THEFLYING UTE Has RAAus’ New Weight Limit Created the Ultimate Utility Plane? ALL THE WAY UP! Our Journey to NorthernmostAustralia’sAirfield FLOATING HULL The Joys and Challenges of Water-Based Flying TL-ULTRALIGHT The Czech Builders That Do It All RRP $9.95 inc GST / ISSUE 103Official Publication of Recreational Aviation Australia Ltd. MICROLIGHTS TAILDRAGGERS RETURNING TO FLIGHT MAINTENANCE TIPS9772652679002 03 ISSN 2652- 6786
www.tecnam.com.aub.stark@tecnam.com Sir Hubert Wilkins Aerodrome 93 Od5 Rd, Jamestown SA 5491 www.tecnam.com.aub.stark@tecnam.com Sir Hubert Wilkins Aerodrome 93 Od5 Rd, Jamestown SA 5491 Sales & Admin +61 416 083 800 Jamestown Air Spectacular Sunday, 23 October 2022 TECNAM AIRCR AFT SOAR H I GHE R www.tecnam.com.aub.stark@tecnam.com Sir Hubert Wilkins Aerodrome 93 Od5 Rd, Jamestown SA 5491 Sales & Admin +61 416 083 800 Jamestown Air Spectacular Sunday, 23 October 2022
06 FROM THE CHAIR 08 NEWS 10 FROM THE CEO 12 ON GOVERNANCE 38 FIFTY SHADES OF GREY NEIL SCHAEFER: TRAINING DEVELOPMENT 46 LOW AND SLOW FLYING WITH THE SUPERLIGHT AIRCRAFT CLUB OF WESTERN AUSTRALIA 52 THE COST OF GETTING IT WRONG CODY CALDER: HEAD OF SAFETY 62 RETURN TO FLIGHT MARTIN CASTILLA EXPLORES FLYING AFTER TIME AWAY FROM THE COCKPIT 66 WINTER MAINTENANCE JARED SMITH: AIRWORTHINESS AND MAINTENANCE 80 FIXING THE SKILLS SHORTAGE HOW FLIGHT YOUTH ENGINEERING ARE ENCOURAGING BUDDING ENGINEERS REGULARS JABIRUCOVER: J230 in flight Image Credit: Jabiru Australia 82 WHEN YOUR AIRCRAFT TALKS TO YOU JILL BAILEY: FLIGHT OPERATIONS 84 LAST LIGHT ROSS KENNEALLY’S EYE-OPENING RACE AGAINST THE SUN 94 SAFETY SUMMARY A LOOK AT OCCURRENCES FROM THE FIRST HALF OF 2022 98 WHAT’S HOT ALL THE BEST GEAR FOR AVIATION ENTHUSIASTS 99 F ROM RUIN TO RESCUED THE YOUTUBER REBUILIDING A CESSNA 401 100 CLUBS & RUNWAYS 102 AVIATION MARKETPLACE 103 WARBIRDS DOWNUNDER 2022 A TRUE BUCKET-LIST AIRSHOW! 106 FINAL APPROACH 40 62 56 46 RETURN TO FLIGHT CHASING LIVINGADRIANNETAILFLEMING:THEDREAM LOW AND SLOW 5
7
When I think about the time I have just spent in the hangar, I reflect on those that have given me the right to do just that. Because of people like Trevor, we all get to do the thing we love most. Congratulations on your award Trevor. You have done us all proud and continue to do so. We are lucky to have you amongst our ranks.
the quagmire of information that is out there, making careful judgement on what we ask for so we can understand the consequences. In the US there are a few avenues pilots take to fly. You can go the PPL route, get a sport pilot licence or even fly an aircraft that doesn’t require a licence at all. There are different medical regimes in place too. For example, under the Basic med scheme you can get a full medical then undertake a periodic review with your GP. Under the sport pilot licence, if you continue to hold a US drivers’ licence then you are deemed to be medically fit enough to fly certain aircraft much the same as the RAAus offering. But there are some things that we need to be aware of before adopting an identical set of standards. A simple complication of this, is associated with the age required to hold a drivers’ licence. The youngest person that can hold one in Australia is at least 17 years old with a provisional drivers’ licence. Those who want to adopt the US scheme in its entirety are effectively advocating to stop current 15-year-olds from flying. This would be a step backward in my view as there is no safety evidence to suggest such a winding back of rights is Thewarranted.argument is much more complex than I have laid out here, there are many nuances to consider. That being said, the crux of the matter is this; RAAus advocates for member rights. First and foremost, we will protect the rights of our members. If, at the same time, we can benefit the broader community then we will do it. Let us be clear on one thing though, we are not here to simply parrot the views of others when doing so would see our members lose what our predecessors have fought so hard for. It is important that we have the right team, with the right skills and perhaps even more importantly, the right attitude to represent the interests of members. Your board is made up of a mix of people with aviation knowledge around flying, maintenance, regulations and so forth. It is also made up of people with sound governance skills, legal knowledge, financial acumen and the expertise required to use it all in an effective manner. Knowing how to argue a point, when to concede a point and when to stand your ground is as important as being right. Like Kenny Rogers said, you’ve got to know when to hold ‘em, know when to fold ‘em, know when to walk away and know when to run.
I look at my fellow directors and I am privileged to be accompanied by such a strong group of board members. Recently one of our own has been recognised with the awarding of an OAM. Trevor Bange is an outstanding example of someone who exudes the attributes I mentioned above. He has been involved for many decades building, maintaining, and flying aircraft. His knowledge extends beyond doing and into teaching, having given many a newcomer their wings. Moreover, he has represented aviation through RAAus, gliding, Air Force Cadets, CASA forums and so on.
New Zealand aircraft manufacturer Vickers Aircraft Company have completed the successful first flight of their much-anticipated Vickers Wave amphibious aircraft, taking off from Hamilton Airport, NZ this March. The Vickers team are ecstatic with this important milestone, with more than 12 years of research and development going into the Wave. “We are incredibly proud to be able to share this absolutely monumental occasion with everyone” said CEO Paul Vickers. A two-seat, high-wing aircraft with a Rotax 915iS engine in pusher configuration, the Wave is set to operate within the U.S. Light Sport category. Vickers Wave Makes Maiden Flight Credit: Vickers Aircraft Company
SPORTPILOT 10 10
I got my medical certificate out of the sleeve it sits in – CHECK, it’s still valid.
This trip would see me depart Canberra to the south, over some pretty serious tiger country in the NSW Snowy Mountains, before tracking through the southern CTA steps associated with Albury, then into Wangaratta – an airport I hadn’t been to before. This would all be done in the Grumman Tiger I’m fortunate to have a quarter share in and utilising my PPL rather than Recreational Pilot Certificate. Before I got onto the ‘fun’ part of doing my nav planning and looking at weather and NOTAMs, I had a good think about those items that trip up some of our members to guide me in the preplanning phase.
As a 30 year industry veteran, Matt joined RAAus as CEO in January 2021. He is a passionate advocate of RAAus and for keeping aviation accessible for Australians.
Next, I had a look at my log book to see the last time I had my flight review, CHECK, it was done last year. Have I done 3 take-offs and landings in 90days, CHECK... just. I also checked the Maintenance Release of the aircraft to make sure there was no maintenance due prior to the flight, CHECK. All the ‘paperwork’ planning seemed to be in place, but was it enough? G’day all, I’m writing this article from a pretty dreary Canberra, where it seems we haven’t had any decent flying weather for months! Thankfully I did manage to sneak in some circuits last weekend to keep up with my recency requirements. This does beg the question, however, I may be recent but am I safe? I’d like to share with you an example from a recently planned trip from Canberra to Wangaratta and back again, to show you how I assess this for myself.
ceo@raaus.com.auMATTBOUTTELL CEO
FROM THE CEO
15
Thecategory!Jabiru
To qualify for the new ‘Group G’ 760kg rating, you will need either a kit built J230-D or a kit built J430 with the rear seats removed. It equates to the same thing - but you can’t, for example, take a factory built J230-D and upgrade its MTOW from 600kg to 760kg.
In the cockpit of the Jabiru J230. According to legend, the ute was invented to drive to church on Sunday and market on Monday, filling a necessary niche in Australia with success continuing to this day. So what about an airborne ute? What about an aircraft you could put two people in the front and load the back up with gear? RAAus aircraft can give you the two seats, but the 600kg MTOW limit has always put a firm cap on a carrying capacity — until now. The new ‘Group G’ category will allow up to 760kg. In the previous edition of SportPilot we talked about some existing aircraft that might sit in that category, and we set out to find the Aussie airborne ute. The Jabiru J230/J430 looks like it might fit the bill. It’s Australian-designed and made. Even the engine — more on that later. It has an empty weight (depending on spec) of around 370kg and — in kit form — an MTOW of 760kg. That makes for a massive useable load of 390kg. That’s right, the aircraft can carry more than its own weight. With 135 litres of fuel and two 80kg adults on board, that gives you just over 130kg of carrying capacity left over. Even if you ticked all the options and had some bigger crew on board, you’re going to have a very healthy 100kg carrying capacity. Go the other way, with just an 80kg pilot on board and fuel for a two hour mission and that capacity means you can have a theoretical 250kg to play with. That’s a quarter of a tonne! Because the aircraft was originally designed as a 4-seater, you can really use that room and stay within the centre of gravity limitations. The large rear door – again designed for passengers – means you have ready access to the space and can accommodate large bulky items. It looks like we have found a candidate for our ute
SPORTPILOT 16 16
J230/J430 are two versions of the same airframe. The J230-D (2 standing for 2 seats, D meaning it was updated from the previous model, C) is available as a factory-produced aircraft rated to 600kg MTOW for the RAAus category. The kit-built version of the J230-D is rated to 760kg for registration as experimental in VH. The J430-D (4-seater) is available as a kit only, rated at 760kg’s.
through-bolt issues that were exacerbated by vibration. As soon as it was realised what the issue was, there were bulletins to address the issue and the Gen 3 engine has thicker through-bolts and a better balance shaft to reduce the issue causing vibration.
Similarly, issues with carbon build up around valves and overheating have been addressed with higher rated springs. But by then the damage to the engine’s reputation was done. It didn’t help that any Jabiru issue, from lack of maintenance, to running out of fuel, to hard landing, was now attributed to the engine. When the current Gen 4 engine arrived, the new heads removed the need for such through-bolts. The switch from steel barrels to silicon carbide/nickel matrix coated aluminium barrels and heads provide much better heat dissipation and as an added bonus, remove the issue of potential rust build in engines left standing for long periods – which is typical of recreational aircraft which may only fly 20 hours a year.
All of these works must have had the desired effect, because there’s now a two year waiting list for the Jabiru engine. That’s not being helped by Covid related supply chain issues either. Jabiru are ramping up production to try and reduce that lead time.
All of these works must have had the desired effect, because there’s now a two year waiting list for the Jabiru engine.
Left to Right: The spacious luggage area gives you plenty of options; A Jabiru 3300 engine; Loading up the ute with hay.
19
If you’re keen, a kit with a 3300 engine and the standard instrument package will set you back a bit over $120,000. A trawl through the options list might see that grow to $150,000 with everything ticked. That’s still very affordable for a fast, capable two-seater with a full digital dash fit out. The kit looks a lot like an oversized Airfix model, all the major bits are there. The body shell and wings are complete. Your job is mostly fitting and rigging, which will take something like 600 hours. Not counting tea breaks or looking for your lost 10mm socket. What you will have at the end of the process is an all-Australian, cross country capable aircraft capable of lifting its own weight in usable load. That sounds a lot like a ute to us.
WHAT’S THE FURTHEST POINT YOU CAN FLY TO IN AUSTRALIA? AND HOW HARD IS IT TO GET THERE? NICHOLAS HEATH DECIDED TO FIND OUT THE HARD WAY. Words and Images Nicholas Heath WAYTHEALLUP! SPORTPILOT 20
Before you go heading off to places like Boigu Island, you need to check if permission is required to enter.
Yes it is. There is a form on the Torres Strait Island Regional Council website you need to fill in. They emailed back to me promptly with permission granted and we were set to go!
Arguably, I would not be more than gliding range from a suitable forced landing site, but you can’t make that argument after you’ve drowned, so in went the life jackets too. The other requirement that my travel over water and into designated remote areas would require is the lodging of a SARTIME (Search and Rescue Time), Flight Plan or a Flight Note. The designated remote areas turned out to be a lot more common that I Ifthought.youhaven’t done it before, putting in a SARTIME and Flight Plan is not as bad as you think. There’s a good video produced by Airservices on YouTube called Lodge a VFR Flight Notification that shows you what to do. There’s way too many TLA’s (Three Letter Acronyms) in there, as there is in all matters flying, but the video is a good primer. Basically, you are going to tell them “I’m flying from here to here, via these waypoints and if I don’t show up by the nominated time, please, please come and find me”. Well, that’s my take. To be honest, I cheated. Oz Runways EFB lets you take a plan and submit it directly. After I’d added “On top of smooth, cloud free flying I got great views as I flew between — and occasionally over — the Great Barrier Reef and the coast.”
