Australian SportPilot Magazine - Edition #97 - August 2020

Official Publication of Recreational Aviation Australia Inc.

RRP $9.95 / ISSUE 97

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ISSUE 97

18 THE SD4

34 GOING GLASS

FEATURES

CONTENTS Page 18 VIPER SD4

The sleek LSA that lives up to its namesake

Page 34 GOING GLASS Digital cockpits are becoming the new norm

Page 43 TAKING FLIGHT A guide to the perfect weekend away

Page 46 THE PUREST FORM OF FLIGHT Gliding offers a blend of exhilaration and tranquillity

Page 52 ELECTION Information for the election and next AGM

43 THE PERFECT WEEKEND

Page 58 LIKE FATHER, LIKE SON A chip off the old prop

Page 80 ELECTRIC REVOLUTION

46 MOTOR GLIDING

58 FATHER’S FOOTSTEPS

REGULARS

Your future might have a battery in it

Page 8

FROM THE CHAIR

Page 10

FROM THE CEO

Page 12 NEWS Page 15 EVENTS Page 17

ON THE WEB

Page 24

PILOT TALK From the team at RAAus

Page 64

PILOT PROFILES Tales from our aviation community

Page 70

IN THE HANGAR Maintaining your aircraft

Page 74

PILOT NOTES A deep dive into everything aviation

Page 84

WHATS HOT Product reviews for flyers

Page 87

FLIGHT TEST Aircraft reviews

Page 89 COCKPIT Readers’ magnificent flying machines

84 WHAT’S HOT

Page 93

AVIATION MARKETPLACE

Page 96

FINAL APPROACH

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SPORT PILOT / WELCOME

WELCOME TO A NEW ERA Well, what a tumultuous ride this has been.

Taking on the production of a magazine with a readership over 10,000 strong in the time of COVID-19 has been a challenge no doubt, but it has also been a great pleasure.

At least, that’s what I try to remind myself of during the late nights and phone hook-ups.

I’d like to take this opportunity to honour my predecessor in this role, Mr. Mark Smith, who tragically passed away last year. Mark was the enthusiast’s enthusiast, a passionate and highly skilled photographer and a fine wordsmith to boot. His work at SportPilot magazine will not be forgotten, and it is my honour to continue this publication in his memory.

So why re-launch a magazine now? What a time for aviation. While much of the world’s commercial fleet is grounded, so many of us are itching to be back in the sky. Some of us are already there. Recreational Aviation may well be the one shining light in the aviation sky for the next little while. Far from being our darkest time, perhaps this can be our finest hour. After all, our future is bright indeed. Recreational Aviation has turned itself from being the home of light aircraft into being the cradle of the next generation of pilots. So many future commercial and airline pilots are getting their start in RAAus aircraft right now. The ability to fly and maintain an aircraft economically is more important than ever and that is exactly what the RAAus category does. The potential weight increase discussed in this edition points the way to a broader fleet with greater capabilities.

There’s exciting times ahead and we look forward to bringing you the news as it happens.

While we relaunch the magazine, we are also addressing the increased need for information in the digital space, so make sure you check in to the SportPilot section of the RAAus website regularly and subscribe to the social media channels for all the latest updates and info.

Thanks for reading SportPilot. We write it for you, so let us know what you’d like to see in future editions.

Nicholas Heath Editor

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ISSUE 97

EDITORIAL (03) 5273 4777 editorial@pace.com.au EDITOR

Nicholas Heath DEPUTY EDITOR

Sophia Blakebrough STORY CO-ORDINATOR

Tom Lyons

ADVERTISING (03) 5273 4777 advertising@pace.com.au ADVERTISING DIRECTOR

Ed Jones

ADVERTISING CO-ORDINATORS

Georgia Skene Elli Sharples FINANCE

Christine Heath Emily Beaumont

PRODUCTON

RECREATIONAL AVIATION AUSTRALIA HEAD OFFICE PO Box 1265 Fyshwick, ACT, 2609 Unit 3, 1 Pirie Street Fyshwick, ACT, 2609 International: +61 (2) 6280 4700 National: (02) 6280 4700 Fax: +61 (2) 6280 4775 Email: members@raaus.com.au www.raaus.com.au ACN: 070 931 645 CEO ceo@raaus.com.au CORPORATE SERVICES EXECUTIVE

Maxine Milera

0438 395 074 admin@raaus.com.au INNOVATION AND IMPROVEMENT EXECUTIVE

Cody Calder

0417 942 977 cody.calder@raaus.com.au HEAD OF FLIGHT OPERATIONS

Jill Bailey

0400 280 087 jill.bailey@raaus.com.au

SENIOR PRODUCTION MANAGER

ASSISTANT HEAD OF FLIGHT OPERATIONS

SENIOR DESIGNER

0428 282 870 jordan.portlock@raaus.com.au

DESIGNERS

HEAD OF AIRWORTHINESS AND MAINTENANCE

PROOFING

0418 125 393 jared.smith@raaus.com.au

Scott Pigdon

Rory Douglas

James Conte Teddy Illingworth Kerry Mentha A & I Gibbon Chris Sager DIGITAL

Nick Jones Budda Pile Riz Oliveros Holly Wason

SUBSCRIPTION INFORMATION Sport Pilot Magazine is an official publication of Recreational Aviation Australia and is published three times a year by Pace Marketing PtyLtd. ABN 33 052 999 925. 6 Brougham Street Geelong Vic 3220.As part of their RAAus financial membership, all members, flight training schools and clubs will receive each issue of Sport Pilot free of charge. Alternatively, readers are welcome to undertake an Affiliate Membership with RAAus with an annual charge of $39 to subscribe.

Visit raaus.asn.au

Paint Shop

Michael Linke

Jordan Portlock

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ASSISTANT HEAD OF AIRWORTHINESS & MAINTENANCE

Darren Barnfield

0429 317 216 darren.barnfield@raaus.com.au GENERAL ENQUIRIES admin@raaus.com.au PILOT AND MEMBERSHIP ENQUIRIES members@raaus.com.au AIRCRAFT AND MAINTENANCE ENQUIRIES tech@raaus.com.au SAFETY ENQUIRIES safety@raaus.com.au

DIRECTORS

Michael Monck (Chairman)

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Trevor Bange

trevor.bange@raaus.com.au

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rod.birrell@raaus.com.au

Luke Bayly

Services include

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TERMS AND CONDITIONS All content published within this magazine is the property of Pace Marketing Pty Ltd. ABN 33 052 999 925. It is protected by Australian and International Copyright and Intellectual Property legislation. You are unable to interfere or breach any of the legislation or intellectual property rights that protect this publication. All rights not expressly granted under these terms of use are reserved by Pace Marketing Pty Ltd. Unless stated otherwise, you are forbidden to copy or republish any content or property within this magazine without the copyright or trademark owners’ permission. The magazine title, as well as the associated logo of Recreational Aviation Australia Ltd, are the property of Recreational Aviation Australia. Pace Marketing Pty Ltd reserve the right to be acknowledged as the magazine’s designers. While every reasonable effort has been made to ensure the accuracy of content within this magazine, no warrant is given or implied. Content within this magazine is available to you on the condition that you undertake full responsibility for assessing the accuracy of the content and rely on it at your own risk. Opinions expressed are not necessarily those of the individuals named or referenced within this magazine. Recreational Aviation Australia Ltd in conjunction with Pace Marketing Pty Ltd reserve the right to decline any article, letter or comment deemed unacceptable for any given reason. No endorsement or responsibility is implied or accepted for any product advertised within this magazine. Advertisers and buyers within this magazine are responsible for ensuring that all products advertised and/or purchased via this magazine meet all appropriate Australian Certification and Registration requirements, particularly those pertaining to Civil Aviation Safety Authority (CASA) and Recreational Aviation Australia. Please note that all aircraft featured within this publication are registered and legally permitted to fly. Please be advised that photographs of aircraft within this publication may be altered without notice for editorial purposes.

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02 4932 5332 hunteraerospace.com.au

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SPORT PILOT / IN PICTURES

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ISSUE 97

A MESSAGE FROM THE CHAIR AND CEO

U3/1 Pirie Street PO Box 1265 Fyshwick ACT 2609 Tel: 02 6280 4700 Fax: 02 6280 4775 members@raaus.com.au www.raaus.com.au facebook.com/RAAus

1 August 2020

A message from the Chair and CEO Dear Member, Welcome back to Sport Pilot.

On behalf of everyone at RAAus, we’ d like to thank you for your continu ed support.

Without this support the return of Spo rt Pilot would not be possible.

Some years ago when the hard decision to move to a subscription model was made we also made a promise to bring back the pap er version when circumstances allowed it. The patience, trust and faith that our mem bers have put in us as a managemen t team and board have allowed us to follow thro ugh with that promise and here we are today with a printed magazine in our hands.

The success of RAAus depends on the backing of our members and the retu rn of Sport Pilot is a testament to the strength that we as an organisation have thanks to each and every member. Each and every one of us has played a critical role in securing not only the future of our beloved magazine, but the futu re of our organisation and aviation as a whole.

Thank you.

Michael Monck Chair

Michael Linke CEO

Recreational Aviation Australia ACN 070 931 645

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SPORT PILOT / FROM THE CHAIR

FROM THE CHAIR

Michael Monck

and equipment to allow our team to work from home, our finances are as stable as they could be. Because of the effort that people put in over the past few years we have dealt with the various challenges of 2020 and maintained a healthy position. We are still financially secure, the morale of our staff has remained high, we have managed to service the membership requirements and in general, most people are pretty satisfied.

2020. Can we just rub it out and start again? First we had bushfires and thousands of people’s lives were disrupted and sadly, some lost their lives completely.

Then came a literal wave of floods and yet more lives were affected. Of course we all know what came after that, don’t we? The worldwide pandemic now known as COVID-19. It would be all too easy to look at this period and be negative about it but at RAAus we have seen some positives throughout this period.

Our membership has remained relatively stable and our finances have taken only a modest hit. We are in a position now where we have reserves that we are injecting back into the flying community to promote a robust and active flying community. Our magazine is back but of course you already realise that, because you’re reading this article in it! And we’re about to welcome at least one new director of RAAus. For some seven years now, I have been an active member of your board and during this period we have worked tirelessly to make RAAus as stable as possible and this has paid dividends in recent months. From time to time people ask why we need money in the bank and the simple answer is – for a rainy day. And it has rained!

Right now, even as we had to invest in people

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Sure, we’ve had some delays in processing a few things here and there or returning the odd phone call but when you consider that we went from our business as usual level of enquiries to the office to dozens of calls on a regular basis asking about whether flying was allowed, I think the staff did a fantastic job.

In parallel with this, we were also putting the final touches on the return of Sport Pilot. Some years ago we made a difficult decision to stop printing and distributing the magazine for all members and shifted to a subscription model. At the time this was a necessary evil and we made a promise to ourselves that we would reverse this decision when we were in a position to do so. That time has come.

The magazine will be different. It will have less editions per year and will be supplemented with online content. That said, the stories themselves will still contain what many of our readers enjoyed. We’ll have stories from members, some technical articles about flying and maintaining aircraft and of course, you’ll hear about the latest news and products available.

Later this year, we will also have at least one new member to add to our board. With the elections coming up (see elsewhere in this magazine for more detail) it is that time of the year that members get to have the most powerful voice they can.

We have two positions available this year with my current term coming to an end as well as Alan

ISSUE 97

Middleton’s. I’d like to thank Alan for his time on the board and his contributions during his term.

I’d also like to let the membership know that Alan has resigned from the RAAus Board and will not be nominating for another term. I have nominated for another term and I will be asking for people to consider me for an additional three years.

We want someone who can influence government decision makers and operate at the highest levels while protecting the interests of pilots and aircraft owners. We want someone who will stand up for members and defend the rights that we have today.

What this means is that there will be at least one new member to the board and, if you choose someone other than me, there will be two new directors.

If we can identify the right person to help us navigate the challenges of changing minds in government and doing so in a respectful, measured and controlled manner then we will be well positioned to do more great things in future.

I’d urge everyone to read through the various statements that have been submitted and consider what we need going forward. We have some hard work ahead of us in terms of working with CASA to finalise our MTOW increase and then move on to CTA and other challenges. When you read through candidates’ information, consider what skills are required to achieve this. For me, it is fairly obvious.

This year may have started out a little rough but we weathered the storm quite well considering the environment we were presented with. Adding an additional person to the board that can continue the good work of the recent years will prepare us for the next storm and help us share our passion with more people over the coming years.

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SPORT PILOT / FROM THE CEO

FROM THE CEO

Michael Linke

“The sound grew louder and louder. Then the magnificent profile of the elegant 747” A distant rumble caused me to look skyward one chilly morning in July in Canberra. Noise from above has become a rarity these past few months but this noise, while a surprise, was familiar.

It was distant, but it was there, and it was growing louder and coming my way.

I scanned the clear blue sky, sky so blue as is the norm for Canberra in winter. Intensely clear, the blue almost translucent stretching as far as the eye could see. The freshness in the air tickles my nose as I take a deep breath, drinking in the morning chill.

The sound grew louder and louder. Then the magnificent profile of the elegant 747 came into focus against the translucent blue. It almost hung there, motionless, above me. Like the moment a great white shark hangs in the air after breaching above the surface of the water.

It slowly, no, graciously, flew over Parliament House and Lake Burley Griffin. The four engines singing in harmony causing the ground beneath my feet to echo the rumble, the sun glistening off the familiar jumbo jet bubble, reflecting in the glass like surface of the lake.

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As it passed overhead I thought back 45 years to the first time I saw a similar sight. I was at Rockdale in my family backyard as it graciously flew overhead on approach to Sydney’s Kingsford Smith Airport. At that time the 747 had seen four years of service with Qantas.

Today as it flew over me for the last time, 49 years of service behind it, I thought about that time, almost half of the time the human race has experienced powered flight.

Today we take flight for granted, but it is moments like last week that cause us to stop and think and remind ourselves that we shouldn’t take these things for granted. As life passes us, we don’t stop often enough and admire the wonder we have created. Not only in aviation, but in medicine, technology, engineering and education. The human race is on an endless march of discovery, invention and reinvention, and as sad as seeing a 747 for the last time, it also serves as a reminder that we have engineered something more suited to our needs today.

We are adaptable and nimble as humans to new things. My 85-year-old father bought himself an Apple Mac, converted the family photographs to digital prints and shares them with his progeny, with a healthy assortment of emojis! Some of

ISSUE 97

us may marvel at this in a patronising way and think ‘well done, old man’. Me, I think it is just us as humans. Adaptable. Nimble.

you always got”. Coined by Henry Ford, another person who wasn’t satisfied with the status quo.

Imagine 55 years ago if the engineers at Boeing, specifically Joe Sutter, said “No way we can’t do it”. It is this attitude of human discovery and advancement that has allowed such rapid development in the last 50 years in our sector.

If the last six months have taught us anything it is how adaptable we are as humans. We’ve all learned how to order food online, work remotely, shop online, host video conferences and importantly learn the benefits of decompressing and relaxing.

This adaptability and nimbleness is also behind why RAAus continues to succeed and grow and why we believe it is time for heavier aircraft to be part of our aircraft register.

RAAus, our constituents and the sector will adapt to heavier aircraft and embrace aircraft with numbers on the side as we enter our next phase of development.

I am a firm believer in the phrase “If you always do what you always did, you’ll always get what

If we only look back, our best days are behind us.

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SPORT PILOT / NEWS

NEWS

STAY UP TO DATE WITH WHAT’S HAPPENING IN THE WORLD OF AVIATION

BRUMBY 610 SPIN TESTING Australian builders, Brumby Aircraft have recently completed spin testing for their Brumby 610 aircraft. Purpose-built as a training aircraft, the Brumby 610 features a heavy-duty undercarriage and incredibly benign stall characteristics, perfect for developing confidence in students.

The Brumby 610 was put through 62 tests, all of which were filmed and reported on. The tests found that the 610 is almost immune to spins, making it a strong contender for anyone looking for a training aircraft or one that is extremely safe to fly.

Spins were achievable at the rear limit with 25kg at the far aft baggage limit, at 75% power entering the spin. Recovery was achieved within a ¼ turn in most combinations, as required for compliance. In most cases, it was found that a gentle push forward on the control column was all that was needed to recover from spin.

Having successfully passed spin testing, the Brumby 610 has proven to be in accordance with ASTM Standard F2245-16C. The highwing trainer has lived up to its expectations as a docile, forgiving aircraft with excellent spin recovery. No doubt we’ll be seeing more and more flight schools adopting this Australian-made creation into the future.

SPOT THE ENGINE

This engine was the second radial engine produced by its manufacturer. Developed and used extensively in the 1930s and 40s in a variety of aircaft and even in a number of light armoured vehicles of World War II. Know what this is? Tell editorial@pace.com.au

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image Getty images

WHERE’S CAGIT?

The coveted Come and Get It Trophy is currently residing with Grant David in the NT. Due to COVID-19 restrictions, CAGIT has enjoyed a long stay with Grant, but the trophy is itching to hit the skies again!

CAGIT was created in 1990 in Albany, WA to promote adventure aviation, stretch personal horizons and keep RAAus members connected.

CAGIT can be claimed by any RAAus pilot prepared to journey out and retrieve it.

As of publication, CAGIT can be claimed at Emkaytee, NT on Grant’s private airstrip.

To claim CAGIT, contact Grant on 0419 844 435.

Track CAGIT’s travels via Facebook @CagitHunters.

SPORT PILOT / NEWS

BRM’S BRAND NEW B8 The Bristell B8, the newest creation from Czech manufacturers BRM Aero, completed its first flight last month.

The all-metal, strutless high-wing prototype was tested for basic flight characteristics and aircraft stability during its 40-minute maiden flight.

With a MTOW of 600kg and powered by a Rotax 912 ULS, the B8 looks to be a strong contender in its class. After landing the plane, test pilot Mirek Rakusan said the B8 “has big potential to be [a] very stable and fast aircraft”.

While full technical specifications of the B8 are still unavailable, it’s looking likely to pique the interest of flight schools and high-volume flyers, who will benefit from the stable, forgiving nature of the plane and its all-metal design, potentially lowering maintenance costs. BRM has stated that the B8 be listed at a similar price to the Bristell Classic, making it an appealing option to the RA market as a whole.

Not much more is known about this intriguing aircraft just yet, but we’ll be watching closely for further updates.

Find out more at bristell.com

GARMIN HACKED Leading avionics provider, Garmin recently found themselves the target of a sophisticated cyber-attack. The July 23rd attack was conducted using WastedLocker ransomware, which locked the company’s files, reportedly demanding a ransom of $10m for their return. The hack brought down almost all of Garmin’s online services, including customer support, the Garmin Connect fitness service and flyGarmin, the company’s aviation navigation system. In a statement released on 28th July, Garmin acknowledged the attack but were “happy to report that many of the systems and services affected… are returning to operation”. Garmin stated there has not been any evidence of customer data being accessed, lost or stolen and expect a full recovery of their services over the next few days. Garmin have also stated that Garmin Aviation systems are all fully functional. To check the status of Garmin Aviation systems, head to status.flygarmin.com.

