Australian SportPilot Magazine - Issue #100 - August 2021 by Recreational Aviation Australia

Official Publication of Recreational Aviation Australia Ltd.

RRP $9.95 inc GST / ISSUE 100

BUCKET LIST DESTINATIONS The Must-See Spots You Can Fly Today!

A LOOK BACK AT OUR HIGHLIGHT REEL

ISSN 2652-6786

9 772652

679002

ALTO 912TG Hitting New Highs

BALLISTIC PARACHUTES MARAP NAVIGATING VFR ROUTES NEWS & EVENTS

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IN THIS EDITION Page 4

Editor’s Welcome

Page 6

Letters to the Editor

Page 8

From The Chair

Page 10 From The CEO Page 12 News Page 16 Events

18 100TH EDITION SPECIAL

Page 18 100th Edition Special Page 34 Training Development Page 36 Innovation and Improvement Page 39 Fresh Air, Freedom and Powered Parachutes Page 44 Airworthiness and Maintenance Page 46 Flight Operations Page 48 Following the Purple Dots Page 52 Coast to Coast

39 POWERED PARACHUTES

Page 58 Flight Test - Alto 912TG Page 64 Going Ballistic Page 70

Pilot Profile - Fifteen and Flying

Page 74 Cockpit Page 76

What’s Hot

Page 78

In The Hangar

Page 82 Back To Life

48 THE PURPLE DOTS

Page 88 Flight Test - CSA SportCruiser Page 92 Aviation Marketplace Page 94 This Edition in Pictures Page 97 Club Directory Page 98 Final Approach

52 COAST TO COAST 3

S P O R T P I L O T / E ditor ’ s welcome

Credit: Stick ‘n’ Rudder

EDITOR’S WELCOME Welcome to the 100th edition of Australian SportPilot! While my team has only been delivering SportPilot for a little over a year now, it is a great opportunity to celebrate what has been achieved by all of the contributors over the last 100 issues. You’ll find some great reading in the 16-page special feature, which will show you some highlights of the publication’s history. This issue we are also continuing to add more submitted stories from readers and pilots. This publication represents an aviation community, so we think it’s important to have as many of you as possible contributing. Got something to say? Send it in! We have several significant new articles from the team at RAAus, and you’ll notice we have worked hard to make them informative and readable. There are great tips and insights in each one, so take the time to have a read of them. They say that to live in interesting times is a curse. Well, we are certainly living in interesting times now. The commercial aviation market is suffering hugely as a result of COVID-19. As a consequence, training and support services are suffering.

In the GA community, the interstate border closures and uncertainty have certainly had an impact. For the RAAus community, we are probably the least affected, but nonetheless affected. One of the less anticipated problems has been the delays in getting parts and materials from some suppliers. Supply chains have been affected. Manufacturing has been interrupted. To make matters worse, the demand for many items has ironically increased. During lockdown, people used their spare time and money to upgrade their planes. Yes, I’m guilty of that too. Clearly everyone decided to start their kit-built aircraft during the pandemic. Kit plane suppliers are reporting long delays. Van’s Aircraft are now stating a wait period of 12 plus months on most quick-build kits. I hope this kit rush means we will see a lot of new aircraft completed in the years to come. I’m pleased to present the 100th edition to you and I hope you enjoy reading it.

NICHOLAS HEATH Editor editor@sportpilot.net.au

EDITORIAL

RECREATIONAL AVIATION AUSTRALIA

EDITOR

HEAD OFFICE PO Box 1265 Fyshwick, ACT, 2609 Unit 3, 1 Pirie Street Fyshwick, ACT, 2609 International: +61 (2) 6280 4700 National: (02) 6280 4700 Email: admin@raaus.com.au www.raaus.com.au ACN: 070 931 645 CEO

(03) 5273 4777 editor@sportpilot.net.au

Nicholas Heath DEPUTY EDITOR

Sophia Blakebrough STORY CO-ORDINATOR

Tom Lyons WRITER

Daniel McAuley CLUB LIAISON

Chris Sager

ADVERTISING (03) 5273 4777 advertising@sportpilot.net.au

Matt Bouttell

ceo@raaus.com.au CORPORATE SERVICES EXECUTIVE

Maxine Milera

admin@raaus.com.au INNOVATION AND IMPROVEMENT EXECUTIVE

Cody Calder

cody.calder@raaus.com.au

ADVERTISING DIRECTOR

HEAD OF FLIGHT OPERATIONS

Ed Jones

jill.bailey@raaus.com.au

ADVERTISING CO-ORDINATOR

Emily Beaumont FINANCE

Christine Heath

PRODUCTION SENIOR DESIGNER

Rory Douglas DESIGNERS

James Conte Nick Bryant PROOFING

Hannah McCauley DIGITAL

Nick Jones Budda Pile Riz Oliveros Matt Dwyer

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

Jill Bailey

ASSISTANT HEAD OF FLIGHT OPERATIONS

Jordan Portlock

jordan.portlock@raaus.com.au HEAD OF AIRWORTHINESS AND MAINTENANCE

Jared Smith

jared.smith@raaus.com.au ASSISTANT HEAD OF AIRWORTHINESS & MAINTENANCE

Darren Barnfield

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

DIRECTORS

Michael Monck (Chairman) 0419 244 794 michael.monck@raaus.com.au

Barry Windle

barry.windle@raaus.com.au

Trevor Bange

trevor.bange@raaus.com.au

Eugene Reid

eugene.reid@raaus.com.au

Rod Birrell

rod.birrell@raaus.com.au

Luke Bayly

luke.bayly@raaus.com.au

Paul Tyrrell

paul.tyrrell@raaus.com.au

Andrew Scheiffers

andrew.scheiffers@raaus.com.au

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

SPORTPILOT / LETTERS

WRITE IN: We love to hear from you! Get in touch with us at editor@sportpilot.net.au or on Facebook & Instagram @sportpilotmagazine

RE: WINGS ANYONE?