Packing the aircraft needed some thought. Fuel in the aux tank meant a lot of weight back there. In the end, the bag of plane stuff (tie-downs, stakes, oil etc) went on the seat beside me with my flight bag (maps, snacks, spare radio, drinks, extra batteries, more snacks etc.) on top and all strapped in. The rest went in the back. Weights checked and everything stowed safely, I felt like I was ready for a true expedition. Back then to the runway at Agnes Water. The weather had some puffy cumulus forming up over land, but just offshore looked good. A check of the weather online again for the umpteenth time and we were ready. At least, after scaring the roos off the strip, I was ready. Local traffic, Agnes Water.
SPORTPILOT 24 24
the extra information in the first time about my aircraft and my details it just pre-populated the form. The route and waypoints come straight from the flight plan and you just have to add the EOB (Estimated Out of Blocks – honestly, who comes up with these terms?) and a time at which, if they haven’t heard from you, you’d like them to alert emergency services, the military, the Thunderbirds and God only knows who else they call when you trigger a SARTIME. Let’s not find out. Do not forget to cancel a SARTIME. I set two alarms –tablet and phone – and use the phone to call it in. You can also do it online via NAIPS (National Aeronautical Information Processing System – I swear I am going to find whoever is coming up with these acronyms and have words with them) but a phone call is easier.
YGLA has a kinda weird multi-level apron. I, of course, picked the wrong area and had to go back out to the taxi-way to move to the GA area where the AvGas bowser was. Fuelling up, we filled the auxiliary tank as well for the first time this trip. Departing on 28 out of Gladstone, there’s right hand circuit. That lines you up perfectly for the THREE 500 FOOT HIGH CHIMNEYS visible from the runway. As it turned out, it wasn’t a problem, but it makes you wonder what the hell was on the left side that they thought a righthand circuit towards those chimneys was a good idea. Anyhoo, chimneys avoided I proceeded out over water to the north east, leaving Gladstone – where there’s a cool waterfront park and a great fish market if you happen to visit. With a strong desire to avoid the controlled airspace extending from Rockhampton to Cairns and an eye on the weather, I had prepared both an inland and coastal flight plan for Cooktown, my next stop. Have a look at the map; that area is a sea of controlled airspace. Because the weather was tending towards puffy cumulus (that’s my technical term) which clumped together (more technical terms) during the day over land and a few scattered puffballs (you’re getting the idea) over the water, I went feet wet. I’m so glad I did, because on top of smooth, cloud free flying I got great views as I flew between — and occasionally over — the Great Barrier Reef and the coast. In all my flying days I would be hard pressed to think of a better flight. It was four and a half hours long and I enjoyed it all. You might think four and a half hours is a long time in a small plane, but I never got bored. Out the window was a stupendous view. If I got tired of that I could continue learning the intricacies of my Garmin KLX135A. Yes, I could operate the radio well enough, but despite being an older unit, it had the capacity to navigate via Just one of the many tropical reefs along the Far North Queensland coast.
25
Dammit Skippy, I’ve got places to be! I didn’t have far to go because we needed to fuel up in Gladstone.
GPS and other features I thought I should be able to operate. Particularly the one that would find the nearest airfield and give me a quick bearing. I also had my music or podcasts via the bluetooth on the Bose A20 headset (thank you for noise cancelling) and there was always the check-off of nav spots and frequency changes. There’s quite a lot when you go past Rockhampton, Mackay, Townsville and Cairns in one flight. By mid-afternoon I was approaching Cooktown. There was a band of cloud – remember those puffy cumulus that were bunching up? – above about 2700ft. To make things interesting, my line of flight would take me over Mt Cook. Really just a hill with aspirations, its peak is about 1400 feet with a ridge either side. Plenty of room, but still pause for thought. As I was completing my descent we were moving along at about 160kts, so as I cleared the ridge the airfield was suddenly right there in front of me. Typically, after hearing nothing on the radio for ages, Cooktown was obviously the place to be with 3 aircraft inbound and one departing. Why do airfields get busier when I approach? Is someone organising this? It’s here I raise a small bone of contention with the people on long final on a straight in approach who call in about, I don’t know, a gazillion miles out for On Final. Seriously, are you still climbing out from wherever you departed when you make that call? Anyhoo, we sorted ourselves out and I dropped in to Cooktown’s charming airport. It’s a lovely spot, albeit about 28 degrees and a bit sweaty for us frost-bitten southerners. So green. So tropical. Got a lift in to town and spent the night at the Sovereign Resort Hotel in the main street. Not cheap, but a great spot with a bar and restaurant. Emphasis on Bar. Cooktown is just a lovely coastal village and “Another glorious day of Barrier Reef flying, past Northern Peninsula, Horn Island, Thursday Island, probably Gilligan’s Island... and on to Boigu.”
The Sovereign Resort Hotel in Cooktown. full of history. I managed an evening walk up the main street and that was about it. I marked it down as needing a lengthier stay sometime soon. Back in the room I looked at the weather for the millionth time, rechecked tomorrow’s flight plan, submitted my flight plan and SARTIME and called it a day. Next morning I fuelled up again. That was to be a recurring theme. Who goes on a long trip when fuel is at record prices? Me, apparently. And why is fuel cheaper in Cooktown than it is in Gladstone? It’s a
SPORTPILOT 26 26
“In my flying days I would be hard pressed to think of a better flight. It was four and a half hours long and I enjoyed it all.”
all
SPORTPILOT 28
of the Torres Strait islands. During the war they clearly needed an airbase to support the military outpost at Thursday Island. Unfortunately, Thursday Island is tiny, so they had to put it on nearby Horn Island, meaning it’s a 10-minute ferry between the two. YHID has some interesting local rules. You can’t take off on runway 14, nor land on 32 due to terrain. Terrain? There isn’t so much as a hill nearby, but them’s the rules. Maybe it has something to do with the blasting notice that’s also in the ERSA. Luckily, we were just landing, so no issue. As I taxied to the apron and terminal a nice voice (why do ground people never identify themselves) came over the radio and suggested I park just off 32 near the windsock on the grass. Cool. Consider me parked. The stakes weren’t going in to this mix of sand, gravel and I suspect buried concrete, so the wheel chocks and a few handy rocks would have to suffice to stop the aircraft blowing away overnight. Fingers crossed, I strolled to the terminal which was the only GA gate and tried to organise transport to Thursday 31
150kts cruise. I’d rung ahead the night before to the Georgetown Roadhouse. They would be there with fuel at the airport. Either ring as you overfly or buzz the town and they’d come out. You gotta love regional Oz. The flight was over a whole lot of very green country with occasional flooded bits. The rainy season just wasn’t giving up this year. There wasn’t much to mark off on the flight route for visual reference. Fortunately, Georgetown popped up on the horizon after 4 hours. Whoever designed the strip for Georgetown decided that you would turn final right over the township and roadhouse – which saved a phone call – and I really hope those people under late final appreciated my smooth and consistent approach. Better still, Jason from the Roadhouse was already there with the ute and a couple of drums of Avgas. The temperature had dropped since Horn Island, but the sun had some bite. We brimmed all tanks and after a quick visit to the little pilots’ room, headed south again for LongreachLongreach.
is a spiritual home of aviation in Australia. Birthplace of Qantas, it features the Founders Museum. Given that they had flown a 747 in there, I thought I’d be able to make it in safely. The country slowly changed from the green of Capricornia to the redder tinges of inner Australia. A mere 2 hours later – I’m getting used to those long legs - we were descending. Someone had left their descent a little late. It might have been me. So I was fairly rocketing along still as I joined overhead. Woah, Nelly! I think the little plane was as keen as I was to get on the ground. With the aircraft slowed down and turning final I was faced with almost 2 kilometres of 35-metrewide runway. They told me that when they landed the 747 there the outer engines hung out over the runway edges. I shouldn’t have that problem. I had decided to spend a full day in Longreach to give me time at the Museum. A day off from flying would be good too. I don’t know what the aviation equivalent to saddle sore is, but I had it. Cockpit chafed? Cabin fevered? Doesn’t really work, does it?
SPORTPILOT 34 34
Longreach has been on my bucket list for ages. Particularly so since Qantas had opened the Founders Museum. Landing at Longreach gives you a great view of the Founders Museum, because the airpark is right beside the GA apron. So, if you’ve ever wanted to park with a 747, a 707, a DC3 and a Super Constellation this is probably your best chance. I’d arrived late in the day, after closing time. So, next morning, I was up bright and early and arrived for breakfast. That’s right, the Founders Museum serves a damn good breakfast – and lunch, snacks etc. at McGinness’ restaurant – named after one of the Qantas Founders. Suitably fed, I joined the 10am tour. Don’t even think about going here without doing a tour or you’re missing the best bit. We moved over to the airpark part of the museum. The day before I had been on Horn Island in a pleasant 28 degrees. Now it was 4 degrees. Brrr. Our tour guide told us a lot of interesting things about the aircraft as we got to look inside the nooks and crannies. Ever wondered where the black box (actually orange) sits? Now I know. The 707 is a former VIP jet which was used by the likes of Michael Jackson. The Museum collection houses a huge collection of Qantas paraphernalia from years gone by, but surely the best part is outside, where you walk to the original Qantas hangar, set up like it was the 1920s again with a couple of Gypsy powered De Havilland aircraft you can climb right in to and see just how bloody awful flying must have been back then. Don’t miss the Qantas store to stock up on Qantas tea towels and retro posters.
36 36 SPORTPILOT
A replica De Havilland DH61 Giant Moth “Apollo” used by Qantas from 1929-1935.
24 HOURS IN LONGREACH
A walk down the main street of Longreach is worthwhile. Start at the charming Federation Railway Station and work your way down to Kinnon & Co, which has the biggest collection of rural type stuff I’ve seen in a long time. If you’ve got a leather fetish, you’ll be in heaven. It’s a good street for a coffee and to stock up on supplies, and if you’ve got any time left, there’s the popular Stockman’s Hall of Fame. Again, you really need to take a tour to get the best out of it. For those who like horses and both kinds of music, it’s a must see. 24 hours is only enough time to scratch the surface in Longreach. I could have filled in a few days easily.
37
The cockpit of Boeing 707 “City of Canberra” - Australia’s first civilian jet. After Longreach I was homeward bound at last! The weather decided it didn’t like this and I was looking at a 20+ knot headwind that would get progressively worse all the way home. On the day I was planning to fly the longest leg of the trip. Thanks for that. Luckily fuel was at record prices too. Oh well, nothing for it but to set off. The first stop would be Hay, then home to Geelong (YLED). At least that was the plan. As it turned out, the headwind kept growing and while I would have a reserve at Hay, I like a lot of reserve when the weather is worsening and it’s a long leg. So, I replanned and dropped in to my old friend Cobar for a quick refuel and a chat to some of the locals... and another visit to the little pilots’ room. Just as well I did, because the head wind just kept building and the scattered cloud became more like broken. That headwind just built and built. As I passed over Ballarat it peaked at over 50 knots. I was compensating by running at my “power” setting –160kts TAS, 34 litres per hour. Still, forward progress was slow and there had been a real possibility of running out of light – hence the decision to push it a little harder. I was pretty damned pleased to find a nice big open section of cloud south of Ballarat to descend through, putting me right on my 10nm out call and almost home. That headwind dropped steadily as I got closer to the ground, but the turbulence increased. Heading down final I opted for just half flap. The breeze favoured runway 28, but I still had a healthy crosswind to play with. Just what I needed to finish off. The final landing of the tour was – in complete contrast to the weather – like butter. I greased it on. It wasn’t ‘til I taxied to the front of the hangar and went to get out that I realised the wind was so strong it was pushing the plane along. With no park brake, I had to leap out, grab the chocks and put them in before opening the hangar and putting the trusty RV away. 36 hours of flying and over 4000 nautical miles later, I had completed the run up north. Of course, I wouldn’t really have completed the journey until I went all the way south... On the drive home I was wondering what the easternmost and westernmost airports in Australia are. It’s addictive.
Back to “reasonable” fuel prices in Cobar!
41
Adrianne dreamed of being on those police flights, behind the controls and soaring through the skies.
“I felt like the only one – I thought ‘perhaps women don’t dream of being pilots in a similar way that most men might not want to be a childcare worker’”. At age 10, she finally experienced that view from the skies on a plane trip to visit her relatives – and Adrianne knew she wanted more. For the meantime, Adrianne addressed her flight cravings with air shows and magazines. This was around the time that Deborah Lawrie (Deborah Wardley, whilst married) won a landmark sexual discrimination case against Ansett Airlines in the late 70s, becoming the first female commercial airline pilot in Australia. Reginald Ansett, himself, had said during the trial that he wasn’t discriminating against Deborah – but that she had the potential to fall pregnant, and he had a strong personal belief that women were not suited to be airline pilots. Here is a statement from the general manager of Ansett at the time: “Ansett has adopted a policy of only employing men as pilots. This does not mean that women cannot be good pilots, but we are concerned with the provision of the safest and most efficient air service possible. In this regard, we feel that an all-male pilot crew is safer than one in which the sexes are mixed.”
Three years old when her parents divorced, it was
Adrianne didn’t focus on the barriers that surrounded her, she focused on the dream. Finishing high school, Adrianne didn’t fill out her university preference card.