A SEND OFF WITH STYLE Qantas has bid farewell to its last Boeing 747 as it departed Australia for the final time, but not without a little showmanship.

Departing from Sydney Airport, Qantas Flight QF7474 left the east coast before making some unusual turns, drawing the iconic “Flying Kangaroo” in its flight path over the Pacific Ocean. Hundreds of aviation enthusiasts gathered to mark the event,

with a farewell ceremony held at Sydney Airport.

Transporting Australians across the globe for nearly 50 years, the 747 has faced an early retirement as plans to decommission the aircraft were brought forward 6 months, due to the COVID-19 pandemic.

Flight QF7474 arrived in Los Angeles, where it will head to an aircraft boneyard in the Mojave Desert to enjoy its retirement.

BEHIND THE SCENES AT AUTOGYRO German gyrocopter manufacturers, AutoGyro are inviting you to take a look behind the scenes of the award-winning international company with their new Mini Clip Series.

The series of short, minute-long videos introduces viewers to members of the AutoGyro team and the aircraft

they make, including the world’s best-selling gyrocopter, the MTO Sport.

Check out the Mini Clip Series at the AutoGyro GmbH Facebook page or on their YouTube Channel.

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SPORT PILOT / NEWS

HARMONY IN THE SKY Adelaide Biplanes recently added a new Evektor Harmony to their training fleet, the latest iteration of the now venerable SportStar design.

The flying school has been operating SportStars for almost 15 years.

The team there have accumulated over 30,000 combined hours in 6 different airframes during that time, so were the perfect people to look to for an evaluation of the newest version produced by the Evektor company.

Approached by the factory to take on the role of ‘Approved Sales Representatives’ and as such, were required to have a demonstration aeroplane on the fleet, the family owned and operated group of companies managed to make it happen. This saw the arrival of 23-1650 slip seamlessly into their fleet, so well in fact that it has already accumulated over 500 hours in service!

The team quickly noticed some significant improvements over the earlier SL models, some of the best of which pertain to the harsh Aussie climate. The amount of shade in the cockpit has been vastly improved, thanks to the painted canopy top and the removal of the rather fussy old sunshade. Ventilation has also seen major improvements; updated front and side vents, as well as the eyeball vents fed from a NACA inlet mean there is never a shortage of fresh air.

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The entire rudder pedal assembly has been moved forward into the extended nose area, in order to accommodate longer-legged people.

The adjustment is far easier than older models, too. With a simple lever pull, the pedals spring back towards you. Releasing the lever will lock the pedals into one of three positions. No more grappling under the panel!

The most noticeable and arguably the best upgrade though is to the throttle control. There is now a much more robust design that allows ‘conventional’ push/pull operation as the primary mode, but the ability to use the fine Vernier adjustment remains. The team loved this format so much that they plan to upgrade their other SportStars to this system on an opportunity basis.

The plush leather interior and the Garmin G3X primary flight display combine with enough traditional round dials to make everyone feel at home inside very quickly. Externally, the aeroplane sports a jazzy new paint scheme, tapered wing and tailplane tips, a re-designed nose leg and a sleeker overall look due to the extended nose and painted canopy top.

Under the cowl there are also significant improvements to the installation of the Rotax 912 ULS, including a whole new, more rugged and durable exhaust system.

Performance-wise, there is no significant change. The increase in span is offset by the tapered tips, so there is no noticeable change in take-off and climb. Cruise is smooth and can certainly be a little faster than the older models if run at a higher power setting. Behaviour at the stall has changed just a little, and whilst still benign and predictable (if flown balanced) the tapered tips contribute to a brisk wing drop if you were to stall out of balance. There is perhaps a little more float in ground effect on the landing, but as always, disciplined attention to over-thefence speeds will result in consistent and predictable performance.

Overall, students and pilots at Adelaide Biplanes all love this great little aeroplane. It is still, and always has been, one of the most ‘GA’ of all the LSA aeroplanes. It is a credible and durable airframe, powered by what has become the gold standard in small engines. Find out more at evektorsalesaustralia.com.au

SPORT PILOT / EVENTS

EVENTS CHECK OUT THE FLY-INS, AIRSHOWS & MORE HAPPENING AROUND THE COUNTRY The event industry has been severely impacted by the ongoing COVID-19 pandemic. As a result, many events that had been previously scheduled to take place for the remainder of 2020 have been postponed or cancelled. While the following events are still scheduled to take place, please be advised these dates are subject to change according to the health advice in the concerned jurisdiction. Sport Pilot Magazine extends our condolences to all event organisers who have been impacted by the pandemic and we hope to join you again soon. If you or you club has an event you would like to advertise, please send the relevant information to editorial@pace.com.au

29th August Temora Aircraft Showcase Get up close and personal with some of the best examples of Australia’s ex-military aircraft.

Flying displays, static displays, pilot interviews and engineering workshops covering some of Australia’s most loved warbirds including the Supermarine Spitfire, CA-13 Boomerang and the Gloster Meteor. Visit: aviationmuseum.com.au

The Temora Aircraft Showcase is set to be held this August.

3rd - 4th September RAAA Regional Roadshow A series of presentations, workshops, careers expos and networking opportunities for those looking for a career in aviation or currently work in the regional aviation industry.

Hosted by the Regional Aviation Association of Australia.

19th - 20th September Westfly 2020 A jam-packed weekend of activities, displays, food and entertainment, Westfly 2020 is not to be missed! Featuring Boeing 737 and MIG displays, 4x4 adventure rides, guest speakers and evening entertainment, be ready for a weekend filled with fun and adventure!

To book, please visit: ywgm.com.au

over two days! Flying displays, static displays, pilot interviews and engineering workshops covering some of Australia’s most loved warbirds including the Supermarine Spitfire, CA-13 Boomerang and the Gloster Meteor.

To learn more, please visit: aviationmuseum.com.au

The Temora Aircraft Showcase is set to be held this October.

1st of November Tumut Valley Fly-In Held in one of the most beautiful regions in the country, the Tumut Valley Fly-In encourages pilots to gather together and share their passion for the air in a friendly and relaxed environment. Recognised as one of the best social flying clubs in the country, come along and catch up with old friends or make new ones while discussing all things aviation! To find out more, please visit: tumutaeroclub.org.au

16th - 22nd November Qantas Centenary Birthday Week Australia’s ‘Flying Kangaroo’ is celebrating a century, so pack your bags and head to the Qantas Founders Museum for a fun week of activities to honour Australia’s flag carrier. With free entry, live entertainment and exclusive hangar tours scheduled all throughout the week, be sure to stop by!

To find out more, please visit: qfom.com.au

Westfly 2020 is set to take place this September.

17th – 18th October Temora Aircraft Showcase Get up close and personal with some of the best examples of Australia’s ex-military aircraft

The ‘flying kangaroo’ is set to commemorate 100 years in the air this November.

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Always a good read. Come join us!

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Subscribe now. Go to shop.casa.gov.au today!

SO YOU’VE HAD A CLOSE CALL? Often the experience is something you’ll never forget and you have learned from it. Why not share your story so that others can learn from it too? If we publish it, we’ll give you $500. Email fsa@casa.gov.au Articles should be between 450 and 1000 words.

If preferred, your identity will be kept confidential. If you have video footage, feel free to submit this with your close call.

Please do not submit articles regarding events that are the subject of a current official investigation. Submissions may be edited for clarity, length and reader focus.

ISSUE 97

ON THE WEB

A REVIEW OF INTERESTING STORIES FROM THE WORLD WIDE WEB

COMPILED Scott Pigdon

THE SKIES ARE DARK The GeeBee R1

TUNING IN

world’s most fascinating drivers, pilots, captains and manufacturers. Many of these stories have stuck with him and have driven him to dive deeper into the nooks and crannies of these stories, giving insight into the things many people only ever scratch the surface of.

WHAT’S MAKING THE AIRWAVES? Looking for something to listen to while flying or working on your aircraft? Maybe you’re just interested in the history of flight? Whether you’re a seasoned pilot or new to the aviation world, the Dork-O-Motive podcast is for you.

Season 1 Episode 15: “The Killer Plane and The American Hero That Tamed It” provides a fascinating insight into the history of American pilot Jimmy Doolittle and what was the fastest machine in the world at that time; the 300mph Gee Bee R1. The R1 soon earned a reputation as not only one of the fastest machines to grace the sky, but also one of the most celebrated and feared planes during the golden age of air racing.

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To find out more about the podcast, visit dorkomotive.com or search Dork-OMotive on your chosen podcast platform to learn more about the R1 and a host of other fascinating machines.

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SportAviation

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Dork-O-Motive is the brainchild of Brian Lohnes, a man who investigates and researches a variety of machines as well as the people and stories behind them.

These stories are told in a series of podcasts that thousands tune into each week. Brian has spent the last 20-odd years working in automotive media and auto racing as both a journalist and an announcer. Along the way, he has met and heard the stories of some of the

RO FOX

Try flying with our friendly team at SportAviation...

WELCOME 7 DAYS A WEEK ALL YEAR

Launching on YouTube during April from the team behind Dark5, Dark Skies brings the untold world of aviation to the forefront. The channel features 16 short documentaries, each of which showcase some of the largest, fastest airplanes ever to grace the sky, top-secret military projects, other classified missions and a range of untold and true stories.

Attracting over 86,000 since their three-month inception, this channel is a must-watch for any fans of aviation, advanced technology and conspiracy theories and an excellent way to pass the time during the ongoing COVID-19 pandemic. To find out more, search Dark Skies on YouTube, and be sure to subscribe so you don’t miss a moment of the action!

0427 534 122 87 Babingtons Road PO Box 44, Tocumwal, NSW 2714 AU

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SPORT PILOT / FE ATURE

VIPER SD4 The sleek and sophisticated LSA that lives up to its namesake

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Vipers aren’t found in Australia. No matter how much you go bushwalking or how many of the millions of snakes in this country you come across, you’ll never see a viper slithering along the ground.

From now on though, you might be seeing a whole lot of them flying overhead.

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SPORT PILOT / FE ATURE

The Viper SD4 is an all-metal, low-wing LSA manufactured by Slovak company TomarkAero. Perfect for training or sport aviation, the Viper is a sleek, eye-catching aeroplane that packs a punch, much like its namesake.

Introduced to the European market more than 10 years ago, the Viper is only now hitting Australian skies thanks to local distributor Viper Aircraft Australia. Sport Pilot

decided to buy one and haven’t looked back since.”

Equipped with a Rotax 912 ULS/S 100HP engine, the Viper is a responsive yet forgiving aircraft, perfectly suited for flight schools looking to update their fleet.

Boasting an indicated cruise speed of 108kts, the Viper stacks up well against many of its RAAus competitors. Its range of 648nm and 6 hour endurance makes it a great option for those looking for an aircraft for both sport and general recreation.

“ The Viper is a responsive yet forgiving aircraft, perfectly suited for flight schools looking to update their fleet”.

recently sat down with Viper Aircraft Australia’s Michel Vuilleumuier to find out a little more about this intriguing new addition to the Australian market.

“Originally I was looking for a suitable training aeroplane for my flight school, but I couldn’t really find something that, with the funds I had available, really fit the mould.” he told us, “Then I stumbled across the Viper and decided to do a bit of research. I spoke to the guys at the factory,

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The all-metal design of the Viper helps to keep maintenance costs low. Its robust design, featuring a semi-monocoque fuselage structure and an aluminium alloy skin, is specifically designed to handle the wear and tear that training aircraft are often subject to. Not only is it practical, it looks amazing. Slightly upswept wing tips and a low fuselage-mounted tailplane contribute to the elegant, streamlined look of this aircraft. The canopy opens upwards and backwards, a rarely seen configuration

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that allows for far easier access when entering and exiting the Viper.

Inside the cockpit, it’s impossible not to notice how comfortable and spacious the Viper is. With a cabin width of 53 inches (134 cm), the Viper comfortably fits two people side-by-side. Visibility is another major strength, as the single-piece canopy provides an almost 360° view.

Adjustable pedals, three air vents and a 3-point harness each add both comfort and safety while flying.

On the dashboard, there’s a lot of room for customisation.

TomarkAero tailor both the finish and equipment of each aircraft according to each individual order requirement.

“You can really spec it out however you like” Michel says “I just needed something simple to teach in, so my dash is primarily steam gauges”. A range of state-of-the-art avionics from Dynon and Garmin are also available, with additional options including autopilot and ballistic parachute designed to maximise aircraft safety.

Flight controls have been streamlined and simplified, making the Viper one of the easiest planes to fly on the market. Dual sticks come standard, both with push-totalk, up-down and left-right trim controls right on the stick. Interestingly, the Viper utilises a hand brake, located directly below the throttle control between the two seats.

While this might seem like an odd setup, both Michel and other Viper pilots have noted that the design is extremely ergonomic, allowing the pilot to quickly and smoothly move between throttle and brake during flight.

While the Viper SD4 is a strong contender for those looking for a training or sport aircraft, those wanting to go touring might want to look elsewhere. In many ways, the Viper outperforms its competitors. However, limited cargo space and a relatively small range means the Viper is not particularly well suited to cross-country flight. Instead, the Viper’s greatest strength lies in its economics.

In terms of performance and affordability, the Viper will naturally appeal to flight schools as an ideal training aircraft. “It’s great for students because it’s so forgiving” Michel said, highlighting the simplicity of the controls “it’s really easy to fly, with a large flight envelope”. Not only does the Viper perform like the perfect trainer, fiscally speaking, it’s extremely hard to beat. With an initial

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THE SPECS

investment hovering around the $95,000 mark and low operational and maintenance costs thanks to the hardy all-metal design and an indicative fuel burn of 16.4L/hr, the Viper tops the field when looking for an economical investment to add to the fleet. An optional tow hook capable of towing gliders up to 750kg also makes the Viper an attractive option for gliding clubs looking for a cheap and economical tow plane.

“ Not only does the Viper perform like the perfect trainer, fiscally speaking it’s extremely hard to beat.”

A good-looking, high-performing and affordable aircraft, the Viper SD4 is bound to hit the market with a bang in the coming months. Currently scheduled to appear at the Wings Over Illawarra Airshow in November, the team at Viper Aircraft Australia are excited to show off this fantastic aircraft to schools, clubs and private owners alike.

VIPER SD4 WING SPAN:

8.4 m 27 ft 4 in

LENGTH:

6.4 m 21 ft

HEIGHT:

2.2 m 7 ft 3 in

ENGINE:

Rotax 912 ULS/S 100 HP

MAXIMUM TAKE-OFF WEIGHT:

600 kg 1320 lbs

CRUISING SPEED:

200 km/h 108 kts

STALL SPEED:

75 km/h 40 kts

CLIMB RATE:

5 m/s 984 ft/min

TAKE-OFF DISTANCE:

180 m 590 ft

LANDING DISTANCE:

160 m 524 ft

RANGE:

1,200 km 648 nm

DURABILITY:

6 hrs

FUEL TANK VOLUME:

100 l 26.4 US gal

AVERAGE CONSUMPTION FUEL:

16.4 lph 4.3 US gph

Find out more at viperaircraftaustralia.com

F O R T H E J OY O F F LY I N G

GET A QU OTE OR REQUE ST A DEMO F LIGHT TODAY!

CHOOSE A VIPER SD4 • Discover the perfect harmony of performance, safety and affordability

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• Ideal for recreational travel, training and glider towing • Spacious cockpit with a modern and ergonomic interior • Suitable for a wide range of avionic panels

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4/08/2020 11:16:22 AM

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PILOT TALK

REGULATORY UPDATES AND SAFETY DISCUSSIONS FROM THE TEAM AT RAAUS

RAAUS CONTINUES TO WORK WITH CASA TOWARDS MTOW INCREASE As recreational aviation has become safer and more sophisticated, CASA has gradually increased the allowable MTOW for RAAus pilots from the original limit of 300kg.

The proposed change to increase the MTOW to 760kg is reflective of the growing recreational aviation community and the increased safety of modern recreational aircraft. A noticeable step up from the current restriction of 600kg, the change in MTOW will bring with it some significant benefits for all areas of the aviation community.

The RAAus weight increase proposal delivered to CASA outlined a clear delineation between the operation of higher weight aircraft and the current operational requirements. The current Group A (fixed wing, 3-axis, single engine) will remain defined as aircraft with a MTOW up to 600KG (650Kg for water-based aircraft) AND a stall speed of no more than 45kts. The weight increase

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proposal introduces a Group G for fixed wing, 3-axis, single engine aircraft up to 760 kg, regardless of stall speed.

CASA’s discussion paper DP 1912SS Maximum TakeOff Weight increase for aeroplanes managed by an Approved Self-Administering Aviation Organisation (ASAO), released in August 2019, revealed that 83% of respondents supported an MTOW increase up to 760kg.

This result highlights the evolution of recreational aviation and the need for regulations to reflect the changing landscape. The discussion paper however outlined stall speed requirement remaining at 45 knots for aircraft operating up to 760Kg. RAAus responded to this point in its response to the discussion paper and continues to have positive discussions with CASA. CASA is currently reviewing their position on this requirement.

PILOT TALK / SPORT PILOT

An increase, when approved, will put more choice and more freedom into the hands of current RAAus members.

The shift to a higher allowable MTOW will effectively open up RPC holders to a whole new range of two-seater Light Aircraft that will fall under the new limit. Much-loved aircraft such as the Cessna 152 and perhaps even the Piper Tomahawk and Victa Airtourer, may be available to RAAus pilots. For those seeking a slightly larger aircraft or are looking to undertake longer flights that require more fuel, the change will be welcome news. In addition to improved choice, there is a strong view that the proposed increase in allowable MTOW will improve overall safety. Pilots will be able to increase the quantity of fuel carried for safer diversions and emergencies provided the original manufacturer MTOW allowed for it, for example the

Jabiru 430. For manufacturers and home builders, aircraft can be built to greater levels of structural integrity, using heavier and sturdier materials that the old MTOW restrictions did not allow for. The new regulations are certain to result in new aircraft in the category being built stronger and safer than ever before.

WHERE TO NEXT? There is still more work to be done. RAAus has stated that they are committed to negotiations with CASA regarding MTOW access for RPC holders and will continue to push for it in the coming months.

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video conferences for the whole team and worked hard to make sure everyone felt connected. I learnt a lot about my fellow RAAus team members, meeting their children, grandparents, partners, cats and dogs. We vicariously explored each other’s bookshelves and rooms and there were unintentional and deliberate video conference presences (a Zoombomb I think is the new term) by family members and pets. We really connected as a team in a meaningful way during this time and recognised this experience as something unprecedented for both ourselves and our members.

RETURNING TO FLIGHT, MY JOURNEY Jill Bailey, Head of Flight Operations, RAAus

The COVID-19 pandemic has radically changed our world in many ways for many people. As the RAAus Head of Flight Operations, part of my responsibilities included monitoring the ever-changing restrictions and considering the effects they may have on our flying members and flight training schools. I was also responsible for the management of future risks related to an eventual return to flying and flight training once restrictions had eased.

