The tailBeaconX is a full feature Mode A, C, S Extended Squitter Diversity ADS-B transponder and aviation GPS integrated into a LED rear position light. STC mandates installation with IFR certified AV-30-C as control head, which provides transponder control, approved barometric mode C altitude along with an extensive list of AV-30-C backup instrument features.
Simple installation:
• tailBeaconX includes certified GPS receiver and antenna (100 grams)
• No additional GPS or antenna is required
• Only 6 wires
• Fits into most existing tail navigation light mounts
• Can be mounted internally on composite (non-carbon fibre) aircraft
• Feeds GPS to AV-30-C for heading stabilisation in DG mode
• High intensity LED tail position light. Never change a globe again!
• The fully IFR approved AV-30-C fits in existing 3-inch panel hole
• Backup battery ensures redundancy if loss of vacuum or power.
• Drone Repellent. Future UAS operations Beyond Visual Line of Sight (BVLOS) may require ADS-B IN sense and avoid to enable evasive action in response to aircraft with ADS-B OUT.
• Automatically seen by AMSA using Arieon Space based ADS-B IN last know location.
• Live traffic on AV-30 using AV-Link via WiFi from your ADS-B receiver (Sky Echo 2) displaying all other ADS-B equipped aircraft within range.
• Portable ADS-B IN/OUT transceiver
• CASA approved Electronic Conspicuity (EC) device
• Traffic, ownship and barometric pressure transmitted via Wi-Fi to compatible EFB application
• Compatible with AvPlan and OzRunways
• 200 grams, 57 x 82 x 30mm
• Drone Repellent. Future UAS operations Beyond Visual Line of Sight (BVLOS) may require ADS-B IN sense and avoid to enable evasive action in response to aircraft with ADS-B OUT.
• Live traffic on AV-30 using AV-Link via WiFi from your ADS-B receiver displaying all other ADS-B equipped aircraft within range.
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Well, here we are again at the end of another year and heading in to what for us in the south of Australia is our peak flying season. To say it’s been a bad weather year is a gross understatement. I’m sure that’s impacted everyone’s ability to get in the air. It has made me a much better reader of weather reports. It has also made me appreciate the wonderful new apps and technologies we can use for weather planning. So much so, that expect an article on how to get the best out of the new weather technologies soon.
I took a deep dive in to ADS-B later in this edition and I encourage you all to get onboard the ADS-B subsidy while it’s still on and available. This edition is packed with good ideas to make your flying fun and safe, so enjoy. A big shout out to the many manufacturers and suppliers who have supported us
this year and who help us make this magazine possible.
I don’t know about you, but I’m planning the early part of next year around the Avalon Airshow. This will be the first one since before Covid and a lot of us are well and truly ready. RAAus will be there along with SportPilot, so come and see us and have a chat. We’d love to meet you in person and hear your stories. Speaking of which, following on from the great feedback from my last adventure (All The Way Up, SportPIlot 103) I am planning another big journey – maybe all the way across? We’d love to hear your suggestions for adventure flights and even better, to publish your stories of flying. Send your ideas and stories to editor@sportpilot.net.au
I’ll see you up there!
(03) 5273 4777
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CEO Matt Bouttell ceo@raaus.com.au
CORPORATE SERVICES EXECUTIVE Maxine Milera admin@raaus.com.au
HEAD OF SAFETY Cody Calder cody.calder@raaus.com.au
HEAD OF FLIGHT OPERATIONS Jill Bailey jill.bailey@raaus.com.au
ASSISTANT HEAD OF FLIGHT OPERATIONS Marty Peters marty.peters@raaus.com.au
HEAD OF AIRWORTHINESS AND MAINTENANCE Jared Smith jared.smith@raaus.com.au
ASSISTANT HEAD OF AIRWORTHINESS AND MAINTENANCE
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WRITE IN: We love to hear from you! Get in touch with us at editor@sportpilot.net.au or on Facebook & Instagram @sportpilotmagazine
Dear Editor, Your article published in the most recent SportPilot magazine was the best story ever to appear in the magazine since I have been a member of RAAus.
Thank you and I hope to see similar stories. Other authors may be encouraged to copy your style, especially the hierarchy, and make the magazine more interesting to read.
Editor: Thanks Giancarlo, glad you enjoyed the article. I’m heading to WA next — stay tuned!
Dear Editor, Fascinating reading how pilots were trained in the 50’s! Barry Wrenford has a very good memory of his flying instructor, Nick Belloff. Nick is a great friend of mine, the 94-year-old Canadian is in great health and as sharp as a tack! Nick’s life has been filled with adventure, experiences and rewards spanning almost a century. He also walks 6-10km a day.
Nick’s career started as a 15-year-old merchant seaman, sailing many dangerous voyages across the Atlantic during WWII, and he tells amazing tales of sailing aboard Pamir, the last windjammer to sail the ‘Grain Race’ from South Australia around Cape Horn to England.
Nick then married an Australian, hence his return to Australia. Settling here, flying took his interest, at which he excelled. He tells many stories regarding his career as a crop-duster pilot, flight instructor in Sydney and many other flying activities.
Honestly, I had to respond on Nick’s behalf after reading Barry Wrenford’s recollection of Nick’s ‘special’ training program... even if it was upside down! Nick was too modest to write anything. Special humans like Nick Belloff are very rare these days.
RE: A Significant Passing – Bill Geohegan
Dear Editor, I wanted to bring your attention to Bill Geohegan, among the last of Bomber Command’s RAAF pilots, who passed away at Manly recently aged 103. I had the pleasure of taking Bill for a Trial Flight for his 100th birthday. He could still hold height and heading!
Geoff Raebel
Editor: Thank you for letting us know. That generation – often called the greatest generation – is leaving us, but we will remember them by their deeds.
Dear Editor,
I just read your write up of your trip to Boigu. Interesting, it sounds like you enjoyed your trip. It must be nice to be able to dial up 160kts when needed. You mentioned coming back to Cooktown. I live here and have my own strip. If/when you head back up this way contact me, I might be able to assist with local knowledge, accommodation, car, places to go things to see etc. I just had a bunch of motorhomers here for a few weeks, they had a ball doing all sorts of stuff.
Editor: Thanks David, good to know. It’s a great spot. I hope to get back there soon.
On the Gympie Fatality Dear Editor,
It is with great dismay that reading in The Australian and seen quoted on TV news that neither RAAus, nor Gliding Federation of Australia are to investigate this most recent double tragedy near Gympie, due to cost prohibitiveness.
There is something fundamentally wrong with this position, that neither representative body and RAAus’ full time Safety/Risk Officer, currently promoting safety issues through the SportPilot Magazine, will publicly state such a position in a national newspaper, given that there were two pilots who lost their lives. At their ages, were they current and/or recent under your own rules? Were both aircraft fitted with radios, as the ERSA clearly states carriage and use? And what of aircraft maintenance releases and other related documentation?
The pilot’s responsibility to give way and see and avoid issues will never be known, therefore for both controlling bodies may I respectfully suggest in the interests of safety, there are at least three starting points for an investigation here and probably a few
more, if you took the time and effort to investigate in your own time and joint cost. Otherwise, what are membership fees for?
Perceptions are everything and not just for the families, but also the aviation community you purport to represent. Publicly denying any action on a cost basis is indicative of poor leadership, by not being ahead of public opinion and perceptions.
Graham BlackmanStatement from Matt Boutell, Chief Executive Officer:
Thanks for your letter Graham. Since receiving this, RAAus Chairman Michael Monck delivered a Member Communique on behalf of the Board on 29 November 2022 that clearly outlines the position of RAAus on this matter. Importantly, the Chairman places the blame squarely on the ATSB and Government for this preposterous situation, rather than cost to RAAus and its members. He goes on to explain that there are significant risks involved with
RAAus performing fatal accident investigations as they are not covered by the same legal protections as the ATSB. RAAus has previously undertaken the investigations only because the ATSB won’t as the Government has not provided the ATSB enough funding and also because the Transport Safety Investigation Act 2003 (Cth) allows them to pick and choose what they investigate, which we contend falls well short of the expectations of Australians.
RAAus maintains the position that an independent investigation of the Kybong mid-air collision is vitally important as the accident clearly identifies airspace risk, affecting all airspace users, not just Sport Aviation Organisations.
RAAus CEO has now written to the Minister for Infrastructure and Transport, the Hon. Catherine King MP, seeking Government remedy of this situation and will keep members informed of any progress.
Matt Bouttell Chief Executive Officer
Once again, RAAus hosted National Safety Month throughout October 2022. Over $10,000 in prizes were up for grabs for members who participated in our safety campaign and viewed our weekly live stream presentations on current areas of safety focus. This year, our content was split into four weekly themes:
Week 1: Pilots
Week 2: Maintainers and Aircraft Owners
Week 3: Instructors and Flight Training Schools
Week 4: Loss of Control
We are also extremely proud to have launched our Loss of Control Series in November, a must-watch for all pilots to increase awareness of the situations which may lead to loss of control events, including primary causes and contributing factors. Loss of control continues to be the number one cause of fatal accidents in General Aviation worldwide.
If you’ve not yet viewed our Loss of Control content, please ensure you head to www.raaus.com.au/LOC to check out our three-part series!
Finally, we could not put together the fantastic range of prizes for National Safety Month without our sponsors. This year we gave away some of our biggest prizes to date, including a UPRT Course from UPRT Australia, and a Safety Management Systems (SMS) course from Southpac Aerospace. In addition to these sponsors, we would also like to thank major sponsors OzRunways and CASA as well as GME, Agile and QBE for their continued support for National Safety Month.
The year gone by is an interesting one. It seems to me that weather is the new buzzword and floods are just a subset of that. As I reflect on the year, I can only repeat what I have said for the past few; next year has to be better, right?
MONCKMichael is the Chair of the Board of RAAus and has held this position for 7 years. He holds flying qualifications from RAAus and CASA and advocates for the broader industry in a number of different forums.
Michael is an active pilot and owns a CTLS aircraft which he regularly flies throughout Australia.
michael.monck@raaus.com.au
The organisation has gone through a pretty tumultuous period in recent times and has fared reasonably well, all things considered. We are not without our challenges ahead, however, we cannot rest on our laurels just yet.
With COVID affecting supply of a huge number of goods ranging from cars and planes through to toilet paper and other groceries, we have seen a huge impact on pricing. Inflation is running very high at the moment and that affects us as both individuals, and as an organisation.
We face increasing cost pressures from all angles, from compliance requirements through to insurance. The latter has gone up roughly 15
per cent year on year for the past two years without even taking into consideration our other costs. Energy is going up, our general costs as a business are rising and we are feeling the pinch.
When I consider the costs that are rising, they all seem to me to be things with little or no discretion. What I mean by this is that, for example, when the cost of electricity or fuel goes up, we have very little discretionary power to slow our spending on those items. We still have to go to work and we still have to turn the lights on at night. Even if we choose to use public transport, there seems to be cost increases there too, so our power to change our
MICHAEL Chairmanhabits and save a few dollars is limited. Add to this the fact that our RBA has a target inflation rate of 2-3 per cent per annum.
To keep inflation in check, they try to influence demand by making the cost of money, the interest rate we pay, go up. This means we have less money to spend and in theory this puts downward pressure on prices. Of course, this hits us in the hip pocket by making our mortgage costs go up. In other words, we face a double whammy of price increases from supply constraints as well as our home budgets being constrained by the RBA.
This is not the place to debate the merits of this policy direction, suffice to say we could debate that all day. Rather, I raise this to highlight that RAAus faces the same challenges as a member-based organisation with bills to pay. Our cost base is steadily, and somewhat markedly, increasing.
As Christmas approaches - and my column this month begins to sound more and more like a speech from the Grinch - we will all face even more pressures. Costs generally rise over Christmas as people get into the spirit of spending. Fuel will go up, holiday expenses kick in, and we have to buy the kids lots of lollies while we eat too much pudding. What this boils down to is that we have even less money to spend on our flying. The choices we make in light of this are going to be even more important. We, as aviators, are possibly still rusty due to COVID, we face price increases that affect our flying budget, our mortgage repayments are going up and now we have the additional expenses of
Christmas to consider. On top of this, we have some of the weirdest weather I have experienced in my lifetime.
Over the holiday period we all like to get out and spend more time in the air and — as our ability to do this is eroded for all the reasons mentioned above — I urge you to stop and think about everything. If the weather on the weekend is marginal and you ordinarily wouldn’t fly, don’t let your recent lack of flying affect your decision. Don’t go for the sake of it just because you haven’t had the chance due to weather or haven’t been able to go because of financial reasons. The weather will turn at some point and the stars will align. Your wallet will line up with the weather and you will get back in the air.
This column may sound a little negative on the surface but don’t be misled by your initial perception. It is actually a positive piece. It is Christmas and we should celebrate. Let’s keep it positive by coming home to family and friends to enjoy some good food, drink and company. Enjoy the break, and if that means putting off flying for another weekend, then so be it. Next weekend will roll around and your spending money can sit in the bank for another week. If we don’t make the right choice though, well, who knows?
Next year may well be as weird as the ones just gone by. But if I am sitting here writing this column and you are sitting there reading it then that means we made it. And that makes this year and next a good one, right?
So, let’s have a good holiday break, enjoy ourselves and look forward to a good year ahead. Even if it is an interesting one nonetheless.
As we come to the end of another year which in many places is the wettest on record, I’ve been reflecting on how to sum up 2022 from an RAAus perspective. What I can say is; “Wow, we did all that?!” Here is just a snippet of what’s gone on this year.
MATT BOUTTELL CEO
ceo@raaus.com.au
We started the year working towards developing an application to CASA for permission to administer lightweight aeroplanes with an MTOW of up to 760kg. As CASA was yet to resolve the 45-knot stall speed limitation, we withheld our application until there was more certainty. Thankfully in June, CASA removed this limitation and in August we made our submission to CASA with new draft Flight Operations and Technical Manuals. At the time
of writing this article, the approval process is ongoing but rest assured that we will keep you updated through eNews as progress is made.
Although there was a bit of a false start with the ADS-B Rebate program, (with the new Federal Government reviewing all funding grants), we were away and running in August, with the Government pitching in for up to 50% or $5,000 of eligible ADS-B installations or EC devices for aircraft owners. This is
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.
the first time in my memory that the government has contributed towards new kit for our aircraft, so it’s a pretty good deal — and of course ADS-B provides a whole heap of safety benefits as well.
In April, with the support of AMDA Foundation, RAAus presented Fly’n For Fun at Parkes, which saw aviators come out of their COVID-19 hibernation for one of the first fly-ins of the year. We were graced with reasonable weather, supported by a host of vendors and were welcomed with open arms by the community of Parkes. We were so thrilled with the event that we aim to make this a biennial event, with the next event slated for April 2024. Pencil it in!
demonstrated both the safety benefits as well as the cost to industry. We believe that Airservices drew a fair conclusion that with initiatives such as the ADS-B rebate to offset some of the cost of compliance, the proposal was reasonable and therefore we did not object.
In May, we saw CASA release its GA reform plan to cut regulatory burden. For RAAus members, this provided a glimpse into CASA’s plans for allowing more access to Class C and D airspace for sport and recreational pilots. Initially the plan would see consultation on a proposal by mid-year, but we’re still awaiting this. Regardless, I am assured that this consultation is not far off and we should see some progress on CTA during 2023, which will be particularly vital for those operating in north-east NSW with controlled airspace likely to be implemented in and around Ballina.