As I ask Adrianne Fleming to take me back to her beginnings, she laughs. “The beginning...”, she repeats it and chuckles. “It was climbing trees, trying to reach heights and get that bird’s-eye view.
Before officially joining, however, Adrianne completed the aptitude testing but took a Flight Data Officer position at Melbourne’s traffic control centre. Her fingers were crossed that it was her aviation entry point – that was 1988. Three of the 16 course attendees were women. Every attendee had a pilot licenceprivate, commercial... even instrument ratings – except for Adrianne. Adrianne just had a dream, and it was enough to make the cut. When her first pay check landed, she jumped straight into a cockpit for training.
SPORTPILOT 42 42
When the Police Air Wing units weren’t flying past, I was on my grandfather’s shoulders. I’d climb up on anything to get that view”, she says.
There weren’t many university options back then, and she didn’t want to move to study in Sydney. Instead, Adrianne told her year 12 coordinator “I don’t want to go to university, I want to be a pilot” – at the time she was studying HSC maths, physics and chemistry – to which her coordinator responded, “You must mean you want to be an airline hostess?”. The all-girls’ school considered themselves as progressive. Adrianne needed to find money to fund her air speed, but was without a full-time job. Her mother had an industrial relations role with the Melbourne’s Metropolitan Fire Brigade (MFB), which had an affirmative action program for female firefighters (they had none, at the time). “They measured your lung capacity with a chest measurement. It was ridiculous – if a woman qualified with the right measurement, she probably wasn’t going to be able to stand up”, Adrianne tells me. She attended Swinburne’s Associate Diploma in Fire Technology, trying to balance four days on and four days off to start her aviation journey. From an all-girls’ school to a male dominated environment, it was tough. Adrianne was even the test dummy for women’s uniforms.
Fortunately for Adrianne – and for women in general –Deborah won. She won Ansett’s appeal case, too. As a young girl, Adrianne had said to her mother “I want to be a pilot but what if they don’t let me?”. Her mother responded with a powerful response: “I’m sure the rules will change by then. But if not, we’ll fight them.”
“When the Air Wing units weren’t flying past, I was on my grandfather’s shoulders. I’d climb up on anything to get that view.”
SPORTPILOT 44 44
Joining the Australian Women Pilot’s Association, Adrianne became a State Vice President then President, before running a state conference within three or four years of joining. It introduced her to organisations, meetings, working with people and Surrounded with family support, Adrianne always maintains a ‘can do’ attitude. Credit: Caprice Photography working with strong-minded women – some of whom initially petrified her. New working dynamics built a new confidence in Adrianne. She met Deborah Warden for the first time and realised she can achieve things, and the more she put in, the more she would get out. This led to different organisations and various roles or capacities, where she focused on pushing for change and Adrianneprogression.iscurrently opening up another Tristar Aviation wing in Launceston, Tasmania. “I was on a three-night trip, but with COVID it turned into four weeks so we used this time to renovate the space”. Adrianne also completed her RAAus instructor rating, which reminded her of days flying trikes and powered gliders many moons ago. Adrianne is a woman that enjoys learning new things. Adrianne and her husband started with a Cessna 150 for training many years ago – which she looks back on with fond memories for its reliability and familiarity. They now have a Tomahawk in Launceston and are looking at adding another.
an instructor. He was looking to start a flying school, Tristar Aviation, now based out of Moorabbin, Victoria. They went on to start the school together, then had their first son. “Even starting the flying school, I was still thinking I’d be in a commercial airline – but after two years, I realised the school was where I wanted to be”, she said. A little part of that dream kept niggling at her, and she was offered commercial airline jobs, but she never applied in the end – she kept following her feet. “I discovered how important my job was – first taught, best taught. And I realised that I now held the power to make other people’s dreams happen – what bigger responsibility could I ask for, than to deliver that?”.
When asked about her Order of Australia medal, Adrianne responded “It’s a medal of service, and it’s an unusual and humbling feeling to receive it – but I think most people who receive an OAM would share my reaction; ‘am I really worthy of something like this?’. It took me a while to accept and understand what it means”, she contemplated. “And what does it mean?”, “I’m sure the rules will change by then. But if not, we’ll fight them.”
Adrianne’s mum had bought her Nancy Bird Walton’s book, whom Adrianne later met and grew close to. Today, Adrianne has a photo of Nancy with her daughter on her desk and there have been many occasions where Adrianne has asked herself ‘what would Nancy do?’. She has always heard Nancy’s voice respond with ‘Out you go dear, get out there and do it’.
Today, Adrianne dedicates her time to introducing people into aviation, and kick-starting their journey.
Adrianne’s own footsteps have taken her on an incredible journey, and now she’s sending the next generations on their own ambitions. If you’ve learnt from Adrianne or have a story to tell, write into SportPilot at editor@sportpilot.net.au and let us know!
45
The Left Seat - Adrianne Fleming (Paperback, 168 pages) Available on Amazon, Booktopia and Adriannefleming.com.au
At this point, I am wondering what Australia gives someone after they’ve already earnt an Order of Australia medal… is it a second one?
I asked Adrianne about her spare time. She mentions some craft hobbies like macrame, sewing, knitting and watercolour painting, but the conversation quickly returns to aviation. “I’ve been flying back and forth from India for 17 years. The school gets a lot of enquiries from overseas, too.” Adrianne has a book, The Left Seat, which talks about her journey and educates readers on how to start their own journey in aviation: what you need to know, what you need to ask, with tips about the system and the ropes and finding the right school and adventure for you. “I’m in the middle of translating this for India, with a plan to use the proceeds to fund women’s aviation scholarships.”
“The left seat is a practical guide to help you navigate your own path to licensed pilot and find a course to meet your individual needs and budget.”
She told me about an Air League Cadet that started training with her washing planes. He went off to study aeronautical engineering, continued to complete his PhD and started work in Area 51 doing secret things, now putting his PhD to work in government. She’s known him since the age of 14 (now in his 30s) and it’s countless journeys like his that Adrianne is focused on every day.
Adrianne also enjoys writing educational modules, as she refers to them – topics and areas that aren’t strictly taught in current aviation theory, but that are valuable topics in aviation – such as satellite navigation. Progressing this part of her journey is a five-year goal, she chuckles telling me it’s probably easier to implement such theory in India than jumping through the hoops of Australian requirements. But she revels in other things – cooking a meal to spend time with her family brings the most enjoyment, with two sons and a daughter. All three have a relationship with aviation. Her eldest works as cabin crew for Virgin and Jetstar, her middle child is an apprentice aircraft engineer and her daughter is completing an Aviation VET course – close to getting her licence and even considering a commercial career.
I ask. “Well, you quickly find a lot of people attaching themselves to you, and not in a bad way – they were part of the journey, they identify with it and it’s as much an acknowledgement to them as it is to me. That is what helped me realise and understand that it isn’t a personal award, it’s a community award.”
And how could her children not be involved in aviation, in some shape or form, with a household like Adrianne’s? Whilst running the business, the most accessible holidays were joining the kids in a business fly-away. At that point, planes were just a method of transport... no different to a car, a train or a tram. They literally had arguments about wanting to go on a train or tram instead! As I near the end of the conversation with Adrianne, I’m thankful for her time and broader aviation contributions. It’s reminiscent of the RAAus mantra ‘A pilot in every home’. There are a lot of moving parts in achieving that ambition, it all boils down to making aviation safe and accessible, plus a means of enabling aspiring pilots, which is where Adrianne has found her feet. Adrianne has been an apprentice to the likes of Nancy Bird Walton and Deborah Lawrie. She’s continued their work and footsteps to make aviation more accessible to others and she’s dedicated her career to learning the ropes so that she can show them to others.
FLYING WITH THE SUPERLIGHT AIRCRAFT CLUB OF WESTERN AUSTRALIA Words & Images Steve Gates LOW SLOWAND SPORTPILOT 46 46
SLACWA “Bindoon Hill — YBHL” airfield. 47
SPORTPILOT 48 48
I looked around and found the Superlight Aircraft Club of WA (SLACWA), 80km north of Perth, near the wheatbelt town of Bindoon. It offered a 1,650 metre runway (09/27 – an ex-WWII emergency airfield), a basic ‘clubhouse’ nestled among the gum trees, with 40 hangars and numerous hangar plots. RAAus and ASRA flight training for fixed wing and gyros is also supported. I found the club’s focus was enabling safe, affordable back-to-basics recreational and sport aviation, with the camaraderie and support of 70 active aviators and 40 social members. Membership costs are kept to a minimum because SLACWA owns the airfield, and by the members volunteering innovatively. For example, 960m of the runway was beautifully refurbished a few years ago, at a small fraction of the normal commercial cost, by 16 members over five weeks — using borrowed machinery, and bitumen sponsored by the Boral Importantlycompany.forme, a very experienced ‘club test pilot’, Gary DePiazza, volunteered to check some of the finer details of my Firestar. He offered suggestions and The club’s focus was enabling safe, affordable back-to-basics recreational and sport aviation, with the camaraderie and support of 70 active aviators and 40 social members. The Firestar in front of Steve’s hangar. Steve thanking Gary in the Firestar after the first test flight. I finished building a Kolb Firestar II ultralight in my garage in Perth a few years ago, and although having been a member of RAAus, I hadn’t engaged much with the flying community (apart from a couple of ultralight TIFs). It was exciting to finally be ready to fly it, when a friend (who is a very experienced pilot) kindly offered for me to store and fly it at his flying property about 100km east of Perth. While this was tempting, I first had to convert my GA pilot licence (from 1987) to RAAus — with tailwheel endorsement — and felt I needed support before and during the test flying phase. help with balancing the prop, adjusting the Rotax 503 carburettors, calibrating the EFIS and the weight and balance. Wayne ‘Chookie’ Fowler, a knowledgeable retired Telecom technician, helped optimise my radio and antenna choice. Both Gary and Wayne’s various ‘tools of the trade’ made it so much easier and faster, and gave me confidence in my new aircraft. I was able to rent a hangar from one of the ownermembers for a very reasonable fee while taking my
and Slow’ expeditions around
All kinds of aircraft are welcomed at our club – you’ll often see Ultralights and LSAs, Gyrocopters, Microlights, Motor Gliders and also some GA (CASA Experimental and 2 seat sport aircraft).
are further reminders of the benefits of being a part of InSLACWA.themeantime
The ‘Low and Slow’ trips range from short and local flights, to multi-week expeditions around WA and across Australia, which encompass a wide variety of experiences, scenery and flying into interesting bush strips, including outback stations. Longer trips typically have the support of ground vehicles and crew who can share in the flying with a ‘rotation’ of passengers in some of the aircraft.
In the meantime I’ve enjoyed other the club, ‘Low WA.
If visiting the airfield, it’s best to do so on weekends, but if flying then check ERSA because there are Pearce RAAF operations and restricted areas, and importantly read the ‘Fly Neighbourly Policy’ beforehand on the website, to avoid overflying properties immediately south of the airfield. If driving, contact 0492 930 303 to ensure access and a ‘host’ to show you around. We hope to see you in our part of the world very soon! For more information: www.slacwa.org.au
including opportunities to go on
NORTHERN TERRITORY SOUTH AUSTRALIA GREAT VICTORIAN DESERT GREAT SANDY DESERT TJUKAYIRA ROADHOUSE COSMO NEWBEERY MENZIESLEONORA ON ROAD NEAR MAKER LAKE YUENDUMUTILMOUTHERLDUNDAHENBURYBONDSPINGSWELL RABBIT FLAT 66 NM WOLFEWARMANCREEK TURKEY CREEK ELQUESTRO STATION CAMBALLIN STATION ECHO BEACH SANDFIRE ROADHOUSE PARDOO TRACK LAND MARBLENULLAGINEBAR BONNEY DOWNS STATION CAPRICORN ROADHOUSE KUMARINA DALWALLINUPAYNESMTMEEKATHARAKARALUNDIROADHOUSECUEMAGNETFIND RIVERMARGARETSTATIONHARDMANMTROADHOUSEROEBUCKPLAINS CROSSINGFITZROY WANNANGILESWARBUTONCOYOYEMINEDOCKERRIVER SPRINGSCURTIN COOLGARDIE WEST ‘LOWOUTBACKAND EXPEDITIONSLOW’ SPORTPILOT 50 50
benefits of
I’ve enjoyed other benefits of the club, including opportunities to go on ‘Low and Slow’ expeditions around WA, engage with others who share a passion for this very unique sport, and enjoy everyone’s creativity and innovation.