RE: GETTING RED CARDED

Dear Editor, I would like to respond to Nicholas Heath (The Sky is Falling, SP Issue 99 April 2021). This change has been a long time coming, and to a certain extent has been brought on by some careless flyers. When my wife was learning to fly, she had no less than three close calls where she had to manoeuvre to avoid an RAAus aircraft making an unannounced, and in all cases questionable, circuit entry. I had occasion to have very angry words with all three and one was effectively ‘banned’ from Moruya Aero Club by a likewise angry CFI who was flying with my wife. My wife and I regularly witness similar ‘no radio’ operations between Starke (near Townsville) and Ayr. Again there have been close encounters, because “see and avoid” isn’t (as some will insist) a silver bullet. In the case of Ayr, there are no landing fees, so it isn’t a case of “run silent, run cheap”, but I have no doubt the Moruya and Goulburn events were. Then there was the poor guy who was trying to make the right radio calls around Proserpine, but either because he was open cockpit or the radio setup was stuffed, all that could be heard was garbled static. Again, I could see, identify and later avoid this poor guy using OzRunways, but not everyone has that and, in this case, the ‘excitable’ other pilots were in a C208 operating into Hamilton Island. In all cases, a cheap (and they do exist) ADSB would have alleviated these problems. So, I am afraid I 100% support ADSB fitment, because OzRunways only shows their own traffic, as does AvPlan. So, if that is what it takes, I am all for it. I would also like to see E down to ground level around airports like Proserpine and Ballina. Dr. Andrew Kerans

Dear Editor, The article from Kjell (Wings Anyone?, SP Issue 99 April 2021) regarding damage to wings from tank leakage and fuel containing ethanol. My investigation reveals that all unleaded fuel from 91 to 98 octane contains up to 10 percent ethanol. We are using a blend of 50/50 98 Octane and avgas in our aircraft. Will we have the same problem? Charles

Dear Editor, In reference to Getting Red Carded (SP Issue 99 – April 2021). This article reads (to me) as a promotional/ supportive statement for the ASIC program, as it is applied to sport/recreational pilots flying in/out of minor (“security controlled”) regional airfields. I am appalled that SportPilot would be taking this supportive position of what can only be seen as a political “knee jerk” gross overreaction to the 9/11 terrorist attacks in the USA. It’s not so much the complete waste of our taxpayer dollars, as the ridiculous imposition on us as pilots, FOR NO DISCERNABLE SECURITY BENEFIT. ASIC, as applied to small regional airfields, is not a program that should be getting any support from the aviation media, or pilots in general. SportPilot should immediately distance itself from this article and make a strong statement affirming its opposition to ASIC. Sean Griffin

Editor: We agree that ADSB is a good thing if rolled out sensibly, unnecessarily locking up airspace isn’t.

Editor: Best to ask your fuel supplier, aircraft maintainer or engine manufacturer to find out what is safe for your aircraft.

RE: ALL ABOARD THE CRAZY PLANE Dear Editor, As a builder and owner of two of the planes listed by you as unconventional (no. 1 & no. 8), I was a little taken back by the heading labelling my aircraft as “Crazy”! They may be different, but both are nice flying aircraft. When I went to the article, the heading listed it as a pilot guide, which gave me hope. The pilot reporting would shine a good light on these planes! However, I was disappointed that not only were the photos ripped straight from the internet, the so-called pilot report was no more than an internet type description, with errors included! When you have both pilots and aircraft in the RAAus ranks, why the lazy journalism? David Howse Editor: That article was just a bit of fun, not a serious review of the aircraft. We’d love to review one of yours in-depth. Let us know!

Editor: This article was intended as a simple guide to getting your ASIC card. It is neither for nor against them. We are planning on further investigating ASIC in a future issue addressing the program’s issues.

RE: GETTING RED CARDED The article regarding ASIC use perpetuates a longheld misconception. A security-controlled airport is a pre-requisite of an ASIC being required, but does not in itself require ASIC carriage. It is actually the presence of RPT operations at an airport that imposes the requirement to have an ASIC, and if the RPT operation is not security screened, then only during the periods of RPT traffic. Security controlled airports are divided into seven categories by the Ministry of Home Affairs, categories 1 to 5 do require an ASIC as they do have RPT, but the majority of security-controlled airports in Australia fall into category 6, where, absent RPT, an ASIC is not required. The ERSA does not tell you either the category or the presence of RPT, but it does indicate that there might be need of an ASIC. A notable example of a category 6 security-controlled airport that did not require an ASIC was Jandakot. The example given in the article, Broken Hill, is a category 6, but as it does have RPT, an ASIC is required, at

least during periods of RPT traffic. You can get a list of the airports by category from the Department of Home Affairs (https://bit.ly/2UWlmVx), but unfortunately, they are too lazy to maintain it. For those who don’t hold an ASIC, it may be worthwhile to contact the operator of airports listed as security controlled in ERSA at the planning stage, as you may not need to avoid them. If they are category 6 and do not have RPT operations, you won’t require an ASIC at all, and in some cases, there will also be times at RPT airports when an ASIC is not required. Paul Saccani Editor: Good to know. We have just worked from the ERSA, but will pay more attention. If you were wanting to regularly access a particular AD field, this could be useful.

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LETTERS

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@CUSTOMSPORTAIRCRAFT

S P O R T P I L O T / F rom the chair

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what it all pays for. The answer, in very simple terms, is a team of people that fight for the protection of your rights each and every time they come into work. We are not that organisation that shouts from the rooftops what we are up to every day, and perhaps we could be better at communicating that. We are the quiet achievers in the background, chipping away at issues that affect members and their ability to fly. I can hear the cries from many, and rightly so, that we have been promising movement on MTOW and CTA for years and have not delivered. I can’t argue with that. I’d love our progress to be faster and agree with the frustrations aired by those voicing their disappointment. That said, we should not overlook the wins we have had along the way.

FROM THE CHAIR

A TIME OF CHANGE At the time of writing this column, I reflect on the events going on around me and can’t help but think we are in a period of change that presents RAAus with a wealth of opportunity. We have just welcomed a new DAS/CEO of CASA, the Chief Commissioner of the ATSB is about to move on and Barnaby Joyce has just resumed the position of Deputy Prime Minister. In addition to this we have, of course, recently welcomed a new CEO on board with us. I sat with Pip Spence, the incoming DAS/ CEO, in recent days to discuss some of the challenges that we face both as an organisation and a broader industry. We discussed developments around weight increases, access to controlled airspace and our desire to speed up progress on these initiatives. We also discussed the approach to regulation and the need to move to outcome-based regulation where appropriate and when opportunities present themselves. I’m glad to say that the conversation was positive and I am optimistic that the next twelve months will yield results under the stewardship of Pip and her team.

In December of this year, the new CASR Part 103 will go live and we are working hard to assist CASA in the development of the accompanying MOS to ensure that it opens up new possibilities for the sport sector as a whole. This new piece of regulation will end the era of sport organisations operating under a series of exemptions and move us towards having specific regulation to address our needs. It will also remove some of the exclusive aspects of the existing CAOs, allowing us to work more closely with our colleagues in other parts of the sport aviation sector to address

“ All of these things have been done while we, as an organisation, face escalating pressures across the board.” issues as a collective, rather than a series of individual voices. Importantly, the elements of the existing CAOs that shape our activities of today will be retained such that our current rights and privileges will be protected. This latter point is one that is often lost on people who are members of RAAus and our sister organisations. It is very easy to look at the membership fees or the processes behind renewing a pilot certificate or aircraft registration and ask

In recent times, I have seen our team deliver solutions to technical issues that have prevented aircraft from being registered. That same team has worked tirelessly on the concerns of aircraft owners who have found that their prized possession weighs more than they thought, the outcome resulting in weight increases being allowed by the factory. Orphaned LSA aircraft have been provided with a path to allow them to continue to operate.