In August, the RAAus Chair and I met with the new Minister for Infrastructure and Transport, the Hon. Catherine King MP. The Minister was generous with her time which gave us the opportunity to share with her who we are, what we do and, of course, broach a few matters including the need for ATSB to be the lead investigator on all aviation accidents, including those involving RAAus members.
Also in August, RAAus responded to the consultation from Airservices Australia, which sought industry feedback to lower the base of Class E airspace on the East Coast from 8,500ft to 6,500ft. The work Airservices did since their previous two proposals
Another area we have dedicated significant time to is our audit program for flight training schools and working on areas we see instances of non-compliance. For the most part, most members are working towards keeping things like BFRs, maintenance authorisations, medicals and registration all up to date. However, we do see some non-compliance in these areas. Whilst keeping these things up to date may seem like an administrative burden, they are important as our safety system depends on these types of controls to be effective. When they are not effective, we unfortunately see the results in our occurrence statistics. If there is one thing you take away from my column let it be this; check when your calendar time renewals are due and set an alarm, don’t delete the reminder emails from RAAus or the text messages that we send to remind you. Take the necessary action to renew before they expire.
Finally, as mentioned earlier, it’s been the wettest year on record in some places, particularly in the east. Many grass and dirt runways are out of action, windy and wet weather systems are one after another, making for very few VFR days to go flying. I always remember my flying instructor telling me that the ‘stick and rudder’ stuff was a small part of becoming a pilot. She made it clear that only when I could assess information and make a sound decision would I then be set free with a licence or certificate in my hand. I couldn’t agree more with this, therefore I remind all of our aviators to be conscious around your decisionmaking and risk management whenever you commit to some aviation.
Have a wonderful festive season and fingers crossed for some clear summer days with tailwinds.
See you in 2023, Matt
“I remind all of our aviators to be conscious around your decision making and risk management”
Earlier this year I took a friend up for his first flight. Moments short of home at Lethbridge, the tacho needle went flat. Whilst I was pretty sure it wasn’t the full emergency scenario, once back on the ground, some lessons would be learnt.
Some friends came down from Sydney mid-year, and as one of them is always keen to get in the cockpit, one day I took him for a coastal spin in the RV-6A. It’s a fun and robust plane and hadn’t let me down yet. On return, I noticed the ammeter was sitting a little left of centre than usual, but it flickers so much I was questioning my own recollection of its happy place. Seconds later, a circuit breaker popped and I watched the tacho needle drop to 0 RPM. The aircraft and engine felt stable and I couldn’t identify any other issues, but it was time to land.
At this point, I couldn’t understand why the tacho would die on me, making it difficult to figure out how much of a problem I had on my hands – a loose wire, or something more sinister? The only instrument I’d ever lost was a trim indicator, but it returned again mid-flight.
My first reaction was to remove some things from my plate. I checked for an unlikely fire, ran all my downwind checks so I knew I was good to land, had my radio and transponder at the ready and we were moments from home - always a comforting feeling.
On the ground, I ran through all the pre-flight and shutdown checks to try and identify anything wrong, but found nothing else. The tacho twitched slightly if I opened or closed the circuit breaker, but that was it. At the time, I thought the tacho worked by generating a small current like the old ones do, however a phone call to my LAME led me to understand this one draws from the battery. A power problem, eh?
That had me thinking battery, alternator, fuses/breakers or wiring in between. Now to narrow things down a bit.
The battery was comfortably firing-up the plane. I’d noticed it seemed a bit tired today, but I thought it was just a cold start. Nicholas Heath (Editor) had just returned from his big trip to the top of Australia and
I used the Dynon EFIS interface, with a multi-meter on the battery for a second voltage opinions.
The tacho back in it’s happy idle at 1,000 RPM.
“Often we don’t think about it until the time comes that it stops working... but that can happen mid-flight.”
back... surely the plane was in good shape after having a good run? How naïve of me to think so.
I uninstalled the battery – my tester said it was OK, but something had to be wrong. I took it to a professional to test, who fitted up a giant resister and applied load similar to the engine start-up. Fail. We then read the serial number on the battery to discover it was made in October of 2010. How did this slip through the cracks? When’s the last time you really checked the battery in your aircraft? Often we don’t think about it until the time comes that it stops working... but that can happen mid-flight.
In theory, I could have flicked off electronics and run the engine on the magnetos for plenty of time. It’s a naturally aspirated, air-cooled Lycoming 0-320, which means it doesn’t really have fuel injectors or other electronics that can fail. Nevertheless, I wasn’t in a rush to find out how far it’ll go on a dying battery.
Outside the cockpit, the battery sat at 12.4V. Next was to install and test again: we should see 12.3 to 12.4V in the cockpit, and as the engine turns over it should drop in voltage, recover and then sit at around 14.2 to 14.4V. Nope. The engine spun away and the power draw was evident, but was not recovering and very slowly depleting due to the avionics. I was using the Dynon EFIS for battery monitoring, as well as a multi-meter for a second opinion. No issues with breakers and fuses. The battery was doing its job, but something was failing: the alternator.
Secretly, we were hoping the alternator was fine. (A) It’s a more expensive part to fix, and (B) if you’ve ever pulled the cowls off an RV-6A, you’ll know that it’d be a much faster job to count the grains of sand on the beaches of Gippsland. So, after my brief tears, off came the cowls.
The RV-6A with cowls removed (sigh) and the Continental 0-320 mounted up-front.
It was kind of refreshing to go whole-hog under the cowling, beyond the daily inspection requirement. You see the fuel lines, the mags, line of exhaust, the carb heat valve – all the things that you should really learn in a classroom-styled environment. After refamiliarising myself, I immediately felt better-equipped to manage in-flight diagnoses if something wasn’t sounding or feeling right.
One of the alternator checks is to put a spanner next to it and feel the magnetism - it should even hold a smaller spanner. This one held absolutely nothing, not even a washer. I then tested it with the multimeter. Positive on the terminal and the negative lead touching the alternator housing. Nothing, which isn’t a good sign. I was able to get a voltage reading everywhere but the alternator, which likely meant I’d isolated the problem.
In discussion with the LAME, Nicholas and I uninstalled the alternator and sent it off to Moorabbin to be checked. Diagnosis? It was absolutely fried and couldn’t be fixed. In came the fresh kit – they’re sold as though you’re doing a full build, so every bolt and clip was supplied (except for the lock wiring, which the LAME completed). The alternator belt was fine and is reviewed ‘on condition’, so we kept it as a spare. We fitted the new alternator, fired it up and all
voltage readings returned to normal. Then it was off to the LAME to review and sign-off.
Although I knew generally how an alternator worked and the signs of losing them, all of this was a pretty big learning curve for me. Uninstalling, reinstalling and testing a battery. The same with the alternator. Actually getting the multi-meter out and figuring out how to use it. Actually pressing every button on the Dynon EFIS to find all the options and settings – I was learning the whole way through. Between this, Nicholas was pointing out all the specifics of the engine that he knew – he was also learning, but he’s seen a thing or two.
Our first flight with the new alternator was to outback NSW (and holy moly is it green at the moment!). As we tied the aircraft down, Nick said ‘I’m actually feeling a little bit proud about how we diagnosed that one’. It was actually a bit fun, figuring things out and then checking our facts with the LAME. For two blokes that mostly fly for fun, it felt like a nice little achievement.
“It’d be a much faster job to count the grains of sand on the beaches of Gippsland. So, after my brief tears, off came the cowls.”
Many aircraft designers talk about the compromises and challenges of achieving speed and efficiency. For Slovenian builders Pipistrel, they’re succeeding in both. The Pipistrel Virus (pronounced ‘why-russ’) is touted by its makers as “the most advanced in its category”. It’s a bold call, but spend some time with this aircraft and you’ll wonder if you really are looking at the future of light aviation.
A high-wing cantilever design made from first-class composite materials, the Virus SW 100 is super light and super comfortable. It’s aided by a pod-and-boom configuration, weighing in at just 289kg, empty. With an MTOW of 600kg, this gives you 311kg of useful load, more than enough for 2 passengers, fuel and an overnight bag for travel.
From its inception, the Virus was designed with the idea of efficiency in mind. Pipistrel are also known as master builders of gliders, and this design philosophy has bled into their powered aircraft production too. “I am convinced that aircraft must fly without the power of the engine.” says Ivo Boscarol, founder of Pipistrel, “Power must be only for take-off and climb, then use the least possible energy in cruise.” The design quickly makes sense, under this mindset, and you’ll notice the glide ratio of 17:1.
While obviously not a fully-fledged glider, the philosophy has led to the Virus SW 100 posting up some useful performance metrics. A fuel consumption of 17.8 litres per hour, an endurance of 5.3 hours (plus 30 minutes reserve) and a huge 783 nm (1,450 km) range are all thanks to Pipistrel’s continued focus on maximising efficiency. For a pilot looking to travel, or just fly efficiently, it’s an eye-catching summary.
While efficiency is clearly Pipistrel’s strong point, the Virus SW 100 is certainly not lacking in speed.
Equipped with the always-reliable Rotax 912 ULS, the Virus SW 100 boasts a staggering cruise speed of 147 kn (273 km/h). The company states the Virus SW 100 is “the fastest high-wing cruiser” on the market and with those kinds of stats, I’m not seeing much competition. The VNE is 163 knots, too, so you can use every bit of your high cruise speed even with some lumps and bumps. Looking at this small, compact high-wing, it’s hard to imagine it outrunning a Sling 2 by more than 20 knots, but that’s exactly what you’re getting with this machine.
The Kevlar-reinforced cockpit is somewhat slim at 43.3 inches, but it’s surprisingly comfortable in its highly-
The silhouette of a glider is evident in the aircraft’s design.“Looking at this small, compact high-wing, it’s hard to imagine it outrunning a Sling 2 by more than 20 knots, but that’s exactly what you’re getting with this machine.”
utilitarian design with leather seats, carbon fibre dash, dual pilot controls and a modern glass dash. It features GPS auto-pilot if you want it, alongside an electric or hydraulic-powered constant speed propeller. An interesting feature of the Virus is its flap controls, able to be put in a -5° position when cruising to increase aerodynamic flow and aid fuel efficiency – it’s a sign of thinking outside the square.
One noticeable downside to the Virus’ focus on efficiency is the lack of access in-cockpit to the baggage compartment. While it’s not a major factor, I often find myself reaching behind the seats even for a water bottle or a snack. Not being able to rely on
This aircraft operates under “Ultralight” operations for use in RAAus. Despite the glide performance capabilities and design of the aircraft, the engine must not be switched off during flight. It can be VH-registered, too.
behind-the-seat storage is a little frustrating at first, but certainly not something that can’t be adapted to.
In flight, the Virus performs extremely well. Its high power-to-weight ratio and exceptional, low-drag design allows the Virus to climb at over 1,000 ft/min, allowing you to get up to a suitable cruising altitude in no time at all. At the controls, you’ll notice the Virus feels quite responsive, however its full-span flaperons give it a bit of a heavier roll than other aircraft in the category.
Coming into land the Virus is noticeably fast, a downside to its sleek, aerodynamic design. The plane takes a lot of effort to slow down, with full flaps and
MODEL
VIRUS 912 SW 80
VIRUS 912 SW 100 VIRUS 912 SW 100 iS
Engine ROTAX ROTAX 912 UL ROTAX 912 ULS ROTAX 912 iS
Max power (with 2 carb.) 80 hp at 5800 rpm 100 hp at 5800 rpm 100 hp at 5800 rpm
Propeller Variable pitch Variable pitch Variable pitch SIZES
Wing span 10.71 m 10.71 m 10.71 m (35 ft. 1 inch) Length 6.5 m 6.5 m 6.5 m (21 ft. 3 inch) Height 1,85 1,85 1,85 Wing area 9.51 m2 9.51 m2 9.51 m2 (103ft2) Aspect ratio 11,3 11,3 11,3
Positive flaps 9 deg. 19 deg 9 deg. 19 deg 9 deg. 19 deg Negative flaps 5 deg 5 deg 5 deg Center of gravity 25% – 37% 25% – 37% 25% – 37%
Empty weight 287 kg 289 kg 292 kg Max take off weight (MTOW) 472.5 kg / 600 kg 472.5 kg / 600 kg 472.5 kg / 600 kg
Fuel tanks capacity 2 x 50 l 2 x 50 l 2 x 50 l Useful fuel 2 x 47 l 2 x 47 l 2 x 47 l
Stall with flaps 64 km/h 64 km/h 64 km/h
Stall without flaps 79 km/h 79 km/h 79 km/h
Cruising speed (75% power) 246 km/h 273 km/h 273 km/h
Max horizontal speed 264 km/h 283 km/h 283 km/h
VNE 302 km/h 302 km/h 302 km/h
Best glide 1:17 1:17 1:17
Fuel consum. at cruise speed 13.6 l/hour 17.8 l/hour 15.5 l/hour
Endurance 6.9 hours 5.3 hours 6.4 hours
Note: Pipistrel reserves the right to revise this data sheet whenever occasioned by product improvement, government/authority regulations or other good cause.
spoilers required. Once on the ground however, the Virus doesn’t take too much runway to come to a stop. Approach needs to be quite flat, so be aware, but for its performance in the air, it’s a reasonable price to pay.
Perhaps my favourite aspect of the Pipistrel Virus SW 100 is its stunning level of visibility out of the doors and over the short nose. Having flown primarily lowwings, getting to jump into a high-wing plane is an absolute treat for observing the scenery, and there’s none better than the Virus with its all-glass doors, giving you unobstructed views of the world passing
by below. On paper, there are plenty of aircraft that are suitable for travel in terms of speed and range. However, by allowing you to take in the views and experience your journey in this level of detail, wherever you’re headed, the Virus becomes a clear favourite.
While it would serve extremely well as a trainer, I believe the Virus really lends itself to private ownership. Whether you’re heading out for a scenic flight with those large windows or packing your bags for a longer trip, the Pipistrel Virus SW 100 will serve your purposes well.
Pipistrel is currently without a representative in Australia, however the company has stated their intention to set up a new distribution network throughout the country, and they are seeking interested parties at the present moment. The SportPilot team is excited to see more of these fantastic machines making their way to Aussie shores, so be sure to check our news section for updates on Pipistrel’s movements.
Come to the Tailwheel specialists at Aldinga in the heart of the beautiful McLaren Vale wine region. Recreational and GA endorsements in our Sport Cub and Aeronca Champs or challenge yourself with a Floatplane endorsement in the venerable Piper Super Cub. Sharpen your skills, broaden your horizons.
Fly a Classic, Fly a Cub... with Adelaide Biplanes.
www.adelaidebiplanes.com.au
“Getting to jump into a high-wing plane is an absolute treat for observing the scenery, and there’s none better than the Virus with its all-glass doors.”
Loss of control continues to be the number one cause of injury and aircraft damage within RAAus occurrences, resulting in one aircraft being destroyed, two aircraft with substantial damage, and two aircraft with minor damage in the period from 1 July to 31 October.
Environmental conditions, including strong winds and crosswinds during landing, was a common contributing factor in multiple loss of control occurrences reported to RAAus. Pilots are advised to review RAAus’ new Loss of Control Series at www.raaus.com.au/LOC
RAAus had five engine failure or malfunction occurrences reported between 1 July and 31 October. Of these five occurrences, two involved rough running in Rotax engines, one of which resulted in a total engine failure. However, the engine was successfully restarted in flight.