Luckily, I was not alone. The RAAus team offered amazing support to one another during this challenging time. We were kept busy just keeping up with the rapidly evolving situation.

Increasing this workload, which was higher than any time I can remember in my almost 10 years at RAAus, was the decision to protect our staff by moving to working from home for the whole office. While three of us already worked the majority of our time from our homes in New South Wales, Queensland and Victoria, the rest of the team were generally in the office. We organised daily

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We spent time researching the restrictions, our obligations as an organisation and answering a wide variety of member questions including; Can I fly? Should I fly? What does a specific state require? Can I conduct flight training? What effect does physical distancing have in a cockpit? What storage requirements apply to an aircraft? Can I fly my aircraft privately? Am I going to be fined if I drive to the hangar to maintain my aircraft or to prepare my aircraft for storage? Throughout this time, as we advised members in our weekly E-News broadcasts, many of these questions were beyond our ability to answer, as they related more to health and safety rather than aviation safety and were state or region specific.

From a personal perspective, my instructor renewal (and therefore my BFR) was due by 7 April 2020, for which I received an automatic COVID-19 extension for an additional three months, which really took the pressure off.

I started contacting Pilot Examiners (PE) to complete my flight review. I could have completed this renewal with a local CFI, however using a PE is an additional requirement the Flight Ops team imposes on itself in recognition of a higher expectation and proficiency for flight training.

I try to complete my flight reviews with different PEs wherever possible. In 2018, I completed a flight review in a Tecnam P2008 with PE Ed Herring in South Australia.

While I was there, I completed Professional Development sessions with CFIs and Instructors. Obviously this was not going to be possible for the review this time. Some of you may also recall I wrote an article for our COVID-19 reference resources on the RAAus website, about my decision to choose not to fly at the height of the COVID-19 restrictions despite that fact I had no travel issues getting to the airport.

I contacted CFI and PE Sheldon Jones of Merit Aviation, as

PILOT CURRENCY BAROMETER Am I safe to fly?*

HOURS (6 months) USING THE BAROMETER

15+

Add up your hours for the last 6 months and landings for the last 3 months. Locate the figures on the barometer. Where the line drawn between them crosses the white line, read the approximate advice for that box colour.

(Example shows pilot with 12 hours and 3 landings)

LANDINGS (3 months) 25+

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EXPERIENCE

What is your experience? Your total hours and landings represent experience, BUT your currency is just as important - maybe more so!

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CURRENCY

If you haven’t completed three take offs and landings in the past 90 days, you must not carry a passenger.

RAAus recommends you complete a check flight. Consider your recency related to the aircraft type and the complexity of your planned flight.

Be cautious with complacency. Experience doesn’t replace disciplines like: • Completing a thorough pre-flight • Using checklists • Correctly configuring the aircraft • Accurately flying the aircraft speeds and heights • Practising emergency actions • Flying standard circuits • Using standard radio phrases

Exercise caution and stay within your limits

You may not be as good as you think

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WEATHER

Ensure the weather forecast is within your personal limits. Consider turbulence, wind strength, crosswind component, temperature, and cloud.

Your status is good but remain focused and vigilant

You are rusty!

FLIGHT PLANNING

• Current charts and airport information • BFR and membership and medical • Aircraft registration and maintenance • Weather, fuel and NOTAMs • Emergency procedures • Complete IMSAFE assessment

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Consider a flight check. Be cautious particularly if operating outside your normal operations. For example: • At a new airfield • In a new type of aircraft • Flights after maintenance • High traffic operations

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Being out of practice, your skills will be rusty even if you are operating at your home airfield in your own aircraft.

RAAus strongly recommends you conduct a flight with an Instructor to brush up on your skills.

Ensure local weather conditions are within your personal limits prior to flight.

*Information provided is intended as guidance material only. Pilots should discuss their proficiency and currency with an Instructor. Scale adapted from the British Gliding Federation. Version 1 June 2020.

SPORT PILOT / PILOT TALK

he often travels through Temora with pilots and students.

We arranged for a Thursday afternoon with perfect late autumn weather. Sheldon advised he wanted me to deliver briefings on Practice Forced Landings and Emergencies in the Circuit. I brushed these up as I don’t get the opportunity to deliver too many flight briefings, being kept pretty busy with RAAus work. Before the briefings, we had to consider the appropriate COVID-19 protocols and we discussed how we were going to manage the flight review process. This actually started with the first phone call, we discussed how we would manage Sheldon attending my office (which is in my home), how we would manage the cockpit interactions by using our own headsets, using my aircraft which is only flown by me or my husband, using hand sanitiser, wiping down common surfaces with disinfectant prior to and after

Wednesday as a backup (we were starting to alphabetise our plans), so this one was plan C. Of course, Wednesday was a repeat of Monday and at the time of writing, I still haven’t completed my flight review.

I am not too worried about my proficiency at the moment, my usual practice is to aim to get a flight for an hour every weekend as a minimum, where possible. During this flight I don’t just take off, do a local flight to see the sights and land.

The flights generally include a practice session to review a specific flight regime. Whether I try to complete the most accurate steep turns possible, with accurate maintenance of height, a session on short field landing practice, practicing crosswinds, stall recognition and recovery review or practice forced landings, I generally try to achieve a specific purpose

“My usual practice is to aim to get a flight for an hour every weekend as a minimum.” the flight and much more. Check out the RAAus COVID-19 resources for more information about a range of these protocols: www.raa.asn.au/our-organisation/covid-19-updates/ We completed the RAAus paperwork to record the who, what, where, when and how of the interactions. Of course, we also spoke in detail about a range of organisational challenges including COVID-19 considerations, standardisation issues and any opportunities for collaboration. Briefings complete, we walked the 20 metres or so to my hangar, as I live on an airport at Temora. At this stage of the flight review process, I was pretty relaxed, I regularly practice in cockpit patter on my long-suffering husband and I always enjoy flying with our PEs, as we generally collaborate well. Pre-flight completed, I walked over to Sheldon with my Hours and Maintenance (HAM) document and discovered the annual on my aircraft was overdue by 8 days! Once I finished kicking myself and apologised to Sheldon, we arranged for the following Monday as Sheldon was back with another pilot completing IFR training.

This would give me the entire weekend to complete the annual, which included some work on replacement brake pads and other regularly scheduled items. Monday arrived as one of those foggy, misty, rainy cold miserable days that only a winter in Temora can provide and even though you would think a flight under IFR is tailor made for these conditions, the freezing level was forecast as only 4000’, insufficient for a flight from Moruya to Temora. On to

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with these weekly flights. Of course, sometimes we just get together as a group of aircraft and go for a flight to a nearby airport for a $100 hamburger, which is also fun. The proficiency part of our flying, while important on an ongoing basis, is also why during the height of the COVID-19 restrictions and dealing with the immediate challenges, RAAus was already looking ahead. We were considering the potential risks introduced by the return of our members to flying after long breaks imposed by COVID-19. We reached out to our sister organisation GFA as they had developed a Pilot Currency Barometer to assist their pilots in assessing if a flight check with an Instructor was appropriate. The GFA tend to operate with periods of low activity during winter, as opposed to the peak summer gliding season, with awareness of significant breaks between flights. We felt adapting their Currency Barometer for our members might be a useful tool for our members to work out if they should be completing a flight with an Instructor before launching off on their own.

This is not intended to be a sob story, although I really hope I can get my review completed soon. Rather, it is intended to be a cautionary tale about the unintended consequences or effects of COVID-19 restrictions, how easy it is to overlook something important like an overdue annual, even if only by 8 days, the importance of using and checking paperwork and keeping ourselves safe when we finally get to return to flight.

We expect the impact of COVID-19 will remain with us for a significant time, but encourage our members to support our Flight Training Schools, organise a check flight with an Instructor and stay safe and well.

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Cody Calder, Innovation and Improvement Executive, RAAus.

CREATING SAFE SKIES SAFETY IN A CHANGING WORLD

2020 has certainly presented its fair share of challenges for our community. From the tragic Australian bushfires early in the new year, to the global pandemic that continues to change the way we operate within our everyday lives. Like many businesses, these challenges have forced RAAus to adapt in order to protect not only our staff, but our entire membership, as we continue to adjust to our new way of life.

One thing that hasn’t changed is RAAus’ commitment to safety; a culture that extends from our CEO, through each and every member, maintainer and flight training school and down to members of the public that are exposed to our aviation community. I would like to thank our members for the continued support they have provided to RAAus during these difficult times but also for the continued vigilance in prioritising safety prior to and throughout the duration of each and every flight.

The current landscape reinforces the importance for pilots to review their operating environment, assess conditions, and to ensure that they continue to stay within their personal limits before operating an aircraft. This may mean pilots elect not to fly on any given day due to weather, or it may

“The current landscape reinforces the importance for pilots to review their operating environment, assess conditions, and to ensure that they continue to stay within their personal limits before operating an aircraft.” mean that they seek a check flight with an instructor prior to operating.

It may also mean that additional pre-flight checks are required on an aircraft after being inoperable for some time. This may include replacing fuel, oil or charging the battery. While each of these considerations may not seem like a big task, the result is improved safety for everyone.

RAAus continues to focus on new ways to promote safety to our members. Over the past 12 months, we have created three

editions of our Licence to Learn safety magazine, restructured the safety space on our website and continue to share data derived from occurrences submitted to our occurrence management system. Our reporting culture continues to grow, allowing the identification of important safety trends and creation of safety information for members. I would like to remind members that RAAus maintains an open and fair reporting culture and that failure to report an occurrence deprives other members of the opportunity to learn.

Common feedback received by members is the demand for greater visibility of occurrence outcomes as learning opportunities for other pilots.

As many members are aware, RAAus has restrictions as to what information may be shared following a serious or fatal accident, however we continue to focus on ways to improve transparency of accident outcomes. Within our latest edition of Licence to Learn, I have included several occurrence summaries which offer learning opportunities for members whilst offering an insight into the extensive work completed by the RAAus team in reviewing and investigating occurrences.

I would like to also remind members that whilst much of our safety correspondence may not directly reference a particular occurrence, this material is always relevant to previous occurrence findings for the safety of all members. Watch this space as we continue to improve how we communicate important safety information to members. As always, additional safety and reporting information, statistics, and occurrence reviews are available in the safety section of the member portal or by going to safety.raaus.com.au.

Safe Flying!

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THE SPIN DOCTOR AVOIDING STALL & SPIN FROM THE AIR Stalling and spinning are aerodynamic phenomena that are unfortunately found to be common causes of fatalities. This is due to departures from controlled flight in all categories of aeroplanes.

Fatalities that are caused as a result of stall and spin generally occur at heights that are too low to recover from. At circuit height, the only way to prevent an unnecessary fatality is to avoid spin. Spin recovery inputs may not recover in time before impact with the ground.

Avoiding stall-spin accidents requires finessing of slow flight in situations. This involves changes in the power and trim state at times of high workload. It also involves attention to be paid to the things inside and outside of the aeroplane. In these scenarios, it is easy to lose track of airspeed.

“ As part of a pilot’s situational awareness, trim, aircraft energy state and speed must be taken into consideration.”

As part of a pilot’s situational awareness, trim, aircraft energy state and speed must be taken into consideration. The best advice is to practice slow flying in a variety of scenarios at a safe altitude.

CASA’s Advisory Circular AC 61-16 v1.0 provides information on LSA certification and the technical aspects of spin. It also states that ultralight aircraft are not spun for certification testing.

For the visual pilots amongst us, a poster has been developed to illustrate the types of flying to practice to avoid spin, the outcome we all want.

To get your copy visit: shop.casa.gov.au

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school training network and robust assessment process which now extends to specific training for maintainers, safety managers, and flight instructors.

Separating training from Operations and Airworthiness functions in the organisation recognises the importance of training delivery both in terms of member value and safety outcomes as well as compliance and increased privileges.

RAAUS FOCUS ON TRAINING AND EDUCATION. Neil Schaefer, Head of Training Development RAAus

I write this inaugural article from the national training desk as we all come to terms with a very different world in both our professional and personal lives as a result of a very nasty virus that caught us all by surprise and continues to turn most of our world upside down.

From 1 August this year my role as Assistant Head of Flight Operations will change to that of Head of Training Development for RAAus, a role I am very excited to embark on, which will create the capacity to extend the training platforms, resources and innovation in delivery of training services for our members.

The focus on training for RAAus is nothing new, in many ways the introduction of CAO 95.25 in the mid-eighties recognised the importance of formalised training for pilots, and RAAus has continued to develop our services in training through an effectively recognised syllabus, oversight of a widespread and diverse flight

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While the new role reports to the Innovation and Improvement Executive, there will continue to be significant development and collaboration undertaken with current Operations, Airworthiness and Safety managers and also ongoing internal training for our administrative staff. This structure will allow important development work for the key functional departments to be removed from their burden of day to day administrative functions in our small but effective team and tailor specific training packages based on member requirements, safety indicators and compliance requirements.

As many of you will have experienced whilst in lockdown in recent months, the delivery of training and learning as well as basic business functionality has been tested and forced to adapt due to the restrictions imposed during COVID-19. RAAus was not immune from these restrictions and all flight activities including flight training and aircraft building and maintenance have been adversely affected.

Our education systems were a good example of an established industry group finding itself re-inventing and modifying its key functions by utilising online platforms in between breakfast table webinars and parents grappling with the role of teacher, to meet the challenges imposed by physical and social distancing.

For RAAus it has provided the opportunity to test a series of quality online resources from existing online content providers customised for RAAus members and accelerate our continuing development of online resources for pilots and

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maintainers and instructors with collaboration with external industry partners, education facilities.

Initial Objectives 2020-21 We have undertaken significant scoping and development work already in key training development areas and below is a brief summary of some of the initial current approved projects that will be developed and implemented under the new training portfolio.

RAAus Online Learning Management System development. This continuing project builds on the existing agreement RAAus has with Bob Tait Theory and extends the integration of external study resources with our own examination sets. We plan to build a complete Online knowledge Centre and associated online RAAus exam set to assist flight schools and members.

Spin Training – development of a practical course required for completion by RAAus Instructors for the future Group G ratings and approvals (MTOW 601-760 kg) and for all other instructors over a future three year period. Additional optional Upset Recovery training is also being developed as an annex to the above training to assist instructors in the ensuring safe outcomes in the training environment.

Unusual attitude recovery training – Specifically, for Group B aircraft, Instructors and pilots; this program focuses on the unique control management issues for a range of performance variants in the Weight Shift Microlight (WSM) category.

L1 & L2 Online training enhancements – Extending the current L1 training package to include specific Group B and Group D knowledge information and further development of integrated practical and online learning resources for both L1 and L2 approval holders.

Instructor examination. This is currently being reviewed with the Head of Flight Operations and external consultants. This exam confirms theoretical competency for the aeronautical, administrative and operational knowledge required for the position of an RAAus instructor.

Examiner Standardisation Program – A continuing professional development initiative, this program will include online knowledge assessment for legislative and compliance requirements along with practical standardisation for our RAAus examiners.

So to wrap up this initial introduction of the RAAus training portfolio I would encourage members, instructors, maintainers and aviation professionals amongst our readership to write to me with your training ideas, any key suggestions for RAAus development focus and any specialist knowledge you have to offer as we review and extend our training resources to improve accessibility, safety and knowledge in your aviation activities.

The final word must go to Benjamin Franklin who said; “Tell me and I forget. Teach me and I remember. Involve me and I learn.”

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SPORT PILOT / FE ATURE GOING GL ASS

GOING GLASS

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DIGITAL COCKPITS ARE BECOMING THE NEW NORM. BUT FOR EXISTING AIRCRAFT WITH CONVENTIONAL GAUGES, THE PATH FROM NOW TO THE FUTURE CAN BE TRICKY. NICHOLAS HEATH FINDS OUT MORE.

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Vans RV10 featuring an Advanced Flight Systems integrated digital panel.

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SPORT PILOT / FE ATURE GOING GL ASS

Sling TSi Cockpit. Image: Global Aviation Products.

A lot of us are flying with traditional gauges and instruments and as the old saying goes; if it ain’t broke, don’t fix it. At the same time though, we see this new generation of all glass cockpits and think to ourselves “that would be nice”. For those of us trained and familiar with traditional instruments though, it’s natural to be a bit wary of changing habits.

Let’s start with breaking the problem down. Your panel has four major functions:

So why change? Well, for a start, the first thing that digital instrumentation provides is a lot more information in a lot smaller space. A single instrument can give you height, airspeed, groundspeed, direction, heading, bank, attitude and even synthetic vision. That’s a lot of information for very little panel space.

• Communication

Recently, the price for digital upgrades has fallen markedly, so now might be the time to think about making the shift.

While big glass panels look great, you don’t necessarily have to go for a completely new panel. It’s surprising how much functionality you can have without the excessive cost of a major panel upgrade.

The change to digital can bring a lot of information together and place it in an orderly and condensed manner for the pilot. Once you have gotten used to it - and if managed correctly – utilising digital instruments can mean increased situational awareness and reduced pilot fatigue.

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• Flight instruments • Engine instruments • Navigation

Let’s start with an easy one; Navigation.

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I CAN SEE CLEARLY NOW Remember when IFR used to stand for “I Follow Roads”?

For those of us who learned to fly before GPS was commonplace, the ability to see your aircraft’s position on a digital map is still a revelation. While we all need the skills to be able to navigate without digital aids, flying with one can dramatically improve your awareness and reduce your workload. No more badly drawn lines on maps and hasty ERSA lookups while trying to juggle controls.

At the entry level, you can use any GPS enabled tablet or even a phone to provide you with the sort of navigation that previous generations would (and did) die for. Apps like OzRunways and AvPlan provide updated maps and information, along with real time navigation, for about the price of a tank of gas. If you’re considering going more than a few miles from your airport, this is a must. A good mount is also a necessity, along with a charging socket.

The tablet solution is cost-effective and very portable, not to mention a tablet also has a multitude of other uses. For high-use situations though, a dedicated nav panel can’t be beaten.

The Garmin 760 is a removable unit, so you can take it out for security and planning. It’s a robust device that can connect to your other systems to provide GPS information and will also give you the option of synthetic vision. While we are only flying VFR, synthetic vision might not seem like a useful tool. Even on a good day though, synthetic vision can extend your field of vision and terrain awareness.

GARMIN AERA 760 Size: 7.29”W x 4.85”H x 0.91”D (18.5 x 12.3x 2.3 cm) Display size: 7” diag (17.8 cm) Resolution: 480 x 800; portrait or landscape orientation Display type: Touchscreen WVGA color TFT with backlight

Weight: 19.8 oz (561g) Battery life: Up to 4 hours during most daytime conditions USB connection: Yes (USB-C) Expandable memory: Yes (microSD™ cards) Price: $2620

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SPORT PILOT / FE ATURE GOING GL ASS

UNDER THE BONNET I think we all take comfort in knowing our engine is running smoothly with no foreseeable issues. With fuel being the price it is, we also like it to run as efficiently as possible. The new generation of engine management systems gives small aircraft operators access to the sort of information that was, once upon a time, only available to commercial aircraft. Once we were lucky to have an exhaust gas temperature gauge, but now we can have the exhaust and head temperature of each cylinder, along with fuel flows, revs, oil temps and pressures, coolant temps and more. Plus, there’s also the ability to log your engine and keep a history of any issues.