MICHAEL MONCK Chairman Michael 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

Our team has also worked with people facing medical issues to come up with ways that keep them flying. This includes some flying instructors that have faced difficulties and would see their livelihoods adversely affected if their ability to fly was hampered. All of these things have been done while we, as an organisation, face escalating pressures across the board. We constantly deal with legal, financial and regulatory hurdles that make it increasingly difficult to engage in aviation activities and shield our membership base from these challenges.

Our fellow sporting orgs are no different and are facing similar challenges. It is no secret that some organisations are reviewing their insurance policies in an effort to reduce costs, while others are facing regulatory barriers that increase their cost base in other ways. We are no different and are constantly trying to find the balance between protecting our members’ rights and minimising the impact of costs passed through to members. It is a delicate act, and one that takes an incredible amount of effort to ensure we achieve the right outcomes. I look at the Chief Commissioner of the ATSB, Greg Hood, moving on and wish him the best in whatever endeavours he engages in over the coming years. He has been a good, stable leader and a good friend to us all. Equally, I look to the political parties, more specifically the transport portfolio that oversees aviation, and hope that the outcomes in this area are all positive. And we very much look forward to forming a positive and constructive relationship with Pip in her new role. We have a great deal of faith that she can lead CASA through its next phase. Despite all of these changes however, one thing remains unchanged; our unwavering dedication to furthering the interests of aviation in Australia. As the country’s largest cohort of pilots, aircraft owners & operators, flying schools and aero clubs, we will always be in the corner of aviators across the nation and fighting for their rights Australia-wide. That is one thing that won’t change.

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S P O R T P I L O T / F R O M T H E C E O

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CONTINUING TO IMPROVE It’s now been eight months since I joined RAAus and I can honestly say that it’s been eye-opening – in a good way. The level of professionalism displayed by our members and, in particular, our flight training schools, continues to impress me. Just as impressive is when I’m out and about at airfields and see the tremendous range of aircraft our members operate, the engineering skill demonstrated by our amateur-built aircraft owners and the will of members to improve operational and safety performance, whilst still keeping it simple. This is why RAAus is truly great! One of the areas I would like to improve is our safety reporting culture. Safety reporting allows us to learn from others, and for initiatives such as formal education programs or technical support services to be developed. I’m not just talking about pilots reporting safety occurrences. It’s equally as important for maintainers or aerodrome operators to make reports. Over the years, I’ve worked in some fairly complex aviation organisations that have lived and breathed safety culture. These organisations still had all the issues we normally see in large organisations, such as “interesting” relationships between the “workers” and management. But the common thing with these organisations was a solid foundation of Just Culture. This no-blame philosophy doesn’t mean that

if you make a mistake you simply report it and then walk away scot-free. It means that the Safety Management System (SMS) kicks in to support those affected and to learn from the occurrence, whilst more broadly applying these lessons to the wider industry, thus improving safety. Safety reporting is vital in ensuring our SMS works effectively and for this reason, RAAus does not take punitive action where a report has been put into the system because someone has made an honest mistake. If someone is wilfully breaking the rules, well, that’s a different story. We operate with an ethos that 99.99% of folks out there want to do the right thing, but that sometimes it doesn’t work out that way. Safety reporting is simply about all of us learning from each other to improve safety outcomes. So the next time you have a bird strike, do a heavy landing, find corrosion, or see something that’s not quite right, pop a report in the RAAus Occurrence Management System (OMS). You have it from me that our focus is solely about safety improvement. You will have received an E-news back in June outlining our plans for the coming financial year, including advice that some of our fees have increased. We recognise that this is unwanted news, but I would like to assure you that we’re taking steps to minimise expenditure and to implement organisational efficiencies, all of which aim to slow the rate of future fee increases.

MATT BOUTTELL CEO 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. ceo@raaus.com.au

Importantly, having compared RAAus fees both within our industry and with other non-aviation leisure activities, I’m confident that we continue to provide great value to our members, and that we will continue to make sure this remains so. In lighter news, I’m really excited about the coming 12 months regarding the activities we’re planning for our members. Our Let’s Get Flying campaign aims to create another reason for us to go flying and to come

Having delved deeply into this issue, I can say with confidence that our Privacy Policy, as published on our website, is compliant with the requirements of the Privacy Act 2007. This has been tested with the Office of the Australian Information Commissioner on several occasions. Notwithstanding this, your voices are heard loud and clear. We are certainly looking at alternative ways to both demonstrate the value that our operations bring to local communities when we fly-in,

“ One of the areas I would like to improve is our safety reporting culture.” together as a community. These regularly organised fly-ins around the country will enable you to meet other like-minded people, ask RAAus staff questions, and support our affiliated clubs. It’s great to see the response to our call-out for members to showcase their aircraft, so thanks to those that responded. We’ll also be continuing with our educational programs for members, including focused forums for our higher approval holders. Finally, I’d like to address one of the most common pain points raised by members, and that’s about airport landing fees. There has been concern over recent years that we do not have the authority to share aircraft owner information with aerodrome operators for the purposes of charging landing fees.

and to do such things as publish the details of RAAusfriendly aerodromes that have good facilities, easy transport into town and that are either free or incur a small landing fee. I would like to give a shout out to those members that have raised these matters with me, because each of them has done so respectfully, with a drive to resolve the matter, and by putting forward possible solutions. This will continue to be a live issue that we will work through, but I trust these initial steps will go some-way towards addressing members’ concerns in the interim. I hope to see you at one of our fly-ins later in the year!

SPORTPILOT / NEWS

NEWS

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Topaz!

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

RAAUS INVITES MEMBERS TO 2021 AGM The AGM will be held at the RAAus Office, 3/1 Pirie St Fyshwick on Saturday 6 November 2021. The meeting will also be live broadcast to RAAus members. In-person attendance at the meeting will be subject to any Commonwealth or ACT health orders in place at the time of the meeting. Members are advised to monitor the RAAus website for more details closer to the date. The closing date for motions is 5:00pm AEDT Thursday 14 October 2021. Motions must be emailed to admin@raa. asn.au or posted to RAAus PO Box 1265, FYSHWICK ACT 2609. This closing date allows RAAus to then notify all members of any resolution within the required 21 days of the meeting. Motions received after 5:00pm AEDT Thursday 14 October will not be considered. Any motions put to the membership shall be published in accordance with the Corporations Act 2001 and the RAAus Constitution. Members will be afforded the opportunity to vote according to the rules governing such matters.

1. 2. 3. 4. 5. 6. 7. 8. 9.

Opening of the meeting Receipt of apologies and proxies Confirmation of quorum Declaration of the result of the election Minutes of last Annual General Meeting Business arising out of the minutes of the lastAnnual General Meeting Voting on any motions put to the meeting Presentation of Annual Reports • Chairman (see annual report) • Audited Financial Reports (see annual report) • CEO (see annual report) Close of Annual General Meeting

Following the AGM, a member’s question and answer forum may be held.