The remaining three engine failures occurred in Jabiru powered aircraft of which two were determined to be fuel-related issues.
Landing gear failure was reported as a primary cause in three occurrences within the period from 1 July to 31 October, and as a secondary cause in two further hard landing occurrences, resulting in a total of five landing gear failure events. Aircraft owners are reminded of the importance to thoroughly inspect landing gear components during routine maintenance and pilots are reminded to report hard landings to ensure the completion of a hard landing inspection prior to failure. Owners of aircraft used within a flight training environment, with a high number of landings, or operating from rough airfields are recommended to replace undercarriage components more regularly than required within the manufacturer’s schedule of maintenance in an attempt to prevent undercarriage failure.
Near collision occurrences continue to be one of the most common occurrence types reported to RAAus and occur most commonly within the circuit. Pilots are
reminded of the importance of maintaining an active scan for other aircraft and to ensure that standard circuit procedures and thorough radio communications are maintained at all times when operating within the vicinity of an airfield.
Occurrence Classification: Loss of Control Operation type: Flight Training - Dual Injuries: Nil Damage: Substantial
During a dual training flight, the student conducted a late flare which resulted in a bounce during landing. A go-around was conducted, however, the aircraft drifted to the left and the wingtip impacted a crop adjacent to the runway. The aircraft came to rest upright in the crop off the side of the runway and the aircraft sustained substantial damage.
Review of the occurrence identified that weather conditions included 15-20kt winds at the time of the accident. Strong wind, crosswind, or tailwind conditions are common contributing factors in loss of control events. Pilots should be prepared to immediately conduct a go-around in the event of a bounce, and instructors are reminded of the importance of control management, particularly in the event that the aircraft becomes unstable during take-off or landing.
Occurrence Classification: Loss of Control
Operation type: Private Injuries: Serious Damage: Substantial
During take-off, the pilot lost directional control of the aircraft. The aircraft veered to the left and impacted the ground, resulting in serious injuries to the pilot and substantial damage to the aircraft. During review of the occurrence it was identified that the pilot had approximately 40 hours of total flight experience but did not hold a Recreational Pilot Certificate. The pilot had purchased their own aircraft and conducted several hours of non-supervised flight in the aircraft prior to the accident.
Operation of an RAAus aircraft without holding a Recreational Pilot Certificate (RPC) is a breach of the Civil Aviation Act, and as such, this occurrence was reported to CASA in accordance with our mandatory reporting requirements. Pilots must ensure that they are appropriately qualified to operate an aircraft prior to flight, including a current BFR, membership, medical and aircraft registration. This accident highlights the importance of maintaining compliance and conducting dual flight training with an instructor when converting to a new aircraft type.
Occurrence Classification: Aircraft Preparation
Operation type: Private Injuries: Nil Damage: Nil
During pre-flight inspection the pilot forgot to remove the pitot cover. During take-off, the pilot observed that airspeed was not active and successfully aborted the take-off. The pilot returned the aircraft to the hangar and elected not to fly. Review of the occurrence
identified that the pilot had not flown solo for over a year and was not experienced on the aircraft type. This occurrence is a strong reminder of the importance for pilots to conduct a refresher flight after an extended time since last flight. This is particularly important in an unfamiliar aircraft type. RAAus commends the pilot for reporting this occurrence to RAAus and for making the decision not to continue with a flight immediately following the occurrence.
Operation type: Flight Training – Dual Injuries: Nil Damage: Minor
A pilot was conducting dual flight training for conversion from a CASA licence to a Recreational Pilot Certificate (RPC) with RAAus. The aircraft experienced a hard landing, during which the instructor took control and conducted a go-around, unaware that the left main undercarriage wheel had departed from the aircraft. The instructor conducted the next landing which was uneventful, however, the aircraft leant to the left and the occupants could hear the undercarriage grinding on the runway. The aircraft slowly veered to the left, coming to a stop on the edge of the runway at 90 degrees to the runway direction. Whilst this occurrence took place with a pilot converting to RAAus, it also emphasises the importance of conducting dual flight training when converting to a new aircraft type, or for pilots who are not current. A hard landing inspection must be carried out by a qualified maintainer in the event of a hard landing, even if no visible damage occurs. Instructors are reminded to remain vigilant during dual flight
NEAR MISS EVENTS ARE ONE OF THE MOST COMMON OCCURRENCE TYPES REPORTED TO RAAUS:training about taking control of an aircraft if it becomes unstable during take-off or landing, in order to prevent an accident from occurring.
Operation type: N/A
Injuries: Nil
Damage: Destroyed
An aircraft owner placed a battery charger on his aircraft in order to charge the battery. Approximately 15 minutes later, the owner returned to the hangar to find a large hangar fire had destroyed the aircraft as well as another aircraft located within the hangar.
RAAus has had a number of occurrences reported where aircraft charging issues have resulted in fire, both through the use of battery chargers, as well as from incompatible aircraft charging systems resulting in a fire during flight. Aircraft owners and maintainers are reminded of the importance of ensuring that aircraft
Aviation has many old sayings: “It’s a licence to learn”, “Experience can be a cruel teacher” and “When we think we know everything it might be time to stop”. If any of these ring true, then please read on...
Neil Schaefer has been involved in General and Sport Aviation for over 45 years. A qualified instructor, examiner, accident investigator, auditor and SAFA Senior Safety Officer, Neil has had a vast range of experience in the aviation world. Currently serving as the Head of Training Development, Neil previously spent 4 years running an RAAus flight school and worked 7 years as Assistant Operations Manager at RAAus.
neil.schaefer@raaus.com.au
Going solo, then getting your certificate or licence are always memorable milestones in a pilot’s journey, but ask most pilots and they’ll tell you that most of their true learning has happened after these milestones. As the saying goes, experience can be a cruel teacher because it often gives you the test first and the lesson later. Unfortunately, sometimes we don’t get to learn from the test, but we always can seize the opportunity to take a lesson and learn.
Ask any athlete and they’ll tell you that training is their job, competing is the reward. Pilots who adopt the
same attitude will always be looking for new opportunities to learn. At the end of each flight, I often ask myself, “what did I learn from that flight?” It may seem that for many flights this is a fruitless self-examination, but honestly, just by asking yourself, you have reinforced an introspective selfdiscipline and while we can lie to others, it’s harder to lie to ourselves. But more important than selfassessment is the value we gain from external sources. Aussies are great at putting the boot in with friendly banter about a landing that looked just like the kangaroos on
the strip or cheekily asking whether you were saving fuel on that circuit. But seriously, there are so many worthwhile opportunities to learn in aviation we are spoilt for choice. Of course, we get our biennial flight review but what happens in between? Have you thought about getting that tailwheel endorsement? What about digging in and getting your cross country or even taking on some specialised training like formation or upset prevention? In most cases, any one of these activities will reset your BFR date but more importantly you’ll be in a different aircraft or with a different instructor and getting outside of your comfort zone. This is just the tool to confirm and recalibrate our basic flying skills.
Many progressive RAAus schools will organise days with the local gliding club, where apart from the beauty of this experience, there are so many things to learn – and if nothing else, you’ll reacquaint yourself with the importance of rudder! Many RAAus schools now
operate in controlled airspace – what a great way to get ready for future endorsements and if nothing else, gain a better understanding of how it all works. Everything we do to develop ourselves will add another dimension to us as pilots. It will force us to refocus and identify areas where we may have thought we were okay, but we can always improve.
So, as we wind down to the end of another year and with the shackles of Covid slowly releasing, now is the perfect time to take a few days, book in for something new or different and open your mind to new learning opportunities in your aviation journey. You might even take your flying in a new direction. It’s a big sky out there, don’t be afraid to explore it.
At the end of each flight, I often ask myself, “what did I learn from that flight?”
I know a lady who stressed so much that she had left the iron on at home, she now takes it to work with her. Not an elegant solution, but effective. Wondering about your aircraft parked on a field when the weather comes in is a similar worry. The recent season of wild weather has reminded many of us that securing your aircraft is something you need to take seriously.
Most of us have a good arrangement at our home base. It’s when you find yourself visiting elsewhere that you need a good, portable, lightweight and effective system. Here, we’re going to focus on your away plan, but most of what we discuss will apply to any fixed wing light aircraft, permanently tied down on the flight line.
First, let’s talk about why we tie an aircraft down. I know this seems obvious, but let’s look at the physics involved. Even the most STOL aircraft is going to need upwards of twenty-five knots of wind on the nose to generate enough lift to make the wings work. A taildragger will have a greater angle of attack, so it might be at earlier risk. For a nosewheel aircraft,
that wind speed will probably exceed the stall speed, so it’s going to be a pretty significant wind event that flips an aircraft. Far more likely is that the aircraft starts to move horizontally. Then you have the risk of the aircraft colliding with infrastructure or, worse still, other aircraft. So first we secure it in position, then we stop it flying away.
Your first defence against horizontal movement are chocks and a park brake. The aircraft I regularly fly doesn’t have a park brake. Recently, I landed on a very windy day and when I climbed out of the aircraft it proceeded to blow down the flight line. I had to fish around for my chocks, then jump out and throw
The bowline knot is preferred because it doesn’t matter how hard you pull the knot, it is easy to break out. Credit: Nicholas HeathToo loose and the aircraft can bang. Too tight and you can put negative loads on that aren’t meant to be there.
them under a wheel. Picture a mature man of generous proportions, trying to get out of an aircraft quickly, then hold on to it against the wind while trying to position a set of chocks with his foot. Not elegant. Fortunately, I carry a set of nose chocks that I had made up by the simple expedient of cutting a 6”/15cm block of 4x2/100x50mm wood on the diagonal for two chocks and joined them with a short piece of rope. Total cost, zip. I have now made up a set for all wheels.
I’d like them a little taller, but the wheel fairings make that hard. If you’ve got a park brake and the manual
says you can leave it on, that’s great, but I would always chock as well. Brakes can slip. Some aircraft don’t permit them to be left on. If you’re not feeling crafty, there’s a bunch of good chock options available commercially.
I use ropes, because I always have. I see a lot of people now are using ratchet straps. I’m not so sure about that. I like ropes with a bit of spring in them to act as a shock absorber. I don’t know if a ratchet strap will give that. I also worry that people are cranking them down, which can’t be good. I’d be pleased to hear your thoughts. I have invested in some carabiners, so that I can easily connect one end. At the other end I use a bowline knot. As bit of a yachty, the bowline knot is preferred because it doesn’t matter how hard you pull the knot, it is easy to break out. I don’t like to tie down hard. I always leave a little bit of play. The manual recommends 1 inch/2.5 cm of slack in the line. I’m a bit more generous. Too loose and the aircraft can bang. Too tight and you can apply negative loads that aren’t meant to be there. I definitely don’t want the aircraft banging against the harness, but I don’t want it cranked down either. It should go without saying that you would only ever use the tie down points on the aircraft. Never use a strut or control surface.
Screw-in Peg Long Aluminium
Blessed are the airport providers who install tie down points, for they shall inherit good karma... or something like that. There’s nothing I like better than to arrive at an airport and find tie down points in the GA parking area. Rings in the ground are good, but never seem to be in quite the right place. Those long cables work pretty well too. Unfortunately, a lot of airports don’t have them, or if they do, there’s no space and you’re on your own.
So, let’s imagine the scene. It’s a balmy afternoon and I’ve just arrived at Remotesville Regional Airport. There are two hangars, a wind sock and a toilet built by the Rotary Club. The ERSA will normally outline a parking spot. Maybe. I like to do the right thing and park in the designated area, even if there’s a lot of space at an airport. But, if conditions were really bad, I wouldn’t hesitate to park my aircraft where structures or vegetation provided some shelter from the prevailing wind. That Rotary Club toilet block might be just the thing. While people seem to always orient their aircraft to line up with the runway or hard stand, that’s not the bit that matters. What really matters is the prevailing wind direction. If you know there’s a blow coming from the south-west, then point your aircraft to the southwest. That will stop weather-cocking to an extent and reduce lateral forces.
There is no one peg solution that will suit every need. I am a big fan of short, steel star-pickets and a large hammer, but that comes with a biggish weight penalty
and getting them out can be fun. I also have some large heavy duty plastic tent pegs that are great for sandy areas. Those screw-in ones look really good, but require a ratchet socket or similar. I suspect that two different gauges of the screw in types with a socket driver would be the ultimate solution. Sometimes nothing works.
On Horn Island, I had to find some really large rocks after they parked me on an old section of hard stand that had concrete from WW2 under an inch of gravel. On Boigu Island, I was banging in a steel picket while keeping a crocodile watch on the swamp beside me. I’ve seen people use logs of wood too, in a pinch.
I like to deploy the underwing pegs about in line with the leading edge and slightly outboard of the tie down point and the tail peg about a metre behind the aircraft. That means the aircraft has resistance to left/right, back/forward forces, as well as up/down. In combination with a good set of chocks on each wheel, I have confidence that the aircraft will be where I left it after blowy weather.
Aircraft movement isn’t the only potential for damage. High wind on control surfaces can cause them to flog and cause damage. Many aircraft have gust and control locks fitted for that reason. Some aircraft use the simple safety-belt-around-the-controls technique. Make sure you deploy the recommended control and gust locks. In my book, every external lock should have a long, high-vis ribbon attached to ensure removal before flight.
In the rush to get going, having a walking-away-fromthe-aircraft checklist is a good idea. If only to avoid the have-I-left-the-iron-on moment.
For me, that list looks like:
Fuel Off Master Off Locked Chocked
Tagged (rudder lock & pitot cover)
Tied Down SARtime cancelled (if necessary)
If that’s in place, you can walk away from the aircraft in good conscience. If the worst happened, you can put your hand on your heart and say “we did everything we could”. I bet your insurance company would be checking. If you hit a weather event like they had in Archerfield, Queensland in 2014, then all
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bets are off. What we prepare for are the everyday challenges. My co-pilots laugh at me, but I always take a picture of the aircraft as I leave it for the insurance company, if required. If you tie it down right, that’s not a conversation you will probably ever need to have. Fingers crossed.
ED JONES DOES ENDORSEMENT TRAINING AT THE HELM OF A SUPER DECATHLON TAILDRAGGER
Words Ed Jones
Until around the end of WWII, tailwheel configurations were the dominant form of aircraft undercarriage – so much so that they are also known as a “conventional” configuration. Tailwheel Mustangs, Spitfires and DC-3s were prominent through WWII, but so were ground incidents. This led to a leap in tricycle configurations, and a shift away from new pilots learning how to operate tailwheel aircraft. Like a lot of us with an aviation enthusiasm that spans generations, I’ve grown up being told that taildraggers “separate the adult pilots from the kids”. Well, I finally decided it was time to break out of my play pen.
My first bit of homework was to decide on which aircraft to train in. I’m lucky enough to have spent many hours on my RAAus pilot certificate, but I now carry an RPL (Recreational Pilot Licence) also, to broaden my aircraft options and learn more. To me, it felt sensible to learn in a GA aircraft – even though I anticipate using the endorsement across RAAus at some point. When I heard a Super Decathlon was an option with Learn to Fly at Moorabbin (YMMB), my eyes lit up. I was straight into the classroom with flying instructor Shannon to get started.