0415 072 498 www.gapaero.com sales@gapaero.com Max persons: 2 Kit Built or Ready to Fly GARMIN Equipped: Integrated control panel, personalised for the owner Aviation grade aluminium Configurations: Nose Wheel or Tail Wheel Interior: Authentic leather and lavish carpeting. Available in four colour palettes: Cast Iron, Red Velvet, complementary colours, Indigo Sky and Cloud Burst with stitching, piping and panelling in complementary colours. ESTABLISHED 2012 WEIGHTS, SPECIFICATIONS & PERFORMANCESLING 2 (912 ULS) SLING 2 (912 iS) SLING 2 (914 Turbo) Engine make and type ROTAX 912 ULS ROTAX 912 iS ROTAX 914 UL Power 100 hp / 75 Kw 100 hp / 75 Kw 115 hp / 86 Kw (Turbo) Fuel burn 4.7 gph / 18 l/hr 3.7 gph / 14 l/hr 6 gph / 23 l/hr Fuel capacity 39.6 gal / 150 lt 39.6 gal / 150 lt 39.6 gal / 150 lt Propellor make and type Warp Drive 3 blade Warp Drive 3 blade Airmaster 3 blade Propellor operation Ground adjustable Ground adjustable Constant speed Primary avionics Garmin G3X Touch EFISGarmin G3X Touch EFISGarmin G3X Touch EFIS Secondary avionics Analogue backup gaugesAnalogue backup gaugesAnalogue backup gauges Maximum allowable speed (Vne) 135 KIAS / 155 MPH 135 KIAS / 155 MPH 135 KIAS / 155 MPH Cruise speed (at 9,500 ft ASL) 120 KTAS / 138 MPH 120 KTAS / 138 MPH 130 KTAS / 150 MPH Stall speed (Full flaps - Landing configuration)40 KCAS / 46 MPH 40 KCAS / 46 MPH 40 KCAS / 46 MPH Stall speed (Clean) 46 KIAS/53 MPH 46 KIAS/53 MPH 46 KIAS/53 MPH Take off ground roll (hard surface) 560 ft / 170 m 560 ft / 170 m 460 ft / 140 m Landing distance (braked) 295 ft / 90 m 295 ft / 90 m 295 ft / 90 m Rate of climb (at sea level) 600 ft/min 500 ft/min 900 ft/min Maximum operating altitude 13,000 ft ASL 13,000 ft ASL 16,000 ft ASL Endurance 8 hrs 10 hrs 7 hrs Range (at 75% power) 750 nm / 1,400 km 850 nm / 1,600 km 700 nm / 1,110 km Wingspan 30 ft / 9.165 m 30 ft / 9.165 m 30 ft / 9.165 m Length 21.9 ft / 6.675 m 21.9 ft / 6.675 m 21.9 ft / 6.675 m Height 8 ft / 2.45 m 8 ft / 2.45 m 8 ft / 2.45 m Cabin interior width 43.8 in / 1.11 m 43.8 in / 1.11 m 43.8 in / 1.11 m Maximum weight 700 kg 700 kg 700 kg Standard empty weight 370 kg 382 kg 384 kg Useful load 330 kg 318 kg 316 kg With new proposed regulations we suggest you have another look at the Sling 2, certified to MTOW 700kg
52 52 SPORTPILOT
As recreational pilots, cost is often front of mind. Increasing fuel costs, inflation and interest rates have made the cost of living higher than ever before. Many pilots and aircraft owners are looking to keep costs to a minimum, now so more than ever!
CODY CALDER Head of Safety Cody has been with RAAus for 4 years as Head of Safety. He holds a Postgraduate Certificate in Transport Safety Investigation, Diploma in Aviation, Diploma in Business, Commercial Pilot Licence and a Multi-engine instrument rating. Cody is passionate about all aspects of aviation, with experience in skydiving and charter operations (Fiji/NZ), gliding, aerobatics and warbirds.
RAAus’ aviation insurance broker, Insurance House, has provided a summary of (de-identified) insurance claims lodged through the RAAus hull and liability program since 2019. Transparent data relating to both safety occurrences and insurance information allows members to improve safety outcomes. By taking proactive action in response to safety information, members may be able to identify areas of improvement and avoid expensive accidents before they occur.
There are numerous costs involved in operating an aircraft, including maintenance, fuel, registration and hangarage. But what impact could an accident have on your longterm operational cost, and could spending a little more in the shortterm result in longer term savings?
THE COST OF GETTING IT WRONG
cody.calder@raaus.com.au
Aircraft hull insurance offers vital protection for most aircraft owners, flight schools and clubs, but as with most costs, policies continue to rise year on year. If you happen to have an accident that results in an insurance claim, this could result in the cost of your policy significantly increasing at your next renewal.
Maintenance requirements for the replacement of undercarriage parts should also be reviewed depending on the type of operations you conduct. If your aircraft is used in a flight school, regularly operated on rough airfields, or conducts a high number of landings, then consider replacing undercarriage parts more regularly than the manufacturer’s minimum requirements.
The reality is that most of us have experienced heavy landings and, no doubt, will again. It’s been said there are three simple steps to a perfect landing, but unfortunately, nobody knows what they are. Despite this, there are a number of ways pilots can reduce the likelihood of encountering hard landing accidents.
SPORTPILOT 54 54
“A gust of wind came out of nowhere” is quite possibly the most common reported explanation for hard landings. Whilst unexpected wind conditions occasionally occur, more often than not there are indications of the presence of turbulence, windshear or other environmental factors on final. Weather forecasts play an important role in understanding the expected conditions. Observations such as checking the windsock and looking for sources of mechanical turbulence also build situational awareness. Pilots should maintain their personal minimums by not operating in conditions beyond their ability and should consider flying with an instructor to safely By taking proactive action in response to safety information, members may be able to identify areas of improvement and avoid expensive accidents before they occur.
Human Factors Considerations
RAAus data shows pilot currency and/or type familiarisation is a common contributing factor in hard landings and runway loss of control events. Before operating a new aircraft type, or if you haven’t flown for a while, consider contacting a qualified instructor who can ensure safety of flight.
1. Currency and Type Familiarisation
2. Environmental Conditions
3. Go-Arounds When all else fails, the go-around is a final chance to prevent an accident from occurring. A go-around can be commenced at any time, including immediately following a bounce, during landing. It’s extremely common in reports of hard landings that the accident occurred following a bounce. Pilots should always be prepared for a potential go-around during final approach and flare, and should ensure go-arounds are practised regularly.
CONCLUSION The unfortunate reality of aviation is that accidents do, and will continue to happen. Despite this, there are a number of factors that pilots, maintainers and instructors can implement to reduce the likelihood of it happening to you. Whether it’s spending a little more on preventative maintenance over and above manufacturer requirements, or paying to fly with an instructor to expand your skills, spending a little more in the short term may just prevent much larger expenses in the long term. Can you afford the cost of getting it wrong?
During a recent audit conducted by RAAus at one of our flight schools, it was found the maintainer had implemented a process to replace undercarriage bolts every 300 hours, over and above the manufacturer’s 500-hour requirement. This system was implemented following a previous undercarriage attachment bolt failure, resulting in significant damage. As the aircraft was used for flight training, resulting in harsher conditions and an increased rate of landings, the maintainer implemented the system in an attempt to prevent future undercarriage failure events.
www.foxbat.com.au Search for Aeroprakt A32 Aeroprakt A32 Vixxen • Cruise 115 knots • Stall 27 knots • Carry 210+ kg after full fuel • Average under 20 litres/hr build experience in more difficult conditions or strong crosswinds.
PROACTIVE MAINTENANCE
The full range of Blaze and Vega Instruments • iEFIS MX 1 $2420 inc GST • Navigation Transceiver N 16 $994 inc GST • Modular Aircraft Intercom System A 16 $802 inc GST • Airband Transceiver V 16 $996 inc GST • TABS GPS SP 12 $690 inc GST Also available: UMA products and Cross Check™ Torque Seal® Tamper-Proof Indicator Paste Paul@lightflying.com.au 0419 423 286 www.mglavionics.co.za www.lightflying.com.au ASIA PACIFIC LIGHT FLYING Agents in Australia for MGL Avionics iEFIS MX 1 $2420incGST
Return to the airfield was a mid-field crosswind for a right-hand circuit on runway 24. Mittagong airport has its fair share of challenges – not least of which are a mountain to the southwest on base leg, just a few feet higher than circuit height, and a built-in wind shear on short final from the northeast. We set up for a final approach at 70 and the Sling punched through the turbulence showing nothing more than mild amusement. We had 65 over the fence and she settled on the runway in a perfect 3-point attitude at just under 50kts. I have waited a long time to fly this machine – and she was certainly worth the wait. In the air, she behaves as exquisitely as every other Sling 2 that I have flown. On the ground, she is a whole lot sexier. As I walked away from her, I pushed my chest out just that little bit more because I knew that, not only had I just flown a real aeroplane with wheels in all the right places, but I did so using just 8 litres. I am so excited to be able to report that they have now fixed this, as I recently had the distinct pleasure of flying one of these amazing and properly redesigned aeroplanes – a Sling Taildragger.
We lined up for take-off. Des likes to keep the tail down initially to ensure she’s tracking straight and lifted the tail after 6 seconds at around 30kts. Accelerating through 55kts, Tim Tamm flew herself off the ground. A few seconds later we were at VY of 74kts and climbed happily at almost 1,000fpm to 5,000ft. Here we were swirling and twirling over the cold, green NSW countryside. We were warm from the cabin heater, and happy and free in a comfortable, capable, perfectly balanced aeroplane.
SPORTPILOT 62 62
With external inspection and pre-flight checklists completed, instructor Adam rolled us away from runway 21, headed for the training area offshore from Aldinga Beach. The view through the large clear canopy of the South Australian coastline, 3,500 feet below the Harmony’s wing, was breathtaking — a bright, white sand strip meandering between the sparkling blue of the ocean on one side and lush dark green of the Aldinga scrub on the other.
Fast forward to April 2022 — with the kitty replenished and space created in my weekly schedule, I booked lessons at my home base in Aldinga, where seeing familiar friendly faces helped me feel relaxed. On the line there’s a tasty new low-wing Evektor Harmony LS with a Garmin G3X glass panel, plus steam gauges to help with our flying.
SPORTPILOT 64 64
The Evektor Harmony LS (23-1650), and the digital-steam combination dash.
Given the time away from the cockpit, I knew I would again begin from first base, reviewing my understanding and memory of the critical speeds like take off, climb, stall and the relevant radio calls.
Once at altitude, we went through the effects of control surfaces, straight and level flying, gentle turns, orbits left and right, and stalls. The Harmony handled it with Adam, my instructor, who patiently returned me to the skies.
2207.4476 Always
magazine makes it easy to stay connected to your peers and on top of all the latest safety news. Order now and receive a bonus calendar!wallSubscribe now. Go to shop.casa.gov.au
Flight
I hadn’t yet got to passenger or cross-country endorsements, always my ultimate goal to obtain so I can take my wife Miriam on adventures with me. ease, predictably dropping the nose when the stick was all the way back, and a simple releasing of the stick saw the plane regain speed and level attitude. Easy and reassuring. As I’d hoped, there was enough of a “getting back on the bicycle” feel about it – look around, relax, stay loose and just do the thing I know to do. Thankfully, Adam was patient and not overly ‘picky’ - he saw a degree of competence and gave me time to detect when we were flying out of balance or getting too slow, and to correct it. Make no mistake, a few times he corrected or took over when appropriate, but he was very calm and reassuring.
Heading home after the air work, I made all radio calls — apart from a more complex call coordinating with a Cessna Caravan in our sights, so we could come in behind it in circuit. I followed Adam on the stick and pedals as he did a touch-and-go landing. We climbed and I attempted the second landing, which was just ‘okay’, with a touch of Adam’s input. There’s some way to go before reaching the comfort level and finesse I’d built up on those solo circuits I did years ago. Back in the flight office, I noticed I wasn’t ‘brain mushed’, like my early flying lessons. I was able to drive for over an hour, heading home, without stopping for a nanna nap by the roadside. I booked a second lesson the following day, and another two for the following week. I’ll continue feeding the obsession! a good read. Safety Australia
Jared Smith is Head of Airworthiness and Maintenance at RAAus. He holds a Graduate Certificate of Aviation, Bachelor of Technology (Aviation) and Business Management, a CPL, an instructor rating and L2 maintenance authority. Jared has been with RAAus for the past five years, initially working as the Assistant Technical Manager for three years. TO GET
Throughout the year, RAAus randomly reviews aircraft maintenance logbooks. Too often, the team 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!”. This is simply not the case. If there’s one certainty of aircraft ownership, it’s that aircraft require 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 also that they rarely result in the identification and/or rectification of issues. It is much better to have a filled logbook than an empty one, especially when it comes to resale time. Prospective buyers want to see what problems were identified and fixed. 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, together with many examples of logbook entries.
THEjared.smith@raaus.com.auPERFECT TIME
ON TOP OF YOUR RESPONSIBILITIES MAINTENANCEWINTER 66 66 SPORTPILOT
andAirworthinessMaintenance
JARED SMITH
A recent survey sent to RAAus Level 2 maintenance holders asked their opinion on the condition of ownermaintained RAAus aircraft. The response revealed the fleet to be in All aircraft require maintenance over time. The different systems and structures within an aircraft have specific maintenance tasks that need to be performed to support their operation. The Australian winter period is generally a preferred time to complete annual maintenance requirements due to reduced favourable flying weather.
Flying is all about confidence both in yourself and your aircraft. Ensuring your maintenance and aircraft logbook is compliant goes a long way to giving you confidence that your aircraft is up to the task. When defects are found, take the time to share your findings by reporting it at oms.raa.asn.au. Thanks for your help.
67
Upon enquiry, we usually find that all proper corrective and preventative actions have been undertaken, but this information is completely missing in the report.
