamic balance. He also increased the rear wing area to match that of the Hm 293 version of the Flea and added a Cossandey flap and Howell spoilers.
Q: What is a Cossandey flap and what are Howell spoilers? A: The Cossandey flap is a large hinged surface that goes up, and only on the rear wing. The Howell spoilers are deployed electrically on each wing and help with cross wind landings. Q: What is the Flea like to taxi? A: As with any tail wheel it responds to the usual foot pedal inputs on the ground. I flew Drifters before the Flea and went from those to the Flea with little trouble. The Flea is more spritely, but not twitchy in any way. Q: Is its take-off conventional for a taildragger? This doesn’t have an
elevator at the back – instead it has a whole wing at the front for pitch control. A: Compared to conventional taildraggers there are primarily two differences in its takeoff. This Flea has two separate directional controls: the rudder connected to the joystick so left/right stick moves the rudder left and right respectively. The tail wheel is directly connected to conventional foot pedals. With this in mind, while ground borne, the stick is held centrally to avoid rudder inputs and steering is though pedals and the tail wheel which remains firmly on the ground. The second difference is that the
Flea doesn’t raise its tail wheel during take-off. It can’t, there’s no tailplane or elevator to provide the upward tail force to do so. A take off is begun by lining up on the centre line with full forward stick (minimum angle of attack on the front plane), held laterally central to keep the rudder straight. Then, opening the throttle, you keep straight with the pedals as they are connected to the tailwheel. At 40 to 45 knots you will feel through the stick the front plane (or wing) begin flying and gentle back pressure rotates the front plane, providing the same effect as rotating a normal aircraft, and the flea lifts off.
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Flying a Flea
FEATURE
front wing. I have done glide approaches and these are naturally steeper. For my “normal” approach I reduce power to about 4000 rpm and maintain 55-60 kts indicated. On finals I have a special cockpit check - that both feet are on the pedals and centred. With no connection between the rudder and the tailwheel, directional control with the rudder is zilch on the ground. As already said, wings are maintained level with gentle sideways stick movement. Over the threshold, I close the throttle, the stick eases back automatically as described earlier and the plane settles on the ground in the three point attitude without to much trouble. Once on the ground positive foot/tailwheel control provides total directional control like any other tail dragger.
Simple wood cockpit
Q: What made you buy a Flea? The Flying Flea - Unusual from any angle.
Q: Is it as hard to keep straight in the climb using sideways stick movement as my imagination tells me that it would be? A: Once airborne your feet are useless: you can do what you like with them, so, yes, it does feel a little different at the first attempts at steering with the stick. However, the strangeness soon passes. I climb the Flea at 55-60 kts and at this speed controllability about all axes is comfortable. The only difference is the control inputs to manage movement about the axes. Q: So you turn by just pressing the stick sideways? A: Absolutely. Turning is achieved simply by moving the stick either left or right as you wish, and adding any gentle back pressure necessary to maintain height. Centre the stick and the Flea will return to straight and level. The significant difference here is that the stick causes yaw and roll is only achieved as the secondary effect of that yaw. The very low aspect ratio of the
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twin-wing arrangement really heightens this effect. Pilots will also notice that the stick has to be held over to maintain the turn because, without the stick held sideways, there is no yaw to promote the roll and the aircraft will return to wings level flight. Rapid left/right stick movements amplify the yaw before roll, so gentle movements are easiest. Q: So how would you describe the Flea’s handling in cruise? A: Other than getting used to the lack of ailerons for roll control normal flight is uneventful. At its typical cruise of 60-65 KIAS the Flea is quite stable although the results of turbulence, normally countered with stick and rudder are now done with stick alone. This results in some initial wing rocking, but after some initial discomfort and with understanding; it is easily controlled and becomes “normal”. Q: With no elevator control as such, how do you make it stall? A: While a stall in the Flea is dull to say the least, past claims that it can’t stall
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in the true sense of the word are quite incorrect. The slot effect between the front and rear wings creates a situation where the Flea gently bobs its nose in a steady oscillation which allows full control with the power off and stick full back. A lesser known design feature of this plane is the noticeable effect of the airspeed and slipstream pressures causing the stick to move back as power is reduced and move forward with a power increase. I have never spun the Flea, it is impossible because the aircraft is too stable.
A: The Flea is different to fly and tremendous fun. This particular Flea has been flight tested in and out of the normal flight envelope with medium to big pilots and has never displayed any of its predecessors’ issues. It always gets a good crowd at a fly in. I thoroughly enjoy being a part of its life and love being up in the air, out in the open in this great little plane. n
FACT BOX Specifications of the Hm290: Length:
3.9M
Span rear wing
4.2 M
Q: With such low aspect ratio wings how well does it glide?
Height:
1.65M
MTOW:
300 kg
A:This is no soarer. Of course, it does glide but glide endurance is not a specialty. While not as quick as a brick, it’s not a helluva lot better. I would guess at a glide ratio of around maybe 7:1.
VNE:
95 Kts
Engine:
Rotax 503 SCSI
Span main wing:
6.1 M
Span wings folded:
2.4M
Empty weight:
161 kg
Q: Do you prefer a powered or glide approach type?
Cruise:
65 Kts
Stall:
32 Kts
A: I like to do a powered approach, maintaining good airflow across the
Fuel Capacity:
34 L
Patrick Martin
Links Full size original plan: www.pouguide.org/uploads/images/impou/connaitre/HM290/HM290_plan_haute_ resolution.jpg Free copy of Fred’s plans and link to Pou Renew newsletter: www.flyingflea.com.ar/home/traditional-fforg-menu-1/pou-renew Video of the Flea flying: www.youtube.com/watch?v=gg9bOXymXa4
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Judy’s Floating Fanta-Sea
FEATURE
Judy’s Floating Fanta-Sea
“My husband’s brother was killed in a light aircraft accident in the Caribbean and he made me promise I’d never fly so I respected his wishes. I basically stalled my love of flying and I put it away.”
Judy Hodge spent most of her life not doing what she most wanted. Mark Smith caught up with her as she enjoys her new reality. Judy Hodge has the sort of infectious smile that would force the most determined grump to feel better, even if just for a second. She’s a woman with warm eyes that don’t miss a thing. As she stands on the float of a Cessna 206 at her pontoon on the river at Port Macquarie it’s easy to see she is completely at ease with her lot in life. But her journey from learning to fly as a teen in South Africa, to float plane operator in Australia, has been a long one, with a 24 year gap between taking the controls of an aircraft.
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Her elder brother learned to fly first after which her father offered her the chance. “My father asked if I wanted to learn to fly. I’d always watched aeroplanes flying overhead, so of course I did,” she says. “When I passed my PPL test, I told my parents I wanted to be an airline pilot but their reaction was synonymous with what you’d expect back then. In 1976 it wasn’t thought to be appropriate for young ladies to do that sort of thing and it just was not on.” Judy’s rebellious streak led her to
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move out from home, but aviation wasn’t on the horizon. “I got married and at the time, once you were married your money wasn’t yours,” she says. “My husband’s brother was killed in a light aircraft accident in the Caribbean and he made me promise I’d never fly so I respected his wishes. I basically stalled my love of flying and I put it away.” Time passed and in 1986 Judy moved to Australia, initially settling in Melbourne before moving up to Port Macquarie in 1991. She founded a
successful real estate agency, but six years later her marriage ended. This led to the door opening again towards flying. “I listed a house for a man who had his own aeroplane. As soon as he said that the curiosity was there again and he said he was doing his instructor rating and I jokingly said call me when you get it. He rang me one day and said he’d got it I and I thought oh my God I have to fly again. At that stage I wasn’t married any more so I could make my own choices and I had life insurance to make sure the kids were looked after. “I had this fear that if the flying bug bit hard again, which I could already
feel it doing, I would spend all my money on flying, forget to feed the children and get into a lot of trouble,” she says, laughing. “So I had this reward system where for every property I sold I would allow myself another hour of flying and this was early 2000 when properties were selling well. That’s how I started flying again.” Taking the controls brought back a flood of memories about her love of flying, but a commercial career still wasn’t on the horizon. “The thrill was just ridiculous but I was also afraid because it was so long since I’d flown, I might have just
forgotten everything, so I started from scratch. I wasn’t taking it that seriously, my instructor was new and he was teaching his son at the same time as me so it was a great family environment. Plus it was winter so I was constantly looking at the whales. I enjoyed it but I had no idea I was going to end up doing what I am now.” After getting her GFPT Judy continued flying for fun. Then another random event pushed her in another, unexpected direction. “Someone gave me a large poster from a chainsaw company that showed a Beaver on a river with logs and people standing around. I’ve had it on my fridge
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Judy’s Floating Fanta-Sea
FEATURE
knew I had to do it. “In 2008 I did my float endorsement with Bill Lane. He had some health issues, so I helped him operate the aeroplane. I’d be holding onto the wing strut while he refuelled, smelling the avgas while looking into the water and I was in heaven. How can you tell normal people that?” Judy spent all of her spare time helping Bill operate his business, learning the ropes, while working towards her commercial licence. She bought a Cessna 182 on wheels, with the plan to eventually put the aircraft on floats. “Financially it was really difficult for me. One day I realised I couldn’t afford the mortgage on my property anymore and I thought I’d rather sell it than have
the bank take it away. I’d reached the point where I’d spent so much on flying that if I backed off I’d be living in a unit forever listening to the seaplanes fly past and feeling miserable that I hadn’t done it. That was the turning point. I thought whatever I’m spending on the mortgage I can spend on my flying education.” The years of working hard and dreaming of a life in the sky finally paid off when she attained her CPL. “After I got my commercial Bill sold the business and the new owners took the aeroplane up to Gladstone. I decided to put my 182 on floats and operate from here, since my children were both in Newcastle at this stage. I thought I don’t care where I’m living as long as I’m close to them and I’m flying.”
Judy now combines joy flights with float endorsements, enjoying the chance to pass on her love of waterborne aviation onto others. She even provides accommodation for the out of towners who come to Port Macquarie to enjoy the many lakes and rivers that are ideal for flying off. On nice days Judy can be found on her dock at the marina, wearing shorts, a pilot’s shirt and that smile. “I waited so long for this. I had a strict, mid-century upbringing and old-fashioned ideas - now I can say to hell with all that. I’m doing what I want to do, what I love doing. Unless you are happy within yourself and that happiness spreads around, your life will never be complete. People feed off your joy and enthusiasm.” n
Judy’s beloved Sea 182
in every house I’ve been living in and it’s on my fridge now. I knew that’s what I wanted to fly.” However aspects of Judy’s upbringing continued to hold her back. “But then I thought it’s not practical, girls don’t do that kind of thing, which was how I was brought up. Then I went through a bit of a turning point in my life trying to work out what really makes me happy, what makes my heart sing? And I made a vow to live my life true to myself and true to my heart.” It was at this point, in March 2005, that local float plane pilot Bill Lane enters the story, giving Judy her first experience of flying off the water. “I had finished doing my open houses on a Saturday, raced around to where the aeroplane was at the marina, hitched
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my skirt into my knickers, waded out into the water and hopped on board. With a few instructions, we were off!. I couldn’t believe how much strength I needed to put in full right rudder and hold the control column right back. But the exhilaration was amazing. I’ll never forget the feeling as it came out of the water and onto the step. It was just great. We did a few circuits and the sweat was pouring down my face but from that moment on there was no going back.” After a stint living in Vanuatu, where she hoped to start a float flying business, Judy returned to Australia to complete her CPL and float endorsement. “I didn’t know what was required for a CPL and didn’t know how I was going to get the money together to finish. I just
Judy in her office
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COVER FEATURE
Paul Bennet - Australia’s Aerobatic Maverick
Australia’s Aerobatic Maverick
Airshow crowds love him, while some in the aviation industry may feel otherwise. Mark Smith meets Australia’s leading airshow performer. 42
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Paul in his Wolf Pitts over Lake Macquarie.
Photos: Mark Smith
Most pilots go to airshows as a social outing. There are always interesting aircraft on display, though the actual airshow itself tends to be secondary to the chance to meet up with friends from afar who have flown in. The public go for the spectacle. They want speed, colour and movement, preferably all at the same time. That’s the world of Paul Bennet. The perception of an airshow pilot is of a flashy extrovert whose personality walks three feet ahead of the person. Yet when Australian Pilot caught up with Paul at his Maitland base he was casually sweeping the floor of his hangar while his Wolf Pitts sat out in the sun. He’s a quiet bloke who chooses his words carefully. Like a lot of pilots he was born into it, with both his father and grandfather flying. “I’ve always loved aviation and aircraft. When I grew up we didn’t have a lot of money but my father was a pilot, as was my grandfather. He flew Tiger Moths during the war.