“GREEN” JET PACKS ON THE HORIZON? JetPack Aviation (JPA), developer of the world’s first FAA-certified personal turbine jet pack, has announced a cooperative supply agreement with Prometheus Fuels Inc., inventors of the Titan Fuel Forge, which makes zero net carbon “fuel from the air”. In what seems like something straight out of Star Wars, the Prometheus Titan Fuel Forge is said to reclaim atmospheric carbon through a proprietary process that strips CO2 molecules from the air and “energizes” them into hydrocarbons which can be made into any type of fuel. JetPack Aviation has committed to using the Prometheus Titan Fuel Forge on its entire fleet of JetPacks and in development of its new Speeder™ aircraft. Will we see these “green” jet packs any time soon? The inner child in each of us is surely crossing their fingers.

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FOXBAT AUSTRALIA CHANGES HANDS On 1st July, Albury-based aviation company Smartair formally took over Australia’s Aeroprakt dealership, responsible for distributing and supporting the everpopular Foxbat, Vixxen and Kelpie aircraft types. Foxbat Australia, founded by Peter Harlow in 2001, has become synonymous with competitively priced, rugged, reliable and easy-to-fly STOL aircraft in Australia. Tristan Mol, the new face of Foxbat Australia, is excited to continue to grow the community of Aeroprakt owners in Australia. “I’ve been a great admirer of Foxbat aircraft for years and when the opportunity came up… it was a chance too good to miss,” Mr. Mol said. “We are enthusiastically planning to build on the substantial foundation of almost 250 Aeroprakt aircraft in Australia and will continue to provide prompt, expert and friendly support.” “Marketing and supporting Aeroprakt Aircraft in Australia over the last 20 years has been a fantastic experience,” said outgoing CEO Peter Harlow. “I’m excited for Tristan, his family and colleagues at Smartair, who I’m sure will bring a great mix of youth, enthusiasm and many years of aviation experience to lead Aeroprakt and Foxbat on to even greater success in Australia.”

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SPORTPILOT / NEWS

ALPHA ELECTRO BREAKS RECORDS Slovenian company Pipistrel, makers of the all-electric Alpha Electro aircraft, have teamed up with Adelaide-based Eyre to There Aviation to shatter several flight records, including Longest All-Electric Flight. From 19th – 28th June, the Pipistrel Alpha Electro flew 730nm, demolishing the previous world record of 405nm. Departing from Parafield Airport, Eyre to There Aviation’s pilots David Bradshaw and Catherine Conway made an 18-stop round trip of SA, before touching down victoriously at Adelaide Airport. The team also set a slew of other electric aviation records, including Longest Over-Water Flight (16.6nm), Furthest Distance Over A 24hr Period (178nm) and Fastest Speed Between Waypoints (96kn), Pipistrel said. “It’s been a mammoth effort by everyone involved to achieve this incredible feat,” said Managing Director of Eyre to There Aviation, Barrie Rogers. “It has gone a long way to proving the endurance and reliability of the Pipistrel Alpha Electro plane.”

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Learning to fly is an exciting journey RAAus offers: • The most simple and affordable pathway to achieving your pilot certificate in Australia • Access to a modern fleet of safe aircraft with over 3200 aircraft registered with RAAus • Over 160 Flight Training Schools across Australia • Access to flight training for anyone interested in flying, whether you’re 14 or 80! • Scholarships for aspiring pilots learning to fly

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SPORTPILOT / EVENTS

EVENTS

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CHECK OUT THE FLY-INS, AIRSHOWS & MORE HAPPENING AROUND THE COUNTRY

Around the nation, events are popping up on our calendars again! From small fly-ins to large-scale airshows, check out what’s coming up over the next few months. Events may be subject to COVID-safe restrictions; please check prior to attending. If you or your club has an event you would like to advertise, please send the relevant information to editor@sportpilot.net.au Hunter Valley Airshow. Credit: Jayden Laing – Aviation Photographer

HUNTER VALLEY AIRSHOW The Hunter Valley Airshow provided an exhilarating weekend for all attendees. The weekend provided varied and sometimes challenging skies at Cessnock Airport, less than an hour from Newcastle and only two and a half hours from Sydney. Over the two days, spectators and participants alike were treated to appearances by the Royal Australian Air Force, the Sky Aces and Paul Bennet’s Airshow team, Jackson “Jacko” Strong and the Hot Wheels stunt team featuring Matt Mingay.

BURNETT FLYERS FLY-IN Review by Ralph Percy The flying weather was perfect at Angelfield Airstrip, Murgon, Queensland as 45 aircraft, including one helicopter, turned out for a great day. There were 85 COVID-safe breakfasts served at the Burnett Flyers’ April YMRG breakfast, and 18 joined us for dinner and an aviation movie on the Saturday night beforehand.

CENTRAL COAST AIRSHOW The Central Coast Sky Surfers (CCSS) were one of the many groups exhibiting at the inaugural Central Coast Airshow at Warnervale. Leading the charge was the debut display by the RAAF’s F-35A Lightning II, with an appearance by the Air Force Roulettes. The insane aerobatic displays continued with performances from champion pilot Paul Bennet in his Wolf Pitts Pro and one of Australia’s favourite aerobatic formation groups, The SkyAces. The airshow also featured a roster of rare and unique warbirds, and special guests, including Matt Mingay and his Hot Wheels Stunt Team. There was also a heart-stopping stunt involving freestyle motocross daredevil, Jacko Strong, with a high-performance aerobatic plane and a huge ramp. Street food, local markets and amusement rides rounded out the extensive entertainment options at the event.

WINGS, WHEELS & WINE 2021 | MUDGEE A partly cloudy Sunday saw the Wings, Wheels & Wine – Mudgee present yet another jam-packed airshow, with a stack of tyre shredding vehicles, formation flying, and a motorbike backflipping over a high-speed aerobatic plane to name a few. And of course, it wouldn’t be Wings, Wheel & WINE without some of Mudgee’s premier wineries showcasing their produce.

HASTINGS DISTRICT FLYING CLUB ‘COME FLY WITH ME’ OPEN DAY Review by Rod Davison (condensed) Following flooding rains, the weather gods finally smiled upon Hastings District Flying Club for their 2021 Open Day. The Open Day provided the perfect opportunity for the club to officially open their recent hangar restoration. A perfect day of aviation indulgence creating a better community awareness of our club and activities.

2021 SPAA WHITSUNDAY FLY-IN & DINNER Review by David Geers (condensed) The fifth biennial Seaplane Pilots Association conference was held in April this year. We were able to exceed attendance expectations with 73 people attending. SPAA would like to thank everyone who was able to attend and we are all looking forward to seeing you at the next one in 2023!