The RAAus Technical Manual describes what information should be included in a defect report: An AD or SB is a signal that an identified issue is important and requires action.
As mentioned above, reports are often received with a brief “it broke” report and little else, or a detailed report on what happened as a result of the defect, description of weather encountered, what their mate said, damage to the propeller and engine, but completely omitting a description of the defect found to have caused the problem, and no opinion on what is thought to have caused the problem. satisfactory to good condition. The area that required the most improvement was logbook compliance, especially compliance relating to Airworthiness Directives (AD’s), CAO 100.5 tasks, and Service Bulletins (SB’s). It’s very important to complete research on your aircraft, to find what bulletins are applicable. Unlike the general annual inspection (where you are hands-on checking the condition of your own machine), an AD or SB has been released because other aircraft have been found to be defective. They notify such things as cracking, breaking, wearing or loosening of parts, instructing you to inspect your aircraft for the same issue. An AD or SB is a signal that an identified issue is important and requires action. These ADs and SBs usually originate from defect reports submitted by aircraft owners and maintainers. It may not be the most enjoyable activity, but its benefits are widely accepted, including:
3. Focusing attention on key elements of the how, why, what and when of the defect, prompting you to think about how to stop it happening again.
a. Aircraft registration, type, model and serial number to which the defective item was fitted. The location of the item on the aircraft is to be specified;
1. Long-term improvement in design, manufacturing and maintenance standards; 2. Timely airworthiness control and advice for the aircraft fleet;
b. Name and description of the defective item; c. Description of the defect (include sketches and photographs); d. History of use of the item including age, hours operated, conditions of use and of storage; e. Item’s manufacturer; f. What corrective action was taken; and g. Any recommended inspection, replacement or repair actions for other operators.
Please remember to advise an informed opinion on what you think the cause of the problem most likely is, according to the evidence and any other causal factors you observe. Pictures also speak a thousand words, it’s a very effective way of adding value to a defect report.
The winter period is the perfect time to research and keep up to date with your aircraft maintenance.
Thousands of defects are investigated and corrected every day as a matter of normal safety management, however every so often, a “major defect” comes up. These defects must be reported for further assessment and possible action to prevent recurrence, and to provide a record to help detect trends. The database can be an effective tool in helping achieve safety goals, but only if information provided is accurate, comprehensive and timely. As the common phrase goes; if there’s rubbish in, there’s likely to be rubbish out. The effectiveness of the system relies heavily on you, the aircraft owners and maintainers who experience problems. It can be quite difficult and time consuming to assess reports which have only “it broke” details.
The TL Ultralight Sting S4 ULTRALIGHTTL-
THE CZECH BUILDERS THAT DO IT ALL Words Tom Lyons 69
Oftentimes, a builder will specialise in a certain style of aircraft. After all, if you’re good at low-wings, you tend to spend all your time there. TL Ultralight, as I found out one morning at Colac Airport, breaks this mould. Offering a range of vastly different aircraft, I found it impossible to pinpoint their flagship, such was the impeccable quality of the entire fleet.
The Sting S4 boasts a high-quality cockpit finish. instantly notice the Sting’s smooth, flowing lines from the long nose to the beautiful upswept wingtips. With a 9.12m wingspan and a length of 6.45m, the Sting is no small beast. This relatively large size makes the Sting S4 imposing, but does not detract from its elegance both in the air and on the ground.
SPORTPILOT 70 70
The model I’m looking at today has a few optional extras included, particularly in the cockpit. The black leather bucket seats with red stitching catch my eye, filling out the 1.13m wide cabin space. They look incredible, but I do hope the Sting’s soon-to-be owner has considered the hot summer sun! The dash is dominated by a fully-glass Garmin G3X Touch setup, save for a few essential steam gauges for backup. This relatively large size makes the Sting S4 imposing, but does not detract from its elegance both in the air and on the ground. As I was driving out to Colac Airport, I looked to the sky with a pang of disappointment all-too-familiar to Victorian pilots. A bit of a gloomy and overcast sky meant that flying today looked unlikely. Despite this however, I was excited. I was heading out to meet John Callahan, the Australian distributor for Czech builders TL Ultralight, to check out his flying contraptions. Arriving at the airport, I wandered through the rows of hangars to find John working away at his latest import; a fantastically smooth, low-wing Sting S4. It had recently been assembled and was ready to go to its new owner, pending all the required paperwork. After the usual introductions, John told me a little about his Czech friends. TL Ultralight was founded in 1989 in the small city of Hradec Králové, Czech Republic. Originally manufacturing a range of ultralight trikes, the company eventually shifted toward producing some of the most widely-distributed Light Sport Aircraft in the world. Over their 30+ years in operation, TL Ultralight has produced more than 1,500 aircraft with a remarkable safety record, and continue to produce 7 to 8 aircraft each month at their home in the northern Czech Backflatlands.inAustralia, John has been linked with TL Ultralights since 2016. “They’re a fantastic team to work with” John tells me of the company, describing the impeccable attention to detail in their designs, the wide range of personalisation options on offer and exceptional customer service to match. Taking me over to the Sting, he proceeds to show me exactly why TL Ultralight have garnered such a strong reputation. The low-wing Sting S4 is an attractive-looking aircraft, crafted of a composite consisting of 85% carbon fibre for strength and weight reduction. Walking up to it, you
For us Aussies, 840km essentially means Melbourne to Sydney, which is by no means a small trip, but I think it’s important to consider the fact that these aircraft are built in the Czech Republic. From its home capital Prague, 840km will take the Sting almost to Paris in the west, Rome in the south, and a short hop to Stockholm in the north. In Australia, LSAs with this range perform pleasantly well. In Europe, they ridiculously overdeliver. 71
Contoured stick controls and adjustable pedals complement the cockpit, giving an air of class to the whole affair. The crown jewel of the Sting’s design though — in my humble opinion — is the bubble canopy, offering incredible visibility in all directions thanks to the sweeping window behind the seats. Equipped with the ever-reliable Rotax 912 iS, the Sting S4 is capable of a more-than-respectable 250km/h (135 knots) cruise speed. Additionally, the 77L fuel capacity allows for a flying range of 840km at 18L/h, ensuring you can get just about anywhere you need to go, fast. The engine options mean cruise outcomes are between 95 – 155 knots, with a minimum 35 knots that makes for a very soft runway approach speed.
Credit:
The
TL Ultralight offer a range of models, including the tandem seat, fighter-esque Stream and the highwing Sirius, which serves as John’s demonstrator.
SPORTPILOT 72 72
As John attaches the tug to wheel out the Sirius, I watch a car pull up. I’m greeted by John’s son Des, another TL Ultralight fan who just so happens to be a Qantas Captain, too. He’s brought a mate out for an afternoon flight, but graciously offers to take me for a quick spin first. Hopping into the Sirius, I’m instantly aware of the same high-level, leather finish as the Sting. Another TL Ultralight Sirius. TL Ultralight
Perhaps one of the most impressive factors in the Sting’s design, however, is its weight limits. An empty weight of 297kg at an MTOW of 600kg gives you a whopping 303kg to work with, ensuring you, your passenger and your luggage can travel with ease, plus fuel. That luggage better be slim however, as the behind-the-seat compartment leaves a little to be desired, somewhat hampered by the installation of a Ballistic Parachute Recovery System at the tail end of the cabin. For me, everything I observed about the Sting S4 helped to crystallise it in my mind as a fantastic option for those wanting to go cross country. Fast, comfortable and functional, it would almost be a shame to touch this aircraft down on the same runway it took off from. All this functionality comes at a price however, and the Sting S4 ain’t exactly a budget bird. A new model is going to start at around $248,000 fly-away inc. GST — but for those looking to do serious miles, it’s certainly worth it. By now the sky had actually cleared up somewhat, but as the Sting was destined for its new owner (and had For me, everything I observed about the Sting S4 helped to crystallise it in my mind as a fantastic option for those wanting to go cross country.
not gone through its necessary paperwork), we were unable to take her up. Fortunately for me though, the Sting wasn’t the only machine John had in store for me today.
of
was
Ever
in the
Coming back into land, Des gives me a pre-emptive apology. He’s more used to flying an Airbus than an ultralight and is anticipating a less-than-perfect landing. Despite my now heightened concentration, I’d be hard pressed to take marks off as we glide into runway 27 at Colac.
TL ULTRALIGHT STING S4 Length 6.20m 6.97m Height 2.05m 2.25m Wingspan 9.12m 9.40m Engine Rotax 912 iS Rotax 912 iS MTOW 600kg 600kg Empty Weight 297kg 297kg Usable Weight 303kg 303kg Cruise Speed 135kn 120kn Fuel Capacity 77L 130L Range 840km 1400km
specialists at
a
and
Sharpen your skills, broaden your horizons. Fly a Classic,
Back at the hangar I thank John and Des for my time get on my way. All the gloom the morning disappeared and the sun was shining bright, it almost as if the TL Ultralights begging me for another flight. wanted to fly Tailwheel? to the Tailwheel Aldinga heart beautiful McLaren Vale wine Cub Floatplane venerable Piper Super Cub. Fly Cub...
of the
primarily-glass dash greets me, with the obligatory airspeed indicator and altimeter directly in front of the right seat. What’s in front of the dash though makes me grin; a yoke. It’s not often you see these in RA, and it certainly helps to cement the “mini-Cessna” image of this plane in my head. It’s not just the yoke though, the Sirius feels and acts like a classic 152. Des demonstrates the plane’s docile and forgiving handling as we soar over the beautiful Lake Colac, heading for Lake Corangamite. A fantastic option for a training aircraft, the Sirius just makes you feel comfortable, both in its flight characteristics and its spacious, open-feeling cockpit.
and Aeronca Champs or challenge yourself with a
were
region. Recreational and GA endorsements in our Sport
endorsement in the
with Adelaide Biplanes. www.adelaidebiplanes.com.au | Aldinga Airfield | Tel 08 8556 5404
Come
had
CFI JAMES STEWART REFLECTS ON THE JOYS AND CHALLENGES OF WATER-BASED FLYING Words James Stewart CFI T FLOATINGHEENDORSEMENTHULL 75
The best approach or take-off run has regard to the very important consideration of “fly neighbourly”.
Credit: James Stewart 77
The best approach or take-off run has regard to the very important consideration of “fly neighbourly” — the best take-off direction to maximise the ability to effect a landing in the event of an engine failure shortly after take-off, mixed with consideration of a boat wake or nearby vessel, which may conflict with the take-off or landing. What do the surface conditions tell me about the wind strength, direction and wave height? Is the wave height within the limitations of the aircraft? What is the best approach or take-off pathway to achieve optimal terrain clearance? There are so many questions!
Very few of those matters trouble those operating conventional aircraft. Wind socks, the ERSA and “P” charts make critical assessments easy. Something approaching an order of precision is available to the seaplane pilot, but only as a result of training and experience.
The risks involved in water flying are illustrated by the fact that I am unaware of any underwriter who will insure for “floating-hull” endorsement training. Thus, the risks must be carried by the school.
Credit: David C Eyre, Aeropedia SPORTPILOT 78 78
Erring on the side of caution is critical. Discipline, checks and the concept of a “sterile cockpit” are extremely important. The water equivalent of a “gutzer” has rather more serious consequences than its terrestrial equivalent. It’s not a case of enduring the chuckles of bystanders while the aircraft is jacked up, its wheels lowered as it is towed or trailered a short distance to the maintenance hangar – with an engineer muttering imprecations directed to the hapless pilot. Landing with the wheels down on water can be attended with serious consequences for both occupants and aircraft.
Credit: Australian Seaplane Association A SMAN Petrel 24-7997 – on its water run at Rathmines NSW.
The opportunities for sheer enjoyment and fun which come of the “floating hull” endorsement are priceless.
Masters of vessels have no conception of these limitations. They will come close for a look. The “rules of the road”, especially the sound signals indicating a vessel’s intention to turn or reverse are essential knowledge as is the meaning of marine markers. To end up aground or worse, on a shoal which holes the hull as a result of navigating on the wrong side of a marine marker highlights the need for a thorough knowledge of relevant maritime regulations. Students with boating experience have an edge, however — much of the time involved in the endorsement is spent on the water, not only in learning and becoming proficient in handling the aircraft, but also in identifying and reacting to subtle stimuli which only comes with practice. A lot of hard work? Yes. Costly? Certainly, but the opportunities for sheer enjoyment and fun which come of the “floating hull” endorsement are priceless.
A Boat Driver’s Licence is required, and seaplanes are not terribly manoeuvrable - they like to weathercock. There are no brakes, and few can reverse. Most do not have water rudders which tend to be ineffective compared with the authority of the rudder of a boat – particularly partnered with a good breeze.
The insidious corrosive effects of salt water suffered by boats are magnified when it comes to aircraft, too. Maintenance costs are prodigious. Hence, the much higher training cost. Weather conditions are more critical. They may be ideal for conventional operations but water conditions may make flying ill-advised. The result is that it is unwise to plan on a period of concentrated flying to achieve the endorsement.
FIXING
The idea is simple: get kids into the hangar to build a plane, then let them fly it. The outcome is even simpler: let them love aviation and understand the opportunities our industry presents. And it’s working.