And speaking of fuel, the ability to have a digital, calibrated fuel flow system that accurately records fuel added and used can both dramatically improve your understanding of how much fuel you have on board as well as assist in recording your fuel usage.

Given the price of repair, an electronic engine management system might be good insurance against future problems and it might just keep you in the air and out of a paddock.

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DYNON EMS-D10 • RPM • Manifold Pressure • Oil Temperature • Oil Pressure • Exhaust Gas Temperature • Cylinder Head Temperature • Fuel Levels (up to 4 tanks) • Voltage • Current • Fuel Pressure • Fuel Flow • Carburettor Air Temperature • Coolant Pressure • Coolant Temperature • Outside Air Temperature

$1700 USD plus installation Available from Horsham Aviation Services.

ISSUE 97

THE “SIX PACK” PLUS MORE Your panel scan gets a lot quicker when the traditional “six pack” is replaced with one main instrument, showing all the information you need right in front of you. While it takes a bit of getting used to (yes, I keep checking the old airspeed dial on final too), it means that you can quickly check your numbers, then get your eyes back outside the plane.

Having said that, not all is better, at least for me.

I still find it easier in the circuit when I glance at the airspeed indicator and even with the quickest glance, I can see I’m in the white arc and okay for flaps. I can even tell from the speed the needle is moving to the rate at which we are slowing. I’m sure that there is a digital equivalent, but I haven’t got there yet.

Once you get past that revelation, the key to the new technology is about what else it enables you to do. For a start, you have the ability to link to your GPS and have the heading automatically put in for you. That function leads to relatively affordable options such as autopilot installation.

Suddenly, your work load is getting a lot lower.

I find that it’s easier to maintain heading and height when using the EFIS. I also find it a lot easier to get the plane trimmed out and “on the step”. In addition, I find that I arrive a lot more relaxed than I used to, but that might be from experience.

Garmin, Dynon and AvMap all produce dropin EFIS replacements for standard panels.

DYNON D3 PANEL PORTABLE EFIS • Synthetic Vision • Internal Lithium-ION battery or DC • Size: 3.5” x 3.25” x 1” • GPS ground speed and track • GPS altitude and vertical speed • Turn rate, slip/skid ball

$899 USD plus installation Available from Horsham Aviation Services.

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SPORT PILOT / FE ATURE GOING GL ASS

BRINGING IT ALL TOGETHER Up to this point, we have been talking about the different elements of a cockpit panel. But the future is clear – we won’t have dedicated instruments for each function.

Instead, we will have large screens that provide access to flight information, engine management, navigation and communications all in one.

Separate navigation/communication and engine gauges will be a thing of the past. Everything required will be on the one screen. Of course, pilots and aircraft manufacturers are risk averse, so we will probably see something like a traditional ASI, altitude and T&B dials tucked on the dash somewhere for quite a few years to come.

For those of us who live in the real world, there are some very affordable solutions about. AvMap offer a complete package with an EFIS, EMS and dockable nav panel for AU$4,195. That’s a whole panel of instruments, add a radio and you’re done. At the other end of the scale, Garmin will replace your old steam gauges with their G3X Touch dual 10.6” landscape displays for around AU$24,275.

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ISSUE 97

WHERE TO FROM HERE? If you’re thinking about an upgrade, the best place to start is with a fellow pilot who has made the journey, followed by a reputable installer and reseller. They can guide you on what suits your requirements best. If you are thinking about doing a series of upgrades, you need to think about what your end solution is going to look like so you don’t end up down a dead-end. New products are hitting the market thick and fast, so it’s important to have a good look around before making any final decisions.

Have you recently upgraded your panel or are in the process? We’d love to see your pics and hear your story!

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ISSUE 97

A group of comedians landing at the Brown Brothers airfield.

TAKING FLIGHT

A GUIDE TO THE PERFECT WEEKEND IN VICTORIA’S PICTURESQUE KING VALLEY Words Tom Lyons Images supplied by Rural City of Wangaratta

Is your regular $100 Hamburger getting a little stale? I was recently lucky enough to discover a hotspot of first-class food and wine on offer. And the best part? It’s just a short flight from both Sydney and Melbourne.

A peaceful, welcoming country town perfectly set up for private pilots, let me tell you why Milawa makes for the perfect weekender.

Situated at the northern end of the picturesque King Valley, the Milawa Gourmet Region has a long-standing reputation for excellent food and even better wine. The township of Milawa lies at the heart of the region and is bursting with local producers, restaurants, breweries, distilleries and wineries. No matter your tastes, you’re sure to find something in this little corner of the world that’ll make you want to come back.

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SPORT PILOT / FE ATURE

The Brown family have been hand-crafting exceptional wines in Milawa since 1889 and have been welcoming private pilots looking for a quick getaway since the airstrip was built in 2002. Landing amongst the vineyards, it’s just a short walk over to the famous estate. With the airstrip directly across the road from the main complex, it’s truly amazing just how quick you can go from touching down to kicking back with a glass of wine in hand. If you’re anything like me, you’ll want to head straight to the Cellar Door and taste a range of award-winning vintages, varietals and even some small-batch experimental wines made in Brown Brothers’ micro-winery; the “Kindergarten”.

From the Cellar Door, it’s time to grab a meal at the awardwinning Patricia’s Table restaurant or some delicious cheeses and finger foods while you taste the range in the Wine Bar. There are also a variety of tours and experiences on offer, with function rooms available for those looking for somewhere to hold their next group or club event.

Just 108nmi from Melbourne and 280nmi from Sydney, the journey to Milawa is a good-sized flight to sink your teeth into. It is short enough to make either a perfect weekend destination or just a leisurely day trip. It’s certain to satisfy your flying itch and have I mentioned the incredible scenery? The pristine natural beauty of the alpine region and the Snowy Mountains will be on display as you approach from the north. If you’re approaching from the south, you’ll experience the beautiful Lake Eildon and rolling green hills. Either way, you’ll get a glimpse of the magnificent Victorian High Country as you fly into the quiet, grass airstrip owned by one of Australia’s most celebrated winemakers, Brown Brothers.

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While you might be on the edge of a food coma already, you’d be missing so much if you let your adventure end here! There are plenty of other hidden gems peppered throughout this scenic region. I recommend renting a bike and exploring the many local producers only a short ride from town.

Heading north will bring you to the old Milawa Butter Factory, now the home of the Milawa Cheese Company.

Wander through the century-old building and experience a wide range of delicious handmade farmhouse cheeses.

The Butter Factory is also the site of Wood Park Wines’ Cellar Door, Off Centre Gallery & Studio, the Walnut Tree Boutique Gift Shop and the Milawa Kitchen, a modern French-inspired bakery and bistro. Only a 15-minute return ride from the airstrip, a trip to the old Butter Factory is not to be missed! On your way back, stop in at Milawa Mustards, makers of some of Australia’s finest mustards and condiments since 1982.

ISSUE 97

“ No matter your tastes, you’re sure to find something in this little corner of the world that’ll make you want to come back.”

2020

MILAWA VINEYARD AIRPORT (YILA) Length: 820m Direction: 02/20

For the sweet-tooth, a ride eastward will take you to Walkabout Apiaries, owned by a family of beekeepers dedicated to providing exquisite Australian honey, beeswax candles and mead. If you’ve never tried it, believe me; mead was the chosen brew of the Vikings for good reason!

It’s sweet, delicious and will keep you warm for the rest of your ride!

Continuing east for a 30-minute round trip, you’ll quickly find yourself in the town of Oxley, home to another notable and picturesque winery; John Gehrig Wines.

If you’re on the hunt for something a little stronger, a short trip south and you’ll find yourself at a personal favourite of mine; Hurdle Creek Still, a small batch Gin & Liqueur Distillery. Here you can watch the still in action and taste the final products all under the roof of a beautifully transformed farm shed and it’s only 15 minutes’ ride from the airstrip. If you’ve ever wondered how it all works, the distillers themselves are always up for a chat and will be happy to answer any questions you have.

A visit to Milawa can make for a pleasant day trip, but spending a night is certain to make your journey that much better. There are myriad fantastic accommodation options that will allow you to forget about your 8 hours bottle-to-throttle and give you more time to explore this fantastic region in all its glory.

Distance From: - Melbourne: 108nmi - Canberra: 149nmi - Sydney: 280nmi - Adelaide: 393nmi - Brisbane: 635mni

CONTACT Name: Brown Brothers Phone: (03) 5720 5500 Weekdays (03) 5720 5547 Weekends You must obtain permission prior to landing. Permission forms can be found at https://bit.ly/3emqsiy Please contact Brown Brothers on the day of departure to confirm landing and to obtain an update on airstrip condition.

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SPOR T PILOT / F E AT URE MOTOR GLIDING

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ISSUE 97

THE PUREST FORM OF FLIGHT When you’ve flown in excess of 1,000km in a single flight with absolutely no means of propulsion, it’s easy to see why gliding is often termed “the purest form of flight”. With nothing but the sound of the wind in your ears as you hunt for thermal columns and other sources of rising air, gliding offers an unusual blend of exhilaration and tranquillity.

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SPOR T PILOT / F E AT URE MOTOR GLIDING

For most powered-pilots, gliding may seem like the little cousin you don’t think of that often. In reality however, gliding is more like powered flight’s wise old grandfather. Gliders, in some shape or form, have been taking humans into the skies the since Sir George Cayley’s first successful glider left the ground for 275 metres in 1853. Since then, the world of gliding has evolved phenomenally, with modern gliders capable of travelling distances of up to 1,000km and staying in the air for hours on end.

Despite this, gliding is often ignored by powered pilots, largely due to the lack of autonomy involved. Having to be towed into the air and collected upon landing puts off a lot of pilots who enjoy being able to take to the skies of their own accord. But what if there were a best-of-both-worlds scenario? An aircraft that stayed true to the “purest form of flight” while giving pilots the ability to operate independently?

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For decades, a small but growing community of powered pilots have been venturing into the world of gliding thanks to motor gliders.

Equipped with a small auxiliary engine, motor gliders are capable of self-launching, eliminating the need for additional personnel. Once reaching a suitable altitude, the motor can then be switched off, turning the aircraft into a typical glider and enabling pilots to soar on rising air.

There are several popular models of motor gliders available in the market, including the Hoffman H36 Dimona, the Pipistrel Taurus and the Stemme S12, all boasting unique designs meant to tackle the issue of housing an occasional motor that doesn’t adversely affect drag when not in use. The Dimona simply feathers the propeller, whereas the Taurus and S12 feature retractable propellers, housed in the rear fuselage and nose cone respectively.

ISSUE 97

Sport Pilot Magazine contacted motor glider pilots to understand just what it is that makes motor gliding the perfect balance between powered and unpowered flight.

They spoke of the ultimate freedom they found, enabling them to fly “on safari” throughout Australia without the need for a gliding club to provide a launch. Adventure and exploration are at the forefront of these pilots’ minds, as they set out to regularly travel over 300nm on as little as 15 litres of fuel. Using the engine only for take-off and the occasional burst to cross a “dead” area of poor soaring conditions, motor gliders enable a full-fledged gliding experience with all the autonomy of a powered aircraft.

With less instrumentation – and a lot less engine – gliding presents a true test of a pilot’s skills. Precision coordination of stick and rudder and the ability to instinctively gauge glide angles, airspeed and weather conditions all become vitally important when propulsion is no longer in play. One motor glider pilot described the thrill of gliding and the incredible sense of accomplishment a successful flight brings. “Glider pilots have a very thorough and fundamental understanding of the weather systems in which they fly…you are trained not to focus inside the cockpit, but to have a real appreciation of the threedimensional world outside,” she said. This heightened awareness of a vast array of natural forces and the need to think like a creature that flies naturally of its own accord is what draws many pilots to this fascinating sport.

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SPOR T PILOT / F E AT URE MOTOR GLIDING

Motor gliders, like regular gliders, are administered and regulated by the Gliding Federation of Australia (GFA). One of the biggest advocates for motor gliders is GFA President himself, Peter Cesco, who told us “I can fly a thousand kilometres on about three and a half litres of fuel, and it’s just so much fun!”. Motor gliding truly is the best of both worlds, mixing the thrill of gliding with the autonomy of powered flight.

If you’re looking for a challenge, wanting to try something new or simply want to improve your skills as a pilot, gliding presents the perfect opportunity for you.

Head to glidingaustralia.org to find your nearest club and book a trial lesson today!

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ELECTION

2020 ANNUAL GENERAL MEETING NOTICE

BY SIMONE CARTON, COMPANY SECRETARY RAAus invites members to the 2020 AGM. As a result of the COVID-19 Pandemic, RAAus has deferred our 2020 AGM. The AGM will be held from 2.00pm Saturday 27 February 2021.

The meeting will be held at: RAAus Head Office Unit 3 of 1 Pirie Street, Fyshwick ACT 2609.

The meeting will also be live broadcasted to RAAus members.

Attendance at the meeting, will be subject to any health restrictions in place at the time of the meeting. Members are advised to monitor the RAAus website for more details closer to the date.

Members can appoint a proxy if they wish.

Members are also invited to submit resolutions for consideration.

The closing date for resolutions is: 5:00pm AEDT Thursday 4 February 2021.

This closing date allows RAAus to then notify all members of any resolution within the required 21 days of the meeting. Resolutions received after 5:00pm on Thursday 4 February will not be considered. Resolutions can be emailed to admin@raa.asn.au or posted to: RAAus PO Box 1265, FYSHWICK ACT 2609.

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CURRENT AGENDA & RESOLUTIONS • • • • • • • • • • • •

Opening of the meeting Receipt of apologies and proxies Confirmation of quorum Declaration of the result of the election Minutes of last Annual General Meeting Business arising out of the minutes of the last Annual General Meeting Presentation of Annual Reports Chairman (see annual report) Audited Financial Reports (see annual report) CEO (see annual report) Close of Annual General Meeting Following the AGM, a member’s question and answer forum may be held.

RAAUS– ELECTION 2020

RAAUS 2020 ELECTION NOTICE RAAus cordially invites all eligible members to participate in the 2020 director election.

Included with this edition of Sport Pilot is: A ballot paper

• A reply paid envelope • Election timeline • Guidance material description of the four • Acandidates who have nominated.

ELECTION TIMELINE Members have until 5.00pm, Friday 25 September 2020 to post their ballot paper to RAAus in the reply paid envelope. Ballot papers post marked after 25 September 2020 will not be counted. RAAus will tally votes on Friday 2 October 2020 and notify member shortly thereafter of the result.

GUIDANCE MATERIAL To assist members make a decision about who to vote for, the following information may assist.

The role of the Board is to supervise a company’s business in two broad areas: business performance — • Overall ensuring the company develops and implements strategies and supporting policies to enable it to fulfil the objectives set out in the company’s constitution. The Board delegates the day to day management of the company but remains accountable to the members for the company’s performance. The Board monitors and supports management in an ongoing way.

compliance performance • Overall — ensuring the company develops and implements systems to enable it to comply with its legal and policy obligations (complying with statutes such as the Corporations Act 2001, adhering to accounting standards) and ensures the company’s assets are protected through appropriate risk management.

What are some of the specific responsibilities of the Board?

Within the broad framework outlined above, some of the Board’s specific responsibilities are to: and review the medium • set and long term goals of the organisation in consultation with management

• approve budgets • monitor business performance large investments and • approve any major financial decisions the controls framework to • monitor ensure major risks are identified and managed the assumptions of • challenge management there are systems in • ensure place to enable accurate financial reporting and so the organisation complies with all aspects of the law the continuing • ensure development of the executive management team appropriate • determine remuneration for the CEO a CEO and evaluate his • appoint or her performance

provision for succession • make planning

• be accountable to members Further reading is available as part of the RAAus Governance Policies, which can be accessed here: raa.asn.au/storage/gov-2017-01-governance-policies-v14.pdf Specific skills of a Director should include: expertise – the ability to • Strategic set and review strategy through constructive questioning and suggestion; literacy – the ability • Financial to read and comprehend the company’s accounts and the financial material presented to the board, in addition to understanding financial reporting requirements - the Centro case (ASIC v Healey (2011)) has emphasised this need for basic financial literacy for all directors; skill – the boards’ • Legal responsibility involves overseeing compliance with numerous laws; risk – include on the • Managing board a director with experience in managing areas of major risk to the organisation; people and achieving • Managing change; knowledge – experience • Industry in similar organisations or industries; stakeholder • Understanding expectations; technology – there is • Information a growing need for directors with an understanding of information technology

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RAAUS– ELECTION 2020

Andrew Scheiffers

our members.

Encourage a positive no blame reporting culture: I want to ensure our membership reports events and incidents freely, knowing we support them. Mistakes happen. The key is to learn from each other, including our mistakes, to improve our collective safety.

I served in Army Aviation as a Blackhawk and OH58D pilot for 20 years before moving to Canberra and transitioning out of the Army. I then founded a new helicopter operation with two partners. As Chief Pilot, I found growing the business from the ground up a rewarding challenge. I drafted the AOC, SMS and established systems and processes to run an IFR, NVG, multi-engine helicopter operation. Since then, I have gained broad experience across the civilian aviation sector flying offshore helicopters, instructing at an RAAus flight school in Bathurst and Canberra, and undertaking charter work in light twin aeroplanes.

After discovering RAAus two years ago, I have come to see the organisation as progressive and capable one, with significant potential and a strong safety and member focus.

I find the broad spectrum of RAAus particularly appealing. It is hard not to be attracted to an organisation that deals with aircraft ranging from homebuilt aircraft with weight shift controls right through to high performance, glass cockpit, autopilot equipped aviation beasts. As a pilot who is keen to experience the full gamut of aviation activities, I am keen to contribute to the growth of RAAus. Some specific areas I would like to contribute to as part of the Board include: Advocating for members in a way that supports the memberships interests: RAAus is not a subset of CASA, and I am keen to see the Board grow RAAus as a member-centric representative body with powers that enable us to make aviation fun and affordable for

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Develop and improve relationships with other aviation bodies: Other organisations – including RAAA, AOPA, SAAA, and GFA – are working to support and grow general aviation in this country. I want to encourage RAAus to work with these other bodies to share costs, align lobbying and work together to achieve the best for all members.

Create esprit de corps with a return to having a RAAus National Fly-In as soon as COVID-19 restrictions allow. The organising costs of any fly-in could be reduced by joining with other associations, further growing our relationships.

Grow the approvals of RAAus certificate holders and training organisations: It perplexes me that RAAus pilots can’t fly into controlled airspace despite being properly trained and equipped. I question why an RAAus aircraft can’t conduct flight training (in VMC) towards the issue of an instrument rating. The Bristell I fly has magic avionics (the best I’ve flown with) for IFR training but according to CASA an FTD is preferable – this is nonsense. We should work with CASA to pave a mutually acceptable path forward.