OZ-STOL 2021 Review by Phil Pluis (condensed) Around 50 aircraft attended Oz-STOL at Luskintyre Airfield, with arrivals on the Friday. The Saturday saw 28 eager pilots compete for honours across Light Sport, Light Touring, Bush Experimental, Heavy Touring and Biplane categories. The day’s flying was closed by Paul Bennett with a demonstration of the capabilities of his Wolf Pitts Pro. Everyone had a great night with the band playing till midnight and many stories being told around the fires. The BBQ fired up on Sunday and the coffee machine ran at a hectic pace. As the fog cleared, Oz-STOL Luskintyre 2021 came to an end. Plans are underway for the QLD Oz-STOL round to be held later this year with a location and dates to be confirmed. As the sport continues to grow in 2022, we have plans for three rounds with the addition of a Victorian round to be held at a private airpark.

Presentation Night at Oz-STOL. Credit: Phil Pluis

SportPilot would like to thank everyone who submitted event reviews and photos. To read full event reviews, please visit the SportPilot website.

UPCOMING EVENTS 1st August 2021 Recurring first Sunday of every month Wagga City Aero Club BBQ

18th September 2021 Tocumwal Airshow

waggacityaeroclub.com

tocumwalairshow.com.au

The Wagga City Aero Club run a BBQ and Flying Competitions on the first Sunday of every month, commencing at about 12pm.

The Tocumwal Airshow returns, showcasing the aviation history and heritage of Tocumwal and celebrating the Centenary of the Royal Australian Air Force.

7th August 2021 Recurring first Saturday of every month Isis Flying Club Meet

9th – 10th October 2021 Temora Aviation Museum October Weekend Showcase

The Isis Flying Club are a friendly bunch of home builders and owners of ultralight and light GA aircraft. The club will be celebrating 30 years in September 2021.

The Temora Aviation Museum’s October Weekend 2021 Aircraft Showcase event will feature all serviceable aircraft from Temora in the RAAF Heritage collection.

facebook.com/isisflyingclub

aviationmuseum.com.au

8th August 2021 Recurring Oct 10th and Dec 12th Burnett Flyers Breakfast Fly-In

16th – 17th October 2021 Brisbane Airshow

burnettflyers.org

Set in the Brisbane Valley, the Brisbane Airshow has one of the world’s most stunning backdrops. Dedicated to the men and women who served in our armed forces.

15th August 2021 Riverland Sport Aviation Club Fly-In Breakfast

30th October 2021 RV Aircraft Association Australia Fly-In

Fly in for a hearty breakfast served at 7:30am with plenty of freshly brewed coffee and tea.

Enjoy breakfast with the Riverland Sport Aviation Club. 8:30am at the Renmark Airfield, South Australia (YREN).

facebook.com/RSARiverland

27th August 2021 Recurring last Friday of every month Top End Flying Club Social BBQ

Everyone is welcome to the Top End Flying Club social BBQ.

1st November 2021 Tumut Valley Fly-In

The Tumut Valley Fly-In, held at Tumut Aerodrome by the Tumut Aero Club, encourages pilots to gather at one of the most beautiful regions of the country to discuss aviation and share their individual passion for all things flying.

tumutaeroclub.org.au

13th – 14th November 2021 Wings Over Illawarra

Wings Over Illawarra is Australia’s largest annual airshow and is held in the Illawarra on the NSW south coast, just over an hour south of Sydney.

wingsoverillawarra.com.au 23rd-24th April 2022 West Sale Airshow

brisbaneairshow.com.au

All RV flyers are encouraged to attend the launch meeting of the RV Aircraft Australia Association (RVAAA), held at the Echuca Aero Club at 1000 hours. This will be the largest gathering of RVs in one place in Australia’s history. Be there.

alancarlisle@optusnet.com.au

Fly-in or drive down for a great new airshow featuring RAAF Aircraft, flying displays, aerobatics, static aircraft displays, demonstrations, food trucks, model aircraft & a classic car show. RAAus meet up, BBQ and gathering.

tefcnt.weebly.com

SPORTPILOT / FE ATURE

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Feature

I S S U E

WHAT A JOURNEY IT’S BEEN Just over a decade ago, in May 2011, a new publication hit the shelves of newsagents and the letterboxes of RAAus members. That publication was SportPilot, a new members’ magazine for the RAAus community. SportPilot was conceived to bring enjoyable and informative stories to current pilots, and to introduce our form of safe, affordable and exciting aviation to more potential flyers. Over the years, SportPilot has been in the hands of multiple editors, undergoing several makeovers and changes to print runs. A lot has changed, but one thing has stayed the same; the dedication of our readers. Over the course of the last 100 editions, more than 1,000 stories, articles and letters to the editor have been published, each one sharing an important insight into the incredible world of aviation from those who love it most. Take a look back at the last 100 editions with us. Read, reminisce, and celebrate the community that has made this publication what it is today. The last 100 editions have been a blast, here’s to 100 more!

S P O R T P I L O T / F eature

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ONE OF THE WACKIEST

Flying High CAO Amendments

Pilotoletalk Mick Po

endments became the long awaited CAO am April 15, 2011 effective at midnight on

operations manager

pick up your RAWHAT you need to do is bedside table, the from ual man Ops Aus contained as y entl curr s CAO the remove n you should The k. bac the at appendices On the open. site web Aus RAget onto the the amendto link a see ing page, you will and see what ed CAOs. Download them changes have been made. by 95:55, Most members are affected nges have been cha e sam the ally enti ess but as well, (except made to 95:32 and 95:10 vant to 95:10). rele not is e eas the weight incr

se: The weight increa the weight has

Other operational changes: Elts: the carriage of an ap-

1. The exemption to oved from the proved ELT has been rem s 95:55 and CAO to s ent current amendm such as those 95:32 (single seat aircraft from the carunder 95:10 are still exempt in Exemp3.2 riage of an ELT). Paragraph tions now states: a flight that is to 3.2 Except in the case of ius of 50 miles rad a in with lly who e take plac 2-place aeroa t, poin re artu from its dep lies may be app er Ord plane to which this flown only if it carries: approved port(a) an approved ELT, or an