Ashley Miller, the brain behind the FYE initiative, aims to address the skills shortage by equipping and training passionate kids. As an experienced RV builder himself, Ashley has taken the initiative to share his knowledge with the next generation. He plays an active role filling the knowledge and skills gaps, as veteran aircraft maintainers enter their twilight years and retire. Michael Monck
Words
80 80 SPORTPILOT
Daniel Strydom is a shining example of the success that Flight Youth Engineering (FYE) has experienced.
Engineering skills, or lack thereof, is a big problem within the industry today. Recently I have spent some time in Redcliffe, Queensland, and came across a group of enthusiastic aviators at Flight Youth Engineering that are working to solve the problem. THE SKILLS SHORTAGE
At just 16 years old, he’s achieved what many young people can only dream of thanks to the program. He has rebuilt an RV-14, gained his pilot’s certificate, is working on an RV-12 project and is now helping other students to tread the same path he has.
While others are lamenting about the loss of maintenance skills, Ash, Paul and the others at FYE are actually doing something about it. They are actively taking part and building the next generation of maintainers and have done it in a way that will continue on well after they hand over the reigns of the program to someone else. I have no doubt that people like Daniel will be the ones to take those reigns and lead the charge in future. With a little bit of effort, a whole lot of support from current aviators and some real passion, our current skills shortages might become a thing of the past. Flight Youth Engineering is a non-profit organisation that encourages school-aged youth into aviation, through hands-on experiences building and flying aircraft. If you would like to find out more, or help them expand, visit www.fye.org.au
Daniel came across FYE with nothing more than an interest in aviation and no hands-on experience. His first exposure to engineering in this space was through the rebuilding of an RV-14 that was heavily damaged in a landing incident. During the repair process several issues were found, including corrosion. Daniel quickly found himself painstakingly correcting the problems under the close guidance of Ashley and other mentors. From there, Daniel went on to complete his pilot certificate training with Paul Reddish at Advanced Aviation Training Redcliffe, and demonstrated his unique talents are not limited to engineering. He has an aptitude for flying that parallels his passion for building, repairing and maintaining aircraft.
Daniel is also heavily involved in the building of an RV-12 that he will use to do his cross-country training before it is sold off to fund the next round of kids and a new RV-12 build. Aside from his aspirations to gain an apprenticeship in the maintenance world, Daniel is keen to stay true to his roots and become a mentor in his own right. He is already assisting students in the program and passing on the skills he has learned to others. It is this ‘full circle’ approach that has captured my attention the most. We often see or hear of groups building an aircraft with kids and the amazing experience everyone gains through the process, but once the aircraft is built everyone seems to fade away. What Ash has set up is different. He has built a sustainable model where “It is tough to get started and funding is hard to come by, but the initiative is truly magical.”
81
Main: Ashley and the Flight Youth Engineering group. Above: Ashley and Daniel. Credit: Flight Youth Engineering kids can build and fly their aircraft and then sell it so the next round of kids can do the same. It is tough to get started and funding is hard to come by, but the initiative is truly magical.
Ashley is passionate too, and he’s proud of the achievements the 30 or so enrolled students reach. He wants to expand it to afford a new cohort of kids the chance to embark on their aviation journey. Ashley is a modest man, just “influencing the change that he can”. However, I believe he is doing something more –and perhaps the truth is best revealed through Daniel’s story.
WHEN YOUR AIRCRAFT TALKS TO YOU 82 82 SPORTPILOT
JILL BAILEY Flight Operations
I understand what pilots are supposed to look at when conducting a daily or pre-flight inspection on an aircraft, what areas an instructor has to focus on when training a student, what sort of issues are routinely reported to RAAus and — as the holder of an L2 maintenance approval — what is routinely seen during the conduct of annual inspections. Firstly, as a pilot, when I conduct a daily inspection, I have an eye for the extra stress that has been put on my aircraft by previous flight training. My Tecnam P2002 is now 15 years old and was used for flight training at my school before I started working for RAAus. As a result, wear on the undercarriage, tyres, controls and more can be expected during inspection. As an instructor, I have a different dialogue going in my head, practising the pattern I would use to demonstrate the conduct of a pre-flight to a student. This takes the pre-flight inspection to a higher level, explaining specifically what it is we are looking for, putting this into context for students and explaining why an item is important. I also have unique insight into reporting trends, so I pay particular attention to these items. These vary from awareness of fuel issues to mud wasp nests and everything in between. These issues vary with the seasons, the type of activity being conducted and the aircraft type.
As a maintainer, I look at my Tecnam with consideration of its age. While 15 years is not really old compared to many of our historic ultralight fleet, it is a factor to consider. Likewise, newer aircraft still wear, and there may be unexpected items which do not perform as expected. New aircraft deserve the same keen eye during an inspection as older aircraft. If the aircraft is used for flight training, students and pilots can operate the aircraft differently and this can result in unusual failures, wear or issues. So, what has my Tecnam told me during recent daily and pre-flight inspections?
Over the years, there has occasionally been an odour of fuel in the cockpit, but As a pilot, instructor and maintainer who also works for RAAus, it could be said I have a unique insight into many areas of aircraft operation.
Jill Bailey has been Head of Flight Operations for over 10 years. Jill holds a CASA PPL (A), has RAAus Pilot Examiner and Instructor Training Approvals, was a former RAAus CFI and has been an instructor with RAAus for over 15 years. Jill and her husband Norm previously owned a music store for 20 years and built a Jabiru taildragger kit which they flew all over Australia. jill.bailey@raaus.com.au
• All Metal Multipurpose Aircraft • Taildragger or Tricycle • Easy to Build, Beautiful to Fly • Extensive range of Savannah parts Stocked in Aust. • Factory Built or Complete Quick Build kits • Build assistance programs available Agent Peter 0408 376 540www.aerokits.com.auAeroKitsAustraliaSavannahandVentura MTOW 600kg Empty Weight 290kg (@basic config) Cruise 94knots Stall 26knots Take off/land 45m 83
All of these events occurred over a two-month period, an example of how an aircraft talks to us. If we listen to the aircraft, consider its previous state from the flight before, and look for changes in condition, it will often give a warning prior to an issue arising.
in excess movement. The squeak turned out to be a simple lack of lubrication and was quickly dealt with.
In the past, I have identified excess movement in controls, hinges and attachment points, fluid leaks and cracks in airframes, rudder pedals and propellers. These items are obvious to someone not familiar with the aircraft, but when it is your aircraft, it is too easy to simply miss or dismiss these as “normal”.
I’ve decided to take my aircraft to a L2/LAME to look over the aircraft with a fresh set of eyes. Fresh eyes will see those tell-tale indicators and fresh ears may hear or see the aircraft talking more easily than my own. Likewise, you can always ask a fellow pilot to conduct a daily inspection for you. You never know, the aircraft may tell them something that might just save your life. as I often refuel before each flight, I shrugged this off as residual mogas on my hands. However, while taxiing recently, there was not just a sniff of fuel but a wet patch on the cockpit floor. An investigation revealed the fuel line running through the firewall had sprung a slow leak. It may have been leaking slowly for some time, hence the occasional fuel smell previously, but it was now a real issue. Fortunately, this was an easy fix as there was enough slack in the line to cut a small amount off and refit. It reminded me to check carefully in the cockpit for leaking fuel or fluids. A couple of flights later, I found a small patch of oil on the ground while walking around the aircraft. I am aware that when oil changes are completed, some oil can leak over the engine mount frame and onto the bottom of the engine cowling. This usually results in a couple of spots of oil on the ground, however this was more than a teaspoonful. I removed the engine cowlings and the cause was soon identified; the line to the oil cooler was weeping around the fitting. I tightened the clamp which stopped the ooze and once the oil was cleaned up, away we went. It’s important to always clean up cowlings, lines and engine areas of excess oil when a leak is identified, to make it easier to spot a leak next time. Finally, during a daily inspection shortly after, I heard a squeak in the horizontal stabiliser’s bearings. On the P2002, this stabiliser is an all-flying control and uses two bearings which are known to wear, resulting If we listen to the aircraft, consider its previous state from the flight before, and look for changes in condition, it will often give a warning prior to an issue arising.
SPORTPILOT 84
My last flight was almost my last flight!
Ross in the SportStar.
The further north we went, the worse it got, so a quick 180° turn had us back tracking as I climbed to 2,500 feet. From here we could see through the two layers of cloud, so I climbed higher and we could actually see the end of the lower bank in the distance. We headed back on track and went in between the two layers at 3,500 feet. Less than 5 mins later, the lower bank just stopped and it was I had been counting minutes between airfields and concentrating on alternates, but hadn’t been watching the clock.
After weeks of Melbourne’s coldest start to winter in 40+ years, the coming weekend finally looked good for a trip away with only morning fog being an issue. We made it to Hopetoun in northwest Victoria, and had a good look around town and the nearby lake. We then spent the night at the local pub being entertained by the friendly locals. I can highly recommend Hopetoun as a weekend fly in getaway. Sunday morning arrived with a good layer of low cloud/ fog as forecast. This was due to clear by 11:00, but by then the cloud was still 500 feet AGL max. Our plan was to track direct to Bendigo to refuel, and then home to Lilydale via the Kilmore Gap. We sat around the strip waiting for the layer of cloud to lift, and by 13:15 we were airborne at 1,000 feet AGL. By Birchip we were down to 600 feet AGL and it was it was looking worse ahead. We decided to land on runway 04 and checked weather with friends in Melbourne. We decided to walk into town and get some fuel whilst we waited for the weather. By 15:30 we were airborne again at 1,800 feet with a broken layer at about 2,500 feet. I was extremely cautious of changing conditions, and so I was constantly calculating the nearest airstrip for the justin-case scenarios. We were about 30 miles from Bendigo when there was a solid bank of cloud from the surface to about 2,000 feet, the overhead layer had gone and there was a higher layer of cloud at about 8,000 feet. I wasn’t comfortable with going over the top as we couldn’t see past it, so we tracked north looking for a way around. We could hear on the radio that it was clear at Bendigo and reports from a flying friend in Melbourne said it was clear there too, we just had to get past this bank and we were home.
86 86 SPORTPILOT
There were six people working on the same aircraft that day, all at once. One in the cockpit managing controls, three hunched over the engine bay, another two working on the control surfaces running various measurements and tests. Even still, they interrupted my chat with Tony to get a seventh pair of eyes to sign-off on their progress before they proceeded.
Tony had an entire wall stocked with folders, books, literature, various aircraft maintenance checklists and the like, all of which had clearly been put to use. But what he was showing me was critical preventative maintenance work that wasn’t in a book. There was a structural strut, under which an air duct/hose was fitted. “These tubes have wire rings inside them, and within a short period of time a shaky engine can create enough friction for one of those rings to wear right into the frame”.
Tony had me peering into a Cessna 150 engine bay – a soon-to-be ‘Group G’ contender – currently stripped of its cowling. “You see that?” says Tony, pointing to a bit of clear tube fitted to a strut. “Yes, but I don’t know what I’m looking at.” “Exactly”, he says, “because you’re looking at experience.”
SPORTPILOT 90 90
Visit raaus.com.au to see upcoming L1 Maintenance courses in your area. Credit: RAAus it takes someone who knows the aircraft and her tendencies, someone who’s seen progressive wear and tear over time.”
There I was, naively thinking that six workers would be tinkering with up to six different planes. I knew that the RAAus ‘L1 Maintenance’ didn’t cover a lot of the work they were undertaking, but it had me thinking – how could I ever replace this level of know-how on aircraft maintenance? I simply can’t. “How could I ever replace this level of know-how? I simply can’t.”
There were two things that Tony had done as preventative maintenance. He’d wrapped the strut in clear plastic tubing – a cheap, replaceable ‘sacrificial anode’ for any friction – and he had re-shaped the air tubing into a flatter profile, creating more space between the tube and metal strut. “Any old John Smith won’t know to do things like this, you see,
or
Carrying out a duplicate inspection of a flight control system that has been assembled, adjusted, modified or Carrying out a daily inspection on an aircraft FACTORYOPERATIONSBUILT
repaired,
Application
replaced
Changing
furnishings inside the Replacementcockpitofseat belts
Lubrication
Repairs
filters
MAINTENANCE TASK MAINTENANCE AUTHORITY REQUIRED PRIVATEAMATEUROPERATIONSBUILT PRIVATE
materials Removal
of,
HIRE &/OR TRAININGFLYING Pre-flight Final Inspection (FORM 007) Builder with L4 observing Not Applicable Not Applicable Daily Inspection Pilot Pilot Pilot (not student) or Instructor Pre-flight (“walk-around”)inspection Pilot Pilot Pilot or (includingInstructorstudentsundersupervision) Line Maintenance Pilot or L1, L2, L4 Pilot or L1, L2, L4 L2 or L4 Scheduled Maintenance L1, L2, L4 L1, L2, L4 L2 or L4 Periodic Inspection L1, L2, L4 L1, L2, L4 L2 or L4 Repairs L1, L2, L4 L1, L2, L4 L2 or L4 Modifications Refer to Section 6.1 of Technical Manual Refer to Section 6.1 of Technical Manual Refer to Section 6.1 of Technical Manual RAAus or AirworthinessmanufacturerNotices L1, L2, L4 L1, L2, L4 L2 or L4 Heavy landing inspection L1, L2, L4 L1, L2, L4 L2 or L4 Component overhaul L1, L2, L4 L1, L2, L4 L2 or L4 Component replacement L1, L2, L4 L1, L2, L4 L2 or L4 Welded repairs L1, L2, L4 CASA AuthorityWeldingholders CASA AuthorityWeldingholders Weight and Balance activities CASA WCO CASA WCO CASA WCO 91 Section 11.1 – 5 – RAAus Technical Manual Issue 41
and markings Replacement
bearings Replacement
Removal
So, what can an RAAus pilot do by ‘default’, on the maintenance front? Well, there’s a list for that. Most of what you see on here will be familiar, but I had to look up Line Maintenance to understand further. You’re automatically issued a Line Maintenance Authority as soon as you graduate from student to RPC holder.