His growing local airshow skills have seen Paul’s company make the jump into the overseas market, with China now a major focus. “My dad used to fly us away at Christmas for family holidays and I really enjoyed that.” Paul satisfied his own aviation yearnings by building and flying large scale models, with high performance aerobatic aircraft his favorite. Then he was offered the ride that would change his life and set him on the path he’s still on today. “A mate of mine, who went solo in a Pitts offered me a ride, which was a fatal mistake because at the time I had no idea how much money that single flight was going to cost. That was 18 years ago and it was a Sunday. On the Monday I was at the aero club trying to get my licence. “That guy is still a
good friend and has Giles 202. Funny he introduced me to aerobatics and now I coach him.” Aerobatics became Paul’s focus and he quickly started entering competitions, though at a stage of licence normally reserved for keeping the aircraft on an even keel. “It was always aerobatics. I even competed at my first competition on my GFPT. I didn’t have my unrestricted licence to fly to the competition at Parkes so I couldn’t fly the aeroplane to the comp, but I could fly it once it was there. That was in the Pitts S2A.” Balancing slim available finances with flying led Paul to move through the competition ranks, culminating in
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COVER FEATURE
Paul Bennet - Australia’s Aerobatic Maverick
Inverted or upright It’s all the same to Paul.
his winning the unlimited category at the national aerobatic championships in 2009, as well as the Phillips Cup. This then led to doors opening in the world of airshow performing, which Paul grabbed with both hands. “I started doing airshows, building relationships with organisers and learning how to put together a show that really appealed to the audience. This is what led me to buy the Wolf Pitts, which is the best aircraft I’ve ever bought. “I wish I could have bought it sooner but I couldn’t afford it. It’s a one off built by Steve Wolf and it’s the highest performing aerobatic biplane in the world.” Paul followed the aircraft as it was being built through his friendship with its original owner, US aerobatic pilot Wyche Coleman. It never appeared on the open market and Paul was able to secure the aircraft through this friendship. “When I bought it I went over and did some flying with Wyche to get on top of the aircraft and did a bit of training with Bill Stein. I certainly learned a bit from those guys. When I came back, I practiced really hard to put together a show. I guess
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it’s the best thing I ever did.” From those initial steps into Australia’s small airshow industry Paul has been able to grow his business, with Paul Bennet Airshows now providing a onestop-shop for organisations and councils across Australia to hold airshows, with Paul’s company handling all of the CASA approvals. “I continue to work really hard to ensure the aircraft pay for themselves and that the airshow business complements my long established fibreglass business.” “When I started the airshow business in around 2008 there weren’t that many airshows being held. People had the impression that an airshow was too hard to organise, with too much red tape. I guess that’s around the time the CASA application process had become a lot more detailed than before with detailed risk assessments and the airshow pilots being required to submit a lot more information about their experience. Organisers had trouble getting the information from pilots who just wanted to turn up and fly and insurance issues became more difficult. It was just a lot
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of work to get an airshow off the ground. “What we’ve tried to do is simplify it for the organisers. We go to them with a package where they just have to organise the field and put up the fences, organise the toilets, make sure there’s food, we’ll deal with CASA’s approval process and the other display pilots. We have built a great relationship with those in CASA so we are trying to make it as easy as possible for towns to organise an airshow, be it the council, the local airport management or the aero club.” Apart from the aerobatic machines that wow the crowds, Paul also operates a Grumman Avenger, Trojan, YAK52 and a CAC Wirraway, giving his airshows the attraction of warbirds as well. The provision of his organizational service has seen Paul and his Operations Manager, Glenn Graham, in the last 6 months submit more airshow applications in Australia than all of the other organisers put together. His growing local airshow skills have seen Paul’s company make the jump into the overseas market, with China and South Korea now a major focus.
“China is a big thing for us. We’ve done a deal with the Aviation Corporation of China (AVIC) for four years, beginning last year. In 2015 we took the Pitts Specials over and did four shows while this year we sent the Pitts again and another two containers with five more aircraft. We have the three Pitts’, two Yak 52s, the Rebel 300, the Pitts 12 and a Lancair 320. “We are trying something a bit different, which they are happy to run with. I have brought additional pilots on board including Richard Hood from NZ and former Australian aerobatics champion Nigel Arnot, and a new young gun Ben Lappin. We’ve even painted up the Lancair to look like one of the aeroplanes from the Disney movie Planes, which we hope the Chinese kids will love.” Flying in China has provided Paul and his team with an airshow audience far larger than can be found anywhere else in the world, something that is taking a little getting used to. The airshows are unbelievable. They get up to half a million people there.
There are people everywhere. It’s nothing like airshows here, where 50,000 is a huge crowd. The amount of people they put in an area is amazing,” he says. “It’s great performing over there. You know they haven’t seen anything like it before and you know they appreciate it. They give a fantastic reaction and treat you like royalty.” Yet with all of his team’s success in growing an untapped market within the airshow industry, Paul is aware that some people within aviation don’t view him with the same fondness as the airshow crowds. Paul sees this as disappointing. Australia is very different to America regarding success. In the US if you are doing well and you are making a name for yourself they encourage you. There’s a junior guy over there, Sammy Mason. Sean Tucker has taken him under his wing and he’s promoting him and people are getting behind him. “It seems that In Australian aviation, when you are good at what you do and put your heart and soul including every penny you’ve got into it, someone will knock you. Not everyone, because there
are a lots of people who appreciate the hard work, but sadly in aviation there always seems to be those few that don’t share the same passion and knock you for promoting yourself and your cause.” Back at Maitland airfield the air is still. In the late afternoon light the sound of a high revving aircraft engine gets louder and louder. With almost no audience to enjoy the spectacle, Paul is blasting down the runway in a high sideslip, smoke billowing behind and hanging in place long after the Wolf Pitts has climbed back into the sky. Practice makes perfect and Paul Bennet is a pilot who seems to enjoy the quest for perfection. n
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FEATURE
Luskintyre - The Tiger Moth Factory
Photo: Mark Smith
The Tiger Moth Factory
One of Luskintyre’s award winning Tiger Moths.
A small airfield in the Hunter Valley is home to a workshop that takes very old aeroplanes and makes them new. Mark Smith visited Aircraft workshops can be noisy places with rivet guns pounding and die grinders whirring. The smell is of oil and avgas, with good old aluminum sheet everywhere. Which is why the hangar of Luskintyre Aircraft restorations is so different. It’s filled with aircraft made of wood, wire and fabric. The tools on the benches have more in common with boat building - hand planes and mitre saws sit with wooden offcuts. In a finishing room at the back, the smell of aircraft dope, familiar to pilots and engineers 50 years ago, wafts out of an open door. It’s a step back in time to a simpler era of flying, one the young owners of the business, 37-year-old Matt Webber, is passionate about keeping going. The second generation LAME took over the business from restoration legend Ray Windred and has kept the tradition
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and skills alive. “I have always had a passion for vintage antique aircraft and warbirds.” he says. “To me it’s more about building a structure, covering a structure and painting a structure. In this workshop we can be doing woodwork one day, metalwork the next, another day building an engine, and then test flying what we’ve created. It’s completely different to 95% of workshops that just service aeroplanes. “Wood is such a brilliant material to work with. I love it. It’s really satisfying to start with nothing but bare timber and when you are finished you have a beautiful aeroplane you can fly.” Anthony Ogle is another engineer who has chosen to devote his working life to keeping the old skills of aircraft building alive. A former airforce maintenance engineer and lifelong scale aeromodeller,
he says he never envisaged he’d end up working in a workshop like Luskintyre. “I did not think in a million years I’d be rebuilding 80-year-old aeroplanes, compared to working on 10-year-old metal military machines in my previous life. This is much more satisfying because you get to see something you’ve helped build, actually fly. You put your own passion and effort in and it shows,” he says. “I’ve loved old aircraft since I was little and so I’ve basically swapped metal for wood, from getting greasy hands to sawdust in my hair.” He laughs. “It’s a much better smell.” While Anthony is happy restoring the classics that come across his workbench, he hasn’t got around to learning to fly. “I’m going to get my licence eventually but I prefer building to be honest, and watching someone else fly. I get just as much satisfaction out of it,” he says. The profile of owners who bring a project to Luskintyre is also interesting, with many feeling the history of the aeroplane being restored is as important as the actual aircraft. “It’s fair to say the people who get us to restore their aeroplane are romantics. Nearly everyone has pictures of their aircraft in its heyday 40, 50, 60 years ago or they have pics with all of the various owners. They usually have the full history of where it lived, what type of flying it did and what component was changed and when,” Matt says. “For example the Fox Moth we’ve restored, we know it’s formerly RFDS – it would have saved people’s lives and it was flown around Australia.” The unique nature of work undertaken means finding engineers who can do the job can be hard. “We have huge trouble getting engineers who can do this sort of work. We have 14 staff and we have six licensed engineers but still need more experienced people. We are forced to knock back work and we are booked up for a couple of years,” Matt says. “Half of our work is actually for other workshops all around Australia, New Zealand, the UK, USA, and South Africa. We do a lot of wings and fuselages for international customers.” Matt started flying at 14, gained his licence at 16 and continues to enjoy test flying the aircraft that come under his company’s care. The airfield itself is a 300
acre all over field in the style of prewar landing fields, with magnificent scenery across the Hunter Valley. This is what
makes it such a mecca for owners who love having a wheel under the tail, fabric on the wings and wind in their hair. n
Matt Webber with a Fox Moth undergoing rebuild.
Wood is the preferred building material.
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SAFETY
What to Wear, What not to wear.
What to Wear to be Safe in the Air The Bushby Mustang I used to fly had the fuel tank immediately behind the instrument panel – that’s 50 litres of avgas in my lap.