The Super Decathlon has a Lycoming AEIO O-360. The ‘AEIO’ part means it’s aerobatic-approved with inverted fuel and oil systems that’ll last 6 minutes inverted per use. The inverted fuel tank sits above your shins with gravity-fed lines from the wing tanks, the oil sits in the inspection flap of the engine bay. The ‘360’ means it’s a 180-horsepower, 361 cubic inch monster (5.9 litres) ready for the skies.
My two reservations about the endorsement were visibility (I admit it, I’m not the tallest person in the world) and the rear-end overtaking me whilst taxiing (or a “ground loop”, as Shannon called it) – as I’d heard in stories from the past.
When you bolt a giant engine with a giant propeller on the front of a plane, nose clearance on the ground becomes paramount. It’s easy to see why the tail configuration was appropriate for so many of those
vintage warbirds. Tailwheel configuration lifts the nose considerably, giving additional ground clearance. This is also why the vast majority of bush pilots you see to this day fly tailwheel aircraft. It also, however, has an effect on visibility when you’re on the ground. Shannon definitely had a tough gig in the tandem seat behind me with minimal controls as well, but the PIC seat was actually quite high and the Super Decathlon dash quite easy to see over. For me, it felt like the way a plane is supposed to be.
Very quickly, however, I found some differences to what I was used to. It all started in the theory lesson. We covered definitions, forces and principles, factors and phenomena, application (techniques and procedures), plus threat and error management. If you look closely at a Super Decathlon, the tail surface area is enormous. It was closer to the sail of a yacht than what I’m accustomed to – and you feel it catch every bit of wind, with a 17-knot maximum demonstrated crosswind component.
The design of a tailwheel shifts the centre of gravity behind the main landing gear – even behind the pilot, in some cases – which makes practical sense for
A large tail makes for a sail in windy conditions. Best to learn that in a hangar. Credit: Ed Jones
For me, it felt like the way a plane is supposed to be.
firefighting or crop-dusting where you need to carry a large load and not have it interfere with the pilot’s space. Combine this centre of gravity with a tail surface area that acts like a sail though, and you find your rear wants to overtake you when you’re on the ground.
Ideally, you point into wind when on the ground, but taxiing doesn’t always allow this. If you have a tailwind component, you may need to increase your slipstream to stop the wind from catching your tail and turning the aircraft. Similarly, if you’re trying to turn right and you have a 45-degree wind from your front-left, you may need to do a 270-degree turn to the left so that you can use the tail’s inertia to break through the opposing wind forces across your rudder and vertical stabiliser.
In a tricycle, most of us are taught to push the stick ‘forward and opposite’ in a ground tailwind, but in a taildragger there’s a hazard of nosing-over – so you keep the stick in your gut as much as possible, but on the opposing side to the breeze. If you’re not sure if your slipstream is managing to overpower the breeze, there’s a rudimentary trick – stick your hand out the window and feel it.
On the ground, the big considerations were braking, wind strength, wind direction and turning. Directional stability is a new ballgame in tailwheel aircraft. Braking quickly is a recipe for a propeller strike, so I found the need to be very cautious here when taxiing and particularly when landing (especially on a ‘wheeler’ landing – we’ll get to that). You experience every bit of inertia on the ground in a taildragger. Shannon said to me, early in the piece, ‘a ground loop is inevitable – it just hasn’t happened yet’.
I should mention that I didn’t have experience with a constant speed unit until this point. This was another learning curve running in parallel. The Super Decathlon also has no flaps, being aerobatic. “Speed and attitude discipline is paramount on final”, Shannon tells me as I regret any laziness I’ve ever shown on a final approach in more forgiving aircraft.
Following a few hours of classroom work (and my many questions...), Shannon took me to take a look at the aircraft. The images and diagrams I had been staring at came to life – a beautiful plane in the hangar, ready to be listed in my memories and log book. Our first flight focused on three-pointer landings (all three
Visibility was surprising good at taxi/landing attitude. Credit: Ed Joneswheels touch down at once), then a flight on ‘wheeler’ landings (that 2-wheel touchdown that makes you think of P-51s and Spitfires). Then some crosswind landings to practice, and I was done.
The three-pointer is much easier, in theory. You have higher lift and a slower approach (65 knots in the Super Decathlon). Power back, gently hold off above the tarmac and let the aircraft settle itself down in the taxi attitude. I thought the horizon over the dash would be hard to adjust to, but the plane naturally wanted to sit like this, I just had to hold it and aim at my point on the runway. In other aircraft, visibility is more of a challenge – I know some Pitts Special pilots that crab on every landing just so they can see the runway.
You pull the stick back to your belly upon touchdown, holding the elevators high and planting the tail downwards. This plants the tail towards the tarmac, so it can’t take off again. Your speed, timing and inputs need to be bang on.
The wheeler is more of an art, and used about 50% more runway at 70 knots. You need to hold in some throttle so that you can ‘fly the tail’, keeping the tailplane alive and off the ground. The idea of pushing forward on the stick feels extremely counterintuitive: you have a quarter of a second to push the stick forward, upon contact of tyres and runway to hold the tail alive, or you risk a bounce that is a likely go-around.
If you tapped a brake now, there’s a good chance you would topple over and prop strike, so you wait for it to naturally slow from your higher approach speed (hence
the additional runway used). But if you anticipate the touch down and push the stick forward, you’re going to feel a good thud and it’s not an easy recovery. You need to respond quickly, not anticipate. This method is preferable for unprepared airfields to keep the tail from bouncing around. STOL pilots aim to master it, and now I have a newfound respect for the pilots that can nail it.
On take-off, the tail lifted at about 45kn with rotation at 55kn and a climb of 70-75kn. The Super Decathlon “climbs like a homesick angel”, as Shannon put it. At 500ft we reduce power, flick off the fuel pump, moved on crosswind in the pattern and continue the climb at 80kn.
I then continued the training with Lawrie, who trained Shannon. He’s an old-school pilot with a gazillion hours whose favourite place is either driving trains (his other job) or pushing aerobatic aircraft to their limits.
I was in circuit on my second flight with Lawrie when he questions the air speed indicator mid-circuit. When I came in to land, I was sticking perfectly to my speeds but I was struggling to make the aircraft land as advertised – it was unsettled. Funnily enough, Lawrie called me the following day and said the ASI was off –so I was essentially landing faster than indicated. I was relieved to have an explanation that wasn’t me, but it shows how accountable the aircraft will hold its pilot
“A ground loop is inevitable – it just hasn’t happened yet.”Point of wheel pivoting CoG
In the crosswind landings, a left crosswind had more impact than a right. It’s a simple fix: more rudder. Other than that, crosswind landings weren’t too dissimilar from what I’ve done before – albeit touching down on one wheel wasn’t something I’d been practising much lately, but it came back to me.
Besides learning a new trick, I realised my airmanship and ground etiquette was undercooked. There’s not much of this in our training syllabus, as Shannon pointed out to me. If I’m around a taildragger on the ground, I’ll give way. They probably can’t see me and definitely
shouldn’t be made to stop quickly. If one runs behind me, I could lower the power to not spin them out.
Learning to fly tailwheel has been an incredible experience. It’s been challenging in the best of ways, pushing me to learn a new skill while giving me a better appreciation for the aviation world around me. If you’re interested in pushing yourself and gaining a new endorsement, I highly recommend the tailwheel!
Do you have a taildragger story to share?
Write in! editor@sportpilot.net.au
Katie is part of the next generation of recreational pilots coming through the ranks and discovering the world of aviation. At first, Katie’s autism presented some barriers to aviation, but RAAus made aviation possible. Not only is it her passion, it’s now a healthy outlet.
Katie’s love for aviation was realised when she started flying float planes in one of her favourite video games. This fascination in the virtual world transformed into reality when she began driving to Brisbane Airport regularly to watch the planes fly overhead. This ritual became Katie’s outlet. When she had a tough day, this is where you would find her – gazing skyward, imagining herself flying her very own plane way above the clouds. That’s when Katie knew she really wanted to learn how to fly.
Katie was 14 when she discovered she is autistic. For the majority of her teens, she struggled to regulate her emotions and connect with her peers. “I have to hide things that I would normally do at home to regulate my emotions in public”, she says as she explains the concept of masking – a common autistic coping strategy that focuses on hiding behaviour they feel won’t be accepted in social situations. Katie’s the first to declare that masking is absolutely exhausting.
Katie started her aviation journey wanting to reach CPL – like many others – but she wasn’t able to get the required medical clearance. It seemed the journey might be over, until she was pointed towards RAAus.
At the age of 20, Katie brushed off her nerves and enquired about flying lessons with Inspire Aviation at Caloundra Aerodrome. Katie was paired up with Hannah Pattemore, Inspire Aviation’s Senior Flying Instructor, who has been teaching Katie through her entire flying journey. Just six months after taking her first trial flight, Katie had passed her Recreational Pilot
Certificate – but not without a few challenges along the way.
Whilst the majority of her peers seemed to grasp the mathematical theory and arithmetic quite quickly, Katie would have to sit down with her instructor for many more hours and use her strength in visualisation to memorise certain movements and techniques. “If there was a cross-wind, I’d have to draw up where the control stick would be and where I’d have to put in rudder inputs to counteract the cross wind. I would be driving up to the school and rehearsing what I would say in the car over and over before I hopped in the plane,” she said.
Despite these challenges, Katie has been blown away by the support of the team at Inspire Aviation, particularly Hannah, her instructor. “They have been
“I’ve found that aviation is actually a really good energy release for me because I’m focusing on something I love to do.”Tecnam Eaglet
really inclusive, supportive and really patient with me as well. I want to stay with them as long as I can, they’re amazing,” she said. Over the past two years, Hannah has watched in admiration as Katie developed her flight skills. “One of my favourite things about teaching Katie to fly is her dedication and persistence. While I often have to go through new content with her a couple of times before she fully grasps the concept, she always has a desire to improve and is motivated to put in whatever time and effort it takes to achieve her objective,” Hannah said.
Hannah started flying with Katie only a short time after gaining her RAAus Senior Instructor rating, so she quickly realised she would need to be flexible with her teaching skills to suit Katie’s individual learning needs and goals. “My experience instructing Katie
Katie reaches 100 hours of flying.
Katie’s next challenge is to complete her navigation training.
has definitely changed the way I approach instructing. Katie has very much shown me that learning to fly is a very individual journey and that every student’s learning process is very different”.
Since her diagnosis, Katie says she has become more accepting of herself and is more willing to come out of her shell. She has also realised that as she has spent more time flying with Hannah, she doesn’t feel the need to mask her behaviour as much and feels more comfortable around her instructor. “At first, I’d feel really nervous and act like I need to hide myself more, but now I feel completely comfortable with Hannah,” she says. Katie did most of her training in what she describes as a gorgeous little Tecnam Sierra. When we requested a few photos of Katie with her plane for this article, she said she would send us 20. Katie’s immense passion for flying is clear to anyone that meets her.
During her aviation journey, Katie has discovered that flying is a really positive outlet as an autistic person. As Katie explains, releasing energy (known as stimming), is an important part of life for someone who is autistic. “I’ve found that aviation is actually a really good energy release for me because I’m focusing on something I love to do.”
Now, Katie flies about twice a month and is working on how she can stretch her savings further and do more
flying. Her next challenge is to complete her navigation training, with already two sessions under her belt so far. “My first cross-country flight was a nightmare, there was so much going on! I never get fully through the flight plan without having to fix up my heading or my altitude. It is pretty stressful but I am enjoying navs immensely,” she said. Katie acknowledges that she gets incredibly nervous when flying to new places, but is really comfortable flying at her home ground of Caloundra Aerodrome.
Whilst navigation training has presented its own challenges, Hannah says that Katie has brought the same energy, enthusiasm and dedication to this phase of her training as she did to her pilot certificate and constant speed unit endorsement. “It is awesome to see her excitement and sense of achievement getting out of the aircraft for a break on a navigation exercise
“My experience instructing Katie has definitely changed the way I approach instructing. Katie has very much shown me that learning to fly is a very individual journey and that every student’s learning process is very different.”
after arriving at an aerodrome that she’s never flown to before,” said Hannah.
The Recreational Pilot Certificate has allowed Katie an entry point into the world of flying due to its accessible and inclusive assessment criteria. One of the benefits of being an RAAus member means that Recreational Pilot Certificate holders only need to meet the health standard equivalents to those required for the issue of a private motor vehicle licence in Australia, which doesn’t require the need for costly aviation medicals like other aviation licences.
And Katie hasn’t forgotten about her CPL dream –now that she’s in the cockpit, it’s reignited her desire to become an airline pilot. She has been inspired by the Australian drama series RFDS, which is centred around the lives of workers at the Royal Flying Doctors Service. However, Katie understands there is a long road ahead in terms of flying hours, documentation, qualification and training to have a career in this
industry. Katie has even considered following in the footsteps of Hannah and become a qualified RAAus instructor. “Any flying job would be a great job,” she says with sheer excitement at the idea of a career in aviation. No matter what Katie pursues, we have a strong feeling that it will involve wings and we can’t wait to see what she does next.
Are you learning to fly? Share your story with us at editor@sportpilot.net.au.
Katie flying a Tecnam Eaglet over Caboolture Aerodrome.
Most pilots are familiar with the saying “Takeoffs are optional, landings are mandatory”, or perhaps “It’s better to be on the ground wishing you were in the air, than in the air wishing you were on the ground”. From a number of occurrences reported to RAAus over the course of the year, these sayings continue to be very relevant.
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.
cody.calder@raaus.com.au
During 2022, RAAus has had a number of serious and fatal accidents which may have been avoided through improved decisionmaking both prior to and during flight. In particular, pilot compliance, currency, and weather are common contributing factors to incidents and accidents. These must be considered by pilots prior to each and every flight.
Before your next flight, ask yourself the following questions:
Do I hold current RAAus membership?
Does my aircraft hold current RAAus registration?
Is my aircraft maintenance up to date, including ADs or SBs?
Do I hold a current BFR?
Are the weather conditions suitable for my entire flight, based on my personal minimums and experience, and is it forecast to deteriorate?
When did I last fly? Am I proficient or should I consider flying with an instructor prior to returning to solo flight?
Have I completed the IMSAFE checklist?
If any one of these questions raises potential concerns, or if you have to think twice, then that should be your first red flag indicating that it is not the right time to fly!
The past three years have presented unprecedented conditions for pilots. From significant lockdown restrictions preventing pilots from flying for extended periods of time, to what may now be an even greater threat; our third La Niña event in a row. The increased rainfall, poor surface conditions, and recurring poor flying conditions across the country as a result of La Niña, all pose a higher level of risk to pilots.
With weather conditions regularly impacting pilots, this creates additional pressure for pilots to consider operating in marginal conditions, particularly as more time passes since a pilot last flew. This may be exacerbated by a pilot often having minimal opportunities to fly due to other commitments, such as work or family pressures, leaving only weekends free to fly. Combine this with an increase in the number of aviation events returning, and it’s easy to fall into the trap of ‘go-flying-itis’ or ‘get-there-itis’. All these factors combine to make it easier to convince yourself that conditions are satisfactory when they are not, or pressing on into deteriorating weather.