I address the Board skills requirements as follows: expertise – I have formal • Strategic training and significant experience in developing and implementing strategic objectives, applying this experience to start a new aviation operator. literacy – I have run • Financial small businesses and worked in acquisitions and can read and interpret financial statements.

– My experience, including • Legal as a Chief Pilot, has given me significant experience in understanding legal requirements and dealing with CASA. risk – My military • Managing experience gave me significant technical risk experience, which I have found to be readily transferrable to the civilian sector. people and achieving • Managing change - 20 years in the Army gave me deep experience in leadership and managing small teams through to large-scale operations. knowledge – I have • Industry experience in civilian and military, aeroplane and helicopter, one engine and multi, instructing and chartering. I am an experienced industry all-rounder. stakeholder • Understanding expectations – Significant experience in listening to, managing and addressing, stakeholder expectations through military experience and the broad spectrum of civilian work undertaken.

– I have a degree in Information • ITSystems from UNSW giving me an understanding of what technologies are out there and how they can improve our organisation. forward to helping RAAus • Itolook grow, become safer and more independent without adding unnecessary complications, bureaucracy or expense to members. The simplest solutions are often the best. will be an independent voice for • IRAAus members - I will act as a problem solver and will represent member views first and interests first and foremost.

Andrew Scheiffers E: andrew@scheiffers.net M: 0416 292 131 Financial Disclosure. I am currently employed as a Casual instructor by Central West Flying School and a contract pilot to CromAir and PHI International

RAAUS– ELECTION 2020

Danni Maynard

the system and reduced the risk of reoccurrence. As a result, the statistics demonstrated a reduction of incidents by 30%.

80% of aviation accidents, is said to be caused by human error! In the past and even nowadays, the pilot gets blamed for the accident. I am passionate about ensuring the person at the sharp end does not get blamed anymore. As a human factors safety investigator, I am an advocate for pilots in particular, to demonstrate that there is always more than one reason why the system failed.

My experience stems from airport management, to emergency procedures training of cabin crew, general aviation aircraft broker, where I lease aircraft to clients who need to charter aircraft anywhere in Australia. From there I moved into studying and working in accident investigations in both rail and aviation as well as a human factors consultant. I have spent a large part of my career in accident causation focusing on the human involvement in the greater aviation system. I have worked as senior investigator for the rail regulator where I gained valuable experience in interpreting law that was outside of aviation. I have compared this experience to when I’ve worked with aviation operators such as Regional Express to Qantas, where the focus was different to a compliance investigation which was a no blame approach known as just culture. I’ve headed up and established from scratch an investigation department, training and leading a team where I developed a robust process to execute detailed investigations identifying system failures and providing recommendations that improved

During my time as a human factors consultant I worked with clients such as the military to large rail operators identifying risk in the systems and implementing strategies to mitigate or alleviate the risk all together. I am now a deputy director with the Air Force in the Defence Aviation Safety Authority. My focus is establishing strategies to ensure appropriate and effective communication and promotion of aviation safety regulation to the regulated community within Defence. I am required to manage a large budget and ensure expenditure is compliant to public service policy.

When it comes to aviation safety, risk and hazard reduction and human factors awareness, I am most passionate and have achieved two Masters degrees in these fields.

I am at the stage of my career where I wish to give back to the aviation community and assist in supporting general aviation pilots and organisations in understanding risk and safety in a way that keeps them safe so everyone can get the most out of flying. My aim to is to be supportive and work hard on the board at RAAus and contribute in any way I can to assist the members in getting great value from RAAus in their flying career or hobby. With experience working at senior levels of government, I know how to influence executives for the benefit of the individuals. I have demonstrated experience on effecting change for the better of safety.

I have commenced flying lessons myself to enjoy the learning and understanding of what pilots go through when operating an aircraft and the pressure they experience in non-normal situations. My focus isn’t in becoming an airline pilot;

however, I am interested in general aviation as a hobby and love meeting other students and assisting them with their understanding of human factors and the importance of not taking unnecessary risk. I teach part time, online with the University of Southern Queensland, assisting student pilots and aviation management students with their research projects. I love inspiring them on innovations in technology and driving their curiosity towards improvements to the aviation industry in all categories.

I look forward to the possibility of working with the members of RAAus and meeting other passionate aviators.

Election statement for the position of Director on the Board of Recreational Aviation Australia Ltd (RAAus).

I, Danni Maynard, wish to nominate for a Director position with RAAus. Below is my election statement addressing the specific skills required for the position.

I wish to declare my income is provided from two separate employers being ( and as stated as ‘current’ on my resume) Royal Australian Air Force – as a civilian employee through the Australian Public Service as an Executive Level 1 and the University of Southern Queensland (USQ) – as a lecture of aviation research - part time.

I do not receive any addition remuneration or honoraria derived from aviation related interests other than my afore mentioned two employers as of the date of submission of this election statement 21 May 2020.

Danni Maynard E: dannimaynard@me.com M: 0415 661 978

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RAAUS– ELECTION 2020

Michael Monck

during the past six years. I have led the board and assisted in developing strategies to avoid repeats of the past where aircraft were grounded, members could not fly and your organisation was struggling to stay afloat.

I have been directly involved with RAAus for some 6 years now and feel that there is still work to do.

Since joining in the 2000s I have logged hundreds of hours in RAAus aircraft and look forward to logging many more. Moreover, I look forward to expanding what we can do under the banner of RAAus. When I joined the board in 2013 we were struggling financially with an annual cash deficit measured in the hundreds of thousands of dollars each and every year. I recall joining the board with an understanding that we were experiencing some difficult times and then coming to the realisation that it was much worse than I had initially thought.

The financial struggles were just the beginning, we had to fix issues with performance of the organisation in the eyes of the regulator, deliver on promises made by those who came before us and generally stabilise the organisation.

Today, some six or so years later, we have done much of that. Going in to the COVID-19 pandemic we had a stable set of finances and an ability to react in a measured and calm manner to the challenges that we were about to face. Many businesses have failed during these tough times and this is not surprising, these are some of the hardest times many people have ever endured.

Having said this, I am proud to say that RAAus will come out of this in a healthy manner.

Much of this is due to the hard work and dedication that we’ve put in

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This meant making some very tough decisions. We made changes to internal processes, turned over some staff and developed a new culture. Some previous decisions, such as a commitment to deliver L1 training, had to be renegotiated with CASA in a sensitive manner so we could focus on some fundamental aspects of survival. Perhaps one of the most controversial decisions we had to make was to cease giving the magazine to members at no cost.

We simply could not afford it but we made the decisions and crafted RAAus into a stronger organisation with a more sound footing.

Along the way we have built credibility with the Government, various departments and agencies and strengthened our relationship with the regulator. This puts us in a position today to deliver on things that were holding us back or threatening our very survival.

In the past as new privileges were added for members, we tended lose our way and forget about the basics and what we already had. We are now on the verge of delivering an increased limit on maximum take off weights for members and with our new perspective and culture, we will also maintain the rights we already have today. We’re taking a new approach by creating a different category for these heavier aircraft so as to look after those who do not want to be bothered with it. And our hard work is paying off elsewhere too.

Just like I recall realising the harsh reality of the true situation all those years ago together with recognising the difficult decisions that would have to be made to rectify the

situation, I also recall wanting to return the magazine into the hands of each and every member at some point in the future. The fact that this very statement is being written in the first copy of the new, reinvigorated magazine that is being mailed out to all members is a testament to the strength and resilience we have built in RAAus. I welcome the opportunity to serve our membership base for another term on our board and finish a few of the things that we’ve started. We have financial stability, credibility with policy makers in government and a bright future. Throughout this next term I’d like to continue delivering benefits to members so pilots can be pilots and do what they love. This means looking after our members, pilots and maintainers and following through on promises.

I’ve done that with the magazine and I’d like to do that with the weight increase.

I’ve thoroughly enjoyed the challenges to return RAAus to the sound position we’re in today and I look forward to helping us navigate through the next set of challenges facing us tomorrow.

Declaration of financial interests related to aviation Majority shareholder of Lockr Life Pty Ltd (LLPL) – provider of products and services to the aviation sector. LLPL writes and sells lockr.aero aviation logbook products for pilots and aircraft maintenance tracking. In addition to this, LLPL also distributes CTLS aircraft and related parts in Australia. LLPL also provides bespoke software and consulting services to aviation businesses on a national and international basis.

Michael Monck E: michael.monck@raaus.com.au M: 0419 244 794

RAAUS– ELECTION 2020

Simon Ozanne

During these times when many of us are grappling with home schooling; having too little personal space, or too much; working in ways we never thought viable; and not knowing what next year will bring, we need the certainty and freedom to continue with recreational aviation. Big gains have been made in opening up opportunities for our pilots, GA is declining and so more people are venturing to our organisation, we are now a professional body, and we share a good relationship with regulators.

Although not perfect, RAAus has grown to be a dynamic and impressive organisation. Right now, there is an opportunity to continue that growth by encouraging, promoting and further developing our sport, increasing privileges, tapping into the explosion of ideas surrounding sport aviation, and potentially opening the organisation to other recreational aviators.

In part, this will require the right Board, who are competent and pragmatic in overseeing and governing our sport, and most importantly, who engage with, and represent the members. But that is only one part. The other part is great leadership, vision and the specific skills of its Directors. I believe with my background I will complement the Board and bring the enthusiasm (and expertise) required to capitalise on the framework and opportunity we have.

Industry knowledge. From a very young age I had a passion for flying; I read biographies of the pioneers, visited museums, was an Air Cadet, and flew solo in both powered aircraft and gliders, as soon as I was able. I lived

and breathed aviation. That enthusiasm continued in a long and successful Air Force career, first as a pilot and then in management and governance. Post Air Force, I have flown in numerous commercial operations. I hold air transport, recreational and remote pilot licenses, as well as numerous ratings and endorsements, and I own my own light-sport aircraft.

Understanding stakeholder expectations. Since December 2017, I have successfully run my own aviation consultancy (Alacon Aero Pty Ltd).

This requires an innate understanding of the regulations and developments in the commercial, general and military aviation sectors. Business partnering has provided access to a large crosssection of the aviation community, and I use this exposure to understand current and arising industry issues. As well as RAAus, I am an active affiliate of the AFAP, the Royal Aeronautical Society, the Australian Association for Unmanned Systems and the Australian Institute of Company Directors.

Financial Literacy and Legal skill.

Several of the managerial roles and commercial projects I have held or been involved with, have required me to work within the contract, commercial and corporate/enterprise law frameworks. I have also worked with employees on enterprise bargaining agreements, under the laws of armed conflict, and to prosecute military cases. Daily I operate within the various aviation regulations. I have (successfully) challenged numerous adverse financial and administrative decisions. These examples, and the successful management of my own business, demonstrates my financial and legal capacity.

Strategic expertise, managing people and affecting change. As a military officer, I led and managed numerous high performing teams of professionals, delivering projects for Defence/Government. Now, a key focus of my consultancy work is business intelligence; white paper

strategy, operational improvement and change management. My Management and Leadership Diplomas coupled with shrewd real-world acumen have enabled me to effectively lead people into combat zones, on operations and through life changing events. I consider this a strength. Affecting change, diffusing conflict and influencing the membership and regulators, will be a particular challenge of the Board over this coming period.

Managing risk. During my early flying career (the mid-late nineties), Air Force suffered several major accidents. They knew reform was required and were looking for key personnel to develop and champion a new safety management system (SMS). I volunteered. A core idea we developed (revolutionary then) was to manage risk proactively rather than retrospectively; looking at both preventions and recoveries. This was the start of my risk management journey. Since then, I have developed SMS for several clients, have attained an Advanced Diploma of Integrated Risk Management, now teach risk management, and am working towards certification as a Practicing Risk Manager (CPRM).

Information technology. IT – my other passion. Daily I work with a variety of IT systems, and under contract, have managed networked mission planning systems for Defence. I have a Computer Science degree, have worked on numerous software replacement projects, and have long advocated for the incorporation of enhanced software systems in aviation.

I declare that I derive income and remuneration through my aviation consultancy business, Alacon Aero Pty Ltd, and as a member of the ADF Reserve Forces supporting the Air Force cadet flying training system.

Simon Ozanne E: director@alaconaero.com.au or simon.ozanne35@gmail.com M: 0409 327 695

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ISSUE 97

LIKE FATHER,

LIKE SON JETT BENNET IS FOLLOWING THE FOOTSTEPS OF HIS CHAMPION FATHER

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Ask around and you’ll hear countless stories of how people found their passion for aviation by going to airshows as a child. The wonder and awe of watching those huge machines flying overhead ignited the spark in many of us. Jett Bennet’s story though, is a little different. He wasn’t looking up at the sky, he was in it.

From his first flight at age 1 accompanying his dad in an Eagle 150, it was clear that aviation was to play a huge part in Jett’s life. Son of champion aerobatic pilot and well-known airshow performer Paul Bennet, Jett had been immersed in the world of flying since birth. Recently, on his 15th birthday – as soon as legally possible – Jett completed his first solo flight, paving the way for a long and exciting career in aviation.

Jett has helped out at Paul Bennet Airshows his entire life, watching his dad pull off some truly death-defying stunts and manoeuvres in front of roaring crowds. Getting to be up close and personal with Paul’s 400HP Wolf Pitts Pro biplane amongst a host of other stunt planes and

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warbirds, Jett had decided early on that flying was something for him to pursue too.

Jett has flown countless hours alongside his father, but after 15 years of passion and dedication the chance finally came to fly solo.

Even with a lifetime in the air though, a first solo flight can be daunting. “I was a bit nervous,” Jett recalls about a less-than-ideal day in June on which he took the controls on his own, “It was pretty windy day and blowing a crosswind”.

Nevertheless, the young pilot was confident in his abilities, taking the reins and successfully completing the flight.

Jett hasn’t slowed down since, either. In the space of a month, he’s completed two more solo flights with his sights set on more in the near future. Like his father, Jett’s interests lie in aerobatics and he plans to pursue this as soon as he can. When he turns 16, Jett plans to compete in aerobatics competitions, hoping to become a national champion like his father. From there, Jett’s ambitions are to join Paul on the airshow circuit, dazzling fans with his own performances and challenge his father’s skills, maybe even taking the reins of the famous Wolf Pitts Pro.

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“It’s a proud moment for sure,” says Paul, who watched on as Jett completed his first solo.

Not being in the cockpit next to his son wasn’t particularly nerve-wracking for the elder Bennet, who was fully confident in Jett’s skills. More so, Paul is excited to see where the future takes Jett, and to help him chase his aerobatics dreams.

Starting out in aerobatics may seem a huge challenge to some, but Jett has grown up with the team of skilled pilots at Paul Bennet Airshows around him, including Glenn Graham, Jesse Jury and Glenn Collins, all aerobatic

“Son of champion aerobatic pilot and well-known airshow performer Paul Bennet, Jett had been immersed in the world of flying since birth.” champions in their own right. Of course, Jett couldn’t ask for a better mentor by his side than his own dad. Paul has earned the titles of National Advanced Aerobatic Champion, National Unlimited Aerobatic Champion and Australian Freestyle Aerobatic Champion throughout his career, and is also one of only a handful of pilots to hold a ground-level aerobatics approval in the country. Always looking for a new challenge, Paul has also sailed skiffs and racing yachts and has taken up flying radio-controlled jets as well, a pastime the father and son enjoy together.

While the father-son duo does have plans to hit the skies together in the future, they both acknowledge that there is still a long way to go.

“I have a rule that all of my performance pilots must win an aerobatics competition before they fly with us”. It’s a hard ask, but it ensures Paul can maintain the strong reputation that his airshows have garnered over the years. “I’m not about to break that rule now,” Paul chuckles, showing no signs of leniency when it comes to Jett.

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While the father-son duo does have plans to hit the skies together in the future, they both acknowledge that there is still a long way to go.

Like many others in the event industry, Paul has taken a huge hit during the COVID-19 pandemic. “To go from 30+ scheduled shows in a year to none… it’s devastating,” he said of having to cancel all planned events in 2020. The team are not ones to give up however, and have begun creating livestreamed airshows, available on all devices with a $10 on-demand pass. With an array of cameras capturing the action from every angle, Paul is confident that the livestreamed airshows will capture all the exhilaration of a live show, with the added bonus of behind the scenes footage and pilot’s perspective shots.

It’s an uncertain and challenging time, particularly for event runners, but for now the Bennet clan are celebrating. The show must go on, and the family are hopeful that Jett will join his father in the air in the coming years. Who knows, this might be the beginning of an aerobatic dynasty.

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The love for aviation continued into high school, when Trish’s family moved to Darwin. Family holidays saw continued exposure to flying, not just on commercial airlines but on light aircraft as well. “For me it was all about the light aircraft,” Trish tells us as she describes a flight to a ski lodge tucked away in an American mountain range.

PILOT PROFILES TRISH CURRY

TALES FROM OUR AVIATION COMMUNITY

Most of us can only dream of adventuring through the outback on a daily basis, taking in the vast beauty of Australia’s red centre from the air and touching down in some of the most remote parts of the world. For Chartair pilot and registered nurse Trish Curry though, it’s all in a day’s work.

Currently based in Kalgoorlie, Trish’s role as a Line Pilot sees her at the helm of her Cessna 208 Caravan as she transports passengers, cargo and mail all across the outback. Trish has been flying for Chartair for over 2 years now, but she recently sat down with Sport Pilot Magazine to discuss her journey in aviation that began when she was a kid, growing up in West Papua, Indonesia.

Having a father that worked in the mines, Trish was used to frequent travel early on. She lived in a West Papuan mining town, where she found her spark for flying. “There was quite a lot of aviation [growing up]...primarily into remote villages in the highlands”.

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She had been up in helicopters before, but the spark turned into wildfire when she was chosen to personally deliver school supplies her class had been collecting for the remote villages. Climbing into an aeroplane for the first time, Trish was instantly fascinated as she rose above the tropical rainforests and alpine grasslands of the West Papuan highlands. She recalled how the thrill of that first flight set her on her aviation journey, “We got to go flying into a village with a very short dirt airstrip, on the side of a mountain… that’s where I thought ‘This is really cool’”. When she returned home her mind was set; she was going to be a pilot.

Joining the Defence Force became Trish’s main focus throughout high school, until a change of heart came in year 11. The medical world was calling and Trish was quick to answer, refocusing her efforts in year 12 and finding herself enrolled in a nursing degree upon leaving school. For a while, it seemed like aviation had been left by the wayside, but the spark was soon to re-ignite.

In her final year of her nursing degree, Trish went on holiday to Byron Bay where she took a flight in a WWII-era de Havilland DH.82 Tiger Moth. Instantly, Trish was transported back to the wonder of those first flights, thinking to herself “I’m in the wrong career, I need to be back into flying”. Just like back in West Papua, when Trish came back home, she was on a mission.