Continue reading at bit.ly/3B8hkcO

a height of 5,000 plies, may only be flown at l or higher if it is leve sea n feet above mea radiotelephone ble icea equipped with serv qualified to use it. equipment and the pilot is some signifiParagraph 8.5 also has , this to ce can ch this Order ap8.5 An aeroplane, to whi at a height of n flow be only plies, may level or higher sea n mea ve abo 10,000 feet l issued unrova app an in accordance with der paragraph 9.3. 0ft provided So we can now fly up to 9,50 irements above requ the ts mee raft airc the the particular and the requirements of g. flyin are we h whic in e pac airs of Class For example, there is a lot For this ve. abo and t 00f 8,5 E airspace d a working airspace you will also nee r, as well as and calibrated transponde a VHF radio. tation not Also note the 9,500ft limi 9,500ft is e aus Bec ? Why t. 00f 10,0 ude. (If you the highest VFR cruising altit you had , this by n mea I t wha don’t know r instructor). better have a chat with you t who will get I know of one RA-Aus Pilo forwarded to a “Please explain” letter Natfly above him after flying home from you wish to if nt, orta imp is It t. 00f 5,0 w the rules kno you t, 00f 5,0 ve fly abo , too, may you or e ther up ly which app receive a letter. h 7.2, the 3. 7.1 (c) subject to paragrap r a body n ove aeroplane must not be flow ance from a of water at a horizontal dist e than: mor of area ing land able suit 25 nauthan ter grea (not e anc (i) the dist it with the Ausglide in ster can e regi to plan d aero nee the t you , tha one ity (AMSA). tical miles) hor Aut ety Saf e or itim re; Mar tralian of engine failu be done on their case h occupant (A requirement) This can (ii) 25 nautical miles — if eac raft caru/ ov.a sa.g .am ons eac ://b et and the airc jack life a website at: http ring wea is information into communication Or type in AMSA Beacon ries a serviceable radio referred to in ent ipm equ the “search” on the internet. and system (b); or (a) 3.2 ph : subparagra Flight conditiontnscha to anyone nge is to the limiThis is an important change g Island 2. The other significa Kin or s der orFlin imp ia, fly, or more flying to Tasman The tation on the height we can 0ft restriction. off the southern end of Australia. g tantly, the removal of the 5,00 flown 5,000 to KinTalk Take ange look at Mick Poole’s to fly legallyPilot you ws allo be now may e cha 7.1 (a) the aeroplan d provided each in nlan mai only er the high or from l nd leve fromIslathe very first issue of SportPilot. feet above mean sea 8.4; accordance with paragraph ed P53 >> Continufrom aper The recent MTOW increase Ord this ch 8.4 An aeroplane, to whi

ISSUE

lation 252A of able ELT, as defined in regu or 8; CAR 198 con that has (b) a personal locator bea with such use for A CAS by d been approve an aeroplane. seat aircraft So RA-Aus registered two ius of 50 miles which are flown outside a rad comply with must from the departure point, you need an apds, wor r othe (in A CAR 252 A for a list of 252 CAR to er Ref ). proved ELT be one of to ds nee It s. con approved bea already you If s. ELT z MH the new style 406 ut to purchase own one and or are now abo

As you will notice the board increased to 600kg across aircraft) for e orn erb wat for 0kg (65 . For full de95:55 and 92:32 aircraft r’s report. age Man h Tec the tails, read motion Take note. An important nt RA-Aus was passed at the most rece board meeting in February. seat airMotion: That existing two MTOW will our t mee not do t tha t craf eptable for not be deemed to be acc t has to sea ond sec the if registration limitaght wei the t mee to be removed tion applition. Additionally any registra ch has whi cation of an existing aircraft on program undergone a weight reducti acity of 90 must have a usable fuel cap d. ude incl t pilo s, minute ns on this Again, if you have questio r. age Man h Tec the issue, refer to

/JUNE 2011 16 | sport Pilot | MAY

ISSUE

Easily one of the more “out-there” aircraft to ever grace the cover of SportPilot, the FK14 LeMans is a variant of the German-built FK14 Polaris that does away with the traditional bubble canopy, replacing it with two side-by-side “roadster-style” windshields. Eye-catching, sleek and sexy, this 1950’s sports car-inspired plane never really found a footing in the mainstream market. A shame!

WHERE IT ALL BEGAN

545kg to 600kg was the hot topic of the time, a move that helped to considerably expand the RAAus membership and open up a wide variety of aircraft to RPC-holding pilots.

feature

The plane had lost just 1mph over all these years A classic

work was very evident to me when, in the company of Suncoast Cooloola Flying Pty Ltd CFI, Jennifer Beck, I had the opportunity to look plane had lost just over the little planeThe at Gympie. over all these years It’s a big step 1mph up onto the Ercoupe wing and an even bigger one down onto the seat protecby Rob Knight tor before finally reaching the floor. The seat E was soft and, as I settled into it, the sill of the open sliding window came almost level with my shoulder. A quick look showed an alarming lack of rudder pedals – there was just a single brake pedal on the floor. The panel displayed a typically 1940s grouping with the flight instruments located centrally. The two control half-wheels looked like something from a WW2 movie. The central throttle was slightly higher than usual, but not badly placed, and below it was the yellow-handled, ratchet locking, hand-brake – ISSUE # straight out of a 1940s automobile. The 415c has a main fuel tank in each wing restoration ofinan ERCO >> No rudder pedals, just a This brakeincredible pedal and a header tank front of the cockpit, which gravity feeds the Continental engine. The 415-C Ercoupe graced our pages in C85 Issue header tank is constantly filled from the mains 10. Originally by built in 1946, this Ercoupe a mechanical pump. The header cap has a was restored by Marsh,and theapresident fuel Ward level indicator falling reading indicates either a pump failure or of the American EAA before finding itsempty way mains. A full header tank has enough fuel for about an to Queensland. hour’s flying.

CLASSIC RCOUPE 24-7986 could be described as a classic, classic aeroplane. In spite of its modern appearance, the first Ercoupe was the creation of Fred Weick, an early US aviation design engineer and companion of both Charles Lindbergh and Amelia Earhart. While working for the National Advisory Committee on Aviation (NACA), Weick specialised in drag reduction and the design of aircraft safety features, winning innovation awards in both fields. Later, in 1957, Weick joined Piper where he was a co-designer for the Pawnee and Cherokee lines. In 1940, Weick was working for Erco (the Engineering and Research Corporation) trying to produce a

FOR RECREATIONAL PILOTS

24 Sport Pilot .

simple, safe, and robust little aeroplane incapable of spinning. The result was the ERCO 415, an all metal aircraft with side-by-side seating, vertically sliding cockpit windows (doors), a tricycle undercarriage, and twin rudders interlinked with the ailerons to prevent even deliberate spin entry. Ercoupe 415c, S/N 727, exited the ERCO factory doors in Riverdale, Maryland, on March 12, 1946 as NC93404, and over the next 65 years it flew just 1420 hours. Age eventually caught up with it and it was rebuilt in 2002 by Ward Marsh, the President of the American EAA. The aircraft has since come to a new home in Queensland. Ward’s excellent restorative

. Sport Pilot 23

>> No rudder pedals, just a brake pedal

24 Sport Pilot .

FOR RECREATIONAL PILOTS

A CLASSIC INDEED

FOR RECREATIONAL PILOTS

work was very evident to me when, in the company of Suncoast Cooloola Flying Pty Ltd CFI, Jennifer Beck, I had the opportunity to look over the little plane at Gympie. It’s a big step up onto the Ercoupe wing and an even bigger one down onto the seat protector before finally reaching the floor. The seat was soft and, as I settled into it, the sill of the open sliding window came almost level with my shoulder. A quick look showed an alarming lack of rudder pedals – there was just a single brake pedal on the floor. The panel displayed a typically 1940s grouping with the flight instruments located centrally. The two control half-wheels looked like something from a WW2 movie. The central throttle was slightly higher than usual, but not badly placed, and below it was the yellow-handled, ratchet locking, hand-brake – straight out of a 1940s automobile. The 415c has a main fuel tank in each wing and a header tank in front of the cockpit, which gravity feeds the Continental C85 engine. The header tank is constantly filled from the mains by a mechanical pump. The header cap has a fuel level indicator and a falling reading indicates either a pump failure or empty mains. A full header tank has enough fuel for about an hour’s flying.