For those who have consistently decided not to operate due to poor weather conditions, this now creates a secondary safety concern; currency. As pilots, we all know that we perform better when we fly regularly, however just as pilots should avoid the temptation to operate in submarginal weather conditions, we should also avoid the temptation to return to flight after an extended period of time without a check flight with a flight instructor. Lack of currency commonly results in poor decision-making, pilot overload, and a reduction in situational awareness with negative safety impacts.
Just when you thought things couldn’t get worse, combine these two factors; average weather conditions and a lack of currency, and we already have multiple holes in the Swiss cheese, creating conditions which may lead to disaster. Over the past 5 years both environmental factors (weather) and pilot experience (in terms of total experience, currency, and experience in aircraft type) have been identified as likely contributing factors in multiple fatal RAAus accidents.
Before your next flight ask yourself the question; am I, my aircraft, and local conditions really suitable for this flight? And remember, takeoffs are optional!
From the safety team at RAAus, stay safe this holiday season, and we wish for bluer skies throughout 2023!
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Words Tom Lyons
148 NM 123 NM
Cross-country flight is a rewarding privilege for pilots — a unique freedom to travel vast distances in short amounts of time. Or long amounts, whatever tickles your fancy. The SportPilot team were en route between NSW and VIC when we stumbled upon the perfect day trip route for aviation enthusiasts and sightseers alike.
Ed Jones and I had been discussing where we’d go if you just had a plane for a day. From our home airport in Lethbridge, plenty of options presented themselves. Following the Great Ocean Road toward South Australia was tempting, as was heading east over the rolling green hills of Gippsland. Eventually I suggested High Country, which piqued both our interests.
Once we pencilled our headings, we looked for things to do en route and nearby our stops – with a preference for what we could achieve on foot. As it turns out, there are plenty of airports that have daytripper gems! Suddenly a plan formed; an aviation museum tour through Benalla, VIC, and Temora, NSW. We would be able to get our scenic glimpse at the snowy mountains of the Victorian High Country, and also indulge our inner av-geeks at a couple of fantastic museums.
A few days later, we met at Lethbridge Airport (YLED) and wheeled out the ever-reliable Van’s RV-6. There was some patchy cloud coverage and barely a breath of wind; everything was good to go. Running through our daily and pre-flight checklists, we taxied to runway 28 and made our departure into the cool morning sky.
Our first jaunt of the day saw us threading through a few holes in the cloud, trying to determine the best place for us to sit while skirting around altitude ceilings near Melbourne. As we entered the Kilmore Gap, it became obvious that above the scattered cloud layer would be the way to go, as the billowing white tufts reached down a little too close to the increasingly mountainous terrain for our liking. A short blast above the cloud gave us our first glimpse of the snow-capped peaks of the Victorian High Country out to our right as we came into Benalla, Ed touching us down expertly. At this time of year we were wary of fog, but the runway was in the clear – albeit we stuck to the sealed runway to avoid soggy ground.
The Benalla Aviation Museum has a unique connection to Australia’s aviation history. The museum – like the entirety of Benalla Airport – was once the location of the Number 11 Elementary Flight Training School (11 E.F.T.S.) for the RAAF, formed in 1941. Responsible for training thousands of pilots for action in World War II, the museum is naturally linked to warbirds, and this becomes obvious before you even enter.
Greeting you at the entrance to the museum are some incredible pieces of Australian military aviation, including a GAF Nomad and a Macchi MB-326 jet trainer used by the Roulettes and their predecessors, the Telstars. Accompanying these two is a pedal car –
This route is the perfect day trip from Melbourne or Sydney. de Havilland DH.82 Tiger Moth.you’ll be amazed
or should I say pedal plane – made from an old military cargo pod. It’s obvious the military ties run deep here, and nowadays the airfield holds many gliders as well. Stepping inside the Benalla Aviation Museum’s hangar, you’ll be amazed at the variety of aircraft on display. The dual gems in the museum’s crown are arguably the de Havilland DH.100 Vampire jet and the de Havilland DH.82 Tiger Moth that is currently undergoing restoration, but every corner of this museum has something different with its own story to tell. Also in the museum’s collection is one of the world’s first practical flight simulators – the Link Trainer. Designed in 1929, the Link Trainer was capable of simulating roll, pitch and yaw and was used extensively by Allied flight
schools worldwide. Be sure not to miss the Australian designed and built Jindivik Drone too, perched atop a shipping container in the hangar. First flown in 1952, the Jindivik drone was one of Australia’s greatest aviation success stories, with 502 drones built primarily to tow targets for warships to practise their aim. The drone would make a return after each exercise, subject to their firing accuracy.
After what was probably way too long poring over every nook and cranny in the museum, we realised we had to be on our way. Climbing back into the Vans, we set our sights on Temora, about an hour’s flight north for us. Cloud was again the story of the flight, as we made our way above it and headed into NSW.
The Australian-designed GAF Nomad.
Looking across the range of fantastic pieces at the Benalla Aviation Museum.
Temora was warm and pleasant, as is often the case during winter in the Riverina. After coordinating with two military meat bombers (two ‘Snow Bird’ callsigns dropping military parachuters), we parked the Vans and walked across to the entry building of the Temora Aviation Museum. Temora, like Benalla, once served a major role in training Australian pilots during World War II. Home to Number 10 Elementary Flight Training School (10 E.F.T.S) during the war, Temora’s airfield complex saw more than 10,000 personnel involved with the school. The entry building to the museum is a testament to this, as it is the original guardhouse building to 10 E.F.T.S, relocated and refurbished for the museum.
Walking in, we met General Manager Peter Harper who took us through the museum. Peter explained the history of the 10 E.F.T.S and how the museum came to be before taking us to a mezzanine floor in the museum’s maintenance hangar. Every aircraft in the Temora Aviation
Museum’s collection is in a jaw-dropping, flying condition. The team here lovingly maintain each one on a regular basis to ensure maximum longevity.
In the hangar today are the museum’s Lockheed Hudson multirole aircraft, and one of their two Supermarine Spitfires – the only two flying examples in Australia. We watched as the maintenance team worked away, ensuring these aircraft remain in pristine condition for generations to come.
Speaking of pristine, there’s not a better word in the English language to describe Temora’s display hangar. You feel as though you’ve walked into a highend car show. Display lights bounce off the polished concrete floors and the squeaky-clean aircraft that line the hangar’s walls – even the signage has an aviation look to it, the exhibition is comprehensive. Peter walked us through each of the museum’s
pieces, explaining both the history of the aircraft type and how that particular model came into the museum’s possession. Every piece has a story. Personal highlights for me were some of the rarer examples in the collection, including the only flying English Electric Canberra Bomber in the country, a Cessna A-37B Dragonfly and the Gloster Meteor F.8 – the first operational jet to fly with the RAF, and the only flying example of its kind left in the world.
As much as we stood there gawking at these perfectly preserved warbirds, unfortunately there’s only a certain amount of hours in a day. It was time for us to head home after a day filled with both scenic flying and
incredible history. If you’re heading there, call ahead and they’ll tell you about accommodation options – if you’d like to stick around.
As we headed back to Lethbridge, I reflected on the day’s journey: what a morning, and what an afternoon! The perfect day trip for a bunch of av-nerds, or your average punter. The trip could be completed from either Melbourne or Sydney – not to mention the countless regional centres in between – without keeping you in the air too long or making you push hard to get home in time. If you’ve got a spare day this weekend and want to explore somewhere new, add this one to your bucket list.
The Cessna A-37B Dragonfly Gloster Meteor F.8Every aircraft in the Temora Aviation Museum’s collection is in a jaw-dropping, flying condition. The team here lovingly maintain each one on a regular basis to ensure maximum longevity.
Words Damien Wills
Looking over the wing of the WT9 Dynamic.
Does this sound like you? You decided to learn to fly and were enjoying your flying lessons. At first, flying didn’t seem that hard... then you started circuit training.
Now you are learning the art of landing, taking off and completing circuits, but something’s wrong. You feel like you’re not progressing, like you’re overloaded with information. You start to feel frustrated and might start blaming things for why you haven’t mastered this phase of your training.
It’s ironic, but landing an aircraft isn’t really that hard once you know how. Learning to do so can be challenging though. A lot of potentially great pilots give up during this phase of training. If only they’d got through the learning ‘wall’, they’d master their landings and realise once you ‘get it’, you ‘get it’ for life!
I have outlined nine important tips on getting through this period of your training with the least amount of fuss.
An easy way your training can stagnate is to become frustrated with your progress, and turn that frustration into blame.
Humans aren’t born with wings; it stands to reason that learning to land doesn’t come naturally. It can feel like you’re making progress one lesson, then going backwards. I had difficulty with learning to land when I first started. I’m so glad I didn’t give up.
As soon as frustration sets in, your ability to learn diminishes. When frustrated, you tend to blame the weather, the instructor or the bad night’s sleep. The best thing to do is expect difficulty at times, and realise it’s just part of the process.
A good landing is a direct result of a good approach.
I’ve heard so many stories like this, setting up false expectations that if someone else went solo in 10 hours, you should too. You feel if you don’t go solo in the minimum time, something must be wrong with you.
I always tell my students there’s no logic to thinking like this. How do you even know your friend is telling the truth? Realistically, everyone learns at different rates. Some students may master landing fairly quickly, but take longer in other aspects of training.
“My friend went solo in just over 10 hours…”
Going solo in minimum time isn’t an indicator you’re going to be a good pilot. Also, you don’t want to go solo too early. If you don’t feel confident and have a hard landing, it’ll shake your confidence. Going solo means being able to handle all emergencies that may happen – it’s not just about landing the plane.
2. Be patient – you’ll go solo when the instructor tells you you’re safe to go solo
Visit the GoFly website
Be patient with yourself and your instructor. They want you to be able to land the aircraft safely and be the best pilot you can be. One of my friends, a pilot for Virgin, took 22 hours to go solo. Virgin didn’t seem to care and neither should you!
I always tell students to practise procedures at home between lessons. I suggest sitting down in a chair and visualising flying circuits, learning the procedures with repetition. It might be boring, but it works. If you don’t, you end up spending the lesson remembering what
procedures, checks and calls come next. It distracts from learning to fly the plane. If you can do these automatically, it’ll free up mental space to focus on landing. If you have your driver’s licence, you know how after a while putting on your seatbelt, checking mirrors and taking off the handbrake becomes automatic.
OK, here’s my shameless plug. We’ve created online videos to help teach students their procedures on the GoFly Online website. The videos really help with students’ muscle memory for procedures and radio calls. Be sure to check it out!
“We’ve created online videos to help teach students their procedures on the GoFly Online website.”
You may have heard that a good landing is a direct result of a good final approach. I have found this to be true time and time again. The more stable the approach, the easier it is to get the landing right.
Make sure you give your approach the same attention as your landing. Constantly ask yourself; Is my approach profile correct? Am I too high or too low? How is my airspeed, height and approach profile?
One of the biggest mistakes I see is students getting tunnel vision; focusing only on either airspeed or the runway. Once you focus only on airspeed, you tend to lose the approach profile. I always recommend a good scan of your attitude, airspeed, then runway. This way you’re keeping an eye on everything.
While it’s your hands and feet that really control your landing, you’ll never be able to land well unless your eyes are in the correct position. This means as soon as you flare, your eyes should move to the end of the runway. The reason is simple; if you aren’t looking towards the end of the runway, you’ll get a ground rush and most likely pull back on the controls too quickly.
You also need good depth perception to know how far
you are off the ground at this height. If you’re looking forward, you’ll be able to notice when the aircraft is sinking to the ground. This is your prompt to gently start pulling back.
If one of my students has been doing great landings then suddenly one is terrible, nine times out of ten it’s because they weren’t looking to the runway’s end. Remind yourself as you start to flare; eyes forward!
This one is big. I will send a student solo sooner if their landings are safe (but not necessarily perfect) and they know when to go around and conduct a missed approach, over a student who does perfect landings but is slow to go around when things go wrong. The ability to initiate a missed approach when you balloon or bounce, when your airspeed is low, or you aren’t lined up straight, is a sign you’re close to going solo. I always tell students ‘Every landing is a failed missed approach’. Be ready to go around at any time, it’s perfectly OK to go around if you’re not comfortable with the landing. It’s a sign of good airmanship.
If you’re confident about doing a missed approach and understand it’s a normal aspect of every approach, you won’t feel so anxious about the landing if things go wrong.
Many instructors think the only way students can learn landings is to keep them on the controls until they get it right. While this obviously works, over time if the student isn’t successfully landing, they may have actually forgotten what a good safe landing looks like.
I start every circuit lesson, no matter how far through a student’s training, by demonstrating what a good circuit, approach and landing looks like so it’s clear in their mind. Often if the student is struggling, I get them on the controls and we do the landing together. Don’t be afraid to ask your instructor to demonstrate a landing if you are frustrated with your progress. It’ll give you a break, allowing you to watch and learn without the pressure of actually flying.
Most students have issues with landing straight. In most single-engine aircraft with side-by-side seating, students tend to look through the propeller (the middle of the aircraft) when they are looking to the end of the runway during the flare. Because the student isn’t sitting in the middle of the aircraft, they try to align the propeller with the centre of the runway. Due to parallax error, the aircraft ends up yawing left during landing.
To stop this, I recommend imagining your seat flying through the air. Ignore the prop and look directly ahead of the aircraft. You can also practise this while taxiing to get the alignment correct.
My last tip is a simple one; never rush to land, even when your bladder is bursting. When you rush the landing, you stuff the landing.
When we teach a student to land, we aren’t actually teaching them to land. We’re teaching them to fly the aircraft as long as possible just above the runway, until it settles itself gently onto the ground. I have discovered over the last 10 years that when I tell students not to rush, their landings improve dramatically. When you rush, you’re trying to get the aircraft on the ground quickly – this can only end badly.
I hope these tips have helped you. Remember, it doesn’t matter whether you go solo in 15 or 25 hours. Once you ‘get it’ - I promise you - it just gets easier. The great news is that once you’ve mastered landing, the feeling of accomplishment is something you’ll never forget. I still remember my first solo – 30 years ago! – like it was yesterday. It’s a memory and a feeling no one can ever take from you. If it was easy, everyone would be doing it, and it wouldn’t be so fulfilling and rewarding.
Happy and safe flying!
Credit: Michael Xeni
At the age of 92, it’s fair to say that Kevin McGrath has seen and done a fair bit in his life. From a career as an ambo in the 1960s, to President of the Darling Downs Sport Aircraft Association through the last half of the 2010s, Kevin has always been keen to take on a new challenge and push himself. We recently sat down with the actively-flying nonagenarian to find out how his incredible story, in aviation and beyond, came to be.
It takes most pilots about 6 to 12 months from the beginning of their flight training to obtaining their Recreational Pilot Certificate. Some take less time, others take more, but I’d be happy to bet Kevin McGrath’s 60-year gap sets some kind of record.
“I remember a great cloud of airplanes flying overhead, so low I could see the pilot’s heads,” Kevin recalls to me about an otherwise typical day at primary school in the Darling Downs, Southern Queensland. “This was 1942, and I always thought it had something to do with a retreat from the Japanese advance. That was what piqued my interest.” It’s not often you speak to someone who became interested in aviation from a firsthand experience of World War 2, but those shiny new warbirds streaking across the Queensland sky is exactly what did it for Kevin.