While her parents were supportive of her sudden change in career path, they encouraged Trish to complete the nursing degree that she’d nearly finished. Agreeing, Trish set about earning her degree while learning to fly part-time. With a nursing degree under her belt, Trish began working at the hospital in Darwin. Determined to follow a career in aviation however, she packed up and moved to Brisbane after only a few months in order to train full-time. Toward the end of

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her training, Trish headed to Alice Springs as part of a joint program with Chartair, which led to her landing a job with the company as a junior pilot, achieving her dream once and for all.

Securing a position at Chartair saw Trish become postie to the outback, delivering mail to remote communities in a Cessna 210. Taking on a mail run that stretched from Alice Springs all the way up to the Top End allowed Trish to explore the country in ways that few people get the opportunity to do. Touching down in some of the most ruggedly beautiful places on earth, she quickly came to appreciate just how important aviation was to Australia’s most remote

communities. “I don’t think I realised the rapport I built with so many people,” said Trish as she described all the ways aviation affects these communities. “It’s not just mail, we’re transporting kids that are going to school, political figures who come to check out the communities, supplies for the local clinic and so much more”.

As Trish progressed, she took on new roles, including passenger transports to and from remote Aboriginal communities. Moving up to a Beechcraft Baron, Trish would primarily fly out doctors and nurses to communities with very limited medical services, as well as charters for officials from the Department of Health or the Department of Education.

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Today, Trish takes the reins of a Cessna 208 Caravan, flying Chartair’s regularly scheduled runs.

Most of the time, this involves bringing the residents of outback communities to and from regional centres like Alice Springs or Kalgoorlie, while also carrying freight and Australia Post mail. on

occasion, she’ll do a freight-only run in the event of a community being cut-off due to flooded roads or other natural barriers. In this case, Trish becomes the only access these communities have to important supplies, bringing groceries and medical equipment to outback citizens in need. With her job taking her all over NT, WA and SA, Trish is always meeting different people and taking on new challenges. From delivering mail to outback stations to transporting ‘The Honey Badger’ Nick Cummins from Birdsville to Alice Springs, a new day is always a new experience for Trish.

So, what’s next for Trish? At the moment she’s still loving bush flying, but she does have some

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goals that she hopes to achieve.

Trish has kept her nursing qualifications up to date, and the Royal Flying Doctor Service seems to be in her sights, “The RFDS is something that really appeals to me. You’re doing medevac, you’re flying and even though you’re not nursing you’re immersed in the medical world”. Another ‘bucketlist’ item for Trish is to return home to the highlands of West Papua, flying into the same communities she experienced as a kid. “It’s still lingering,” she said of the itch to fly over the mountains and rainforests in Papua once more.

No matter where she goes, one thing is certain; when Trish Curry sets her mind on something, she’s certain to achieve it.

ISSUE 97

FIRST SOLO: NOT AS A PIANIST INTERNATIONAL CONCERT PIANIST BERNADETTE HARVEY RECALLS HER FIRST SOLO FLIGHT

Bernadette at the helm of the Aeroprakt A22 Foxbat

I’m on the train from Lithgow to Sydney, the morning after my first solo flight. Yesterday, after a cuppa with my kind, patient and expert instructor Joe Newham and my supportive husband Peter, I started to reflect. Now I’m squealing internally with the same amount of joy, delight and pride.

I’ve been dreaming about becoming a pilot since before I met Peter, in fact I believe a seed was planted long, long ago. I’ve had flying dreams since I was a child, flying like a bird

through the house, landing jets in city streets or missing runways altogether! I wonder now how many pilots recall flying dreams as a child? I asked Peter but he said he couldn’t, perhaps because he’s been flying for so long!

I’ll ask more pilots, but I have a feeling my flying dreams were a sign that it would one day become reality.

When I was 18, my uncle Welsman gave me a calendar featuring famous female pilots. It was a going away gift, before I left to study piano in London and the US. I remember thinking it was a strange gift for a budding pianist. Welsman was a mystical figure when I was young, maybe

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he was prescient? Impossible. He played the clarinet.

Then there’s my aunty Tricia. I grew up hearing stories of her adventures with the Red Cross in PNG. I recently travelled to Darwin to visit her, in palliative care at home. When I told her what I was up to, her face lit up. She recalled her flying days with joy and excitement, her face so bright and beautiful. Flying is so thrilling it can’t be forgotten, apparently not even during the last stages of life.

control, saving us from a disastrous fate. He’s a natural teacher, and being a teacher too, we both know that we learn best when allowed to make mistakes.

To be successful in the music industry, you need a thick-skin and a competitive nature. The same can be said for flying. I’ve only recently become thick-skinned and unabashed but I’ve always been competitive, especially with myself. I remember saying to myself that fear and confusion will control me if I don’t find out, quickly, how to control it.

“I have had flying dreams since I was a child. I still have them.”

Finally, what are the odds I would meet my soulmate in the form of a pilot AND a professional musician?

Well, I’m not a pilot yet. All I’ve done is learn to fly a circuit alone, but I’m beginning a journey that I know will take me into old(er) age. I’m hooked.

My most fearful part of the circuit was shutting off power going into base, more so even than landing! Stuffing around with rudders, not pulling back the stick in time, pulling up early… It’s nauseating just thinking about it! This is when you need a great instructor. Joe knew exactly when to hand over the controls, aware I would make mistakes. He also knew when to take

I remember the same feeling preparing for international piano competitions. I’ve been playing piano for about five decades, since before I was 2. Flying reminded me that I will never be rid of performance anxiety, that acknowledging it is the way to overcome it.

When flying, I found that to control fear and confusion, I had to go to the field and see the circuit from different runways. I had to call aloud, “upwind, 500 ft crosswind, 1000ft downwind, base, 500 ft final”. I had to practice saying aloud runway angles and radio calls, memorising heights to raise and lower flaps and so much more.

Peter has recorded my piano playing for years.

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He’s the reason I’ve kept going in a culture that doesn’t make it easy. Yesterday, he filmed my flight. He captured the hand on my heart when I shut the engine down, the handshake from Joe and the little dance I did turning to face the camera. I’ll share this video with my students, I want them to feel this sense of joy

As I mentioned, my greatest fear was letting go of, what I felt was, my control of the airplane when turning on base. Suddenly that force that keeps the plane at altitude is gone and I must descend, trusting totally in the aircraft and the forces of nature. That trust is key. That and developing a sense of judgement to aim and

“My greatest fear was letting go” and accomplishment when playing piano. They could learn so much about dealing with fear, although the fear of live performance is nothing compared to flying an aeroplane! Of course, if their audience consisted of the supportive pilots who frequent our airpark, my students would find performing a joyful and rewarding experience, without judgement and nit-picking.

navigate to the runway. My students could learn so much from this. If they want to succeed, it’s imperative that they listen to their fear and do what must be done to control it, to let go and start trusting themselves and their hard work.

Most importantly, one must embrace the joy and exhilaration of the task, be it playing live or flying solo.

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SPORT PILOT / IN THE HANGAR

IN THE HANGAR

BUILDING, MAINTAINING AND DOCUMENTING YOUR AIRCRAFT

PREPARING FOR TAKE-OFF! WHY IT IS THE PERFECT TIME TO GET ON TOP OF YOUR AIRCRAFT MAINTENANCE! All aircraft, even the simplest ones, require maintenance after a defined period of operation. The different systems and structures within an aircraft also have specific maintenance tasks that need to be performed to support their operation. The main objective of an aircraft maintenance schedule is to deliver an aircraft that is safe, airworthy, and available during its release from maintenance. The Australian winter period is generally a preferred time to complete annual maintenance requirements due to reduced favourable flying weather.

Throughout the year, RAAus randomly reviews aircraft maintenance logbooks.

Too often when maintenance logbooks are inspected, the team pages through the years and finds nothing has been rectified on a machine. It’s tempting to interpret this as “they never have any issues, must be exceptionally well built! Everybody should own one of these.” But this is simply not the case.

If there’s one certainty of aircraft ownership, it is that aircraft requires maintenance. Things break and they are repaired. Put it in the logbook.

We see that 25, 50 and 100-hourly inspections are carried out and recorded quite consistently. But we also see that they rarely result in the identification and/or rectification of the recorded issues. A logbook filled with entries is much better than an empty logbook, especially when it comes to resale time. Prospective buyers want to see what problems were identified and fixed. Ultimately,

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aircraft inspections are carried out to find problems, not to give it a big tick and say no maintenance required.

Owners that care for their logbooks are owners that most likely have cared for their aircraft.

Section 12.5 of the RAAus Technical Manual relates to aircraft logbooks.

Owners can find what information a logbook must contain as well as many examples of logbook entries. 2 years ago, a survey was sent to RAAus Level 2 maintenance authority holders asking their opinions on the condition of owner-maintained RAAus registered aircraft. The response regarding the overall condition of the fleet on a fivestar scale, from very poor to very good, revealed the fleet to be in a satisfactory to good condition. However, the area that required the most improvement was logbook compliance, especially compliance relating to Airworthiness Notices (ANs), CAO 100.5 tasks, and Service Bulletins (SBs).

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It is very important to sit down and complete research on your aircraft and find what bulletins are applicable. Unlike the general annual inspection (where you are handson checking the condition and connections etc. of your own machine), an AN or SB has been released because other aircraft have been found to be defective. These are notifications of things like cracking, breaking, wearing and the loosening of parts. This means that you need to inspect your own aircraft for the same issues. An AN or SB is a signal that an identified issue is important and requires immediate action.

In the recent member survey that went out, over 90% of aircraft owners indicated that if an aircraft records service was available, they would use it. RAAus provided that result to Flight Safety Solutions, who have worked hard over the last six months to design a service that is now available to aircraft owners.

After completing a short online application, the owner and/or maintainer is supplied with a document specifically relevant to the requested aircraft make and model with a listing of:

• RAAus AN’s (Airworthiness Notices and Advisory

The data supplied is intended to be used by the aircraft owner (or the maintainer) to cross reference information that is or has been relevant to the aircraft with the information in the aircraft logbook. Using this data, the owner needs to determine the following:

• Is the information in the document relevant to this aircraft?

• If the information is or has been relevant, has the task actually been carried out on the aircraft? (Compliant).

• If the information is or has been relevant, has the task been annotated in the aircraft logbook? (Compliant).

• If the task is relevant to the aircraft, is the task recurring?

• If the task is recurring (i.e. – ‘check wing bolts every 100 hours’), has the recurring task been carried out on the aircraft and noted in the logbook for each time the task has been carried out? (Compliant).

Some SBs require annotation in the logbook even if they are not relevant to the aircraft. This can be in the form of a statement that confirms the task has been investigated and has been found not relevant to the aircraft.

Notices)

• CAO 100.5 Tasks • Airframe Service Bulletins and Informational advisories • Airframe Service Interval Information • Engine Service Bulletins and Informational advisories • Engine Service Interval Information • Propeller Service Bulletins and Informational advisories • Propeller Service Interval Information • Equipment Updates (EFIS etc)

The Aircraft Records Service makes these bulletins easily available to be read by the owner or by the owner’s maintainer. For more information, visit the Aircraft Resources page in the members portal at members.raa.asn.au.

The winter period is the perfect time to research and update your aircraft maintenance logbook. Flying is all about confidence in both yourself and your aircraft. Ensuring that your maintenance and your aircraft logbook is compliant will go a long way to instilling you with the confidence that your aircraft is up to the task.

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EASY, BREEZY LOGBOOKS INDUSTRY-CHANGING RECORD KEEPING

We probably aren’t alone when we say that keeping a logbook up to date can be a cumbersome task – keeping track of records and losing old paper trails can quickly turn the joy of flying into an administrative nightmare if not managed well.

Reports from RAAus suggest that aircraft record keeping is one of the highest risk factors facing the private aviation industry today, yet is often the most neglected and overlooked part of flying.

Paul Strike of Flight Safety Solutions said many aircraft owners and surprisingly even some aircraft maintainers are not aware of the full range of maintenance that is required, making it a complex process to navigate.

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“Our team have audited aircraft that have no records whatsoever. Others, whilst diligently recorded, often lack crucial information required to maintain an aircraft,” he said.

Whilst maintenance and recordkeeping can be a daunting task to begin with, ultimately it is always the owner’s responsibility to ensure that aircraft records are up to date and the aircraft is compliant with safety standards.

That’s why Flight Safety Solutions has developed an industry-changing Aircraft Records System called BreezyLog, making it so simple and affordable to keep your aircraft safe, reliable and compliant.

BreezyLog is a cloud-based system that shows you everything you need know about aircraft maintenance and providing data for

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“Owners that care for their logbooks are owners that most likely have cared for their aircraft.” everything from RAAus Airworthiness Notices to Propeller Service Bulletins and Informational Advisories.

The fully interactive system meets all CASA requirements and has been accepted by RAAus as a replacement for paper logbooks, making it so easy for your aircraft to comply and as a result making our skies safer.

It provides real-time, comprehensive aircraft record keeping, maintenance forecasting and tracking, component log system and flight data entry program all in one convenient hub.

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The technology enables operators to control, input, record and search everything from flight times, fuel and oil uplifts, through to Airworthiness Directives, component history and engine changes.

“BreezyLog allows owners and maintainers to have full access to real time maintenance planning to automatically update their maintenance schedules,” said Mr Strike.

The system is adaptable for any aircraft and many GA and RAAus aircraft types are already enjoying the simplicity and freedom of an automatic and comprehensive aircraft records system.

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PILOT NOTES

DELVE DEEPER & FIND OUT MORE ABOUT EVERYTHING AVIATION

BUSTING THE BERNOULLI MYTH Computational Fluid Dynamics (CFD) uses computers to model fluid flow over surfaces (such as air over a wing) using equations such as Navier-Stokes and Euler.

The massive increase in computer power since CFD started means that now we can model lift, drag and pressure over an entire aircraft with millimetre precision. For Fluid Dynamicists, there is no mystery about how a wing generates lift— it’s all perfectly explained by the equations.

“ Proponents of Bernoulli lift say ‘the higher air speed above the wing causes lower pressure’, but they have it backwards.”

However, pilots need a more intuitive understanding of how their aircraft interacts with the air and how their control inputs change that interaction. As a result, we use simplifications, metaphors and (unfortunately) myths. The purpose of this article is to debunk the Bernoulli myth and to provide two useful mental models for lift; one simple “big picture” view, and one more complex two-surface view.

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Words Thomas Bisshop

BUSTING BERNOULLI When I studied fluid dynamics as part of my engineering degree, we were taught that Bernoulli’s principle applies to an incompressible fluid flowing through an enclosed duct, where a constriction in the duct (a venturi) causes a higher velocity (to preserve overall flow rate) and therefore a lower pressure. The major flaw with the Bernoulli theory of lift is that the wing is not an enclosed duct.

Proponents of Bernoulli lift say “the higher air speed above the wing causes lower pressure”, but they have it backwards. There is only one thing besides gravity that can cause a fluid to accelerate; a difference in pressure. Air flows from high pressure to low pressure, so the air speed is higher BECAUSE the pressure is lower above the wing. Similarly, the air below the wing slows because the pressure is higher.

Finally, the curved upper surface doesn’t cause the lift— otherwise why can aircraft fly upside down, or flat surfaces like balsa planes or paper planes provide lift?

Let’s start with the simple explanation; flow turning.

PILOT NOTES / SPORT PILOT

THE BIG PICTURE: FLOW TURNING NASA has written many articles about lift, including one a couple of years ago that describes how flow turning generates lift [1]. The idea is that when airflow is redirected, Newton’s second law (F = ma) says force is needed to accelerate the air, and the third law says that an equal and opposite force (lift and drag) is generated. Any shape can be a lifting surface if it redirects airflow, even a bent pipe.

The Big Picture

The force is proportional to the mass flow (grams per second turned) and velocity change (metres per second). Higher speed and higher angle of attack give more mass flow so more lift. You already have an intuitive understanding of this from sticking your hand out the car window; higher speed gives more effect, as does changing the angle of your hand.

Almost anything can be a lifting surface

This model gives a good intuitive understanding of lift, but if you want to go deeper, we have to look at how the air interacts with the wing.

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THE TWO-SURFACE MODEL Doug McLean, a Boeing Technical Fellow, wrote a book “Understanding Aerodynamics: Arguing from the Real Physics” [2] that uses physics to explain lift (among other things) and debunks many myths. He has since revised his explanations to better explain the interconnected nature of flow turning, lift, drag and high/low pressure. One of his fundamental concepts is that both the upper and lower surfaces of the wing generate lift, but in totally different ways. Let’s look at those, using my radical simplifications of Doug McLean’s physics.

UNDER THE WING

OVER THE WING

This one is relatively simple; it’s just flow turning. As the bottom surface of the wing hits the air (or the air hits the bottom), the air is accelerated downwards and slightly forwards, generating higher pressure, lift and drag.

Newton’s second law and third law in practice. You can refer to the diagrams above.

This one is way more complicated. To avoid the distraction of the curvature, we’ll think of a balsa plane’s flat wing, with a small angle of attack. It is a bit like an angled squeegee going across a wet window: the water below the squeegee (and the air below the wing) is pushed downwards, leaving a gap above the squeegee. If air was like the water on the window, there would be a vacuum above the wing. But air abhors a vacuum, and it rushes into the gap. If you imagine the amount of mass in the disturbed air a certain distance above the front of the wing, this mass is in a larger volume at the rear of the wing, so the pressure above the wing is lower than ambient pressure. Lower pressure above the wing means lift.

“ Lift and induced drag are generated by two different types of flow turning above and below the wing.”

But it doesn’t stop there. We’ve already seen that air accelerates from high pressure to low pressure, so the air rushing in to fill the gap is accelerated down and backwards. By the time it gets to the trailing edge, it is going faster than the incoming airflow, and heading downwards by at least the angle of attack, or more with a curved wing. You can work out the lift from the flow turning.

Over the Wing

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But wait, there’s more! Because the uppersurface airflow is angled down, it helps stop the lower-surface airflow from wrapping around the trailing edge, so the upper airflow not only generates its own flow turning, it helps preserve the flow turning of the lower surface.

But wait, there’s more!

So why is the upper surface of a wing curved? Well, some aren’t at all— such as a paper plane or balsa plane. Some aren’t curved much. Some aerobatic aircraft have symmetrical wings. But most have more curve at the top than the bottom — they are cambered. The simple explanation is that the top curve better matches the curved path of the accelerating air over the wing, guiding it and maintaining smooth flow across the surface, avoiding drag-inducing turbulence.

That’s why STOL wings are fat and curved, while high speed wings are much flatter.

The University of Genoa have done some really cool CFD animations [3] that show how the air is accelerated and turned downwards, and how pressure above and below the wing change with positive and negative angles of attack.

I’ve hosted a copy of some of these [4] so you can see the animations without downloading them.

To sum up; lift and induced drag are generated by two different types of flow turning above and below the wing. The upper curve helps guide the flow for more lift and less drag. No need to call on the Bernoulli equations!

Thomas Bisshop is an RA-Aus Instructor, carrying on a family tradition of fascination with the physics of flight.