Start up is simple. Brakes on, radio off, fuel valve onto “header”, mags on both, clear prop and pull the starter knob on the panel. With the engine running smoothly, Jennifer made the radio call and we taxied. Here was the first challenge; after 51 years steering aeroplanes around on the ground with rudder pedals, I now needed to steer it like a car and the change was surprisingly difficult. It was also heavier to steer than I had expected. After running-up the motor, the pre-take off checks were simple. The Ercoupe has no flaps and an automatic mixture control, but there are a couple of unique aspects to the pre-takeoff ritual. The sliding windows need to be raised to improve performance, and only the elevator can be checked for full and free movement – the interconnected rudder prevents the ailerons being moved unless the aeroplane is rolling or flying. The take-off renewed the challenge of using the control wheel to keep the aircraft straight. I ignored the heaviness of the wheels and mentally drove the aeroplane like a car along the centreline. It became easier as the plane accelerated. This is no STOL aircraft, and it was a good distance down the runway when I finally reached the 60mph needed for rotation. Firm back pressure eased the nose up and we were airborne. On Jennifer’s advice, I set an attitude for 80mph and we climbed out at a steady 450fpm. Now that we were flying, the controls were lighter and the aeroplane was stable in all axes. I noticed the balance ball was glued between the goal posts, the twin tail fins eliminating the slipstream effect normally felt against a central keel surface.

FOR RECREATIONAL PILOTS

. Sport Pilot 25

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S P O R T P I L O T / F Eeature ATURE

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Yoshi Tanabe’s Dragonfly s ’ t t tle

r a B Roy cel r a ur M h t r by A

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THE SPIRIT OF RAAUS A quirky little build that epitomises the RAAus mission, Roy Bartlett’s Tipsy Nipper was designed to bring the joy of flight in the most affordable way possible. Check out this incredible story of a man that never stopped tinkering, continually improving his pride and joy.

IKIPEDIA describes the Tipsy Nipper T.66 as a light aircraft, developed in 1952 by Ernest Oscar Tips of Avions Fairey at Gosselies in Belgium. It was Mr. Tips’ intention to create an aeroplane which was easy to fly, cheap to buy and even cheaper to maintain. It was designed for both factory production and home building. “Nipper” was the nickname of Ernest’s first grandchild. The first aircraft flew on December 12, 1957, with test pilot Bernard Neefs. It had an open cockpit, a length of 4.56 metres, a span of 6 metres and a range of 400kms extendable with tip tanks to 720km. Wikipedia goes on to describe the aircraft as having a welded steel tube fuselage and rudder, with a wooden

N 2010, I flew down to the first Temora NATFLY via Moree where I joined the bowser queue behind two Japanese pilots, one by the name of Koji, who was in a Jabiru 200, and the other by the name of Yoshi, who was flying the strangest looking light aircraft I had ever seen. It turned out to be a Dragonfly, and the owner/ pilot was Mr Yoshihiro Tanabe. Yoshi had come all the way from Osaka, Japan; however, he did the first leg of his trip as a passenger in a Boeing. Yoshi spends a lot of his life in Boeings. He flies them for a living. He is B747-400 captain with ANA, the second of Japan’s two national

carriers (the other is JAL). He was trained by the Japanese Self-Defence Force but he didn’t enjoy the military system. However, he loves Australia, and manages to make it here four or five times every year. He keeps his aircraft in Peter Pretorius’ hangar at Caboolture. Dragonflies come in either Mk I, Mk II or Mk III versions. Yoshi’s is a Jabiru 2200 powered Mk II version. This designation refers to the configuration of the landing gear. The original Mk I had its main wheels mounted at the tips of the carnard wing, which was very drag efficient but caused problems with narrow taxiways and also created some structural problems. The MK II had

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the main wheels still on the carnard, but moved inboard to about the halfway point (there is also a MK II-H arrangement with a hoop style main feature gear). The MK III uses a conventional tricycle arrangement. Yoshi had just bought his Dragonfly when I met him on the way to Temora. I remember he was having some trouble starting the motor and commented on the lack of compression. Not long after Temora, Yoshi took the plane to Jabiru in Bundaberg to have the motor checked and was advised to donate the motor to a museum. The aircraft was built in Adelaide by three partners and first registered in 2005. It was

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and fabric covered wing, tailplane and elevator. It weighs 165kg without an engine. Early aircraft were equipped with a 40hp Stamo VWengine with later types using either 40hp Pollman-Hepu or 45hp Stark Stamo engines. The Nipper is a mid-wing design. Entry and exit require the unlatching of a small wing panel on the left hand side of the cockpit. The plane is stressed for aerobatics (+6, -3g) and is fully certified. It is rated for up to eight turns in a spin. The stalling speed is 32kts with power off and Vne is 127kts. Some aircraft are fitted with tip tanks which give an extra 1.5 hours range (up of 4.5 hours and 390nm). According to Ron Chappell of Sydney (RA-Aus website), there are only

NOT QUITE A BIPLANE Have you ever come across a Dragonfly in the field? might be the answer. Certainly, this works in other slippery air- >> Yoshi and his exotic Thisairbrakes fantastic four-winged contraptionlooking wasDragonfly featured in Issue craft without (like Sapphires). Yoshi says the usable fuel in his plane is 65 litres and his at Gympie. Inset, Hiromi,with who was 18 and belonged to Yoshi Tanabe, a pilot Japan’s All cruise fuel consumption is 13.5 litres per hour. His cruise en- fond of rainbows duranceNippon (with no reserve) is therefore 4.8 hours (65/13.5); Airways and a lover of the weird and wonderful. however, he plans on 60 litres and 15 litres per hour, giving TheofViking Dragonfly two-seater, him a range roughly 400nm. To allowisforathe unexpected, tandem wing aircraft, he never plans legs greater than 300nm. He was told by designed by Bob Walters and first flown in 1980. Rod Stiff (Jabiru) that the optimum altitude for the engine is 8,500ft (density altitude), so for long distance navigation, he checks both temperature and winds to determine his best altitude. Yoshi normally flies alone, so there is no problem with

Yoshi normally flies alone, so there is no problem with luggage space >> Roy has given the Nipper a complete overhaul