Not quite general aviation apparel but super safe
People don’t look at the clothes they wear when flying as a safety tool. Mike Dalton thinks they should. Look around at pretty much every airshow these days and you will see a plethora of suave-looking hotshots swanning around the apron wearing one of those super cool looking flight suits. There’s green ones and blue, grey and black and the odd tan coloured one as well (no one seems game to wear bright orange) and once in the cockpit, gloves and a flight helmet or “bone dome” usually round out the costume. Really the only thing missing is the waxed handlebar moustache and an air raid siren wailing in the background. We often jest about those wearing flight suits and the rest of their costume, but they are a truly practical garment to wear in the cockpit and they do add a significant safety benefit. But why is their use limited to just the warbird community and the professional pilots in emergency services? Why don’t all pilots wear them
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as a matter of course? Is it because we see them purely as part of the costume rather than sensible, practical safety clothing? I wear a green one when flying a trusty PA28 on duty for the Australian Air Force Cadets because it’s the required uniform but otherwise I try to dress sensibly and with personal protection in mind. Generally speaking, you are more likely to have an accident driving to the airport these days than actually going for the flight. But in the air we are exposed to a different level of risk than on the roads and the results of an accident can potentially be worse, so I think we should give it a bit more consideration. Also while they are becoming more available as time goes on, the vast majority of our time in the cockpit is sans airbags unlike when we are in the car and if we experience a fire in the car we can generally pull over to the
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roadside and get out. The aeroplanes we fly present different risks in terms of potential injury. The Bushby Mustang I used to fly had the fuel tank immediately behind the instrument panel – that’s 50 litres of avgas in my lap; my Cessna 195 has the wing carry through right behind my head and the Birddog I fly from time to time has a swag of radios and other military gear either side of my head. I always fly the “Dawg” with a bonedome but not the 195 which arguably has just as much potential for a head injury, especially if she were to go over on her back during an emergency landing. Interestingly the pilot that test flew my 195 after its import wore a bonedome exactly for that reason! So what can we do to protect ourselves short of the full Biggles garb? With fire in mind, the first thing is to
choose your clothing carefully. The fire resistant clothing available outside of the aviation market is expensive and frankly not that attractive so 100% cotton or wool is the go and not just on the outer layer. A synthetic t-shirt will stick to you like glue
under your cotton shirt and under your nomex flight suit for that matter. Good ‘ol denim jeans are hard to beat and a merino pullover will be warm and lightweight as well as being as fire tolerant as you can get without nomex. It goes without saying that long sleeve shirts and pants are a must as is quality leather footwear. T-shirts and shorts (even if 100% cotton) are inadequate as are thongs, synthetic footwear or, god forbid, bare feet! Nomex gloves are a wise investment, should not send you broke and are now available with pads on the fingertips so you can still use your iPad. I’ve done some web surfing to see what clothing is available for pilots and what is available is either very expensive or downright scary. The traditional white pilot shirt widely used by charter pilots and instructors is 65% polyester and those blue flight jackets worn on top of them are 100% nylon – what a combination and I strongly urge pilots not to wear them! I did find nomex shirts available, although not aimed at pilots. But at $48 for a t-shirt, $220 for a long sleeve shirt and $383 for a pullover my shopping cart was starting to look a tad like a visit to an Armani store. Protecting your head is a bit more of a challenge inasmuch as it will cost you real money. The cheapest option I’ve found enables you to click your headset into a helmet shell and starts around $USD210 from Spruce. They don’t look as substantial as a full helmet but an old mate who flew 10,000hrs aerial ag used one for years and swore by it. Moving up the scale somewhat, something like a
Gentex HGU/55P will set you back around $1200 and then more expensive again is your MSA Gallet range. Helmets in a lot of cases are simply impractical and in many aircraft are probably overkill. That said, you should carefully assess the likelihood of head trauma in the event of an accident and wear one if the risk is high. Many modern homebuilts have a bubble canopy and not much rollover protection – the aforementioned Bushby Mustang had no protection whatsoever and in hindsight a helmet should have been a must for me. At the other end of the spectrum, the Chieftain I flew on charter ops presented much less risk in terms of cockpit obstacles and the most likely accident I would face in that was a wheels up which would be unlikely to cause me a head injury. So there are a few considerations for personal safety that we can look at if the full flight suit and helmet doesn’t appeal. But in actual fact, from a fire risk perspective at least, the flight suit option (with gloves) is actually the cheapest, most practical and most effective way of providing a level of personal protection in the cockpit regardless of what we fly. Remember however that Nomex flight suits and fire protective clothing will not necessarily save you from burns in a fiery crash. But they should give you more time to get the door or canopy open and clear the aircraft. PS: don’t forget what your passengers are wearing – they’re just as important as you are especially, according to my daughter, your children. n
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AIRCRAFT REVIEW
The Diamond DA-62. A Polished Gem for Modern Flying
Star Wars styling - the DA62.
A Polished Gem for Modern Flying Phillip Reiss flies the DA62, and likes what he sees. “Sleek, predatory, futuristic – the Diamond 42 would look at home on the set of Star Wars”. Those were my opening words in my flight review of the DA42 written in November 2014. Standing on the ramp outside Hawker Pacific’s hangar the Diamond DA62 has even greater ramp presence. Like a sculpture in composites, the silver and dark grey colour scheme highlights its smooth shaped surfaces, only achievable through composite construction, and the shadows cast by the late winter afternoon sun further enhance the sleek first impression. The DA62 has ramp presence in spades. Futuristic, sculptured elegance, there is no mistaking a Diamond DA62. It has
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a no-compromise purposeful look from every angle. The DA62 is a much larger aircraft than the DA42 with a 257kg increased ramp weight, plus increased wingspan, overall length and height, but the significant increase is in cabin size. The DA62 is now a comfortable six/seven place aircraft that will have great appeal for business travel and has the roomiest cabin in its class, plus there are two spacious baggage compartments in the nose. In my DA42 article I wrote about Diamond’s genesis from Dimona motor glider production in 1981 when Hoffman Flugzeugbau was formed, to Diamond Aircraft Industries in 1996, which now produces Diamond aircraft at Wiener
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Neustadt in Austria. Their design philosophy has been one of constant innovation; developing aircraft that are unique yet ideally suited for their designed role. The genealogy of the Diamond product line is very apparent in their designs from DA20, DA40 to the DA42 and now the DA62, they are distinctive aircraft. Long glider-like high aspect ratio wing, winglets and tapered minimal aft fuselage, are common so there is no mistaking the heritage. A complete departure from the cabin class competition where efficiency is often compromised for comfort, Diamond in their DA62 have prioritised efficiency without sacrificing comfort. Where they have compromised is in entry and egress.
The development of the DA62 has been an evolutionary process from the DA42. Offering more space and prioritising comfort and utility, Diamond compare the DA62 to a luxury automotive SUV. I don’t consider this to be an apt description as the SUV is a far cry from the aerodynamic efficiency of the DA62, however there are some design characteristics that could be comparable: fold down second and third row seats and three large gull wing doors to accommodate bulky items enable a variety of passenger and baggage loading options and provide greater flexibility for almost any mission. There has been a marked trend away from twin-engine aircraft. In 1970 there were more than 30 different piston twins on the market, today there are only five significant twins and besides the DA62, only the Beech Baron G 58 and Piper Seneca V have more than four seats. A number of factors have driven this move away from twin-engine aircraft, not the least of which is the ever-rising cost of Avgas and increasing difficulty of obtaining supplies in remote areas. The modern high performance single-engine aircraft offers the same performance at significantly reduced cost and fuel burn. The safety factor has not been as great a concern with improved engine reliability and the full airframe parachute fitted to the Cirrus leading many buyers to conclude that the complexity, cost and skill level needed to handle an engine failure in a twin cancel out the safety case for the second engine. Diamond is to be congratulated in waking up this end of the market, creating a fuel efficient, roomy, dieselpowered aircraft burning less fuel than the competing singles in a safe, simple to operate twin that can use readily obtainable and less expensive jet fuel. CONSTRUCTION: Diamond’s build quality is excellent, which is a contributing factor in keeping maintenance costs low. The wing spars are a massive twin carbon fibre layup and the fuel tanks are installed in removable aluminium cells located between the spars. This protective set up goes a long way toward explaining why there have been no tendency for post crash fires in Diamond aircraft involved in accidents. The cabin and cockpit design is similar to that employed in Formula 1 racing cars with a bathtub arrangement of the
Big doors for access.
Garmin panel.
passenger pod affording crash protection. The trailing link retractable undercarriage is hydraulic, an electrical pump drives the landing gear actuators, and the landing gear can be extended manually by pulling the manual gear extension handle which bleeds off hydraulic pressure allowing gravity to extend the gear. Springs assist the hydraulic system in gear extension and locking the gear in the down position. SYSTEMS: The Diamond DA62 is equipped with two of their in house developed Austro Engine AE330 turbocharged common-rail injected 2.0 litre diesel engines developing
180HP. This does not seem a lot of power for an aircraft of this size, however HP is not as important as torque and the torque developed by diesel engines enables a greater propeller pitch which is ideal for aircraft performance. The DA62 is equipped with threeblade Scimitar composite propellers designed to convert that diesel torque into performance. Each engine is liquid cooled. The liquid cooling system consists of a radiator (coolant heat exchanger) and a bypass to this radiator. The bypass operates when coolant temperatures are low, which allows the engine to warm-up quickly.
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The Diamond DA-62. A Polished Gem for Modern Flying
AIRCRAFT REVIEW
70 weather and Avidyne DAS 600 traffic advisory system, one could argue that the DA 62 is the most capable and easy to fly twin piston engine aircraft currently available.
The DA62 is an all-electric aircraft with no vacuum systems. The main battery is 24V and there are back up batteries for the ECUs and Garmin 1000 while dual 70 amp alternators provide current after starting to power up all systems and recharge the battery. Fuel selector valves, one for each engine, are on the centre console behind the power levers. The positions are ON, CROSSFEED and OFF. During normal operation each engine takes the fuel from the tank on the same side as the engine. When cross feed is selected, the engine will draw fuel from the tank on the opposite side to extend range and keep fuel weight balanced during single engine operation. Main fuel tank capacity is 50USG while the auxiliary tank fuel capacity 36USG and is accessed via left and right auxiliary fuel pumps transferring fuel to the main tanks. The flight manual recommends transferring fuel from the auxiliary tank when each main tank is 15USG or less. The switches to do so are behind the elevator trim wheel on the centre console and are used to activate the auxiliary pumps. The fuel level switch shuts off this pump automatically when the auxiliary tank is empty. During operation of the pumps
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an advisory alert on the GarminG 1000 indicates fuel transfer is in progress. Optional equipment on VH-DNU includes built-in-oxygen, air-conditioning and TKS icing protection, (Diamond are awaiting certification for flight into known icing). The DA62 boasts outstanding fuel economy from its twin 180HP Austro AE330 diesel engines. At 14,000ft with 75% power set, fuel burn is 14.8 USG per hour for a true airspeed of 178kts. At maximum cruise power 95%, cruise speed is 190kts for a fuel burn of 18.5 USG per hour.For the buyer who operates IFR and at night, over water or mountainous terrain, and wants the comfort factor and systems redundancy of the second engine this is almost the ideal aircraft. An outstanding feature of the DA62 is how simple this aircraft is to operate, with none of the complexity that usually accompanies twin-engine operations. Turn on the master switch, followed by engine masters on, then hit the start button and the engines come to life in an instant. The dual channel full authority engine controls (fadec) manage the rest: your only job is to monitor the oil pressure and as long as the gauges are in the green you are OK to go. Pre-take off run up procedures are
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equally simple. Set the parking brake and manually select the A and B channels of the electronic engine control units (EECU) to ensure both are on line. Then push and hold the engine run up buttons (voter switches in Diamond parlance) and the AE330’s fadec computers do the rest; automatically increasing power to 1950rpm while performing a number of health checks including cycling the props. The power levers don’t move and there are no prop levers to cycle. If no fault message appears on the Garmin 1000 PFD on completion of the test you are good to go. Earning a multi-engine rating in the DA62 will be easy. Should an engine fail at any stage during flight the EECU units will automatically feather the propeller. There’s none of the six lever juggling, dead foot dead engine dance required in most piston twins - just maintain direction with rudder, clean up gear and flaps, then trim, reducing the operational complexity and chance of misidentifying the failed engine. Equipped with the Garmin G1000 Integrated Avionics System with synthetic-vision technology (SVT) and electronic stability protection (ESP), plus the three axis GFC 700 Automatic Flight Control System (AFCS), and Garmin GWX
COMFORT: The step up onto the wing although aided by a step and handhold is quite high and may present a bit of a problem for older passengers. Entering the cabin requires doing things in the right sequence, though it’s not hard and convenient handholds are provided. You step down into the well of the cabin, and reverse the procedure for egress. After initial instruction and following the correct sequence it becomes easy and is a small price to pay for the crash protection of the bathtub safety pod. The DA62 has the same centre control stick as the DA42 with throttle placement and cockpit display also similar. The seats are leather with seatback adjustment, but no fore and aft adjustment, which I am told is to keep pilot and co-pilot within the roll cage protection area. Rudder pedals are adjustable fore and aft electrically to accommodate varying pilot leg lengths. As I noted in my review of the DA42, I found the control stick position to be a too low and too close for my liking and it took a bit of adapting to get comfortable. I found resting my forearm and wrist on my thigh was the most comfortable way to fly the aircraft. Where airline manufacturers Airbus and Boeing have adapted the side stick, as has Cessna in their TTX and Cirrus with their side yoke, freeing up space in front of the pilot, I wonder why Diamond persist with the centre control stick. The centre control stick obstructs what is a very roomy cockpit restricting space for charts and iPad on the lap. Though the seats are very comfortable with good lumbar support, the close proximity of the centre stick will require careful organisation and a minimalist approach to charts and other paraphernalia. This is my only criticism of the cockpit, which is otherwise roomy and very comfortable. VH- DNU, Hawker Pacific’s demonstrator, is optioned with air-conditioning (a must in our climate), TKS de-icing which is pending certification for flight into known
icing, TAS 600 traffic advisory system, Garmin weather radar and ADS-B as well as a built-in oxygen system. With optional equipment as fitted, VH-DNU’s empty weight is increased 110kg to 1700kg. Full fuel payload is 340kg or four average sized adults. Is it a seven seat aircraft? Yes with reduced fuel load and a mix of male and female adults and children or teenagers. There is ample room in the front and middle row seats, but the rear seats would be cramped for two adults. Diamond advises that the rear seats are only suitable for persons no taller than 5’8”. Of course this is the trade off in most aircraft, range versus payload, however the flexibility of the DA62 cabin configuration plus the fuel efficiency of its Austro diesels, enable a number of optional configurations, making their aerial SUV claim valid. PERFORMANCE/HANDLING: Due to other demonstration commitments our flight took place from Bankstown in the late afternoon. I found the aircraft easy to taxi with the steerable nose wheel. The extra weight over the DA42 was very apparent with a heavier feel to the nose wheel and a little more break out power required to get moving. The engines are very quiet which, along with air-conditioning, make
for a very comfortable environment both on the ground and in flight. Completing the pre-take off checks we were cleared for take off at 1615 from runway 29 straight into the low winter sun. Fernando in the right seat did his best to set up the sun visors (unsuccessfully), which prove to be a complex system that folds down from overhead after releasing Velcro straps. Take off is allowable with either flaps up or with T/O flap selected. VMC is 76kts flaps up or 70kts with T/O flap. Recommended rotate speed is 80kts rotating to 8 degrees nose up for a smooth lift off, which requires significant right rudder. There is a note in the Flight Manual - Flight Characteristics which says: “The DA62 is to be flown with the feet on the pedals, meaning that coordinated flight in all phases and configurations shall be supported by dedicated use of the rudder and ailerons together.” I recall being caught out previously on my flight evaluation of the DA42, so was forearmed, however I did tend to drift right when airborne. Of course my excuse was the sun and problem with the sun visor! With gear up and climb speed stabilised initially at 96kts, rate of climb was 1300fpm. Accelerating to 110kts for better
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The Diamond DA-62 A Polished Gem for Modern Flying
AIRCRAFT REVIEW
Modern cockpit for a modern age.
visibility the climb rate was 1100fpm. Clear of the training area, tracking towards Bathurst, we climbed to 7500ft to carry
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out some general handling manoeuvers. The DA62 has a solid big aircraft feel with a solid ride through turbulence.