REFERENCES [1] https://www.grc.nasa.gov/WWW/K-12/airplane/right2.html [2] https://onlinelibrary.wiley.com/doi/book/10.1002/9781118454190 [3] https://www.diam.unige.it/~irro/ (download zip archive to see animations) [4] https://terowing.com/ug/

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TRIALS AND ERRORS EXPERIENCE TEACHES ALL, SAYS JACK WALKER When I was between solo and fully qualified, I was putting in an hour of circuits and bumps, trying to get my landings right. I was in a Cessna 152 this day and was happily trundling around the old Geelong Airport circuit (now closed). This particular 150 was of the older variety and had a full 40 degrees of flap available – something that will become important later.

On that airfield, the cross strip meant you had to come over the Torquay Road, avoid some badly placed power lines and drop on to the displaced threshold – which had been moved courtesy of those power lines. So, I was happily in the groove: Final approach. Full flap. Picture in the front window looked right. Stay high for the power lines. Drop on to the displaced threshold. Flaps up. Power on. Repeat. I noticed the cross wind was getting up a little as the wind swung to the north, but not enough to bother me. Two more bumps, then we could call it a day.

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On the next final leg, I noticed the cross wind had picked up a bit more, but nothing I couldn’t handle (the unbound confidence of the new pilot). Dropped over the threshold, wheels down, flaps up, power on. Rudder to compensate.

But instead of accelerating down the runway, the aircraft leapt straight back in to the air. I was now a dozen feet off the ground, just above stall speed. More alarming still was that the crosswind was biting hard and I was already at the left edge of the field and we were sinking. The most prominent thing in my field of vision was the fence near the runway intersection.

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“ An experienced pilot could have got that aircraft safely back on to the runway and landed it. I wasn’t that pilot.”

Cessna Flap Switch Lever

Time slows down at moments like this. I remember clearly thinking I could either try to fly or land. An experienced pilot could have got that aircraft safely back on to the runway and landed it. I wasn’t that pilot. I elected to fly. I gave it a tiny bit of back pressure while willing the engine to give it everything. We staggered along just above stall speed before starting to accelerate. The trusty and forgiving 152 got me out of it. A very agitated new pilot finished another circuit, landed, then walked back to the office on wobbly legs.

So, what happened? The first mistake I made was in shoving the flap back to zero then ramming the throttle in. On that model

Cessna it takes quite a while for the electric flaps to retract. So, I was probably making full power as the flaps were still at 30%. Secondly, I had failed to realise just how much the crosswind and headwind had picked up. Finally, the decision to fly was almost certainly wrong.

Looking back, a bit of rudder would have put me back on centreline and there was a lot of runway available.

I learned a couple of important lessons that day. Firstly, don’t dismiss the wind sock changing. Ever. Secondly, don’t get cocky. Like when you shove the flap lever up and hit full throttle without thinking through the consequences. Finally, don’t make heading skywards your first choice.

Had a learning experience similar to the above?

Send it in to us for publication in a future edition so that other pilots can learn from your lessons. Send your stories to editorial@pace.com.au

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SPORT PILOT / FE ATURE

ELECTRIC REVOLUTION The Future of Flight

I

n 1884, Arthur Constantin Krebs made the first fully controlled free-flight, piloting the La France airship.

A landmark event in aviation history, the flight of the La France paved the way for modern aviation as we know it. It was also electric-powered. For years after, electric-powered aircraft sat on the fringe of the aviation community, always a desire but never becoming a genuine, large scale possibility. Now, nestled away in the Southern Highlands of NSW, a small team of engineers are working on something truly revolutionary.

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Electron Aero, led by designer and lead engineer Colin Hutchison, have been working since January 2019 to make Australia’s first all-electric aircraft a reality.

The Electron E-75, an all-electric, all-carbon aircraft with a cruise speed of 250km/h, a crew weight of up to 180kg and a range of 350km has almost come to fruition. Inspired by the recent boom in electric cars from companies like Tesla, Hutchison and his team believe the aviation industry is set to make a similar jump to more ecofriendly solutions when it comes to recreation and travel.

While current battery technology may not be sufficient to sustain commercial flights, the capability for all-electric flight in light aircraft has begun to take off.

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Recognising the importance of performance amongst most pilots, the team has worked tirelessly to ensure the switch to electric would not detract from pilots’ current aviation experiences. In designing the E-75, every gram of weight and every Newton of drag has been accounted for in order to maximise performance.

This meant that aerodynamics, seating arrangement and general aircraft structure all had to be carefully designed for peak efficiency. In fact, Hutchison believes that the electric motor brings with it a range of benefits, including increased torque and power output, noise and vibration reductions and a huge cut to maintenance and running costs, meaning the E-75 will outperform most other aircraft in its class.

This is a bold claim from the head of these innovative designers, but how does the E-75 actually stack up?

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SPORT PILOT / FE ATURE

PERFORMANCE One of the main features of the E-75 is the REB-90 BLDC motor that powers the aircraft. This electric motor provides maximum torque throughout the entire rev range, meaning pilots won’t have to wait for the motor to spool up to its optimum RPM, eliminating hesitation from the motor and giving power to the propeller the instant it is required. Not only does this make for a more streamlined flying experience during take-offs, it adds an extra level of safety when it comes to manoeuvres such as go-arounds.

A common issue with traditional combustion-engine aircraft is the loss of performance in line with increased altitude and temperature, due to the density of the air available during the combustion cycle. Given that air density does not affect an electric motor, the E-75 is able to completely eliminate this issue, providing the same amount of power at any altitude and at any temperature.

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In addition to this, the electric motor in the E-75 has the ability to be temporarily overloaded for short periods of time. If the need arises, the REB-90 can produce an extra 10-15% additional power for the necessary amount of time, making for shorter take-off runs and remarkable climb performance when necessary.

COMFORT As you’ve likely noticed with electric cars on the road, its gentle whir is a far cry from the loud rumble of a combustion engine. For those looking for a more natural flying experience, being able to be in the skies with minimal noise is a genuinely amazing thing to behold.

Beyond this though, there are multiple benefits to a quieter aircraft, including being able to clearly hear the person next to you, and being able to comply with airports that have noise restrictions in place, not to mention the benefits for those you’re flying over!

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The electric motor in the E-75 is bolted directly to the propeller, meaning there is only one moving part in the entire aircraft. While cutting down on maintenance time, the design also minimises vibration, banging and shuddering. While providing a much more comfortable experience, the lack of vibration is also hugely beneficial to maintaining expensive avionics.

COST SAVING Perhaps the most enticing aspect of all-electric aircraft is the drastically reducing running cost. Estimated at $16-18 per hour (with current battery technology), the E-75 offers a significant drop in running costs when compared to other light aircraft with an average fuel burn rate of 5-10 gallons per hour and an average cost of $5 per gallon.

Furthermore, this number is only going to drop in the future as battery technology improves, in stark contrast to the consistently rising price of fuel.

Not only does the decreased running cost benefit potential owners, it benefits the industry as a whole. Lower running costs means lower prices for aircraft rental for pilotsin-training and less maintenance costs for flight school owners and any business operating a large fleet of aircraft.

WHEN WILL WE SEE IT? Unfortunately, you’ll have to wait a little longer before jumping in an E-75, the prototype is currently in progress.

The team at Electron Aero have been working tirelessly, constructing carbon fibre parts with the assistance of Ray Tolhurst of Wedgetail Aircraft. Tolhurst, a pioneer in ultralight aircraft in Australia, is responsible for such designs as the Grasshopper and the Stingray; the first allfibreglass cantilever ultralight aircraft in the world.

Inspired by the recent boom in electric cars from companies like Tesla, Hutchison and his team believe the aviation industry is set to make a similar jump to more eco-friendly solutions when it comes to recreation and travel.

A 2-seater, fixed landing gear aircraft with an MTOW of 600kg, Electron Aero have stated their intention to license the E-75 in the LSA category, meaning RPCholding pilots will be able to fly this fascinating aircraft when it hits the market.

The race is on for Electron Aero, but with parts coming out of the mould on a weekly basis, they’re confident that they will be sharing their electric revolution with the world in no time.

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SPORT PILOT / WHATS HOT

WHAT’S HOT

COOL PRODUCTS FOR FLYERS

ROTAX 915IS LIMITED EDITION 141HP A household name in aviation, Austrian company Rotax is celebrating their 100th birthday with the release of the limited edition 915is Redhead engine. This 4-cylinder, 4-stroke engine features a turbocharger with stainless steel exhaust, an air intake system with intercooler and redundant electronic fuel injection and ignition. The engine boasts a whopping

141hp, full take-off power up to 15,000 ft and a service ceiling of 23,000ft, giving the 915is the best power-toweight ratio in its class.

Did we mention it looks

Dynon have worked to upgrade the display on the D3, improving both the touchscreen capabilities and the brightness of the screen to allow for better readability. GPS flight data provides accurate ground

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limited edition also comes with 2x 100hr service kits, 1x 200hr service kit, an additional extended warranty for 3 years or up to TBO and a voucher for the 100 year Rotax Merchandise Collection. bertfloodimports.com.au

DYNON D3 PORTABLE EFIS The newest addition to Dynon’s popular Pocket Panel series, the D3 is a lightweight, portable attitude indicator designed as an easy-to-use replacement for traditional steam gauges that become unreliable over the years.

incredible? The limited edition design features red covers and a special 100-year anniversary logo stamped on the air intake. The Rotax 915IS

speed, altitude and vertical speed, while a second page displays a G-Meter that records minimum and maximum g-forces.

The D3 comes with two different mounting options, both requiring no tools to install. A RAM® suction cup mount offers a simple option for those without panel space, while the 3-1/8” pinch mount allows for easy installation of the D3 into any empty panel holes, without the need for fasteners. $899 dynonavionics.com

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LIGHTSPEED ZULU 3 HEADSET

MICROSOFT FLIGHT SIMULATOR 2020

After more than a decade, Microsoft have just announced a new entry in the Microsoft Flight Simulator series, scheduled for release worldwide on August 18, 2020.

Microsoft Flight Simulator 2020 is the most ambitious, most detailed and most realistic outing yet, with huge improvements in graphics, physics and all-round realism in comparison to its predecessor, the 2006 Flight Simulator X.

A crowd favourite for years, the Zulu series headsets by Lightspeed have always been comfortable, durable and dependable, but none more so than the Zulu 3. The newest headset in the family, the Zulu 3 stacks up well in the headset market with a range of new and improved features.

The Zulu 3 is lighter and more durable than its predecessor. Its design maximises comfort with tapered ear seals and large cup cavities, delivering a strong seal, even while wearing glasses. Made primarily from stainless steel, magnesium and Kevlar, the headset is built to last.

Technically speaking, the Zulu 3 features all of Lightspeed’s best technologies, including active noise reduction, a Dual Aperture Disc microphone and an auto shutoff that saves battery life when not in use. In addition, the Zulu 3 comes with ComPriority technology that automatically reduces the volume of any auxiliary sound devices during radio and intercom transmissions.

The Zulu 3 is also compatible with Lightspeed’s FlightLink app which enables pilots to capture all incoming and outgoing transmissions easily on their iPhone/iPad. $1395 lightspeedaviation.com

Microsoft Flight Simulator 2020 will simulate the entirety of planet Earth by using textures and topographical data from Bing Maps. More than 40,000 real-world airports are available to take off and land on, with 30 international airports hand-built by developers Asobo Studio.

20 incredibly detailed aircraft will be available to fly at launch, from amphibious light aircraft like the Icon A5 to massive wide-body airliners like the Boeing 747-8.

With the uncertainty surrounding COVID-19 keeping us indoors for the moment, Microsoft Flight Simulator 2020 will be welcomed warmly by many pilots looking to get back in the skies. $99.95 Pre-Order. xbox.com

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SPORT PILOT / WHATS HOT

OZRUNWAYS SOFTWARE VERSION 8.0

The latest update to the OzRunways EFB has launched, with some awesome new features, as it continues to prove itself as a top competitor in the Electronic Flight Bag market.

One of the most prominent features of v8.0 is a new quick planner which allows for live search of waypoints using name or code. Multiple waypoints can be added to create a complete plan, which is then calculated for estimates on distance, time and fuel, all based on the aircraft selected. Plans can also be saved to a list for quick access to commonly flown routes.

Also included in the new version is a new flight plan detail screen that lists waypoints and shows live statistics (including ETA) and sequencing for waypoints, a map showing closest POIs, a detailed POI search engine and the ability to draw on airfield charts (iOS 12+ only).

Add to this a whole bunch of general bug fixes and usability updates and it’s easy to see why OzRunways is becoming more and more popular among recreational pilots.

From $99p.a. ozrunways.com

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FLIGHT OUTFITTERS BUSH PILOT FOLIO BRIEFCASE BAG

Flight Outfitters are known for their practical yet stylish products, none more so than this Bush Pilot Folio Bag. A spacious and durable bag, the Bush Pilot Folio has separate pockets for laptops/tablets, radios, fuel testers and stationery, plus a large general compartment for all your other equipment such

SUUNTO CORE OUTDOOR WATCH The Suunto Core has been a favourite of adventurers and military personnel for years. It is is a perfect choice for pilots looking for a watch with aviation capabilities.

The Suunto Core is a comfortable, hardy watch that includes an altimeter, barometer, compass and weather functions making it an ideal companion for any pilot both while flying and on the ground.

With water resistance up to 30m, a battery life of 12 months and an electro-luminescent backlight, the Suunto is equipped to handle any adventure or survival situation. $350 suunto.com

as headsets, survival gear and more.

A hardy leather and canvas exterior ensure this bag will handle anything, while the signature orange felt interior makes it easy to find your gear at a glance or in a darkened space. $165 USD flightoutfitters.com

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FLIGHT TEST

REVIEWS ON GREAT AIRCRAFT

BUDGET BUYS FLY HIGH FOR THE RIGHT PRICE!

Owning your own aircraft is the ultimate dream; now it’s time to make it a reality. It may not seem like it but right now is the perfect time to buy. Whether you’re just starting out or a seasoned pilot, investing in new aircraft on a budget can be a daunting prospect. We recently sat down with two experts in the field of ‘budget beauties’ to find out what’s good, what’s not and what they would choose if they had $80k in their pocket and a mission to enjoy their flying.

GERARD KITT KG AVIATION AUSTRALIA My Pick: Either a Jabiru J230 or an Aeropro Eurofox.

Why: If you ask an aviator, they’ll give you a multitude of answers. If you ask a first-time buyer, they’ve probably got their heart set on one particular model. If I had the money in my pocket right now though, I’d choose either a Jabiru J230 or an Aeropro Eurofox.

For $80,000, you can pick up a really nice Jabiru J230.

In that price range and with several hundred hours on it, you’re probably looking at the Jabiru J230-D, the latest model in the J230 series, which will come really well spec’d. The J230-D has a 6-cylinder, 4 stroke engine that’ll get you along at 110-120 knots. It has also got great range and huge load capacity which makes it great for touring. Best of all Jabiru is, of course, an Australian company and it’s great as a buyer to have the opportunity to support those in the local industry.

Another option, and one that might not be as wellrecognised as the J230, is the Aeropro Eurofox. The Eurofox is a factory-built version of the popular Kitfox kit plane and, in my opinion, is a refined and improved version of this classic design. The Eurofox is a fantastic little aeroplane for a buyer on a budget; they have folding wings and are designed to be stored on a trailer in your garage!

Image courtesy Jabiru Australia

JABIRU J230-D ENGINE THE SPECS

Jabiru 3300A

EMPTY WEIGHT

370kg

MTOW

600kg

CRUISE SPEED

120kts (222kmh)

STALL SPEED

45kts (84kmh)

FUEL CAPACITY

135L

RANGE

675nm 87

SPORT PILOT / FLIGHT TEST

Image courtesy Horsham Aviation

AEROPRO EUROFOX THE ENGINE SPECS

Rotax 912UL or Rotax 912ULS

EMPTY WEIGHT

289kg

MTOW

560kg

CRUISE SPEED

104kts (193kmh)

STALL SPEED

35kts (64kmh)

FUEL CAPACITY

135L

RANGE

NICHOLAS CHRISTIE SPORTS AIRCRAFT SALES My Pick: I can’t answer that!

Why: There are so many options for RAAus aircraft under $80,000, so the question really comes back to the buyer, “What do you want the aircraft to do?” As a broker, I use the 80/20 rule, it’s important to fully appreciate what 80% of the buyer’s flying will look like before making a recommendation. It absolutely comes down to doing a proper, realistic analysis of what the aircraft will be utilised for. Asking yourself “What will my flying look like? Where will I be flying to? Who will I be flying with?” is vital to finding the aircraft that perfectly suits your needs. Once you put yourself in that picture, as an aircraft owner, you may be surprised that the aircraft that you wanted is not necessarily the aircraft that you need.

You’re certain to find something that suits you perfectly for under $80,000, but ultimately it comes down to a thorough assessment of what you, as an individual, will need out of your aircraft.

538nm

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Dynon HDX

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COCKPIT

SPORT PILOT READERS’ MAGNIFICENT FLYING MACHINES

FLYING THE BRAZILIAN TUNDRA Words Bert Moonen

Starfox Aircraft have been supplying recreational aircraft to the South American market for over 30 years. It’s only recently though that the Brazilian manufacturers have decided to share their creations with the rest of the world.

Having produced over 23,000 aircraft in 30 years, Starfox Aircraft has become one of the most wellknown manufacturers of ultralight aircraft on the South American continent. Specialising in a variety of tandem and side by side aircraft, the range is based on a single airframe design, with changes to the cabin signifying the various models.

With an ownership and name change last year, Starfox became Flyfox Aircraft. The factory was also moved to a new home, with a reignited enthusiasm to improve the aircraft range.

The first of the new range is the Fox V5 Super Tundra. Adding a new flexible undercarriage and roughterrain tundra tyres, the V5 Tundra is an exciting new ultralight aircraft.

Sporting the ever-reliable Rotax 582 engine, it is tailor-made for the adventurous aviator or the farmer who just wants to check the cattle.

Flyfox are also reportedly working on homologating the Aeromomentum AM10 engine for the V5 Tundra. The AM10 is around the same weight as the Rotax 582, but is a 3-cylinder, EFI, 4 stoke engine that consumes nearly half the fuel.

The V5 Tundra will also appeal to the flyer who has a short grass or dirt strip. With its short take-off and landing capabilities, you will be able to land in places you could never land before. It has the strength and safety of modern ultralights, with docile controls and a low stall speed.

The "out-there" setup gives you an unobstructed view of your journey, while the removable doors make

THE SPECS

STARFOX V5 RANGE

355 Kms

FUEL CONSUMPTION

15 lph

FUEL CAPACITY

40 litres

CRUISE SPEED

61kts

STALL SPEED

35kts

EMPTY WEIGHT

210kg

MTOW

450kg

life more comfortable for the hotter climates. The V5 Tundra is a perfect option for pilots looking for the "open cockpit feel".

The Flyfox aircraft range is represented in Australia by Bert Moonen at Ultralights Australia. For more info go to flyfoxaircraft.com

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SLING 2 – A PILOT’S AIRCRAFT Words Michael Lawrence

To a pilot, “being a pilot” is probably even more important than actually flying. It’s about image, and self-image drives us more than we care to admit.