Soon after, Kevin began his flight training. Given the 2-hour drive to Toowoomba and the high cost of lessons at the time, he decided not to hurry with his training, taking his time in order to save money. Flying in Tiger Moths, Kevin was able to build up 10 hours of flying before an unexpected – but nonetheless welcomed – interruption caused his trips to Toowoomba to stop; a beautiful girl.
“I couldn’t afford to both get married and go for a flying career, so I opted for marriage” Kevin said with a chuckle. It wasn’t a hard decision then, and it’s not one he’s ever regretted. “I persuaded her to come to the party and we’re still married now, 68 and a half years later.”
After finding it hard to get a promotion in his very competitive industry, Kevin decided to quit this job as an ambo and become a funeral director. An odd career change indeed, but one he found considerable success in. So much success in fact, that he would remain here until retirement.
As part of this role, Kevin often had to charter aircraft to locations as far as Tully in Far North Queensland and remote locations along the Northern Territory border. His youngest son would beg for the day off school to sit in the cockpit, and would often get to tag along. Kevin however, moving closer and closer towards retirement, just liked to sit in the back and reminisce upon his own flying endeavours.
Kevin has enjoyed a happy retirement, but perhaps the biggest part of this came on his 80th birthday. His two sons, both pilots, decided to get dad a present; flying lessons. Kevin was eager to begin his training again, some 60 years from his initial foray into flying. He did his research and decided that the Jabiru J-160 would be the most suitable aircraft to train in, the closest ones being at the Lone Eagle Flying School, 45 minutes from his home.
He made the journey out to Clifton, not sure what to expect. Would he remember anything from those initial lessons? Would he be able to keep a plane straight and level, while navigating, while communicating, while taking in the view from the pilot’s seat he hadn’t sat in for more than half a century?
Training under the watchful, experienced eye of CFI Trevor Bange, Kevin began to build his confidence in the cockpit. Soon enough, he was handling circuits with ease. Kevin’s mind then turned to something he
wasn’t quite sure was ever achievable: flying solo. As an 80-year old student pilot, was his instructor ever going to be confident he was fit and healthy enough to fly alone? Stoically, Kevin concluded that the decision was out of his hands, and until someone told him otherwise, he was just going to fly. That’s the mindset that has reaped immense rewards for Kevin. Not only did he fly solo and obtain his RPC, he’s kept flying to this very day, with no plans to slow down. “I’ve set my sights on 100 now” he tells me with a chuckle, “As long as I’m confident in my abilities, I’ll still be flying.” Along the way, he’s become a vital member of the Darling Downs Sport Aircraft Association, and even served as the club’s president for more than 5 years.
During his tenure, the Darling Downs Sport Aircraft Association – and its associated Lone Eagle Flying School – have seen strong growth, with an everincreasing membership base and a reputation for impeccable flight training. It’s incredible the impact that Kevin has had on a community he only joined in his 80’s,
but it’s a testament to that “do what you can” attitude that has got him so far in all aspects of his life.
Today, you’re likely to find Kevin somewhere around Clifton Airport (YCFN) either enjoying a flight, chatting with club members or preparing for his upcoming Biennial Flight Review – a test he’s quite confident about.
Kevin’s story is an inspiring one, not just because of his age but because of his determination. It’s undeniably a story of ‘it’s never too late’, but it’s also a story of resilience. Carry on, no matter what comes at you, and keep your eye on your goals. Don’t let things that are out of your control put you off, acknowledge them and adapt – that’s the Kevin McGrath way.
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It’s not often you speak to someone who became interested in aviation from a firsthand experience of World War 2.
I first joined the board almost a decade ago and Eugene Reid was there as he had been for many years, indeed decades, beforehand. He is an aviator with considerable experience both in the organisation and in the air, someone that can be trusted to offer his opinion when and where he believes it is warranted.
During my time with him on the board, I have learned that Eugene is an individual thinker, someone who is okay with making his own mind up and bucking the trend if he feels it necessary. In many board meetings, Eugene has been happy to remain quiet and not take a leading role on a
range of topics. In my experience though, when he speaks, he adds immense value with his considered thoughts.
As a long serving board member and a stalwart of our organisation, I would like to pass on my personal thanks to Eugene for his contributions to RAAus. Our board and staff have all greatly appreciated your presence over the years, and your voice is one that will be missed in the offices where the magic happens. That being said, we are positive that your voice will be heard in and around aero clubs and airfields across the country, where the magic truly happens.
Thank you for the contributions, input and time that you have put into RAAus over the years. Your mark has undoubtedly been made on this organisation.
At the start of the COVID-19 pandemic, RAAus advised via E-News that aircraft registration cards were to cease production, as staff were working remotely and unable to produce the cards. In the following years, RAAus has reviewed the aircraft registration card issuing system and has identified improved alternatives to the issue of a registration card moving forward, saving resources and valuable member funds.
JARED SMITH
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. jared.smith@raaus.com.au
During 2010, RAAus issued a bulletin to make the fitment of a registration card to the aircraft mandatory, making it easier to identify that an aircraft is registered and when that period expires. A major modernisation project commenced in 2015 to undertake a digital transformation of our systems. This major project has now been completed, and we continue to build on this platform. Today, RAAus provides four reminders via email and text message regarding the expiration of aircraft
registration. Additionally, a registration certificate is emailed to the aircraft’s nominated registrant.
Furthermore, any member is able to log in to the portal (either online or via the RAAus app) and enter an aircraft registration number to retrieve information on its currency. A strict privacy policy is adhered to, with make, model, serial number and registration expiry the only information made available. No personal details are supplied through this service.
The following table lists your aircraft, either as an owner or interested party.
Registration # Manufacturer Model Actions
19-7977 Vans RV-12
Where to find the HAM on the RAAus website.
Download will open PDF
Another alternative to the issue of a registration card is the use of the “Hours and Maintenance Record” (HAM) which incorporates the information supplied on the registration card, whilst also enabling the aircraft owner to record pertinent maintenance information such as the annual inspection, scheduled maintenance, service bulletins, daily inspections, record flight hours, record landings and monitor the addition of oil.
It’s not mandatory to use the HAM, however it is a requirement to record aircraft hours and landings, keep track of vital maintenance intervals and monitor scheduled maintenance requirements. The HAM is a valuable tool to assist aircraft owners with these requirements. However, if what you are already doing is meeting these requirements, you may continue with your current method.
The HAM was introduced after random audits of RAAus-registered aircraft maintenance logbooks found a high level of non-compliance regarding the recording
of aircraft maintenance activities. It is a requirement that RAAus-registered aircraft are maintained in accordance with manufacturer requirements and all maintenance that is carried out is recorded in an aircraft maintenance logbook. The HAM will assist aircraft owners in recording their hours and landings, and identify when maintenance is due to be carried out. It’s important to remember though that the HAM does not replace the need for an aircraft maintenance logbook.
The benefits of using the HAM are better record keeping and monitoring the expiration date of your aircraft registration. Therefore, the HAM has replaced the need for an annual aircraft registration card. RAAus members enjoy the best conditions of any selfadministering aviation organisation in the world. By standardising the way operational and maintenance activities are recorded and tracked, RAAus can maintain its suite of privileges and lobby to increase them.
The HAM is available in the ‘My Aircraft’ section of the members portal found under ‘manage my membership’ and you can print as many copies as required. Your aircraft make, model, registration and registration expiry will be prefilled when using the download HAM link seen here.
It’s not mandatory to use the HAM, however it is a requirement to record aircraft hours and landings, keep track of vital maintenance intervals and monitor scheduled maintenance requirements.An Example HAM
One of the very best parts of this country is its vast, rugged landscape. As pilots, we possess a unique ability to explore some of the most remote parts of Australia with complete freedom. But with this freedom comes a lack of communication ability both with loved ones and, if necessary, emergency services.
If you’ve ever been anywhere even slightly rural in this country - on the ground or in the air - you know that phone reception can be a bit hard to come by. If you’re heading out for a cross country flight, going on a multi-day trip or doing some bush flying, you want to be able to let people know where you are and how you’re doing. That’s where ZOLEO comes in.
ZOLEO is a nifty little satellite communicator device that takes the worry out of going remote – both for you and your loved ones. Designed in Australia and backed by an Australian publicly listed company, ZOLEO is built for the Australian traveller. In a nutshell, ZOLEO is the link between
your smartphone and a global network of satellites, enabling you to send SMS and email messages no matter where you are in the world. Pretty cool, right? Let’s take a look at exactly what it can do.
Lightweight, tough and small enough to fit in your palm, ZOLEO can easily be mounted to your windscreen and taken on any journey, ensuring you remain in contact no matter where you find yourself. It’s dust-, shock- and water-resistant, and has a whopping 200+ hours of battery life to get you between destinations. It’s built to handle anything you can throw at it, but how does it actually work?
Words Tom Lyons | Images ZoleoZOLEO gives you your own dedicated SMS number and email address to send messages from, that is able to connect to the Iridium™ global satellite network. By connecting ZOLEO to your phone via Bluetooth and downloading the ZOLEO app, you effectively turn your phone into a satphone – albeit one capable of sending messages only, no voice calls .
Through the app, you’re able to sync your contacts and send messages to any phone number or email address, both via conventional mobile networks (4G/5G/WiFi) and satellite. The cool thing about ZOLEO is that it will always try to send your messages via conventional networks first, only sending via satellite (and therefore counting towards your message quota) if absolutely necessary. This is perfect for pilots who are flying on the fringe of phone coverage or through patchy areas, helping to keep costs down.
While you can message through the app, the device itself also has a couple of simplified messaging options; check-in and SOS. The check-in button
allows you to send a quick, straightforward message to your nominated check-in contact(s) to let them know you’re OK at the click of a button – saving valuable phone battery and making checking in with multiple people a breeze. If something were to go wrong, the SOS button on the device will send your help signal and GPS coordinates to nearby emergency services for immediate response.
ZOLEO is a fantastic device that gives you that added peace of mind that no matter where you’re heading, you can make contact with the world. We here at SportPilot think it’s a great addition to any cross-country pilot’s flight bag. In fact our Editor, Nicholas Heath, will be taking one on his next longrange journey. Be sure to look out for his full review in later editions!
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Every decision made during planning, briefing and in-flight can directly impact the safety of ourselves and those around us. The team at OzRunways have some important tips on using their EFB tools available.
As a team with recreational, private, military and commercial pilot experience, OzRunways understands the importance of closing the hangar doors at the end of the day and going home after a safe and enjoyable flight. As proactive educators, the OzRunways team are on a mission to show pilots about the app features designed to improve safety. Here, they’ve outlined the top 10 features you should be across before your next adventure.
Visualising weather while interpreting briefings is a critical and timely aspect of flight planning. OzRunways makes it easier to understand the weather along your route with near real-time conditions as a map overlay. See departure, en route and destination conditions like precipitation, cloud cover and recent lightning strikes. This increased situational awareness can assist with weather avoidance and diversions in an ever-changing environment.
A favourite safety feature for many pilots is easily one of the simplest! By pressing and holding two fingers on the map screen, a ruler will appear. Say goodbye to the headache of manual measurements and that darned whiz wheel. Easily move to adjust the ruler position and customise the unit options for things like distance and bearing type.
Physically updating new document amendments is a boring, timely and problematic task if done manually — and did we mention it’s boring? Turning on automatic downloads within the EFB apps is the safest way you can ensure you always operate with the latest documents.
Staying safely clear of terrain, but below controlled airspace and cloud bases, can be challenging in the vicinity of busy, built-up areas. Using high resolution NASA terrain data and the latest Airservices obstacle database, Smart Terrain provides an interactive terrain overlay for planning and in-flight use. Use it along with Terrain Ahead View to visualise the high risk areas of your flight so you can safely maintain terrain clearance and stay out of trouble.
OzRunways sorts through every weather briefing available so you don’t have to! SmartBrief allows you to view the weather and NOTAMs relevant to each leg of your flight in a smart and interactive format. SmartBrief fetches new data on app launch and every 5 minutes thereafter. Understanding the frustration of limited internet for pilots in remote areas, SmartBrief caches the last fetched data Australia-wide to make it available offline when you’re outside of internet coverage.
You can better understand how wind and fuel impact your in-flight decision-making around whether to continue or turn back. OzRunways uses calculations at an ATPL level to ensure the app provides the most accurate Critical Point (CP) and Point of No Return (PNR) indicators for every route. They’ve taken safety one step further, by adding Zero Fuel and Fuel Critical indicators, along with a toggle on/ off function should you choose to hide this feature.
Avoid any double-handling by jumping between apps or browsers and submit your flight plan directly into NAIPS with a registered SAR time for your flight. You can expect the same field layout and requirements as the ICAO Flight Notification through Airservices.
“You can better understand how wind and fuel impact your in-flight decisionmaking around whether to continue or turn back.”
With just a single tap on the plan sheet, you can nominate an alternate airfield and have every plan B calculation ready to go. Reduce your mental workload and in-flight recalculations when things get hairy, and fly onward to a suitable and safer destination.
Inadvertently flying through restricted airspace can be an embarrassing, but more importantly, an unsafe event. OzRunways uses the NAIPS RA briefing to highlight areas that may be currently active and prompt pilots to further investigate NOTAMs. A red map overlay flags restricted areas that may be active, while a blue overlay flags military CTR. This colour system is effective at prompting potentially unsafe flying areas, however, pilots should never assume airspace availability without confirming themselves via NAIPS and/or ATC.
Hands down the number one solution for nearby traffic awareness is through a portable ADS-B in/ out device. By pairing this with your OzRunways EFB, many of the limitations experienced with other traffic systems are mitigated. GDL90 devices such as the SkyEcho work completely independent of the cellular network and don’t rely on a groundbased receiver. Plus, they’re supported by every OzRunways EFB subscription!
Now, it’s time to become familiar with the features OzRunways has developed to keep you safer in the skies. Learn more on the OzRunways YouTube channel via the QR codes above and catch the OzRunways team at an Aero Club Tutorial in 2023 for an in-person demonstration.
OzRunways will continue to support graduating RAAus pilots by kick-starting new journeys with a 6 month FREE Premium Subscription, and through yearly scholarships for members. Make sure you pack OzRunways EFB next time you take off and stay safe!
Words GoFly Aviation
If flying more than 50nm or outside the training area, you must carry your Maintenance Release. Credit: GoFly Aviation
What documents do pilots need to carry on board the aircraft when flying? It is important for all pilots to know what documents they must legally have on board, but it can be quite confusing trying to understand the legal requirements and where to find the most up-to-date legislation in relation to documentation requirements.
As pilot in command, knowing these requirements will both ensure you meet your legal obligations and give you peace of mind, should you get a ramp check or spot audit from CASA or RAAus. Here is a list of items that need to always be carried on an aircraft when flying in Australia for day VFR flights. These references can be located on CASR 91.105, 91.110 and the RAAus Flight Operations Manual and VFRG.
For Recreational Pilot Certificate holders, while it is a good idea to have your Certificate on you, it is not a legal requirement. As per the RAAus Ops Section 2.03, Recreational Pilot Certificate holders only have to produce documentation within 72 hours of being requested by RAAus or CASA.
Recreational Pilot Certificate holders may be required to have a medical certificate. If so, as per the RAAus
Flight Operations Manual, the pilot has 72 hours to produce the document if requested by RAAus or CASA.
All RPC holders are required to have photographic ID on them at all times. This can be a passport, an ASIC card or a driver’s licence.