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Hand flying is a pleasure, with judicial use of rudder needed to counter some slight adverse yaw. Balanced flight indication is via a pyramid shaped icon on the PFD, rather than the traditional ball. I found myself chasing it a bit initially, but quickly adapted to the presentation. General handling is excellent with wellharmonised controls. Exploring steep turns past 45 degree bank angle brought the Electronic Stability Protection system into play, nudging me back within the normal envelope, which is a great safety feature that will remind a distracted pilot to pay attention and possibly prevent loss of control. The engines rotate anticlockwise therefore with one engine inoperative the left engine is the critical engine, however engine-out handling is benign with either engine shut down. We shut down the right engine, a non-event, the propeller going into automatic feather, my only task to maintain directional control and wind in some rudder trim. The aircraft was as easy to fly on one engine as it was on two and with a single-engine service ceiling
of 13,000ft, management of an engine failure should be a non-event. Blue line best engine rate of climb speed is 87kts. Engine shut down in flight is limited to a maximum of two minutes to avoid excessive cooling. Restart was instantaneous, simply a matter of selecting the engine master switch to the on position. As expected, stalls were benign at 7500ft. I explored both clean and landing configuration stalls with the break clean coming at 74kts indicated and in landing configuration with gear down and flaps at 70kts – nothing dramatic, just a slight wing drop. Due to time constraints I was unable to explore cruise above 7500ft. Diamond recommend 75% power for normal cruise, but power settings above 75% are allowable. Max continuous power is 95%. At 7500ft, power settings are 85% TAS 177kts, 95% TAS 185kts. These figures correspond to performance charts in the Flight Manual, so I conclude performance expectations published by Diamond as follows would be met. Diamond claim 171kts TAS at 12,000ft with a fuel burns of 14.8 USG/hr and 190kts TAS at 95% power with a fuel burn of 18.5 USG/hr. Gear extension speed limit is 205kts indicated so descent and slowing down for circuit entry is not a concern. Another plus for this versatile twin is its 25kt demonstrated cross wind component with full flaps, along with sturdy forgiving trailing link undercarriage, which is very forgiving on landings and circuit work. We returned to Bankstown for a landing on Runway 29C directly into the setting sun. I was able to maintain the approach speed 90kts to within 2kts despite a repeat of our departure dance with Fernando unsuccessfully trying to adjust the sun visor. The landing was good if not quite on the centre line, a tribute to this aircraft’s forgiving handling rather than any skill on my part. Our total time from start to shut down was an hour and five minutes, I would have liked more time to fully explore the DA62’s capabilities, however I did appreciate and enjoy the flight and came away impressed by the capabilities of this aircraft.
CONCLUSION: The Diamond DA62 is an innovative design with advanced aerodynamics and diesel engine technology derived from the Mercedes B Class automobile engine. With advanced systems and technology one would expect a degree of complexity in operations, but this is not the case – the aircraft is dirt simple to operate and fly. A private pilot transitioning from a single engine aircraft would have no problem safely operating this roomy and versatile twin. Diamond still have some certification
hurdles to overcome. Engines are life limited at 1000 hours but Diamond is working toward a 2400 hour TBO. Other required engine maintenance items are an inspection of the generators at 300 hours and replacement of the high-pressure fuel pump and inspection of the twomass flywheel at 600 hours. Diamond is confident that inspection hours for these items will be extended. Would I buy one? Yes, in a heartbeat! I just need to win Powerball. The price quoted for a standard DA62 is around $1.36 million (920,000Euros). n
FACT BOX SPECIFICATIONS DIAMOND DA 62 Engines
Austro Engine AE330 turbocharged intercooled Common-rail injected 2.0 litre diesel
Horsepower
180 HP
Propellers
MT three blade constant speed Scimitar composite
Airworthiness Category
Normal & utility
Length
9.19m (30 ft 2 inch)
Height
2.92 m (9 ft 3 inch)
Wing span
14.55m (47 ft 9 inch)
Empty weight standard aircraft
1590 Kg (3505 lbs)
Maximum takeoff weight
2.300 kg (5,071 lbs)
Useful load
710 kg (1,565lbs)
Fuel capacity, useable
576 litres (86 usg)
Fuel
JET A-1 PERFORMANCE
Take off distance ground roll 2300kg
480 m (1574 ft)
Take off distance 50ft obstacle 1760 kg
883 m (2897 ft)
Landing distance ground roll
441 m (1447 ft)
Landing distance 50 ft obstacle
779m (2556 ft)
Rate of climb, sea level MTOW
1,400 fpm
Maximum operating altitude
20,000 ft
Single engine service ceiling
13,000 ft
Single engine rate of climb at SL
288 FPM
Maximum speed
200 kts
Cruise speed at 95% 12,000 ft
190 kts
Cruise fuel consumption at 75% 12,000ft 56 litres per hour (14.8 usg per hour) Stall speed, full flaps
69 Kts CAS
Maximum demonstrated crosswind
25 kts
Range, at 60% 45 minute reserve
1283 nm
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The Hornet STOL - Australia’s Flying Farm Truck
AIRCRAFT REVIEW
Photos: Mark Smith
Companies like Australian Aircraft Kits show that Australia can produce world class aircraft that fit into niche markets.
Australia’s Flying Farm Truck Farm vehicles need to be built tough, even if they fly. Mark Smith takes a look at one that takes the farmer where he needs to go, quicker than the ute. Beauty is always in the eye of the beholder, though at times looking beyond the surface is important if one is to appreciate true ability as opposed to skindeep aesthetics. Thankfully aeroplanes don’t have feelings to hurt so we can always get away with saying a design looks workmanlike, boxy or just plain ugly. The Hornet STOL doesn’t fall into the plain ugly category but it certainly isn’t as pretty as designs like the Cirrus. But a Cirrus isn’t built to fly with a load of tools
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in the back to fix a bore 40km away on the other side of a farm, nor can it land in 150m on a rough track. Form follows function. Ole Hartman designed the Hornet after working with STOL pioneer Nestor Slepcev on the famous ¾ Storch. “We started Australian Aircraft Kits in 2003 building kit aeroplanes from the US as a hobby, but that involved designs that weren’t really suitable for the Australian market,” he says in his hangar/workshop at Taree airfield.
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“We tossed around some ideas and came up with our own design for the original Hornet in 2004, which we took to Narromine and won the most innovative design award. It just snowballed from there as we’ve improved and improved the design, listening to what customers want.” The Hornet is a side by side two place all metal aircraft with a large cargo space in the back. Optional hard points can be added to allow for loads, such as fence posts, to be carried underneath.
Sturdy and purposeful. The Hornet waits to go flying.
“80% of our customers would be people who work on a station or in an agricultural environment, and would use the aircraft as a workhorse. They can check the bores and the fences, do stock spotting and, if they are qualified, the mustering. And they do 2000 hours in four years at about $70 per hour. That’s the Hornet STOL. “It’s a modular aircraft. For example the wings come in different configurations. You can get huge flaps so you can fly at 30knots or you can have a standard wing that will do 40 to 85 knots. There are different undercarriages available. It really comes down to what the client wants to do with the aeroplane.”
Large cockpit with great visibity.
Power for the Hornet comes from a choice of the reliable Rotax 912, 912S and 914 turbo, or the Lycoming 0-320. The test aircraft has the Rotax 914 Turbo, promising a good demonstration of the short take off characteristics of the design. Ole points out the rugged design features that make the aircraft so popular with pilots on the land. The huge door behind the seats opens up to the wing, allowing for bulky cargo to be easily loaded. There is a modification to allow a seed hopper to be carried in the cargo area for aerial seeding. An optional sealed long box that goes the length of the rear fuselage allows
light, long objects, like fishing rods to be carried. The cockpit is quite roomy, with harnesses as standard. The Rotax hums to life and it’s time to taxi towards Taree’s grass runway 12. The ride was very smooth though it was fascinating to watch the industrial strength trailing link undercarriage riding the bumps. The view forward is limited with the nose being deceptively longer than it seems from the outside. It feels a lot like a PC-6 Porter, without the turbine buzz. Wind was about five knots straight down the strip, the temperature was 18C and our take-off weight was about 570kg.
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The Hornet STOL - Australia’s Flying Farm Truck
AIRCRAFT REVIEW
Ole Hartman, head of Australian Aircraft Kits.
Superb visibility
The flaps are electric and operated by a switch on the instrument panel. With takeoff flap set, full power saw the tail lift at about 25kts, closely followed by a lift off at around 35kts. Ole cautioned me to hold the nose down a touch to let the speed build up and with 50kts indicated we were climbing at about 800fpm. The take-off roll was about 150m. The flight attitude in cruise is very nose down and the visibility through the front and the huge door windows is beautiful. 5000 rpm produces
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an 80kt cruise at 3000ft, confirming the book figure of 85kt at 5000ft. Level the wings, power back and holding the nose up produces a benign stall at around 35kts, though the scale of the ASI is hard to read at such low speeds. With the fat wing and big flaps the Hornet is just made for loitering. Bringing the power back to 4000rpm with full flaps deployed and the speed comes back to a leisurely 45kts indicated, still 16kts above the full flap stall speed. Steep turns
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were easily achieved in this configuration, with rudder needed to keep everything balanced. Levelling up for another stall saw the aircraft giving the impression it was stopped in the air and again it was hard to actually read the ASI at such a low speed, but certainly below 30kts. Flying the circuit is easy with the big windows and Ole suggested 60kts on downwind with a stage of flap, keeping the circuit tight. Turning base and we were still high even with full flap so Ole demonstrated the great side-slipping ability of the design. Over the fence and touchdown seemed to be incredibly slow and we pulled up in about 120m with the undercarriage again smoothing out the bumps. The Hornet STOL and its smaller sibling the Hornet Cub are structurally compliant with FAR 23, and are built to ASTM standards for LSAs. This brings to light an example of the bureaucratic hurdles placed on aircraft manufacturers by CASA. “We are not producing a certified aeroplane nor are we a certified manufacturer in CASA’s eyes yet that’s the standard we work to. This means our aeroplanes go to England or New Zealand and they can go straight on their register whereas in Australia it’s very difficult.