How we choose our clothes, our cars and yes, even which aircraft we choose to fly.

Being an ex-Air Force pilot and having flown highspeed jet aircraft, I wanted to buy an aircraft that looked like an aircraft, flew like an aircraft and met the image that I personally felt appropriate. This, I thought, was a hard ask for an LSA. I arranged a test flight of the Sling 2 aircraft out of Heck Field in Queensland and to my own surprise, I said “I’ll buy it” after 10 minutes in the air. Five years and a thousand hours later, I still feel the same way.

The Sling 2 is truly a pilot’s aircraft.

So, what makes the Sling so special? Bordering on GA performance and sophistication, the Sling has also proven to be a remarkably good trainer both for those pilots transitioning to GA (or higher qualifications) and for those dedicated to RA. It’s also robust enough to take the battering that

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inevitably occurs during ab-initio training. Flight schools that introduce the Sling to their training fleet almost invariably buy another one a year or so later.

With positive dynamic stability in pitch and electric trimming, the aircraft is easy to fly straight and level, whilst the frise ailerons and neutral stability in gentle turns adds to its well-behaved nature. In fact, it is quite difficult to convincingly demonstrate adverse yaw at cruise airspeed. The Sling has a large fin and rudder and handles a 15kt crosswind easily, without reaching the rudder limits using a wing down (cross controls) approach.

On a calm day the stall is benign with slight prestall buffeting and a gentle nose drop. With careful rudder handling it is quite possible to maintain a “falling leaf” type pattern, maintaining the stall without anything dramatic happening. Recovery with power results in minimal, if any, height loss thanks to the Rotax engine and the advantageous powerto-weight ratio evident in most LSA. Take-off with one stage of flap is easily controlled, with elevator authority becoming evident at about 40kts, allowing the nose wheel to be raised but the

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forward vision still allowing a view of the far end of the runway. The flap limiting speed of 85kts is well above the climbout speed of 75kts, so even the most determined student is unlikely to exceed the flap limit. Being a low wing aircraft, vision in the circuit is excellent. There are three stages of flap - although two stages are generally adequate for a normal approach glide path. Approach speed of 70kts is well above the stall speed of 42kts, and airspeed decreases rapidly after flaring. A specific technique for short landing can be taught but probably doesn’t provide much actual advantage in landing distance.

The Sling 2 is a larger LSA than most, hence the cockpit is wider, making cruising and navigation training more comfortable. Together with a centre console there are stowage/map pockets on both side walls, behind the seats and in the leg wells.

Instrumentation usually includes a Garmin G3X EFIS plus some standby emergency analogue instruments.

I have perhaps given the impression that the Sling is a docile aircraft, but it is also remarkably robust. It is capable of stresses to +4 and -2G although, like all RA aircraft, it is not cleared for aerobatics. It is cleared however for 60° bank turns (+2G), Figure of Eights and Chandelles – all of which are well within its capability.

As we know, all aircraft will “bite you” if handled incorrectly, but the Sling 2 is as good as it gets in

RA aircraft. It’s a pleasure to fly and a wonderful teaching platform. Above all, it’s a pilot’s aircraft.

Michael Lawrence is a former Air Force fighter/ bomber pilot with a military flying instructor qualification and experience in both supersonic flight and four-jet aircraft training as a senior captain. He has a long-standing interest in teaching and learning theory, having a diploma of neuro-linguistic programming. Michael also has a degree in medicine, having considerable experience in both teaching and flying as the “flying anaesthetist” in the outback. He is a currently a senior flying instructor and has flown around and across Australia in light aircraft.

THE SPECS

SLING 2 RANGE

750 kms

FUEL CONSUMPTION

18 lph

FUEL CAPACITY

140 litres

CRUISE SPEED

120kts

STALL SPEED

46kts

EMPTY WEIGHT

370kg

MTOW

600kg

Ex-fighter/bomber pilot Michael Lawrence with his Sling 2

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SPORT PILOT / COCKPIT

THE SPECS

THE RED DEVIL GONE

SAVANNAH VG XL RANGE

457 kms

FUEL CONSUMPTION

18.5 lph

FUEL CAPACITY

78 litres

CRUISE SPEED

95kts

STALL SPEED

30kts

EMPTY WEIGHT

286kg

MTOW

450kg

Words & images Ian Honey

Some might remember my story in the March 2018 issue of Sport Pilot, after I picked up my new ‘toy’ in Jamestown, South Australia.

As my second Savannah, it was a real joy to fly with VGs on the wings and it was welltuned with electric trim.

On the Queen’s Birthday weekend this year, I handed the Red Devil over to a new owner and it will eventually live on a sheep and wheat farm at Colleambally, New South Wales.

What is it about Savannahs? Both of mine have now gone to broad acre farmers. Could it be that Savannahs are good for short take off and landings? Could it be that they are very safe for paddock landings? Could it be that they have been used for mustering wild goats and camels? Maybe it has something to do with very reliable Rotax engines they both have.

It took three days to get the Sav as far as Griffith. Because of fog in the Latrobe Valley, the pilot had to turn back to LTV. A second attempt got him through to Shepparton for a cup of coffee and a fuel top-up. Back in the air, the little Red Devil made it to

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Jerilderie with more patchy weather and an overnight stay. Finally, on Queen’s Birthday, 5566 arrived in Griffith.

You’re probably wondering why I love Savannahs so much and why I have just sold one with only 120 hours on the clock?

Well, it’s like this. I turn 77 this year, and some of my wheels are starting to fall off, so to speak. I reckon one of the smartest things I have ever done is my decision to retire from flying whilst I am ahead. I can close the book knowing I have never bingled an aircraft.

I have had fun after learning to fly late in life and kept my first plane on my own paddock - an ambition I had since I was a boy. I’ve navigated South Australia and Queensland too. I had an ambition to land on a beach, but unfortunately that was one goal that didn’t happen. But hey!

As for the rest of it, it’s been fun.

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AVIATION MARKETPLACE

Browse aircraft for sale or reach a large market to sell yours with an advertisement in Sport Pilot – aviationclassifieds.com.au Sport Pilot cannot endorse any aircraft for sale in classified advertisements and recommends that you meet the vendor and are satisfied with the aircraft before parting with any money.

JABIRU J200 + 1/2 HANGER AT HECK FIELD

480 hours Airframe Hours, nil damage, 480 Engine hours, 6Cyd, 3.3Ltr, 120 HP, Manufactured 2004, Solid valve lifter, head done at 450hrs, Heat temperature gauges, Garmin 500 GPS, Transponder, Auto Pilot, Upgraded Disc Brakes, Upgraded Fuel Filter, VHF / UHF radio, comes with ½ hanger at Heck Field QLD. Price $50,000 (plane) $40,000 (1/2 Hanger). Bruce Smallacombe.

0410 524 040. $90,000

STORCH HS FLY SYNTHESIS AIRCRAFT 24-4258

205.0 Airframe Hours, 215 Engine Hours, Factory-built Storch HS, over 500 built and flying this amazing and safe aircraft is used for training in many parts of the world. Has docile flying and landing characteristics yet will cruise around 90 knots for some decent cross country trips.

0404 897 452. $44,900

WALLABY FLY SYNTHESIS WITH 503 ROTAX ENGINE JABIRU 170C 24-5398

For sale due to present health issues.

Hangared at Wynyard. Approx 370 hours on both engine and airframe.

In top condition. Maintained by John McBryde who is happy for calls 0427 757 922 or John 0419 324 250. $56,500

Built from Factory Kit by the Importer this two place aircraft looks and flies like new. Fitted with 503 Rotax electric start engine and only 13 hours TT. STOL characteristics, includes wing folding system. Selling as retiring from aviation business.

0404 897 452. $28,000

X-AIR STANDARD JABIRU 230D

Excellent condition, always hangared, 135 hours on airframe and engine 0438 235 111. $22,000

Gen. 4 Factory Built. Delivered November 2017. Low hours (170), private owner, always hangared. Nil accidents. Suit new aircraft buyer.

As new. 0427 183 232. $115,000

TRAILER - HANGAR

Folding wing planes such as Eurofox, Kitfox, Highlander, etc. (set up for Eurofox 3K). Storing your plane this way will keep it in top condition without the expense of a hangar. Many airfields will let you keep the trailer on-site at minimum cost.

0407 064 361. $11,000

SOLD SAVANNAH VG

120 Airframe Hours, 120 Engine Hours, XL Savannah VG for sale in excellent condition. No accidents. A quality build by a very conscientious person. Always hangared. Delivery to Eastern Australia negotiated.

0428 516 138. $49,500

SYNDICATE SHARE A32 VIXXEN AT CABOOLTURE

950 Airframe Hours, 950 Engine Hours, A32 Vixxen A share is available to a suitably experienced pilot.

Long running syndicate based at Caboolture QLD. Has full Dynon avionics including autopilot. Professionally maintained. Contact secretary Ian. 07 3886 5828. $9,000

STING CARBON FIBRE

670 hours airframe and engine. All original paint, fabric etc. Engine on condition, time expired. Vacuum system with instruments. Ballistic parachute past inspection time.

Strobes, in-dash GPS, transponder, recent recertification. Fuel flow metre. Bally ground adjust prop.

Wired for constant speed prop. All rubbers replaced 2018. Last annual supervised by LAMEs. 0408 756 469. $68,000

BRM AERO BRISTELL 912IS

130hrs since new. Aircraft in as new condition. BRS Recovery chute. Auto pilot. Leather seats. Level 2 maintained. Airmaster constant speed prop. Full instruments. No expense spared to equip aircraft.

Contact Craig Charters.

0429 457 759. $175,000

JABIRU 230, ROTAX 914

242 Airframe Hours, nil Engine Hours, 230 With GT adjustable infly prop, DG glass panel AH, GPS, auto pilot, Eng. gauges and full nav.

0416 204 472. $70,000

WANTED KITFOX/SKYFOX Please call James. 0434 020 616.

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SPORT PILOT / AVIATION MARKETPL ACE

RANS S12

557.4 Airframe Hours, 158 Engine Hours, in very good condition. Selling for a friend that has ongoing health problems. Comes with ACR and 12 months rego. 0407 502 782. $15,000.

EUROPA XS MONO WHEEL

GOLF BUGGY FOR SALE

PIONEER 300 DECEASED ESTATE

ALPI PIONEER 300 KITE

2014, 50 Airframe Hours, 50 Engine Hours, A super plane with 140 knots cruise at 18 litres per hour.

One movement and wheel - flaps outriggers up or down. Can carry 38kg luggage. Makes a great touring aircraft. Stable aircraft.

0408 884 872. $69,000

4 stroke powered 1997 Club Car Carryall- 1 golf buggy, fitted with VHF radio (requires aeronautical radio qualification to operate) and UHF radio, 2 additional seats, tilt tray, roll down sides and flashing light for airport use. Used at RAAus Natfly and other fly-in events.

0412 409 171. $2,500

SUPER PETREL LS

490 Airframe hours, 490 engine hours. Garmin EFIS and steam gauge 6 pack. Adjustable seats adjustable Leather trim 2 Baggage areas Cabin heater 4 point harness. Dacron Fabric wings and rudder with Carbon fibre spars, fibreglass fuselage.

0411 321 307. $140,000

TECNAM BRAVO P2004

2007 Tecnam Rotax 912ULS 100hp engine, TAS 115-120kts at 19 LPH, 100 lt premium unleaded or avgas, fully maintained with current MR Feb 2021, Airmaster CSU & Variable pitch prop, fuel flow meter & dual fuel gauges, fully instrumented King Txp mode C King & XCOM VHF Radios, Cabin Heater, 406 MHZ EPIRB distress beacon, AVmap5 large screen colour GPS, NDH, All log books.

As new 2 place metal aircraft, One owner. 0428 878 505. $150,000

495hrs, 100hp Genuine 130KIAS. New condition. Retractable undercarriage.

In-flight variable pitch propeller, 3 axis electric trim. Engine monitoring system. Big screen Color AvMap GPS Garmin VHF Mode C transponder. Toe brakes. Dual controls.

0418 278 012. $75,000

532 hours. Rotax 912 ULS. Carbon fibre aircraft. Stunning Italian design.

Cruise 115-120kts. Consumption 17 lph. Empty weight 315kg, MTOW 560kg. Electric flaps and trims, Avmap GPS, Electronic EFIS with fuel consumption alarms, volts, temps etc. Garmin Active/Standby Radio (listen to two freq at once).

0431 339 001. $115,000

HANGAR SALE - KILCOY

Hangar D3 for sale at Kilcoy QLD on the edge of Lake Somerset. Great neighbours and very strongly built t/hangar with segregated walls and concrete floors. Easy open hinged doors. Good position on field.

0467 076 395. $35,000

JABIRU ENGINE FOXBAT KELPIE

2017, as new interior and exterior, UHF, transponder. 433 engine and frame hours. Rotax 100hp.

0409 342 501. $95,000

JABIRU 230

919 hrs airframe, 210 hrs GEN3 engine. In perfect condition. Always hangered in Ballarat. LAME serviced every 25 hrs. No accidents. Has not been bashed around bush strips. Superb wood grained instrument panel.

Tru Trak auto pilot. Transponder. Two Garman GPS. CHT 6 cylinders, Cold Start Kit, Composite Jabiru propeller.

Built by master craftsman Mike Sharples. 0421 506 691. $67,000

JABIRU J120C

TTIS 1920 Engine 290. Sensenich Propellor. Microair radio and transponder. Maintained by FTS. Very good condition. Martin Hughes alpineaviationoz@gmail.com.

0405 209 685. $45,000

Jabiru Engine 2010, with solid lifters has just had a top end overhaul done.

Still in service and can be tested in flight. Selling as aircraft is being upgraded to Gen 4 engine. Overhaul included: new piston rings, valves, valve springs and guides, seals, o-rings etc.. Including: log book copy, exhaust, auxiliaries Excluding: temp probes, oil cooler, packing & transport. 0402 443 635. $7,500

BANTAM B22 2000

460 Airframe Hours, 460 Engine Hours. Great fun and easy flying with very forgiving controls. Great STOL aircraft and great visibility. Simple enjoyable flying factory build in NZ with all parts easily available.

0428 549 731. $15,000

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JABIRU J200B WANTED JABIRU 230D

Jabiru 230D 19 registered. Airframe low hours, always hanged, very good condition, nil accidents. Engine hours unimportant. Queensland preferred 04597 040 31. 07 5442 5266. $60,000

Comes with Airbox GPS with lifetime updates. Equipped with belt-driven alternator and electronic ignition for starting in cold weather. Has strobes, nav. lights, landing light. No accidents. Always hangared.

0417 803 802. $39,000

JABIRU J200B 19-4922

Low hours TTIS 73 hrs. Jabiru 3300 engine solid lifters. ICOM radio with David Clark headsets. Garmin 296 GPS. 2 pack paint, always hangared.

Excellent condition inside and out.

0458 785 035. $48,000

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SPORT PILOT / THE FINAL APPROCH

FINAL APPROACH NICHOLAS HEATH, EDITOR

Well, there you have it. The first of the ‘new’ SportPilot magazines.

I say new because it is the first publication in 12 months, following the untimely and tragic passing of Mark Smith last year. But it is also new in other ways.

Previously the magazine was delivered only to subscribers. This edition is being delivered to each one of the nearly 10,000 RAAus members and to over 20,000 people digitally.

If you’re looking at the print edition, you will notice we have upgraded the print quality and updated the design to reflect this larger distribution. It is also a recognition of the

The COVID-19 pandemic has severely curtailed most of our flying activities and I’m sure we are all looking forward to getting back in the air more frequently. I’m looking forward to getting to the fly-ins and air shows again and meeting you and talking about your experiences. Not being able to engage in that part of the production for the current edition has had its challenges. What I’m really looking forward to is climbing in the plane and setting off on an extended tour. Just before things went pear-shaped with COVID-19, we did a trip from Moorabbin, to Lethbridge our home airfield, to Canberra, Bathurst, Brisbane (Redcliffe), then back to Parkes and finally home again. This was over the course of 5 days and was a work trip, so we pushed on.

It was a great chance to put in some hours and see a lot of country. As soon as we are allowed, I will be heading up to Queensland again for an extended stay and tour (and some warmth). This is the freedom that being a pilot allows. The ability to pick a spot on the map, climb in the plane and go there. The added bonus is the sheer joy of flight and a first-class view of the planet. I particularly like that wherever I land, there is someone who is always up for a chat. When we had a minor problem with a flat battery in Redcliffe, I was

The added bonus is the sheer joy of flight and a first-class view of the planet. fact that Recreational Aviation Australia has become a major force in Australian aviation.

We also revisited the types of stories we want to tell. We used a simple rule of thumb; as pilots and aircraft owners, what would we want to read about? That has been our guiding principle in selecting the stories and features of this issue. We will be publishing 3 editions a year for now, with the next edition due at the end of the year and another edition to be released in March/April 2021

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amazed at how the locals went out of their way to help us. I was reminded that we are a community in aviation. When we flew in to Canberra, the ATC were kind to us and then a Virgin Flight (Velocity) gave us priority for departure, an action which they didn’t have to take. Both small acts of kindness reminded me that it doesn’t matter what you fly, there is a bond amongst aviators.After almost 20 years of flying, I became a plane owner at the start of this year. That has introduced

ISSUE 97

me to the wonders of hangar rentals, LAME conversations and dreams of upgrades. After the last Queensland trip, the first upgrade is an autopilot, which I will tell you about in the next edition. When you’re flying with another pilot, it’s not too bad. But when you are on alone on a 3+ hour leg and trying to navigate and communicate, an autopilot sounds like a great idea to me. Owning an aircraft, like being a pilot, was a lifetime ambition for me. It just took a little longer than I expected. But I have enjoyed the journey. I have enjoyed learning about aviation. (exams, not so much). I now have a whole lot of new information to process. I discovered along the way that in aviation, like life, you need to keep learning as you go along.

Bringing this edition together has been challenging and we couldn’t have done it without help. I’d like to thank the team at RAAus who have been incredibly supportive and helpful in bringing this edition together under trying circumstances. I’d also like to

thank the contributors and advertisers who have made this edition possible as well as my editorial and production team who have gone above and beyond to get this to you. This is our first edition of SportPilot as a new team.

Between hitting that learning curve and the limitations of COVID-19, we still think we have a lot more to add to the publications in the future. And we think that you, the readers, pilots, aircraft owners and enthusiasts will be a big part of that. We want to hear about your experiences, whether you’re a pilot or simply an aviation enthusiast. We’d like to hear about and see the aircraft you fly and the places you fly to. So, I invite you to send your stories, your ideas, your pictures and videos to us for publication in the magazine and on the web.

Send it along to editorial@pace.com.au or visit the RAAus website for more information.

So, to all the pilots, future pilots, plane nuts and supporters, welcome back!

Inbound to Canberra with smoke haze filling the valleys.

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WHAT’S IN YOUR HANGAR?

SEND US YOUR PICTURES, STORIES, COMMENTS AND FEEDBACK TO EDITOR@PACE.COM.AU