The aircraft Flight Manual or Pilot Operating Handbook must be on board the aircraft at all times.
If your aircraft type has a minimum equipment list, this equipment must be on-board the aircraft. This list is often contained in the Flight Manual or Pilot Operating Handbook.
As per CASR 91.110, the documents below are exempt from being carried on board an aircraft, providing the flight is conducted within 50nm of the departure aerodrome flying within or traveling to and from a training area. These documents include:
Technical Log or Maintenance Release
Authorised aeronautical information for the flight
If we look at this another way, if you are planning to depart from the departure aerodrome for more than 50NM or outside a training area then the aircraft must carry its Maintenance Release sheet. The aircraft must also have the relevant aeronautical information such as maps and other documents required to safely conduct the flight.
As per CASR 61.345 and RAAus Flight Ops Manual 2.03, a pilot logbook is not required to be carried on board an aircraft. However, for RAAus Pilot Certificate holders the logbook must be presented within 72 hours, if requested from Recreational Aviation Australia.
It is a good idea to have your own documentation checklist which is particular for your licence or certificate type, that you check every time you go flying. The checklist will also vary depending on whether you are flying within 50nm or the training area. It’s not much extra work for the peace of mind that you have everything you need!
When preparing this article, I reviewed previous articles from SportPilot Magazine and found an article from 2017 which contained points that I believe remain extremely relevant in 2022. As the article stated, there are no new catastrophes that a pilot can encounter.
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
We are all aware that pilots don’t go flying expecting to have an accident, however, we continue to see pilots tragically losing their lives due to poor decision-making, fuel management and other fundamental mistakes which result in fatal accidents.
This article is intended to provoke questions, to try to get to the bottom of this paradox and to consider what actions or habits pilots might consider. These actions, if practised as part of a routine, should have a positive impact and reduce the
chances of an accident occurring, regardless of the extent of a pilot’s experience.
So, what experiences might lead to pilots becoming statistics? What lessons can we learn from others, and what habits can we change or adopt? Are some pilots just inclined to be complacent or believe they are above the need to apply these actions and develop good habits?
RAAus pilots might not consider themselves “professional” pilots as
they are not paid to fly, but this is no excuse for not adopting many of the actions, habits, and disciplines of professional pilots. Is there a kind of perverse pride involved when pilots shun checklists, disciplines, and habits? I don’t believe this is an RAAus-only issue, as these tendencies are also evident in pilots operating in other aviation sectors.
The problem then, might not be RAAus flight training expectations or delivery, it might come down to individuals refusing, for whatever reason, to adopt standardised checks and established disciplines.
A causal factor for accidents might be an element of complacency or perhaps invulnerability - a more dangerous behavioural tendency. It might also be an expectation of some pilots that their skills are superior to those of other pilots. But really, are we as good as we think we are?
It’s easy to become complacent if only flying locally, if operating your own aircraft, or if you don’t have a specific destination in mind. Even if planning a navigation flight, particularly if this is a regular weekly flight activity — a club flight for coffee or lunch for example - complacency might become more of a factor.
To paraphrase a famous quote:
“Aviation in itself is not inherently dangerous, but it is terribly unforgiving of carelessness or neglect”. Perhaps we should update this to “carelessness, neglect and complacency”.
Pilots can more effectively manage complacency by including checklists and using established actions throughout the entire flight process, from pre-flight to post-flight.
Before taking off, pilots can undertake a Pre-Takeoff Safety Brief prior to takeoff. This briefing enables pilots to rehearse immediate actions in the event of an emergency, such as engine failure at a critical moment during takeoff. Pre-Takeoff Safety Briefs are not reserved for “professional or paid” pilots, but are the actions of professional pilots.
Pre-flight safety considerations can commence during the drive to the airport, assessing the weather
conditions of the day, the impact of wind on takeoff, landing and during the flight. Pilots may consider if they are using the ideal runway, and not basing their decision on convenience alone. A thoughtful pilot will consider decision factors such as the best runway with more options if an emergency occurs, or the possible mechanical turbulence issues from local features such as a line of trees or hangars. Is there a forecast for fog, will it clear as forecast, remain in the area, hang around or re-form after takeoff?
The IMSAFE checks will prompt pilots to assess the amount and quality of their sleep in the preceding nights, review family or work situations which might provide distraction from the flight at hand, or even consider the pressures that might result if they are only flying because today is the only opportunity they have had for weeks. These considerations form part of our Human Factors training and become part of any professional pilot’s usual process when considering a flight.
During flights, there are several checks pilots can choose to use, which will ensure fuel levels are managed within requirements, weather is continually assessed and the aircraft remains configured correctly.
Experienced pilots also constantly assess emergency landing options during local or crosscountry flights. Now, thanks to La Nina, paddocks and private strips which might normally be considered as potential landing options might well be waterlogged, boggy or simply unusable due to excessive rain. This must also form part of a professional pilot’s considerations for safe conduct of a flight and may assist to decide if a flight should proceed in a specific direction or at that time.
A professional pilot, regardless of experience, will reject complacency and laziness, will be constantly learning, and will use good checklists, habits, and procedures to prevent complacency. This is the epitome of a professional approach to flight.
Our thoughts go out to pilots and their families affected by the flooding in many states, and we hope you remain safe.
Words Nicholas Heath
My 23-year-old son decided pretty much at the last minute that he was going trekking in Nepal. This was Thursday. He was leaving early Sunday morning, travelling via Delhi to Kathmandu. His mother – not surprisingly – was freaking out. I have been told that is her job. One of the ways to placate her was by tracking his flight literally in real-time using an App called Flightradar24 and the plane’s ADS-B signal. We could watch the flight’s altitude, airspeed and position accurate to a few metres.
ADS-B stands for Automatic Dependent SurveillanceBroadcast. Once again, the lads down at the naming department have had a red-letter day in coming up with a name and acronym that neither describes the object
or its function. For some reason ADS-B is also being presented as dramatic, new and different technology. But it isn’t really. We have understood transponders for a long time. They squawk out a signal saying “this is who I am” (mode A) and “this is my height” (mode C). When you switch the transponder over to ALT you are actually activating mode C. ADS-B in out is really just adding more information to that in a package that uses GPS data to provide enhanced information on position, speed and direction. See, not all that complicated, is it? The really interesting part of ADS-B is its ability to show you traffic in the cockpit. Of course, the aircraft you are hoping to see needs ADS-B out fitted and you will need an ADS-B in device in your aircraft.
Since 2014, all IFR aircraft are required to have ADS-B fitted and for reasons I’m about to outline, we can expect a lot more VFR aircraft to have them fitted soon. So why do we expect that to dramatically increase? Well, I can give you about 5,000 reasons: The Australian Government is offering a subsidy of up to $5,000 for up to 50% of your costs for VFR aircraft. So, spend up to $10k and get half back. I don’t know about you, but free money is my drug of choice. Currently this offer runs until 31st May 2023 or until the funds run out. But you do need to own an aircraft to qualify. More details can be found at https://business. gov.au/grants-and-programs/automatic-dependentsurveillance-broadcast-rebate-program.
The complexity comes when you try to figure out an upgrade path. You see, not all ADS-B devices are equal. What you need to figure out is your mission and wallet size. There are two broad categories of ADS-B devices. There are small, lightweight, portable devices like the SkyEcho that will give you both ADS-B in and out, but won’t talk to Air Traffic Control or be visible by airliners. Then there are larger, fitted ADS-B devices like an upgraded transponder, such as the Garmin 335/345 or add-on to a glass system like the Dynon Skyview with transponders and receivers fitted. For big value, take a look at the tailBeaconX TSO and AV30-C bundle. I reckon we’re about to see a lot of these getting around. Let’s run through the pros and cons of each. Matt Bouttell and Cody Calder of RAAus did a rather nice video on the subject on the RAAus YouTube Channel (see National Safety Month 2022, Week 1 –Pilots)
A lightweight, portable ADS-B device like the SkyEcho will let ADS-B receiving aircraft around you know where you are. These devices are relatively cheap – maybe $1 -$2K. If paired with a tablet running something like OzRunaways or AvPlan, then you can use the built-in Wi-Fi to send the ADS-B IN data to the screen and you will see local traffic running ADS-B. That includes most airliners and IFR traffic. The irony
is, those airliners won’t be able to see you. Nor will Air Traffic Control. Most airliners aren’t fitted with ADS-B IN. Airliners use an older collision avoidance system called TCAS – Traffic Collision Avoidance System (the naming department must have been having an off-day –that almost makes sense).
Even more annoying, your ADS-B out signal from these portable devices is being filtered out by Air Traffic Control at this stage for a medley of reasons – this might be that the signal isn’t strong enough, the data is not verified and they just plain don’t like you. Okay, so I made that last one up, but it sure feels like it. The signal from these portable devices is actually referred to as EC, which supposedly means Electronic Conspicuity, but I think stands for ADS-B light. It’s like the midstrength beer of ADS-B. ATC may use it one day, but not soon. Importantly, a unit like the SkyEcho will allow autonomous drones to see you. That might not seem important right now, but it will soon.
To achieve full mode S, which gives you ATC visibility and even allows you to show up on TCAS, you are probably going to need to upgrade or replace your transponder. My Garmin GTX320A transponder can be upgraded to ADS-B Mode C-out if I add a module. Unless you have a WAAS capable GPS device on board (Wide Area Augmentation System – thanks naming department – think of it as a superaccurate version of GPS) you are also going to need something that does that. A combination of the Trig TT31 transponder and the Trig TN70 for example, will achieve Mode S out and the hardware will cost you under $7500, plus fitting. Alternately, if your wallet
Trig-TT21-Class-2-Mode-S-Transponder
is so large that it can be used to hold doors open, then you can go for an all-in-one package like the Garmin GNX 375 which will cost you $16,000 for the hardware alone and even shows traffic on the screen.
If you have a newer Navicom, transponder or even glass panels, then it’s relatively easy. Many of those aircraft will already be ADS-B Mode C enabled or at least a WAAS GPS device attached. If not, there’s usually a plug and play (should that be plug and pay?) option. You can get both ADS-B IN and OUT data, so you’ll be able to see traffic on those lovely glass screens. I’m not jealous at all.
You can still fly without ADS-B. For VFR, Class D Airspace and Class G airspace below 10,000ft doesn’t even require a transponder. Above 10,000ft in Class G and Class E airspace you need a traditional
transponder with Mode A and C as a minimum. So, you don’t have to fit ADS-B for a lot of flying. Fitting a small portable device like the SkyEcho seems obvious to me with the triple benefits of awareness of traffic around me, better visibility and letting any of those pesky drones know I’m about.
Nothing will take the place of a good set of eyes, but ADS-B, even in a limited EC form, has the ability to increase your visibility and awareness. While the government has a 50% subsidy you might want to get on board sooner rather than later.
“I don’t know about you, but free money is my drug of choice.”
It has been four years since St Columban’s College established its aviation program, and already their aviation students are preparing to reach even greater heights than could have ever been imagined. As a secondary school boasting a rigorous Vocational Training program, St Columban’s is well versed in working alongside industry. Two years ago, the school joined forces with Flight Youth Engineering (FYE) and truly opened their gates to industry with a dedicated aviation program. Today, that program has proven to be a wild success.
STEM Teachers Simone Buckingham and Anthony Green, alongside FYE, lead a team of Aero Club students each Wednesday afternoon for three hours. Students are mentored by industry professionals, including pilots, private aircraft builders and engineers during the process of building the Van’s aircraft.
Thanks to the generous financial support from local St Columban’s community business owners and Brisbane Catholic Education, students have just received the finishing kit and engine from the United States, and are working towards final completion early next year. There is no intention to stop the program there however, with a second Van’s aircraft scheduled to commence building around the same time.
After the plane is complete, each student will be given 10 hours of flying time at the Redcliffe Aerodrome with FYE Director Paul Reddish’s flight school, Advanced Aviation Training, allowing them to enjoy the aircraft they helped to create. Following this, the plane will be sold, to help fund the College’s next aircraft build.
Participating students are predominately aviationminded and are motivated to pursue careers as pilots or aircraft engineers, however there are students who are pursuing alternative pathways. Nonetheless, the skill set students gain - such as tool mastery, project management, communication and teamwork skills - are easily transferable across a great number of streams
The skills learnt building the Van’s RV-12iS are highly transferable. The plane will be sold to fund the next project.
and are important in everyday life. Parents and students alike see great value in this program, helping to set up students’ futures in an impactful way.
“Students get to learn, commit and interact with industry mentors” Innovation and Partnerships Leader Simone Buckingham says, “It goes beyond usual work experience, as students are able to build long-term relationships with industry mentors over the course of approximately two years. The students are going to graduate high school being industry trained as each build session continues to build on from the last. It makes them more work ready.”
Simone said getting the program off the ground was not an easy task, and required a great deal of support from the College Principal Michael Connolly, the Parents and Friends Association and its wider community, including Brisbane Catholic Education. The College is also most grateful for the generous financial support provided from local small to medium businesses to enable this program to really take off for years to come.
The St Columban’s College Caboolture and Flight Youth Engineering aviation program is doing its part to fill the skills shortage gap by connecting youth with industry. This could not be at all possible if it was not for the hard work and commitment from FYE Directors Ashley, Paul and Michael, and their team of incredible volunteer mentors. Each Wednesday the mentors arrive with passion and enthusiasm ready to pass onto the next generation of aviators.
To follow the students progress, check out @stc_aero_club on Instagram.
Each student flies for 10 hours upon project completion.
Rob Hatswell Ph: 0428 527
This little black book is the ultimate guide to passing your flight test. At just 60 pages, Flight Tests is one of the most clear and concise guides you will find on the fundamentals of flying. Jim himself has been training and testing pilots for 40 years, so he knows that many fail just because they don’t know what to expect on the day. Jim started his instructing career in South Africa at country flying clubs and went onto training military pilots in the SAAF Commando Squadron. Jim also started 43 Air School, the first full-time, live-in civilian flying school in Africa. His list of credentials is impressive.
Jim’s relaxed style of writing will make flight study a more pleasant experience. It is simply a must-read for anyone new to flying or anyone needing a refresh before their flight test. To quote the opening page of the book, “if you do what it says you will pass the test and be a safer pilot – and we’ll all be happy.” The book will step you through each exercise of the flight test – take-offs, turns, stalls, landings, weather and everything in between. It’s full of handy hints and tips so you can feel confident going into your flight test. Any keen student can read Jim’s book cover to cover in an afternoon and is by far one of the best investments you will make on your flying journey.
Flight Tests is available in hard copy or on Kindle and is held in very high regard by the aviation community. Don’t miss out on flying insights from one of the world’s best and most dedicated flight trainers.
$20 from jimdavis.com.au
Jim Davis has been training and testing pilots for 40 years.
“This little book has got me through every flight test for the last 40 years.”
- Neville Hope
The Alpha A1 portable tug can push up to 1180kg with its powerful single motor. This technology is an industry game-changer, with its revolutionary folding design and autothrottle technology making it very portable and easy to manoeuvre. The tug comes installed with software optimised for your very own plane and its hybrid system allows your tug’s motor to recharge on the go, extending the life of the battery. Its colour can even be customised to match your plane!