In New Zealand they can use an aircraft we produce here for hire and reward in a flying school which you can’t do in Australia unless you go through all the rigmarole to become a CASA approved manufacturer and to have all the things in place to produce an approved LSA aeroplane with all the boxes ticked. If we did that we’d never recoup the money,” Ole says. “I was working for Nestor Slepcev when he was building the Storch and went through all the work involved in creating an aircraft and a factory CASA approved of. We basically had three CASA blokes working for one year going through the whole rigmarole in order to produce 20 VH-registered Storches, which Nestor never recouped the money from.” Ole started flying at 14 and still flies both hang gliders and paragliders competitively. He also does his own test flying on all of the company’s products and new designs as well has holding an unrestricted RAA level 2 maintenance authority. He also maintains other RAA aircraft and Australian Aircraft Kits is an approved Rotax service centre. This brings to the fore another issue with CASA. “I’m trying to get CASA to allow me to get an unrestricted rating to work on LSA aeroplanes on the VH register because that is really a problem. We have the situation where I can work on a Foxbat LSA in RAA but if there is a GA flying school flying the same aircraft on the VH register I’m not allowed to touch it even though the LAME who works on it hasn’t really got any idea of how to look after the engine. That’s dangerous. I’ve applied several times and nothing comes of it. Same as a VH version of one of our aircraft. I designed it and I built it, yet on the VH register I can’t look after it.” Companies like Australian Aircraft Kits show that Australia can produce world class aircraft that fit into niche markets. With sales moving forward, and new designs always being looked at, the so-called plain Jane of the aviation world is still beautiful when it’s doing its job, chasing livestock or landing on a postage stamp far away from the hustle and bustle of life, loaded with fishing and camping gear. That has to be good for the country. n
Hornet Cub under construction.
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A Cirrus, a Family and the Outback
TRAVEL FEATURE Simpson’s Gap, MacDonnell Ranges, Alice Springs
Photos: Bas Scheffers
A Cirrus, a Family and the Outback
The Flying family
Bas Scheffers packs the family up to create memories on a flying holiday Over the past few years I’ve hit a lot of my aviation milestones, but one had so far eluded me: a family holiday by private aeroplane. In fact, we’d never even flown with the whole family at the same time! With the July school holiday knocking at our door and RPT fares to places warmer than Adelaide beyond unreasonable, I proposed we fly the Cirrus to Townsville. When my wife then suggested we do an outback air safari instead, I knew I had married well. My daughter Evelyn, 8, hadn’t flown with me in years; she’d been apprehensive after mild turbulence made her feel sick on a longer flight in the SportStar. It was a real shame because she’d always loved going for a buzz, including some “rollercoaster flying” - some climbing and descending steep turns and zoom climbs followed by low-g push-overs - as aerobatic as you are
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allowed to get in a light sport aircraft! Luckily, the thought of seeing Uluru from the air was exciting enough to forget all about that and she was as eager as anyone to go. And so the planning began as there is seemingly an infinite number of interesting places to visit along the way. After a quick look at the map, including the excellent Pilots Touring Guide included in OzRunways, I decided to ask a few hundred friends and suggestions came pouring in as Facebook comments. Alice Springs, Darwin and Uluru were obviously a given. But in between we had plenty of stops to choose from. In the end we decide to start with refueling both the plane and ourselves at the iconic William Creek pub on our way to Alice Springs. So with our lightly packed baggage weighed, outback survival gear packed,
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PLBs tested and maximum fuel loaded we blasted out of Parafield, with Evelyn so excited the only option was to isolate the intercom so I could talk to ATC in peace! And we couldn’t have picked a better time to leave as in mere hours Adelaide would be overrun by some of the worst weather of the season, which we could see building from the west while speeding north at 150kts. Of course we made a small detour and descended to 500ft for a great view of Lake Eyre South, which had plenty of water in it and looked stunning in the soft winter sunlight. After a few orbits we headed west for lunch at William Creek. William Creek is an icon of the South Australian outback, reachable only by 4WD or air. It’s a popular stop for road trippers and pilots alike, thanks to the fuel available from local scenic flight operator Wright’s
Air. The pub is just a short walk from the airstrip and the food easily outclasses the lunch fare you’d expect in most suburban hotels. ALICE SPRINGS We’d booked three nights in a resort at Alice Springs, figuring it would be a great relaxing way to start the trip. So after landing and being welcomed by a friend who is now the chief pilot at the aeroclub, we picked up a car and headed to town. It took me by surprise just how big a tourist destination Alice is; much more so than other larger outback towns I’ve visited. There is no shortage of resorts, restaurants, historic sites and stalls at the weekly market. The kids really enjoyed the telegraph station, the reason for the town’s existence. A short drive out of town on bitumen roads there are plenty of
gorges and hills where you can enjoy the outback scenery by foot. If you’re planning an outback trip, it’s definitely worth using Alice Springs as more than a stop on your way to Uluru. MATARANKA STATION Built on the site of a thermal spring and the warm creek flowing from it is Mataranka Station, where we arrived for one night after stopping for fuel in Tennant Creek. It was also our first outback caravan park and I have to say, seeing all the brand new, gleaming (yes, they wash them on arrival) luxury 4WDs towing threebedroom McMansions made arriving in a 13 year old SR20 feel far less decadent than I thought it would be. We probably burnt a lot less fuel getting there too! But this is not a luxury resort - it’s just a caravan park with some cabins, small
shop and outdoor restaurant with musical entertainment at night. A great place to spend one night, float around in the thermal creek and be on your way again. Listed at 800m it was also the most challenging runway of the trip with surprisingly, and not listed, high trees at the end of it! The POH said it would be OK, but I was glad that I worked out on Google Earth that by starting my take off run on the dog leg before the runway I could get another few hundred meters. So by the time I hit the official start of the runway the ASI was already reading 45 knots and take-off was uneventful in front of the gathered crowd. COOINDA Cooinda, in the heart of Kakadu National Park was one of the great Facebook-friend suggestions. It has a great airstrip a short
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A Cirrus, a Family and the Outback
TRAVEL FEATURE
that doesn’t mean there wasn’t a lot to see from the air along the way! Flying out of HV8 we headed first to the Bungle Bungles, despite its remote location so popular with tourists that ERSA lists special flight procedures. We had to coordinate with no less than four other aircraft in the area before speeding off to Hall’s Creek to fill our tanks, and our bellies, at the local bakery.
Mataranka thermal creek
North of Uluru
walk from the large resort, which features a restaurant, shop and a great swimming pool the kids couldn’t get enough of. We spent two nights in the “Flash Camp” tents, which isn’t quite “glamping”, but close enough to it. From Cooinda you can do a few walks, join 4WD tours or go jumping croc watching from a boat on the river.
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On the first morning we went to do a scenic flight, but cut it short after the turbulence really was as forecast, with the wind tumbling off the plateau and onto the escarpment. So after getting some fuel in Jabiru we just spent the day by the pool again. I could get used to this!
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DARWIN Our next destination was only a 40 minute flight from Cooinda without any cloud for hundreds of miles. But as I was reading the VFR arrival instructions for Darwin, it seemed like too much hard work, so I filed IFR, made my departure call and let ATC take care of it. For the next two nights it was nice to just use the barbecue and kitchen facilities at the resort to cook ourselves breakfast and dinner while exploring the historic city by day. But what the kids were looking forward to the most was Crocosaurus Cove, a reptile zoo in the heart of town. While compact, it is really well done and we couldn’t drag them away! Home Valley Station A beautiful flight along the shoreline south-west from Darwin, featuring the spectacular sights of the Kimberly under a clear blue sky, brought us to Home Valley Station, or HV8 for short, located near the more well-known El Questro station. Arriving early, we had the afternoon to hike along one of the many marked trails leading from the station followed by some time at the pool. The food at Dusty’s Bar & Grill is phenomenal - a true gastronomical experience deep in the outback. After this stop, things sped up a bit with only single night stays on the way back south with the two main attractions along the way being Uluru and Coober Pedy. But
ULURU Our stop for the night was Curtin Springs, only a short flight to the east from Uluru, where the owner picked us up from the airstrip just before sun down after the required “low and loud, twice if you can” buzzing of the homestead so there is no confusion about us being guests, not just another scenic flight overhead. If you just want to see The Rock, Curtin Springs is a far more convenient and cheaper option than the Ayers Rock resorts. They offer decent food and rooms but other than that, there isn’t much to do there, so early in the morning we made the short flight to YAYE to refuel (they don’t charge the high landing fees for a short gas-and-go) before following the prescribed scenic route around Uluru in the still soft morning light. We can tick that one off the aviation bucket list now! COOBER PEDY The final stop was another icon of the South Australian outback: the opal mining town of Coober Pedy, famous for many houses simply being carved out of the soil. And of course for us that meant staying at the Underground Motel, whose owner was happy to pick us up from the airport. One night is certainly enough here to browse some of the opal mines and shops. On our way back to the airport the next morning I filed an IFR plan back to Parafield for one last flight over some great scenery, including Lake Gairdner. Touching down on early Wednesday afternoon, we concluded our 3200 nm trip in 22 flying hours over 12 days. The weather cooperated all the way and VH-OOQ never missed a beat. It’s an amazing way to travel and a real privilege to share it with my family on an unforgettable holiday. And the planned far-north Queensland trip that inspired this one? We’ll be loading up our trusty, comfortable and speedy Cirrus for that trip in autumn. n
OOQ at Mataranka
Kylie, Evelyn and Tristan enjoy sunset at Lee Point, Darwin
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Photos: Mark Smith
It’s not the cheapest aeroplane to keep flying but with five of us it evens out the bumps.
SNJ -The Trainer That Just Lives On
1940’s cockpit, with a few modern touches.
David Crowe is one of the owners of Caboolture’s classic SNJ Texan. Mark Smith met up with him. David Crowe had never owned an aeroplane when the opportunity came up to buy into a syndicate that operates a 1942 SNJ Texan. Even the way the chance presented itself would be seen as different by many, though in the airline flying world he was in at the time it possibly wasn’t that unusual. “Seven years ago I bumped into one of the Cathay guys in a bar in Taiwan who had a share in the SNJ at Caboolture. He told me it didn’t fit into his plans and he wanted to sell his share. I did some research and managed to convince my
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wife that it could be fun,” he says. At the time David bought into the syndicate he was a captain with Cathay Pacific on the A-330, with GA flying not really in the picture. “Before buying into the SNJ the only GA flying I had done was a small bit to get my command instrument rating for Cathay Pacific, years ago. Apart from that I hadn’t done any.” The Caboolture SNJ syndicate has five members - four Cathay pilots and a local engineer. David says syndication is a good way to operate such a costly
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aeroplane. “The syndicate makes it good. We all get on well together and we approach it in a very professional manner. It’s not the cheapest aeroplane to keep flying but with five of us it evens out the bumps. Plus we have excellent maintenance backup with Dave Kingshott. So overall it runs really well. “I fly it 20 to 25 hours a year. It has a standard airworthiness certificate so we can do joy flights, plus also displays at airshows, which helps with the bills a touch.”
Flying the SNJ is a skill that requires good training, a deft pair of feet and practice. In David’s early days flying the SNJ, he got caught out. “I once did a mini ground loop in her and I did wonder why I couldn’t control this aeroplane. Even then I was criticised for only doing a minor ground loop so you can’t win. “Like any aeroplane the trick is to stay way ahead of it. Coming into the circuit you have to make sure you know where everyone is and get yourself in a position where you aren’t overtaking. You want
to be planning well ahead of where you are and keeping speeds under control so that when you need to reconfigure to get the gear and flaps down, it’s all done smoothly,” he says. “So accurate flying, accurate speeds, accurate heights, knowing what the wind is doing and obviously don’t miss the checks so you don’t forget to do something very simple when you land. As you come onto finals make sure the runway is clear, so if you need to go around you have plenty of time. In a big tail dragger like this the one thing you
have to do is be on your game to keep it dead straight and don’t let it start drifting because the centre of gravity is behind you and it’ll really want to get in front of you quickly if you are not on top of it.” David’s flying career began in the RAAF, first as a 17-year-old academy cadet and then later on pilots course. His father was a pilot with the RAF during WWII, having learned to fly in Canada, and was the inspiration for him to become a pilot. “I suppose it boils down to my dad
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The SNJ Texan flies over the Queensland coast
David Crowe
because he was in the RAF during the war. He learned on the Harvard during the Empire Training Scheme. By the time he finished they had too many pilots so he spent a year and a half instructing on the Harvard. “He flew the Spitfire and the Typhoon, and after becoming operational on the Tempest was shot down two weeks before the war ended. So he was a POW for the last two weeks of WWII.” After emigrating to Australia, David’s father joined the RAAF as an air traffic controller, though he still flew occasionally as a co-pilot on the DC-3. Despite his father’s flying experience David’s first flight came when he joined the RAAF. “The first time I flew I was 17, as a part of motivational flying when I was at the RAAF Academy and it was on the Winjeel. It was August 7, 1972 and was in A85-07 and A85-22. A85-07 is now owned by two Cathay guys in Perth, and the second aircraft I flew, A85-22, is here at Caboolture. It was nice that when I came to fly the SNJ here I had to
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train up on 22 and still remain current on her. “I can remember my first solo as well and in fact I can tell you where the aeroplane is. The instructor who taught me to fly in the airforce, who is now a retired Cathay pilot, said after a period of flying ‘that was good enough, off you go and do a few circuits’.” After pilots course David was posted to the VIP squadron and flew Falcon 20s, before moving to the C-130H with 36 Sqn. His final airforce posting was with 33 Sqn on the 707. He then went to Qantas for three years as a second officer on the classic 747 and finally to Cathay Pacific, where he flew the 200, 300 and 400 series 747s. In early 1995 he transitioned onto the A-330/340s and flew those for the next 20 years. “I came off the 747-400 as an F/O to do my command on the Classic. With my Qantas conversion, Cathay conversion, then the 400 conversion and finally the command conversion back onto the Classic I did four jumbo conversions in six years.”