Servicing
Replacementpins
From Section 12.7 of the RAAus Technical Manual Issue 41: Provided it does not alter or require a change or disassembly of the primary structure of the aircraft, Line Maintenance is defined as: or installation of landing gear tyres of pneumatic tubes of landing gear tyres of landing gear wheel of defective safety wiring or split of side of seats to upholstery or decorative or harnesses or repair of signs of bulbs, or setting gaps spark Replacementplugs batteries oil filters or air
Replacement
of
Repair
windows Replacement
reflectors, glasses, lenses and Replacement,lights cleaning,
Changing or replenishing engine oil fuel of Replenishmentcomponentsofhydraulic fluid of preservative or protective or replacement of glider tow hooks
AirspaceLossNearMalfunctionCollisionHardLandingofControlInfringementBirdStrike 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17Number of Occurrences MOST COMMON OCCURRENCES BY PRIMARY CAUSE 95
RAAus had 16 engine failure occurrences reported during the first half of 2022. Of these 16 occurrences, 9 were in Rotax engines, with 7 in Jabiru engines. These events occurred due to a range of different contributing factors including fuel, ignition, and mechanical failure. Several of these occurrences may have been prevented through thorough maintenance practices with at least two occurrences which may have been identified through more thorough preflight inspection.
LOSS OF CONTROL
ENGINE FAILURE OR MALFUNCTION OCCURRENCES
HARD LANDING RAAus had seven hard landing occurrences reported within the first half of 2022, with all occurrences resulting in damage to the aircraft. Of these Engine Failure or
Loss of control events continue to be the highest cause of aircraft damage and injury within RAAus operations. Of the 7 loss of control events reported to RAAus within the first half of 2022, 3 occurred during landing, 2 during take-off and 2 during a touch and go. The most common contributing factor reported to RAAus was wind conditions, three occurrences reporting crosswind conditions and two occurrences reporting tailwind conditions. Two occurrences took place during dual flight training operations. Pilots are reminded of the importance of reviewing weather forecasts and reassessing conditions prior to and during flight. Several of these occurrences may have been avoided by electing to land on the most into wind runway rather than accepting a crosswind or tailwind component.
NEAR COLLISION Near collision occurrences continue to rate highly in RAAus occurrence data with all occurrences taking place in the vicinity of an aerodrome, primarily within the circuit. Within the first half of 2022, RAAus has seen an increase in the number of occurrences for which conflicting circuit direction has been a contributing factor, in particular a number of occurrences were reported with aircraft electing to take-off in conflict with established traffic on the opposite runway. Other contributing factors include poor radio communications and non-standard circuit procedures.
occurrences, 5 resulted in undercarriage failure and propeller strike and 5 occurred following a bounce on landing. Three occurrences involved a solo student and many of these occurrences may have been avoided if the pilot elected to conduct a go-around. Pilots should always be prepared to conduct a go-around in the event of a bounce during landing and particular attention should be paid to daily and maintenance inspections of undercarriage components of RAAus aircraft. Following a hard landing, a hard landing inspection should be conducted by an appropriately qualified maintainer even if no visible damage exists – This may assist in preventing undercarriage failure during future flight.
Due to the safety-critical nature of this finding, RAAus initiated immediate contact with the aircraft distributor who made further contact with the manufacturer. RAAus issued an advisory notice to all owners of the aircraft type recommending inspection of the seat belt harness before further flight. The manufacturer then released a safety directive to advise aircraft owners.
Reporting of defects is a mandatory requirement and assists in identification and resolution of hazards which may occur for a particular aircraft. Defect reports can be submitted at reporting.raaus.com.au
Occurrence Classification: Carbon Monoxide Operation type: Flight Training — Dual Injuries: Minor Damage: Nil During flight carbon monoxide (CO) was indicated in the cockpit. The aircraft was fitted with a card CO detector on the instrument panel which was noticed to be discoloured. One occupant experienced symptoms
Carbon Monoxide Alarms Available now from the RAAus shop Only raaus.com.au/shop$95.00 consistent with elevated levels of CO exposure. There was no previous history of CO ingress into the cockpit. Further inspection revealed that a missing rear fairing screw was allowing carbon monoxide to enter the cockpit. The screw was replaced and issue resolved. Pilots and aircraft owners are reminded that the presence of carbon monoxide within the cockpit may result in pilot/passenger incapacitation. Fitment of electronic carbon monoxide detectors are strongly recommended and available from the RAAus shop. More information on the dangers of carbon monoxide are available from the ATSB and CASA websites.
Thin Air Global Travel Duffle Bag
$99.95 from thinairglobal.com
Prices are correct at time of publication. HOT
Looking for the perfect weekender bag to throw in the back of your aircraft? The Travel Duffle Bag from Thin Air Global might just be the one for you. The 25L bag zips completely open down the sides like a suitcase, giving you two large main components perfect for 2–7-day trips. 2 external pockets give you quick access to all your essential items, while the durable, lightweight and water-resistant outer ensures your gear will remain safe in all conditions.
COOL PRODUCTS & REVIEWS FOR FLYERSWHAT’S
It may be a little old school, but it can never hurt to keep an analog flight computer handy in the event of instrument failure. The colour E6B Flight Computer is one of the very best on the market – there’s a good chance you used it during your own training! Now enhanced with colour for easy reading, the E6B can be used to calculate fuel burn, wind correction, ground speed, ETA and more. $89.95 from downunderpilotshop.com.au
SPORTPILOT 98
Top Gun Store Limited Edition Top Gun® MA-1 Nylon Bomber Jacket
We’re assuming everyone reading this has seen the new Top Gun, right? Why not get your hands on your very own Top Gun® MA-1 Bomber Jacket! The MA-1 Bomber Jacket is inspired by the official flight jacket worn by the U.S. Air Force and Navy pilots and ground crew during the 1950s, adorned with patches direct from the Top Gun film! $496.85 from topgunstore.com ASA Colour E6B Flight Computer
GETTING AROUND
The Aerodrome is located 13km south of Exmouth township. Exmouth Bus Charter is available to take you into town and to some accommodation. Taxi services can be pre-booked or there are a number of rental car companies that can meet your aircraft at the aerodrome to help you explore the area.
CLUBS & RUNWAYS 02 11° TownshipExmouth7NM 20 SPORTPILOT
STAY There’s the full spectrum of accommodation available here, from luxury beach resorts, holiday homes to more budget holiday parks and glamping options overlooking the beach. 02/20 211m WA 100 100
ELEV: 10 ft RWY:
1,260m unsealed gravel strip, with
central sealed section. CTAF: 118.3 MELB CENTRE: 125.9 RWY LIGHTING: Solar lighting HN. RWY 02/20 AD OPR: Shire of 0407(08)ExmouthExmouthAirportOperations99491326494419 REMARKS: — PPR CTC ARO — Strip closed after heavy rain FUEL: Unavailable. AD CHARGES: Contact Exmouth Airport Operations for more info. Exmouth (YEXM),
EXPLORE Start with a trip below the surface – book a tour and swim with whalesharks on the Ningaloo Reef, or go on your own snorkeling adventure at Turquoise Bay and get up close to turtles, rays and hundreds of species of fish. Once you’ve had your hit of coastal activities, head out bush to the Mandu Mandu Gorge or epic Yardie Creek in the Cape Range National Park.
FACILITIES
Exmouth Aerodrome (YEXM) is your gateway to the incredible Ningaloo Reef, the world’s largest fringing reef. It’s an aquatic playground for marine life and those who love a bit of adventure. From above, the azure waters meet the pristine beaches that blend into red desert – it’s without doubt a bucket-list destination for any pilot.
There is one main unsealed runway at the Aerodrome (02/20) with a 211m central sealed section. Be aware that the runway is subject to closure after rain. The area is also unfenced, so stay alert for wildlife! Aircraft parking is available at the southern-most taxiway and public bathrooms are available to the north of the parking area.
EAT & DRINK Try the fresh, local seafood at Whalers Restaurant and unwind with some live music on the deck. For a casual dining experience, enjoy a pint of local beer at the Froth Craft Brewery which dishes up tasty bar snacks and meals for lunch and dinner each day.
The Woolshed Restaurant is your best bet when it comes to a contemporary take on a classic Aussie feed, complete with
The airstrip is operated by Rawnsley Park Station. There is one main unsealed runway at the Aerodrome (03/21) 1,100m in length. The airstrip has minimal facilities, but much of what you need can be found at Rawnsley Park Station – general store, accommodation, restaurant, e-bike and car rental. Landing permission is required.
GETTING AROUND Free transfers are available from the airstrip to those staying at Rawnsley Park Station. All other transfers can be arranged for a fee. Check with Rawnsley Park Station for details.
EXPLORE The stunning red peaks, gorges and valleys of the Flinders Ranges is number one on your list of things to explore once you have landed. Pack some supplies, tackle one of the trails and be rewarded with epic views – there’s also guided tours that can collect you from your accommodation. There’s plenty of other memorable experiences such as 4WDing and mountain biking, plus ancient Indigenous rock art sites and historic European settlements.
FACILITIES
locally sourced and sustainable produce. STAY Rawnsley Park Station has most of your accommodation needs handled. Stay in one of modern eco-villas, the historic sheep station homestead, or go further out bush and enjoy one of their cabins or camping sites. ELEV: 1,398 ft RWY: 03/21 1,100m unsealed, gravel CTAF: 126.7 RWY LIGHTING: Nil AD OPR: Rawnsley Park Station (08) 8648 Landingrawnsleypark.com.au0700permissionrequired. Please contact Rawnsley Park Station prior to your visit. REMARKS: RH CCT from 03. Powerlines run E/W 6m off ground 150m from 03 threshold, bearing 210 FUEL: Unavailable. AD CHARGES: $25 single engine $50 twin engine Rawnsley Park (YRYK), SA 21 03 CarChintaparkAircraft Only No Visitor Parking All AircraftVisitingParkingRoad 101
We’ve found you the perfect base to explore the exquisite Flinders Ranges. This completely underrated part of the country is everything you want in an outback adventure –ancient rock formations, dusty red roads and landscapes that feel out of this world. The flight into Rawnsley Park is just the beginning of an unforgettable escape.