View/order online besttugs.com
Calling all weather geeks! This wireless digital weather station has everything you need to keep an eye on the elements. The 5-in-1 sensor has a range of 150 metres and includes its own self-emptying rain collector, anemometer, wind vane, temperature and humidity sensors. It can also remember data from a specific time range you’d like to monitor and you can even set alerts for when high or low weather criteria are met, helping to forecast unfavourable weather.
$299 AUD from jaycar.com.au
Prices are correct at time of publication.
Batten down the hatches! This aircraft anchoring system has been developed by avid pilots to protect your aircraft from damaging winds. This kit includes its own patented Claw® anchors – a lightweight, high-strength earth anchoring system that can withstand around 500kg of force. It’s easy to install and includes three Claw® anchors, nine spikes, nine metres of rope and a hammer.
$372.37 from amazon.com.au
Under time pressure?
This Tritec Altimeter Instrument wall clock will make you feel like you’re back in the air and transforms any room into a cockpit. It is a great accessory for your office space or home – perhaps even as a gift for a fellow aviation enthusiast.
$59.95 from flightstore.com.au
We know that anything that lives in the confines of an aircraft can get a little rough around the edges – torn pages in your log book, tangled cords and if you’re really unlucky, a spilt drink all over the cockpit whilst mid-air. Protecting your possessions with durable gear is one way to keep your important documentation intact and is also an opportunity to add a touch of elegance to your flying accessories. Tassie-based company, VIVABVKER specialises in aviation-inspired leather pieces that are crafted by hand and personalised just for you. All of their products are made to last and strike the perfect balance between practicality and style. If you have a keen aviator in your life (or simply feel like spoiling yourself), we’ve compiled some of their most popular leather accessories that you should be on your radar.
All VIVABVKER products are made in Tasmania from the finest Italian leather.
Many of VIVABVKER’s items are handcrafted and can be personalised with your name or initials.
These bespoke licence covers are bound with the finest Italian leather and can be personalised with your name, initials or licence number. Each cover is 100% hand cut to the size of a standard green CASA licence holder and are saddle stitched using Vinymo waxed nylon thread for a highend finish. Follow @vivabvker on Instagram check out how they make these beautiful pieces by hand.
$139 from vivabvker.com
personalised with your details stamped on the front. There are a variety of leather and stitch colours to choose from, so you’ll be proud to stow your log book in a place where everyone can admire it. All of their covers are made to fit the standard Aviation Theory Centre Australian Logbook.
$219 from vivabvker.com
Treat yourself to a stylish leather headset bag by VIVABVKER. Made from durable, high quality leather, these beauties offer excellent padded protection and are the perfect storage solution for your headset. The double zipper bag has another seven internal pockets to accommodate your daily flying essentials such as a notebook, tablet and your aviation licence. These bags have been designed to fit most popular headsets including BOSE, Zulu and David Clarks. The great design and durable water buffalo leather will keep your belongings protected for many years to come. Dimensions: 310mm x 210mm x 160mm $149 from vivabvker.com
View the online store
Set amongst the brooding landscape of the Stirling Range, you’ll find The Lily Airfield (YTLY), a little slice of Dutch heaven. The property features a 16th Century replica Dutch windmill, replica Dutch cottages and a Dakota DC-3 aircraft refurbished into accommodation. It’s a visit you’re unlikely to forget.
This is a private airstrip owned by The Lily accommodation and is 47NM from Albany. The airstrip is adjacent to their operating Dutch Windmill and you are able to park your plane close to the accommodation provided – call ahead so they can check the condition of the strip before you arrive.
Believed to be the only accommodation of its kind in the world, you can stay in The Lily’s refurbished Dakota DC-3, one of the most iconic and successful planes ever built. For a few more creature comforts, you can stay in one of their gorgeous self-
contained Dutch cottages, the old winery quarters or millers quarters.
Let’s start with the windmill. Personally constructed by Pleun, their five-storey Dutch windmill turns out stone-ground spelt flour, which is available for purchase on site. An experienced pilot himself, Pleun enjoys the company of touring pilots and loves chatting all things aviation. There are some wonderful hikes nearby including Bluff Knoll, Toolbrunup and Mt Magog, so make sure you pack some sturdy boots. If you visit in Spring, you’ll be treated to some of the most beautiful and abundant wildflowers in the country, with over 1,500 species growing in the area.
Breakfast baskets are available for guests to cook up in the selfcontained accommodation. Bring some extra supplies with you so you can cook up a storm. The Bluff Knoll Café is also a short drive down the road.
ELEV: 650 ft RWY: 14/32 660m, grass. 14 slopes 2.5%, tyre markers. 09/27 900m, tyre markers, possible sheep
CTAF: 126.7 MELB CENTRE: 125.4 RWY LIGHTING: Nil
AD OPR: Pleun & Hennie Hitzert M: 0427 279 206 P: (08) 9827 9205 thelilydutchwindmill@bigpond.com
REMARKS: Please check strip condition prior to arrival with operator. Check for possible sheep on runway.
AD CHARGES: Nil
Cunnamulla Aerodrome (YCMU) is located in south-west Queensland just 8km from the main township and the banks of the Warrego River. Sit back and enjoy a bit of fishing, a bush picnic, or even a soak in an outback bath tub! Go on, mark this little hidden gem on your next expedition.
Private flights and charters are welcome at the airport (Rex offers flights from Brisbane on Wednesday and Sunday). The strips are clay surface with clear approach in both directions. There is plenty of wildlife, so be aware of bird and other animal hazards. Permission is required to use the aerodrome – call ahead so they can check the condition of the strip before you arrive.
Hire a kayak and paddle down the picturesque Warrego river, home to beautiful native birdlife. Or if you’re looking for something more adrenaline-pumping, rent a
sandboard and race down some of the best natural sand hills in Australia. Plan your visit to coincide with the annual Cunnamulla Fella Roundup, a vibrant country festival packed with live music, barrel racing and a rodeo!
Book in for a campfire dinner and show (Sundays only) with the Club Boutique Hotel and be entertained by larrikin tales and music. Make sure you try some of their craft beers that pay homage to the personalities of iconic outback characters. The Gidgee Bean Café is your go-to for your morning cuppa and a good feed.
Set up camp close to town at the Cunnamulla Tourist Park in a wellappointed cabin. For a truly unique experience, head out of town and stay a few nights at Charlotte Plains – a family-owned sheep station and camp ground – and soak up the classic outback scenery in one of their Artesian Bore Baths.
ELEV: 630 ft
RWY: 06/24 914m, 12/30 1733m, clay surface, unrated CTAF: 126.7
BRISBANE CENTRE: 124.8
RWY LIGHTING: RWY 06/24 PTBL(1) RWY 12/30 LIRL(2) AFRU+PAL 126.7 (1) PN (2) SDBY PWR 15MIN PN
By prior arrangement SDBY PWR AVBL
AD OPR:
Permission required for use, please contact Paroo Shire Council for more info. P: (07) 4655 8400
REMARKS: This AD is a security controlled airport
FUEL: Jet A1, AVGAS and O125
Australia’s favourite airshow is back after a four-year hiatus and promises to return with a bang! The threeday extravaganza is the most exciting airshow in the country and is the largest aviation, aerospace and defence exposition in the Southern Hemisphere. The 2023 event will be jam-packed with entertainment in the sky and on the ground all weekend.
Witness breathtaking routines, combat manoeuvres and aerobatics in a range of incredible aircraft including jet fighters, strike bombers, heavy lift Leviathans and attack helicopters from all over the world. Performers will come together to dazzle and excite spectators, with the final line-up to be announced closer to the event. You might even be lucky enough to rub shoulders with some of the ultra-talented pilots.
Experience the aircraft up close and personal, with hundreds of military and civilian planes on the tarmac. There will be non-stop entertainment for the whole
family including live music, night aerobatics, a laser show and the iconic Wall of Fire.
“The Australian International Airshow is roaring into Avalon bigger and better than before. We’re changing the airshow into an interactive experience for kids and families, a night out for the younger crowd, and a real treat for aviation enthusiasts – and this is just the beginning,” said Justin Giddings, CEO of AMDA Foundation Limited (organiser of the event).
“Airshow favourites, including the incredible Wall of Fire display, are back along with some incredible new aerial attractions. We’re creating a whole new entertainment offering too: stay tuned for details on how we’ll be kicking off the weekend,” he said.
This year, young fans aged 15 and under are free to attend as General Admission.
Children aged 15 years and under have FREE general admission entry!
FREE car parking for all attendees!
Tickets are available at airshow.com.au Scan to buy tickets
Tickets will only be sold online, there will be no tickets available at the gate.
The event organisers have announced that its regular fly-in location at Avalon East (YAVE) will no longer be available for visitors attending the Australian International Airshow. Instead, they have teamed up with Lethbridge Airport (YLED) to provide an alternative location for General Aviation and Sport aircraft to fly in for the event. The facilities at Lethbridge Airport will be enhanced to provide support for the additional air traffic expected to use the airport between 28th February and 5th March. A regular bus service will be provided between Lethbridge and Avalon. A schedule will be published closer to the event.
For further information please contact Lethbridge Airport by email air.park@ bigpond.com or call 0429 354 717.
aviationclassifieds.com.au
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.
Tecnam Sierra MkII
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
Maxair Sport Drifter
338 Airframe hours. Fully rebuilt spectrum aviation in June 2006. New wings spars and extra batons. Fisher long pod + 70 Ltr cruise tank. TTIS 338 hrs, 503 pull start with Ivo prop 328 hrs. Aircraft always hangared. Not flown since 2020. Reluctant sale due to health.
Christopher – 0428 988 725 Russell – 0407 627 477
$15,000
fly. Genuine reason for sale. Contact me for more details. Will consider trade for suitable 2 seater.
Bodie Heyward — 0424 442 638 $15,000
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 Rin has built. Due to his love for his Mooney, he decided to modify some of his aeroplace e.g. retractable undercarriage. Ken — 0437 323 077 $8,000
A32 Vixxen Syndicate Share 1,200 Airframe hours, 1,200 approx. engine hours, A32 Vixxen. 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
Airborne Microlight Trike
1,700.8 Airframe hours, 198.4 TSO engine hours. I have for sale my beloved trike, as I have upgraded and I no longer need this one. Perfect for a beginner to jump in and fly away straight off the bat.
Kade Bouwman – 0417 967 921
$10,000
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
STOL Alloy Cub by AAK
12 Airframe and engine hours. Limited edition. A cool retro look Cub with large undercarriage and suitable bush flying design, high ground clearance and powered by a Rotax 914 Turbo, this aircraft will surely impress. Based on the construction and design techniques of our famous Hornet STOL.
Ole Hartmann – 0429 165 498
$175,000
Amphibious Composite Puddle Jumper Floats
1500XD
56 Airframe and engine hours. New. Complete with generic rigging kit: aluminium struts, steering gear, dual water rudders, Kevlar hulls, salt water kit, Black Max hydraulic brakes. 680kg MTOW.
Victor Menkal – 0488 701 038
$19,500
Hornet STOL & Trailer
55 and engine hours. Custom built and custom designed trailer combo for sale. Aircraft presents as new. Incredible colour and paint works on aircraft and trailer. Immaculate attention to detail and finish on the Hornet STOL aircraft and specially equipped trailer. This is a one off Hornet STOL.
Ole Hartmann – 0429 165 498
$195,000
Arion Lightning 3300
600 Airframe hours, 40 engine hours since complete update and overhaul. Fresh updated engine, autopilot, transponder, D180, Garmin SL40.
Proven aircraft (7 times across Au), in very good condition. Sale due to health reasons.
Peter Mitchell – 0427 544 202 $85,000
Rotax 912 ULS 100hp
15 year old engine with more than a thousand hours remaining. Currently installed in a Tecnam aircraft but due for removal in October due to the aircraft being used for flight training.
Shane Stanley – 0417 965 646
$15,000
1,327 Airframe hours. Near new Rotax 582, oil injected with 43.5 hrs. New 600 x 6 aero trainer tyres a large tail wheel. New battery. Extras to go with the plane 8 litres of active 2T, air filter, exhaust springs and wheel spats. EQ wireless headsets x 2 with 2 helmets.
Richard Kampe – 0427 965 190
$19,000
43 Airframe and engine hours. This aircraft is a project. Has not flown in over a decade. It has been test flown and it appears to be in good condition. Aircraft has been hangared all the time, but it is offered as unairworthy. Buyer takes all risk as to the airworthiness.
Phillip Mccafferty – 0447 747 757
$6,500
— Taildragger
278 Airframe and engine hours. 118kt cruise. Beautifully built and finished. Flies exceptionally well and fast. A very docile taildragger with steering tailwheel. Jabiru 2200 Gen 1. Solid Lifters. 15lph at cruise.
Angus Suter – 0432 671 403
$50,000
988.5 Engine hours. Unfinished project. 2 seat. Can be RA-Aus rego. 25kts stall, take off 100m, landing 140m. Fuselage on undercarriage. Wings Piper Pawnee. Everything to finish, just need prop. Lycoming 0-235-C1B total time 988.5 hours. Major overhaul returned to zero hours.
Kevin Wintergreene – 0427 225 600
$48,000
Foxcon Terrier 200 C
386 Airframe hours, nil engine hours, Foxcon Terrier 200 C with Subaru EA 81. Fuel injected motor, registered until July 2023. 90 kts. Cruise at 15 L/hr, located at Gympie QLD, always hangered. Seats can be refigured to sleep in aircraft. Good condition.
Ralph Sewell – 0459 704 031
$39,000
Rotax 912 ULS 100hp Rotax 912 ULS 100HP (2015) for sale. Engine currently in a Foxbat A22LS and has done 1,910 hours. Good compressions at last service. It’s being replaced with a new engine.
Stephen Klaproth – 0407 576 067 $6,000
Aerochute Dual 35 Airframe and engine hours.
Aerochute Dual 503 with 62 inch prop, 503 Rotax, 34s/m canopy, intercom headset, radio and accessories, wind sock and pole and two flight suits (1x large, 1x small). Very good condition, however it is unregistered. Selling due to health and location.
Ross O’Neill – 0478 272 621 $12,000
Gremlins was a term popular with circa WW2 allied pilots and referred to little problems that would crop up in aircraft. Gremlins were supposedly a small gnome-like creature that would damage aircraft for entertainment. Not like the furry gremlins in the Hollywood movie at all. In fact, Roald Dahl of Charlie and the Chocolate Factory fame was asked to write a screenplay for Disney during the war about gremlins and the Battle of Britain. By the time he had written it, the war had progressed past the Battle of Britain phase and so they took the script and concept illustrations and turned them in to a book – the illustration here is from that book. I remember reading it as a small boy at my grandparents house. The crying shame is that I have no idea where that original book went and the first editions are currently trading for several thousand
dollars. You can see an online version if you search Roald Dahl gremlins PDF. But that’s not the point of this story. This story is about chasing gremlins and the warnings they give us. Years ago, I went out to do some circuits. The Cessna 172 I had booked was unserviceable because of a seat rail issue, so they offered me another 172. But on start-up there was a problem with the artificial horizon – it was jammed. So, they said take the 152. Which turned out to have a flat battery, then was hard to start. On start up flames wooshed out and scared the hell out of me. I was trained to keep the aircraft running when that happened to suck the fuel and whatever in. Which I did as the flames quickly subsided. I shut down the aircraft. Tied it back down and went to the office and handed the keys back. I figured the gremlins had told me to stay on the ground and I listened.