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David has enjoyed moving through various aircraft types in his career, giving him a perspective about the changes in aircraft technology. “It was fascinating sitting in the glass cockpits on the Airbus for a long time, and then you think back to the 747 classic. On one screen of the glass cockpit of the A-330 you have the green line for navigation, you have the weather painting, and now with TCAS you know where the other aeroplanes are. Plus you know exactly where you are all the time. “In the classic with its analogue steam driven instruments, you had your weather radar down here, you had some DDMI needles running around that you had to use to work out where you were, and you were listening out on the radio, trying to work out where you were in the sequence and all with a fairly basic autopilot. Your track wasn’t on a screen but in your brain. As I got older and enjoyed the new systems I’d think how did I ever do that, and could I do it again?”
Another asset on the older technology aircraft was the flight engineer. “Having the flight engineer on board in the tough times was very handy to have, but the manufacturers did say the aircraft have progressed where you shouldn’t need it. However you do notice the workload goes skyrocketing on the modern aeroplanes when something goes wrong. Having someone on board who is a technical expert on the aeroplane allows you to concentrate on the very important aspects of aviate, navigate, and communicate.” Now retired from airline flying, the SNJ keeps David airborne in a different way from his previous working life. “I fly this type of aeroplane for the challenge and the enjoyment. Operating heavy jets is also a challenge but in a different way: the planning is all coordinated for you, particularly the fly by wires. This one is stick and feet, keeping it balanced and trying to fly it nicely. “Plus it’s very satisfying when you do it well.” n www.aopa.com.au I AUSTRALIAN PILOT l OCT - NOV 2016
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Oshkosh Military re-enactors always add colour to warbirds events.
Warbirds Abound at Aviation’s Mecca Oshkosh is a must do for every pilot. Here’s a selection of warbird pictures to whet the appetite of even the most jaded aviation enthusiast.
A line up of Douglas Skyraiders
A Bell UH-1H‘Huey’ and Hughes OH-6A formate in a tribute to Vietnam veterans
First time at Oshkosh is P-51D, “Alabama Rammer Jammer” which completed restoration in August 2015
Photos: Scott Slocum, Moose Peterson, David K. Witty, Christopher Miller, Michael S. Kelly, Jay Beckman n Rare T-35 Buckaroo, which was a military trainer based on the Globe Swift
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Warbirds News By Phil Buckley
The Packard Merlin engine from the RAAF Museum’s CAC Mustang A69-170 “Duffy’s Delight” has returned from overhaul in England and will be reinstalled after other work is performed on the airframe. It is hoped to have the aircraft flying late this year or early next.
Reevers are looking at acquiring the decaying ex Royal Canadian Air Force Lancaster KB882. Currently the local provincial government in Canada and others are trying to find a way to bring it in from the cold but if they can’t do this, Reevers has said they are keen to try and bring it to Australia to ensure a drier preservation. The Evans Head Aviation Museum has announced that it intends to restore its recently acquired ex RAAF Caribou Caribou A4-299 back to airworthy standard.
Mustang A69-170
CAF P-51 Mustang ‘Gunfighter’, one of the most well-known Mustangs on the airshow circuit.
Former Parafield CJFM CAC Sabre A94-974 has begun its trip to Sydney for a planned return to flight overhaul. The rear section and wings arrived in August and the nose section will soon leave Parafield. If the aircraft does fly again it will join the Temora Aviation Museum and Jeff Trappett’s flying examples.
Former RAAF C-47 Dakota, which has been bought by Flying Tiger Historical Organisation and restored in, Sydney left Australia in August. It had been suffering some engine issues and had sat for a while at Bathurst airport. Once repaired it took off in August but had further engine problems in Indonesia where it will likely be grounded until a new engine is sourced. The Temora Aviation Museum Hudson bomber has had two new engines fitted, which will ensure it continues to fly for many more years.
Hudson
Sabre
Pacific Dakota Restorations have continued their restoration work on the C-47 43-48234 with further paint stripping of the interior. Work is also progressing on the flying controls, with the ailerons ready for some repairs and repaint as well as on the elevators which were in storage.
Curtiss P-40M, formerly from New Zealand.
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A former Malaysian Air Force Twin Pioneer, Cn 586 FM1066, currently based at Wedderburn, is advancing in its restoration with engineers working on the airframe and engines. Engine runs have now been conducted and it is hoped that it will be soon transferred to Camden. Twin Pioneer
Nhill Aviation Heritage Centre’s fundraising to buy the Borg Sorensen’s Wirraway has reached $100,000 of the $300,000 needed. There is strong support in the local community to make Nhill into a great museum with their Anson project, and hopefully Borg’s Wirraway providing a detailed education for visitors about the history of aircrew training at Nhill during WWII.
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LETTERS
@
Letters Letters
LETTERS
editor aopa.com.au Russ Mullins likes what AOPA is working towards with medical reform. Congratulations AOPA. This is the potential trigger for me to remain in aviation. Last year I transferred from RA-Aus and bought a Piper Cherokee. After the GP ticked a wrong box on my GP medical I underwent a DAME medical including a report from a cardiologist stating I was asymptomatic. However the CASA medical expert who has never clapped eyes on me requires an annual medical exam including a $650 stress test each year. As a consequence I have commenced plans to sell my hanger and aircraft and take up bowls - CASA has beaten me financially and emotionally. As an aside I am still a serving officer with the Australian
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...of the AOPA Airfield Directory Tony Taggart, a veteran of fighting CASA Avmed, passes on his opinion about reform. As one who has felt the full frontal impact of Avmed’s
certificate, it is predicated on the qualifications and
dictatorial, ill-informed and unsubstantiated decision-
endorsements of the pilot to fly a range of aircraft.
making process, aided and abetted by CASA’s legal arm
The only medical requirement is that the pilot is “fit to
who effectively demolished my right to exercise my
fly”. That fitness needs only to be based on what any
commercial licence and imposed ridiculous restrictions
reasonably active person in the general community
on my Class 2 licence for more than three years, only
would require of somebody operating a piece of
to have all restrictions removed in an instant because
complex equipment.
of the unrelenting weight of facts, I have very strong
the Avmed personnel, although that is another subject
aviation arena.
of its own. This is a matter about the substantiation of
It is high time that the aviation industry forced
a requirement for which there is no safety case in any
CASA to substantiate the safety case for the continued
of the world’s aviation jurisdictions that demands the
patronage of the Avmed requirement.
operator of an aircraft holds a medical certificate simply
The simple but stunning examples offered up in the article about taxi drivers and truck drivers, who by the very nature of their jobs create a far greater public risk than does any aircraft pilot, to be able to ply their
There is a complete disconnect between the holding of the certificate and the logic of having to have it. The simple fact is that politicians who accept that the regulations are followed as a blind man follows
by their local doctor, destroys the artificial and self-
his dog do so not because of necessity but because
aggrandised requirement of CASA to have multi layered
of ignorance of the subject and the fear instilled into
medicals for the aviation industry.
them by those whose job it is to peddle the notion that
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Former ATO and CFI Kerry Schiemer takes on CASA over drivers licence medicals. I have been personally fighting CASA since 2013 by opposing the extreme invasion of privacy inherent in the 14 pages of their so-called “Driver Licence Medical”- the actual Motor Drivers Licence Medical is three pages. I want to provide my records of rejection and mistreatment by CASA, in spite of the efforts of my Federal Member, Bob Baldwin, since 2013, up to and including the Minister! I have never been able to get sensible answers to my specific questions about the invasion of my medical privacy by non-medical bureaucrats in licensing. Once my medical is approved by my GP he / she has passed it is not the business of CASA
to further invade my privacy. The GP has already asked and answered all the questions they added on. I find it ludicrous to ask someone whether they use illegal drugs. If they do use, then they must lie, because if they admit that then CASA must report them to the police. I know many friends who were grounded by CASA in spite of specialists reporting that they were safe to fly, who should have sued CASA but who knew that if they did anything to oppose it, CASA would find a way to destroy them! I do not exaggerate. The policy suggested by AOPA seems excellent and fair, not to mention very safe. So let’s get over it - and get on with it.
Paul Grayson has his say about AOPA and CASA. Bloody well done! Finally there is a voice talking some sense about general aviation. Talking mind you, not shouting. You have strong, well presented ideas. Let’s hope the powers that be start listening and learning from what is happening overseas, and realise Australia is not unique in aviation.
because a regulation exists that requires it.
trades on the basis of a medical certificate issued
Aviation competency is not predicated on a medical
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This is not an issue about the medical competence of
views about the relevance of medical certification in the
Army (now a Reservist). I pass an Army medical each year including an ECG, I take nil medications, I pass a fitness test every year and I qualify to use the Steyr rifle. I’m a Lieutenant Colonel qualified to command a battalion of 600 soldiers in war, yet an allegedly highly qualified CASA medical professional reckons I’m not safe to fly. Just as well he/she can hide behind the big Australian Public Service sheltered workshop because I doubt they could survive in the real world of medicine. I wish AOPA luck in this endeavor to salvage GA, and don’t regret leaving RA-Aus where, strangely enough, I was considered safe to fly.
regulation equals safety, when that is nonsense.
Ashley Muir has talks about CASA. Thanks for the support you are giving to the industry that I have being part of for 26 years. I have a PPL airplane, and RAA licences and I am currently studying for my commercial helicopter licence. I am no longer able to fly planes, not because of medical reasons but because there are no longer any flying schools within 50 nautical miles of where I live and I have nowhere to go to hire a plane and maintain my airplane licence
standards. In my area there used to be two flying schools, one of which was the busiest in Victoria: now there are none. The only reason I am able to continue flying is because I have the opportunity to learn to fly helicopters. I am upset at what CASA is doing to the aviation industry in this country. If we don’t act soon then I am concerned that we will not have an industry at all, and that will have a major impact on Australia.
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DIRECTORY iation related To advertise your av 9791 9099 service here Call 02 or email:
» Queensland
an ames Jan James
J J
Aviation Insurance Consultants
Aviation Insurance Consultants
(02) 6294 1383 General AviationPhInsurance Products Fax Non-Ownership (02) 6294 9026 Hull and Liability, Aircraft Liability PhMobile: (02) 6294 04161383 022 490 Aerial Application Liability, Hangarkeepers Liability, Fax (02) janjames@pcug.org.au 6294 9026 Email: Freight Insurance Mobile: 0416 022 490
Email: janjames@pcug.org.au 134 Calwell ACT 2905 PhPO (02)Box 6294 1383 Mobile: 0416 022 490 C ANBERRA A GENT FOR QBE A VIATION Email: janjames@pcug.org.au PO West ACT 2600 POBox Box272 134Deakin Calwell ACT 2905
68181 JJ 01
SERVICES
» ACT
ACGANBERRA E N T F O RA GENT Q B E FOR A V IQBE AT I O NA VIATION
68181 JJ 01
AVIATION
» Victoria
» National
» NSW
Looking for Cheaper Maintenance for your aircraft
.com.au advertising@aopa
» South Australia
I may be able to help you For example 100 hourly from $1100.00 inc GST (Plus parts as required)
220 Chesterville Road, Moorabbin, 3189 MAIL TO: P.O. Box 615 Moorabbin, 3189 PHONE 61 3 9532 1411, FAX 61 3 9532 3001 ask for TONY TAGGART E-MAIL tony@smithtaggart.com.au
AUSTRALIAN WOMEN PILOTS’ ASSOCIATION
AVIATION ACCOUNTING & TAX SERVICES
“There can be no courage unless you're scared.”