EAT & DRINK
Mini Moony Modified Teenie Two. Not flown. Being run-in on ground — unknown Engine Hours. Deceased estate. Engine was being run-in & aircraft being prepared for painting. This is the second Teenie Two Ron has built & due to his love for his Mooney, he decided to modify some of this aeroplane e.g. retractable Kenundercarriage.—0437323 077 $8,000 Tecnam Sierra MkII 16.7 Airframe and engine hours. Immaculate, 2017 Tecnam Sierra MKII LSA. Always hangared. Twin Garmin G3X GDU460 MFD, PFD, Garmin GSU25 ADAHRS, Garmin VHF GTR200, GTX 23 Transponder, Garmin GMA 240 Audio panel, Sensenich prop, Rotax 912ULS engine, Kannad 406 ELT. John Kennedy — 0419 591 929 $242,000 2013 Roko Via Platinum LSA 410 Airframe hours, 446 engine hours. Factory-built experimental LSA, Rotax 912 ULS (100HP), stunning colour scheme and an exceptional list of avionics for crosscountry flight. 2 x Dynon SV-D1000T touch screens, autopilot, VP-X power system, 130L fuel tank. Robert Smith — 0438 610 075Skybat$139,000AR-5 7 Airframe hours, 1,571.6 engine hours. Fully rebuilt. Chromoly fuselage, composite wing. Rotax 912 ULS with a new 3 blade Kool prop. Ready for test flights, current permit to fly. Genuine reason for sale. Contact me for more details. Will consider trade for suitable 2 seater. Bodie Heyward — 0424 442 638 $20,000 Vans RV4 485.4 Airframe hours, 348.4 engine hours. Bindoon WA. Cruise 150kts, WOT straight & level 185kts. Built 2001. Lycoming 0-320 high comp pistons. Sensenich metal prop. Steam gauges and wing leveller. Presents 8/10. Fresh RAAUS inspection. Regretful sale. Adrian Stoffels — 0427 094 552 $95,000 Super Petrel LS 490 Airframe and engine hours. 2 seat LSA amphibian seaplane. MTOW 600 kg, BEW 355kg. 912ULS, 90 lt fuel, 84 kn cruise @20 lt/hr. Recent overhaul, fresh painted wings, new struts. Ground adj. prop, dual controls, L2/LAME maintained, dual watch VHF, Mode C Garmin and EFIS. Rohan Whittington — 0411 321 307 $130,000 A32 Vixxen Syndicate Share 1,200 Airframe and engine hours. Syndicate share of 2016 Aeroprakt Vixxen A32. Hangared at Caboolture. Dynon Skyview & integrated autopilot, cruise speed of 105k at 17l/hr. $9000 ONO + fixed monthly & hourly costs. Jim Thompson – 0407 590 636 $9,000 ono BROWSE AIRCRAFT FOR SALE OR REACH A LARGE MARKET TO SELL YOURS WITH AN ADVERTISEMENT IN SPORTPILOT SportPilot 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. aviationclassifieds.com.auAVIATION MARKETPLACE X-AIR 272.9 Airframe hours, 140 engine hours. Good condition, low hours. In 2014 previous owner completely rebuilt the aircraft as it had sat unused for a number of years. Major works included all new skins and new Rotax 582. Enjoyable and easy to fly, great hour builder. William Lipson — 0491 715 226 $14,000 Searey 200 Airframe and engine hours. 2002 manufacture. Good condition. Rotax 912S. All standard instruments, electric trim and flap. Upgraded seats, very clean interior. Alan Walker — 0418 435 449 $105,000 Sapphire 240 Airframe hours, 160 engine hours, LSA MK2. One of the most efficient single seaters made. Cruise at 80 knots for over 6 hours, fitted with two wing tanks and a header tank. Spare complete engine and 3rd brand new, $2,000 plus many extras. Incl. dolly and covers. Anthony Gerrard — 0417 244 179 $18,000 Airdrome Aeroplanes Sopwith Camel 50 Airframe and engine hours. Full size replica with Rotec 2800, 7 cylinder engine. Great fun to fly, real eye catcher. Featured in the soon to be released Australian film “Before PeterDawn”.Mitchell — 0427 544 202 Lea$55,000Kestrel Ultralight & Trailer 710 Airframe hours, 707.4 hrs engine hours. RAAus registered since 2004 expires, August 2022. Rotax 503 DCCI, air cooled with C series box. Blade Brolga prop. Top end O/H @ 642 hrs. Airframe 68 hrs since rebuild. Electric start, doors Tonyremovable.Leahy — 0414 666 680 $6,800 SPORTPILOT 102 102
Jabiru J170 — C 5,754 Airframe hours, 406 TTIS engine hours. Ex-flying school training aircraft, purchased new in 2008. Always LAME/L2 maintained and hangared. Low hour Gen 4 engine, always run on avgas. Ken Flower — 0417 402 965 $60,000 2015 A22LS Foxbat 190 Airframe and engine hours. 2015 A22LS certified Foxbat. Trig mode “s” transponder. Electric fuel pump (back-up option). Dynon D3 panel EFIS. Hangared at Bainsdale, RonVIC. Gardiner — 0409 959 032Brumby$115,000 R600 180 Airframe and engine hours. Rotax 912ULS, cruise 110kts @ 17L/h. Always hangered. Nil accidents. As new condition, factory built Cowra NSW. AVmap5 GPS, radio, wheel chocks, tie down ropes. Trevor White – 0419 881 140 $120,000 Skyranger Nynja –Price Drop 439 Airframe and engine hours, 912ULS 100hp. 100kt cruise. 115L capacity, 2 wing tanks plus 15L header tank or storage unit. Michael Gearon — 0488 585 980 $48,000 Brumby 600 60 Airframe hours, 70 engine hours. Well-presented, Lycoming 233 115hp, 10” Skyview. Roll and yaw electric trim. Carbon ground adjustable propeller. Donald Gregory — 0412 812 584 $85,000 Bushcat Tailwheel 240 Airframe and engine hours. STOL. Great performer, large tyres, VG kit. Garmin G5, trig VHF and transponder. 100hr annual will be completed before sale. Karen Strike — 0422 174 871 $98,000 Engines & Parts Rotax 912 ULS, Jabiru 2200B engine, Cessna 310R parts. Many other components available. Amber Aero Engineering is an aerospace/aviation maintenance and spare parts components distribution company. Tooradin Airport, VIC Alvin Prasad – 0451 053 716 $POA Hangar Clearance –Sapphires Sapphire LSA Mk2 & 1 x Sapphire 10. All reasonable offers considered. 1 x Sapphire LSA Mk 2 – 19-4825 — registered and flying. 1 x Sapphire LSA Mk 2 — 25-056 – Factory Built – not currently registered. 1 x Sapphire 10 — 10-007 Steven Dumesny — 0418 301 916 $POA AIRCRAFT RECOVERY SYSTEMS Supply, Repacking and Parts P:0283557009 - Email: info@LEAV8.com / www.LEAV8.com Hughes Light Wing 1,612 Airframe hours, 300 engine hours. 84HP Rotax 582. Fitted with good radio and GPS. Two good reconditioned headsets. Great condition, always hangered. Contact Michael Arthur via Aviation Classifieds. $15,500 Evektor Sportstar 1,248 Airframe and engine hours. 2006 model. Rotax 912 ULS 100HP. Proven cross-country machine. L2 Maintained, no expense spared. Tru-trak autopilot connected to Garmin GPS. John Gray — 0428 421 585 $88,000 TL2000 Sting Carbon 319.1 Airframe and engine hours. Great, reliable aircraft. Always hangered. LAME maintained. Rotax 912 ULS. VHF radio, transponder mode A/C, Garmin GPS, ADSB in/out. Galaxy GRS6-600 BRS. MT410 ELT. Bruce Beesley — 0416 148 444 $90,000 Cheetah XLS 200 Airframe and engine hours. Precursor to the Bushcat. Very versatile aircraft. STOL capable and can cruise up to 90kts. Comfortable, forgiving, capable. LAME maintained. Sold with fresh MR. Call for detail, available evenings. Mustafa Bozkurt — 0408 516 816 $55,000 The AGM will be held at 10am on Saturday 26 November 2022. Location will be announced to members by ENews. 103
Sonex Onex 10 Airframe hours, 11 engine hours, single seat. Built by owner, Provisionally reg to 18 Aug. 80hp Aerovee (VW) motor. MGL Xtreme Flight and EMS. MGL V6 radio. Folding wings. Fast and sturdy. Jeffrey Cardwell — 0400 505 058 $35,000 Jabiru J160C New factory installed Gen 4 3300 and FW forward. 746.7 Airframe hours, 67.2 engine hours. Lovely aircraft, underwent extensive major refit and inspection at the Jabiru factory in Bundaberg in June 2021. Jeffrey Thompson — 0406 621 202 160HP$68,000 Lycoming Engine Y0-320-D1A Engine. TTIS 162 hrs since, new in 2016 through Vans OEM. Excellent condition. Last run for 3 hrs on 4-5-22. Full logbook & maintenance history. Complete with flywheel, Avstar carby, magnetos, starter & LP fuel Ianpump.Swinbourne – 0407 744 215 $38,500 Jabiru J200B 286 Airframe and engine hours. Townsville. 3300 solid lifter engine. Largest available oil cooler and cold start upgrades. Becker AR6201 transceiver. Can use Bose A20 headset. Simple clean aircraft, starts and runs every time. Daryl Fleming — 0428 352 113 Savannah$58,000 VG XL 2010 586 Airframe and engine Hours, 912ULS, 2010, long range tanks, extended baggage compartment, ADI, Garmin GPS, Condor tyres, retractable sunshade. Very nicely built, nil accidents, always hangared. Can sell with hangar if desired. Gary Coombs — 0404 911 553 $75,000 Jabiru SP 470 570 Airframe and engine Hours. Registered 19 with RAAus. Propeller 120 hours. Jabiru 4 cylinder with solid lifters. Upgraded undercarriage. Large rudder. ICom A200 and 40ch UHF radios. 2 prs Lightspeed noise cancelling headphones. Cruises 100kts @ 12L/hr. Always hangared. Rick Bee — 0400 014 924 Elitar$33,000Sigma 4 522 Airframe and engine hours. Roomy and great visibility. STOL. Stall speed 32kts clean. 60L main fuel tank, 25L aux tank. 16L/hr @ 85kts. Conventional cockpit. Rotax 912ULS with Flydat. Autopilot, iCom Radio, Garmin Aera. Robert — 0412 624 536 $50,000 Airborne XT 912 284 Airframe and engine hours. All steam gauges. Good interior, no rips or tears. 2007 manufacture. Latrobe Valley VIC. Terry Blackford — 0428 515 000 $25,000 neg. BRM Aero — Roko Via LSA 750 Airframe and engine hours. Beautiful Sport Cruiser. Rotax Collen912ULS.Stevenson — 0498 278 341 $90,000 Aeropup 150 Airframe and engine hours. 2 seat side by side. Robust tail dragger, folding wing design. Aerovee 2180cc 80HP 4 stroke Markengine.Vale — 0438 443 744 $22,000 Rotax 912 100 HP 2,050 hours complete and as removed. Good leak down figures. Maintained to Rotax manuals. William Owen — 0429 098 032$6,600Rotax 912 UL Engine 1,600 Engine hours. Rebuilt 45 hours ago. Been in storage prior to that for 12 years. Running beautifully. Replaced with 100HP ULS for better short field work. New kits for carburettors, water pump, new starter motor, new prop shaft in gearbox. Includes an oil tank and spare starter motor. Terry Crooke — 0408 304 248 $5,000 X-Air Hanuman 360 Airframe and engine hours. Imported factory built. Good condition, always hangared. Easy to fly, very forgiving. See on YouTube. Make an offer. Greg Moore — 0488 068 848 Tecnam$37,000 Sierra for Cross Hire 1,380 Airframe hours, 1,638 engine hours. Available for Cross Hire Kenneth Flower — 0457 811 627 $110/hr Vintage Luton Minor LA4 156 Airframe hours, 131 engine hours. Original Aeronca — J.A.P. motor with lots of spare parts. All reasonable offers considered including swap or trade. Kallan Dennis — 0439 596 408 $15,500 Sonerai Stretch 600 Airframe and engine hours. Well presented. Low hours. Taildragger. Michael Seccombe — 0439 568 508 $48,500 SPORTPILOT 104 104
Guess what? I can’t juggle as many things in my head as well I used to. Yeah, I’m shocked too. Call it old age. Or maybe I never could. The solution? I’ve upgraded my scrappy bits of papers I had in the cockpit to a fully fledged spiral-bound notepad.
NEWDOG,TRICKS BY NICHOLAS HEATHFINAL APPROACH SPORTPILOT 106 106
In the last trip I flew in to 7 airfields, all of which I’d never seen before — usually after a 3 to 5 hour leg. You need to have it squared away well and truly before you get there. So, a bit of ERSA time before the flight, some study on the leg (remember that the ER in ERSA stands for En Route). When you’re on to your third untried airfield for the day, it’s all too easy to confuse local rules. Note to self: read and fully understand the local traffic regs flight procedures and additional information section. This also begs the question: why is the important information, like the CTAF, way down the page? I digress... Then, I transfer the important bits to my new best friend the Spiral Notebook, and guess what? I make fewer mistakes. Like many of us, I have been flying a long time, but I’m not a ‘thousands-of-hours’ pilot. Flight school was long ago, so I’m on a bit of a selfhelp program here. I am no big fan of change, but to improve, this old dog is having to learn new tricks.
Total investment: about $3. It’s my new best friend. I’ve flown almost 50 hours so far this year. That’s a lot for me, and some of the legs were over 5 hours long. That’s 750+ nautical miles, which is a lot of fuel management and a bunch of airports, radio frequencies and other bits to know. Not to mention a sore behind. Plus, with 180 litres of fuel spread over three tanks, I prefer to keep a close track on what’s been used. So, I note down tank and litres consumed as I go. As a bonus I get to feel like Charles Lindberg crossing the Atlantic. Sort of... I like to jot down quick notes on alternate airfields — runway directions, radio frequencies elevation and any local conditions. I also like to write down my course waypoints and navigation checkpoints as I pass them. You know who my other new best friend is? The ERSA. I have an electronic copy courtesy of my OzRunways subscription. I thought I was good at reading the ERSA, but the more I fly, the more mistakes I realise I make. That is particularly true when visiting new areas and airfields.
OLD
ESTABLISHED 2012 FACTORY OR KIT BUILT, TALK TO US! 0415 072 498 www.gapaero.com sales@gapaero.com BUSHCAT ADVENTURE FLYER JMB SPEED AND LUXURY SLING 4 & TSI EXCEPTIONAL 4 PERFORMANCESEAT A RANGE OF AIRCRAFT FOR EVERY MISSION SLING 2 ULTIMATE TRAINER
A BUCKET LIST FAMILY 15-16www.warbirdsdownunderairshow.com.auOUTING!OCTOBER2022TICKETSONSALENOWArangeofticketsstartingatourfullycateredpremiummarquee,premiumgrandstand,andgeneraladmission.•Glamping+campingaccommodationonsite•60+aircraft:Ex-MilitaryWarbirds+currentservingRAAFaircraft•KidsZonewithjumpingcastles,facepaintingandgames•Accessibility-friendly•Localfood&beveragestallsThelargestWarbirdseventintheSouthernHemisphere