~ Eddie Rickenbacker
call SMITH TAGGART, CHARTERED ACCOUNTANTS
AVGAS, JET A1 NOW AVAILABLE PORT PIRIE SA SELF SERVE CERDIT CARD BOWSER 24/7 OPERATED BY VOLOUNTEERS OF THE PORT PIRIE FLYING GROUP FOOD AND DRINKS AVAILABLE NO LANDING FEES PORT PIRIE FLYING GROUP
ENQUIRIES PHONE 0407 602 077 or 0419 826 754
AVGAS Naracoorte
CENTRAL AVIATION Aircraft Maintenance Engineers
For details phone Doug 0418 624 297 HANGAR 272 BANKSTOWN AIRPORT SYDNEY NSW 2200 central.aviation@hotmail.com
Founded in 1950 by pioneering aviatrix the late Nancy-Bird Walton, the AWPA aims to: • Assist women to follow their piloting aspirations in fixed wing, rotary wing, recreational, gliding or ballooning • Encourage networking among women pilots • Promote training, employment and careers in aviation Activities and services include: - Meetings and get togethers - Guest speakers - Fly-aways - Airnews magazine An extensive range of scholarships and awards – 2015 applications now open. Annual conferences that include educational seminars, social functions, air navigation trial, and presentation of trophies, scholarships and awards. Information and application forms – go to: www.awpa.org.au
Credit card bowser - 24/7 NO LANDING FEES Enquiries (08) 8762 1721
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OCT OCT--NOV NOV2016 2016 I IAUSTRALIAN AUSTRALIAN PILOT PILOTI Iwww.aopa.com.au www.aopa.com.au
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PLACES » New South Wales
Classifieds
To advertise, email advertising@aopa.com.au or telephone AOPA on 02 9791 9099
» Queensland FOR SALE Aircraft
XRX anti-collision; Radar Altimeter; M800 chronometer; Cobram ME406 ELT; air horn; leather seats and cabin heat. 100 knots+ @ 18 LPH. $135,000. ross.mcrae@webone.com.au
$135,000 no GST. Duncan Bray 02 9699 4849, mobile 0427 808 880, duncbray@bigpond.com
CESSNA 150K 1969 Engine T.B.O 1,525 Prop 800 VHF- AFD Many spares Always hangered. Call 08 8676 5093 (evenings please) AEROSTARS TWO of, Aerostar WGK 601P 1978 4000 hours Located Bankstown Missing one motor Machen conversion. Two new machen props AEROSTAR TLL 601P for parts. Motor and props 400 hours – t/r, calendar timed. A/frame unserviceable. Otherwise complete. Located Northam WA can dismantle and freight $50,000 for both Will split phone 0466 305 619
» Victoria
» Northern Territory Barkly Homestead Wayside Inn
Northern Territory - Cnr Barkly & Tableland Highways 19 43’S 135 49’E
NEW AV-GAS TANK! A great place to stop 4 1200 metre airstrip 4 Av-gas tank
4 Fully licensed bar
4 Jet A1
4 Restaurant
4 ATM/Eftpos
4 Air-conditioned motel and cabin accommodation
4 Swimming Pool4
AUSTER J5G AUTOCAr VH-JSG a J5G Autocar has finally become available for purchase and is ready for a new home and owner. This aircraft is immaculate and has won Best Auster/Aircraft at every flyin it has been to. JSG has been hangared since restoration, leaving it still looking new. • 180 Hp engine – carries good load off ground in a short distance. • New leading edges • New and improved brakes • New alternating system For more details, please see www.bestauster.com or contact Grayden: graydenl@hotmail.com
Ph: (08) 8964 4549 Fax: (08) 8964 4543 Email: barkly.homestead@bigpond.com www.barklyhomestead.com .au Open 7 days a week, 6.30am to 12pm
BRUMBY 914 Turbo, 2010, TTAF&E 122 hrs. Rotax 914 turbo engine; GRS parachute; Skyview EFIS; autopilot; Garmin SL40 radio; Garmin GTX327; Zaon
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BONANZA E33. New engine io470n upgrade full life with hartzel 3 blade prop and D/Shannon's baffle kit,fresh annual,total new interior leather seats Rosen visors,door Stewart,King radio stack,KMD150 GPS,S-Tech 50 autopilot. $140,000+gst if applic Sensible offers considered. For more info and photos ring 0418-493818
CESSNA 172C wrecking motor continental 1400 hrs t.R. $10,000
CESSNA 172B nil hr continental wings, tailplanes interior stripped $20,000 will sell nil hr. Motor firewall forward separate if required. Contact Bruce Symes: mobile 0466 305 619
CESSNA C185E. VH-RKZ. 1967. TTIS 10462, ETR 1086, PTR 2323.2 or 11/02/17. 100 hrly completed April 2015. Narco Com 120 TSO, Icom IC-A200, GPS Pro-Nav, Txp Narco AT150. AOC: Banner towing & skywriting. (Training available). Portable oxygen, cargo belly pod (removed), skywriting fluid tank & aux. $105,000 + GST if applic. Ph Glenn Smith 0418 683 330. After 36 yrs with me, VH RKZ needs to find a new home
CHIPMUNK DHC-1 VH-RSP Historic chippie reluctantly offered for sale. Located Caloundra QLD. Always hangared. TTIS 13750. Time since total professional rebuild Sept. 89, 1080 hrs. Time since $45,000 spent on complete engine O/H and fitting Slick mags 250 hrs. All AD and TNS requirements completed. $112,000. Genuine inquiries only. 0429 997 862 prdarwell@bigpond.com
CESSNA A185E Serial # 185 1315, 1968, TT 9900, Prop 0 hrs, 3 Blade, Eng 1500hrs, IO-520F, Previous IFR Rating, now VFR. Current 100 hr inspection. Cargo Pod, not fitted. Factory installed Camera floor opening with SID. 2 Blade Prop as spare, towing gear. Recently fitted Vortex Generators, Wing & Tailplane. Always Hangared, can be seen at Goulburn.
CESSNA 182F 6166tt eng & prop 184 to run long range tanks o/size landing gear Codan HF 2xcom11A ADF Txpdr UHF 4 place intercom. Paint 6/10. Interior 6/10. Windows 9/10. Hangared at Tamworth very good cond. New annual inspection $59K+GST Sensible offers considered (02) 6769 7513
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MEMBERS MARKETPLACE
MEMBERS MARKETPLACE Tru Trak autopilot slaved to GPS. Lift Reserve Indicator. Built to ANO 101.28. Previously IFR. Always hangared. Offers around $115,000. Ph.02 4844 3139 or 0427 482123
Cessna Skycatcher 162 Aircraft Registration:- 24/8182. Aircraft Airframe Total Time TT:- 250. Manufactured:- 2012. Location:- Moree. Selling Price:- $132000 (GST Inclusive) Horse Power:- 100. No Turbo. 1st Life Cycle. Serial No:- 1600198. Propeller Make: Macaulay. Construction:- Metal. Propeller TBO: 1750. Primary Avionics:- Garmin G300 MFD. Garmin Radios SL40. Garmin Transponder. Factory Optional Extras include Intercom, EGT Sensor, Ext Receptacle, Sun Visors and Aluminium Prop. Contact Details:- Andrew Crowe Mobile 0428 657 014
2007 Glasair Sportsman 2+2 VH-PNN. 185 hrs TT. Lycoming IO 360. C.S. Hartzel. Dynon D100. VM 1000. Icom IC-A 210 com. GTX 327 Txpdr. Tru Track A/pilot with Alt hold coupled to Bendix King Skymap IIIC. Leather interior. Folding wings. Winner Avalon 2009-Champion Concours D’Elegance & Best Overall Sport Aircraft. $150,000 no GST. Ring Peter Nelson 0418 949 943 or email peternelson666@gmail .com
CESSNA 180. 1956 Low time eng/prop/ airframe. Immaculate 9.5 inside/out. Loaded extras, hangared. Aircraft will be available with fresh 100 hourly and SIDS compliant. Serious enquiries to: hangar. bum@hotmail.com
MAULE M9 First Maule M9 available in Australia, for details contact Rob, email rob@waratahair.com.au, 0425 252 550
SYNDICATE SHARES
QUICKSILVER GT400, ultralight aircraft registered in 95.10 category. $7000. Looks and flies extremely well, suitable for a low time pilot or someone just wanting to return to simple, basic flying. Aircraft has been maintained extremely well, has a low hour Rotax 447 cdi ignition 40hp engine which uses 12 litres of fuel per hour. A GSC adjustable pitch propeller is included. All manuals and handbooks are supplied. Price includes Icom radio and Lightspeed anr headset. Currently based at Benalla. Phone Geoff on 0439 377 463 for more details.
LAKE RENEGADE LA mod fresh 100 hourly, Eng. 470HTR Prop1990 HTR Garmin 430W King GPS/COM Transponder, switching panel, Gear adv. system, VG kit a/c hangared $150.000 no GST. Contact Ken 0408 254 872 or email kenhug@bigpond.com WINJELL VH – WIJ KYNETON VIC One owner for 32 years since retired from RAAF. Always hangered. ETR 900 hours. PTR 900 hours. TT airframe 4950. 5000 hour centre section and wing attach fitting NDI inspection carried out. Fresh maintenance release. 4 seats, aerobatic, cruiser, tail wheel, 985 powered economical to run and is excellent value and a fantastic historic/ex military a/c AUD $120,000 ono. Call Roger Richards. Melbourne 0419 229 859 or Matt Richards 0417 396 101. rjrholdings@bigpond.com MOONEY M20C TT4513.ETR520.PTR 1270. Fast and economic @ 38 LPH. Very good condition inside and out.Always hangered,nil corrosion. Constant speed retractable .$53k no gst Phone 0418 511 253
Capitol Aviation Finance
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TTIS 1836 hrs as at 1 Feb 2016 Engine 480hrs SOH (Crankshaft AD) Propeller 1835hrs since new (2000hr TBO) Maintained IFR, aerial work Hangered at YPEF AUD 75,000 Contact: Sean 0417 661 003 Efim 0432 213 802
HELICOPTER Pilots interested in forming a Bell 47 Helicopter Syndicate Contact Jim 0419 600 071
Funding is available for the purchase of all types of aircraft. We can structure a package to suit your requirements. Facilities available include:
SPITFIRE SUPERMARINE Mark 25 75% scale replica with C of A VH-XST Jabiru 3300 with Rotec liquid cooled heads & Rotec TBI. Airmaster elect 3 bladed prop King avionics. TT 60 hrs. Hangared at Jandakot Many mods but to scale as per a real Mark 8 $155k, no GST. Peter 0414 945 129 or yatespj@iinet.net.au
I AUSTRALIAN PILOT I www.aopa.com.au
Leasing Finance Commercial Hire Purchase
TOWNSVILLE. Rate negotiable depending on wet or dry hire. Email andrew.kerans@gmail.com
OTHER Parts suitable for Rockwell Commander. Turbo prop. Assorted spare.
Plus workshop tools
(2nd hand); Full micrometer for engine shop, Honing top/complete 3” x 6”, Inclinometer, Oil filter cover cutter +more.
Continental IO-360-C engine with around 700 + hrs to run (with full history) for Cessna 337 D. Private owner / pilot will pay reasonable price to get another engine for my 337 and get her airborne again. Contact Marcus 0458 333 200
BUSINESS Aviation Resort
3 HOURS FROM SYDNEY 2 hangars, three houses. Farming operation on 300 acres and accommodation income from houses $1.4 million. For brochure and details call 0413 963 438 or email adshedsyd@hotmail.com
Aircraft manufacturing opportunity. TOOLS: Just about to finish building our RV14A. Won’t be needing our tools, benches and equipment soon. One build only - given full TLC. If you are thinking about building an aircraft soon (particularly an RV) we have a complete set of tools and accessories you will need for your build. More comprehensive than those packaged tool sets we bought and then had to add on and onto. Don’t forget the GST and freight costs to import tools +25% on to the purchase price. Replacement cost $8000+. Selling $5500. Contact for full inventory. Alan Carlisle 0403 323 973, alancarlisle@optusnet.com.au
Tooling, drawing components for the Typhoon and Cyclone aircraft. With the latest styling could be easily upgraded to the 600kg LS aircraft. $60,000. Retiring. 07 3205 4452 or 0431 693 280. Leave message if not answered. SHARK BAY AIR CHARTER IS FOR SALE Laid back lifestyle in an idyllic location while supporting yourself by flying. Includes 2 SE aircraft with regular work Ideal for owner/operator, rather than an investor POA. Phone 08 9948 1773
Find us on Facebook www.facebook.com/Aircraft
Funds are also available for replacement engines and major avionics purchases.
David McLean Ph: (02) 9555 8234 Fax: (02) 9555 8573 Mobile: 0412 218 011 Email: david@capitol.com.au
MUSTANG FLIGHTS. Fly in a real P51 Caboolture QLD. www.mustangflights.com PH 0410 325 644, 02 4963 4024
WANTED
GRUMMAN TIGER for pvt hire:
• • • • •• •• • ••• •• • ••• ••• • • •
For funding information call or fax:
Approximately I15 copies of "Australian Pilot" magazines, 2000 - 2016. Sell as a job lot only. $300.00 plus postage/freight. Contact Jim 0427 482 868, 02 6548 2868 or elynside@bigpond.com.
FOR HIRE
Assorted Spare Parts ½ SHARE IN ROCKWELL COMMANDER Based in Mackay Queensland. Share money will be spent on an engine upgrade to a Lycoming 390. TT 2250 hrs, airframe in excellent condition, accident free, exterior 9/10, interior 9/10, IFR with Garmin 300, VOR, ADF, Century I Autopilot. Near new leather upholstery, very spacious and comortable aeroplane. Once flown would not want to fly anything else. Only one half share will be sold. Contact Gary on 0427 018 425.
Expressions of interest
SHARES IN 1996 A36 BONANZA Fully IFR, autopilot, modern avionics. 170kt TAS, air-con, leather interior. Excellent touring aircraft. Long standing well run syndicate. Aircraft hangared at YSBK. Shares $20,000ea. Contact: 0417 481 529
1/3 SHARE IN 1998 CESSNA 182S
• • • • •• •• • ••• •• • ••• ••• • • •
FALCO F8L VH-SBD. TT 430hrs. IO360 B1E. Bendix/King KX 155 Nav/Com. Bendix/King KT76A Trans. Garmin GNC 420. PS Eng PM1200 Intercom. EDM 930.
PARAFIELD SYDICATE SHARES AVAILABLE Archer 11. Fly $150 p hour wet and $75 pmonth fixed. See website www.parair.webs.com or phone 0413 987 346.
$125 per hour. No min hrs (subject to insurance). Photos & info on www.da40syndicate.com.au Call David on 0450 172 299 or email info@diamondaviation.com.au
TYRES: Retread Goodyear 4 off 6.50 – DA40 DIAMOND STAR: Syndicate shares available 2007 model with
G1000 & GFC700 based at Camden. NO UPFRONT FEES, minimum 3 month commitment, $400 per month fixed and
10 8 PR; 1 Goodyear off 8.50 x 10 8 Ply, Citation (2nd hand); 1 off 22x8.00 x 10, 10ply; 1 off Aviator 8.5 x10, 10PR Contact: Euan 0412 418 345 or email sue_dc@bigpond.com
Owners And Pilots Association Australia
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MEMBERS MARKETPLACE
JOIN AOPA and Receive Great Benefits
RADIOS OR AVIONICS BENDIX KING G.P.S. AV8OR – never used – with all books etc. Price $1100 Contact email: hangar.bum@ hotmail.com
AOPA is the only association in GA working directly to represent you. Whether you’re a student, a private pilot or a commercial pilot, we’re here to support you and your needs. In addition to tirelessly advocating on your behalf, we also provide a fantastic range of member benefits. These include an electronic members’ magazine, in addition to our newsstand bi-monthly mag, access to our members only area of our website and regular news updates on any new developments in the industry.
FOR SALE Property ARCHER PARK PROPERTY Archer Park is a pilot’s paradise: 75 Acres of luxurious privacy located in Hervey Bay. 2x brick aircraft hangars, 3x runways, internal asphalt roads. Large brick colonial residence. $1.5 million. Ph. 0412 75 99 77. Email: trevorhansen@bigpond.com
GOULBURN AIRPORT Lot 19 Cummins Close, Unique opportunity to secure land at Goulburn Airport. 400 sq m vacant land at Goulburn Airport. Perfect for hangar / aircraft storage. Close to taxiway and runway Good access to site for vehicles Trish Graham 02 4822 1555
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Join today, and you can start receiving these great benefits right away!
» Membership Application / Renewal Form PACIFIC HAVEN AIRPARK QLD 4659 Frazer coast Hervey Bay. 2 Acres large brick four bedroom lowset residence 4 Car garage large boat shed. Hanger with asphalt taxi ways to 3000ft bitummen runway with pal lig Above ground swimming pool. 20.000Gallon watertanks to house. Full share to your private airfield 5 min to Burrum river boat ramp $595,000. rocs1946@ozemail.com.au mob 0438 00 4471
FOR SALE Hangar
COUNTRY HOME NEAR TEMORA 1904 granite home extended 2003, 4 bedrooms and office, dinning room, enormous fire place, evaporative cooling, 11m indoor pool. Separate small house nearby for rent or for guest overflow. Elevated position oversees airstrip and views. 300 acres, numerous sheds. 45,000L house water storage, damns and springs. Grass airstrip 800m x 100m extendable with small additional land to 1000m fully fenced, cone markers, two windsocks clear approaches. Two hangars 15 x 18m and 12 x 8.5m both with power, water, concrete floors and aprons. Minutes by air from Temora. 150 nm from Sydney, $1.6M. ONO. Ph 02 6976 4280 or 0429 021097
As a member, you’ll be the first to know about our safety seminars, and you’ll receive ongoing information about our scholarships and publications, such as the National Airfield Directory. We offer discounts on car hire, Virgin Australia lounge membership and Virgin holidays and discounted spare parts and specials from Hawker Pacific.
WATTS BRIDGE
3 minutes from Watts Bridge Memorial Airfield. Lovely home on 5 acres. Land is high, flat, and easy to mow. 20,000 galls water. Home as new; timber with iron roof; built 2009 as holiday home. 3 bed, 2 bath; 1 toilet off laundry; open plan lounge, kitchen, dining. Floors polished spotted gum, tiles in wet areas. Wide front verandah, great views to mountains. Large shed for 2 cars, machinery and storage, plus long carport, and 2 garden sheds. 2 reverse cycle a/cs. $430K. Inspect by appointment only. Best contact is: 0732897310, or mobile 0412 889 930 email: thomasvall@dodo.com.au
Surname:
AOPA Membership Number:
Given Name:
Mr/Ms/Miss/Mrs/Dr/Capt
Address: City/Suburb:
State:
Postcode:
Phone (BH)
Phone (AH)
Fax:
Mobile: Email:
» Membership Fees (please tick your membership selection in the checkboxes below) AOPA Individual Membership
Discounted Membership
Optional extras
n $160 for 1 year
n $127 for 1 year
n AOPA Air Crew Card (1-4 years) $55*
n $285 for 2 years
n $220 for 2 years
n $360 for 3 years
n $317 for 3 years
n AOPA complimentary Air Crew Card (for 5 years membership)*
n $440 for 4 years
n $391 for 4 years
n $510 for 5 years
n $456 for 5 years
» Payment Details AVIATORS' DREAM
Prime site for sale next to the Whitsunday Airport with 1400m sealed runway. Fly in/ fly out to your tropical paradise. Gateway to the magnificent Whitsunday Islands and reef. 4.4 hectares (11 acres) of vacant land zoned rural residential with development approval for a four lot subdivision. Mostly level, partly cleared land featuring rain forest and a seasonal creek. Easy road access to Airlie Beach and Shute Harbour. Town water, electricity and telephone lines to the property boundary. $795,000 Mobile 0417-645268 email: harbourf@tpg.com.au
HANGAR TAREE Recent construction,12*12 metres, concrete floor, 3m sq internal office, additional carport. Front row position. Used to fit B55. Air con, hot water, bifold opening doors. $168K. Peter 0412884484 or Mark 0418 652 213.
Payment by Credit Card:
Amex
*passport style photo must be provided
n OPA Airfield Directory $25 + $13 P&H
Diners card
Mastercard
Visa
Credit Card Number: Name on Card: Expiry:
/
Amount
$
Signature:
n I enclose cheque/money order for the amount of $ ..................................... made payable to Aircraft Owners and Pilots Association HANGAR SPACE AVAILABLE – Bankstown Suit medium size aircraft (King Air) Easy access & large hardstand in front Phone Brad 0419 54 1234
Classifieds
n
Payment by Electronic Transfer please send to: Account Name: Aircraft Owners and Pilots Association of Australia BSB: 062 147 Account No: 1016 4695
Send in your form today t
Mail to form to: AOPA. PO Box 26, Georges Hall NSW 2198 Or Fax to: (02) 97991 9355
With over 9000 magazines distributed bi-monthly, It pays to advertise with us. To advertise, email advertising@ aopa.com.au or telephone AOPA on 02 9791 9099
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SHORT FINAL
Log Book Time Machine
Mark Smith opens up an old log book and realises it’s documented a lot of his early life. Flying is a unique pastime and some of the most enjoyable times I’ve spent aloft have been with people who were flying for the first time in a light aircraft, with sometimes that flight being their first time in any aircraft. After getting my PPL in my late teens I’d like nothing better than to invite anyone, though usually a girl, to sample the simple joy of seeing the earth become smaller and the sky become larger. Unfortunately few took me up on the offer, and with retrospect the girls I’d grown up with, who’d known me through school as a geeky awkward kid, wouldn’t have been filled with confidence in my ability to pilot a plane. My first passenger when I passed my restricted licence was my father and with his number two son having barely 38 hours he strapped into the Cessna 150, VH-UQO, and went flying with me. The date, February 20, 1983. You see I’d read a column in American Flying by Gordon Baxter about log books and keeping them with as much detail as possible. After reading that I recorded many details about flights, including passenger names. A month later, on March 23, it was the
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turn of the girlfriend of the day, Hilary to join me in the sky. A few weeks after that I finally got an old school friend to trust my flying abilities and Mark Nolan came for a trip down to Anglesea and back to Barwon Heads, this time in C-172, VHMXM. We are still in touch. Interestingly my habit of keeping such details bore fruit the other day in a surprising way. Since the family have moved away from Melbourne and bought a 10 acre property in Smythes Creek we’ve joined Ballarat Aero Club. We were enjoying meeting some members at their regular Sunday lunch when a woman who looked vaguely familiar called my name. My memory isn’t what it was and given I was a media photographer for years I’ve met many many people, so she had me at an advantage. However as soon as she said her name I remembered her. I’d got to know her when my first wife and I had owned a business in a shopping centre and she was a student working in another shop. She then reminded me that I’d taken her flying around that time. Given the sheer number of people I’ve flown over 30+ years of aviation I didn’t remember that part until I came home and had a look
I AUSTRALIAN PILOT I www.aopa.com.au
through log book number 1. Sure enough May 22nd 1988, 1.2, VH-MXM, Nicole S. We flew down the coast, inland to Colac and then across Geelong and the Bellarine Peninsula. I’d also flown C-207, VH-UBX on the same day down to Port Campbell and back. Nope, I don’t recall either flight but it was a long time ago. Amazingly though, all these years later, she remembered me, she remembered the registration of the aircraft, and she now has her GFPT, or whatever the equivalent is today. She’s also married to a pilot. It made me remember the effect a single flight can have on a person. It’s a lesson you’d think was already ingrained in me given I have four friends, including my current wife, who I introduced to aviation and went on to get their licence. Two of them even became aircraft owners. This is why it is so important to be actively promoting what we do, and showing just why we do it. We are our own best sales people. It’s not about showing how good we are as pilots but instead showing how great being a pilot is. The funny thing is seeing Nicole again after all these years forced me to drag out the old log book and go for a trip back in time. For that Nicole, I thank you, and look forward to seeing you again on an airfield somewhere, sometime soon. n
YO U R T I C K ET T O S A F E F L IGHT READ • WATCH • LISTEN
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