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FOR

by Arthur Marcel

luggage space. If he takes a passenger, the only available space is behind the seats and this is limited. Yoshi is married to Kimiko and they have a 35 year old son, Yoshito. Their oldest child was a daughter named Hi40 Sport Pilot . FOR RECREATIONAL PILOTS romi, who tragically died from cancer seven years ago at RECREATIONAL PILOTS . Sport Pilot 29 just 30 years of age. Yoshi told me Hiromi loved Australia very much. She was particularly fond of Manly Beach on Sydney’s north shore. When Hiromi died, Yoshi and Kimoko sold soon after to a doctor in Coffs Harbour from whom Yoshi donated a memorial seat in her name to Manly City Council. bought it in 2009. As already noted, it is quite a slippery air- The seat is set on the top of a hill overlooking the beach. craft. This is fine for cruising, but presents approach and land- Hiromi was also very fond of rainbows, so Yoshi and Kimoko ing challenges. Yoshi has put thought into devising an airbrake spread Hiromi’s ashes from the Dragonfly over the water off system. Due to the carnard configuration, the plane will not Rainbow Beach, Queensland.

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readers' stories

Drifter sets new record

by Norm Sanders

ERY few instructors look forward to the circuit phase of pilot training. Up and down, up and down, with the occasional moments of terror to keep them from falling asleep. Tim Howes is one pilot who doesn’t mind circuits at all. He’s just completed 122 of them in a single day to set a new Australian record. He achieved the feat in a Rotax 503 powered Drifter at a grass airstrip near Tatham in the Northern Rivers of NSW on Saturday, May 4. The previous record stood at 102, set in a Beechcraft Musketeer. Tim topped that mark about 3pm and was going so well, he decided to add 20 more to the total to raise the bar for whoever follows him. Tim said, “It is a great feeling to know the record is now not only held by an RA-Aus registered aircraft, but by one true to its origins, a good old rag and tube Drifter. “With the recent loss of Wayne Fisher, Drifter aviation has taken a real kick in the shins, but hopefully this will remind all the Drifter drivers out there that we are still going strong and there is plenty of future in these great little aircraft yet”. There was more to this effort than just setting a new record and commemorating his friend and mentor, Wayne Fisher. Tim was also raising money and awareness of the plight of racing greyhounds. Tim inherited a retired greyhound from an organisation called ‘Friends of the Hound’ a while back. Friends of the Hound was established to find homes for as many of the 20,000 greyhounds put down every year after their racing careers end. Greyhound owners are universally enthusiastic about the dog’s gentle nature. So far, Tim’s record flight has raised $3500 for the cause. Safety was paramount at the 500-meter long airstrip which cuts through a cane field. Spectators and crew received a full safety briefing upon arrival. Officials wore hi-vis vests when working near the runway. One person was stationed near the touchdown point to photograph each landing when all three wheels were firmly on the ground. A licenced safety pilot watched for traffic and monitored the radio on the local CTAF frequency. Another safety pilot also checked as Tim climbed

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MR. PRESIDENT

>> Computer gen image In May 2014, SportPilot saw its first column fromofnew the new aircraft under president Michael Monck. Still tirelessly fighting at theconstruction

helm of the RAAus community to this day, Michael’s achievements while president have been near impossible to count. This edition’s From the President is Michael’s 67th report in SportPilot as president, an incredible feat indeed!

ROTAX GOES SPORTY

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THE manufacturer of Rotax engines, BRM of Austria, has released a new version of its 912 series engine, President’s Report michael monck ISSUE # the 912 iS Sport. michael monck The most noticeable feature of the new powerplant is a bigger airbox. The Exciting times >> GR912 company says the newly designed intake boosts fuel efficiency by up to 30 percent THIS is my first column as President and, while I the requirements of the Federal Government’s things that they themselves not do. Weat have compared with the do 912 ULS economy have only been in the role for a couple of days, I program to cut red tape (www.cuttingredtape. argued against inspections, not only because cruise settings and by around 10 percent We are trying can assure people it has been a pretty exciting gov.au) and is working to comply with the 10 there is no demonstrated safety benefit, but also to pre-empt thewith problems of the principles outlined as part of that policy. period! We are still dealing due a lack of resources required to do so. The at tofull throttle. past, as wellchallenges as trying towe get ahead of things and Two things became apparent during this response to date has been one of take it or leave will face over the It also increases torque, allowing better pre-empt some of the challenges we will face meeting. Firstly, no assessment of the costs as- Continue it. This contrasts with statements from the curreading at bit.ly/3B7bad9 coming years climb rates and shorter take-off over the coming years. To this end it is worth sociated with imposing biennial inspections was rent Director of CASA during the same meeting. runs, mentioning a couple of points. carried out and we still haven’t been presented Whenproviding confronted with a safety issue con-efficiency while even better fuel We have struggled with many issues around with a solid safety case clearly demonstrating cerning unmanned aerial vehicles conflicting and higher cruise speeds. maintenance training in recent years and have with firefighting aircraft during emergencies,LOOK the SPORTING A NEW made commitments to CASA about implementDirector statedsays that they do anything Rotax thecouldn’t new engine delivers We are trying ing some sort of program. The framework of this about it because they didn’t have the resources 38% 70% better fuel efficiency The Rotax 912 series has been a staple is now in place and we hope to have something to do so. Essentially the same situation we findthan all the way to 500ft on downwind each circuit. concentrating on hitting the same patch of grass out to members shortly. This will enhance our to pre-empt the ourselves in. comparable competitive engines. The first take off was at 06:16 in the chilly, every time.” of theWeaviation community for decades. In skills as maintainers and will help us to fill gaps have followed up some of our concerns damp dawn. (9 degrees C. RH 99%) Landing Would Tim do it again if somebody beats his challenges we The Sport version also includes upin our knowledge in relation to looking after our directly with the Minister forvariant Transport, was Warrenadded to May 2014, another number 122 took place at 16:05 when the tem- record? “I really do hope someone beats it in the dated engine control unit (ECU) software to pride and joys. Truss, and have been invited to discuss these will face over the perature had risen to 28, quite a range to cope name of a charity, it is a fantastic fund raising On top of this we are still talking to CASA issues some more. The Minister is nowiS directly the lineup. The Rotax 912 Sport is a optimise performance. with in an open cockpit. The flying was done in opportunity. In fact the previous record holder about the implementation of an aircraft inspec- coming years aware of our role in aviation, the functions we The Sport’s dual-channel ECU the912, five shifts to give Tim regular breaks. A team of is already talking about doing it. But I would cerperformance-oriented version of is the tion regimen, which they are imposing on us. perform which would otherwise fall to a governWe have largely ignored our commitments in registered nurses monitored his physical condi- tainly consider going for it again as a chance to ment agency and the regulatory and 912 cost pressame hardware as in the iS but with towesignificantly improve fuel efficiency, the past - which has led us to this situation - and the benefits associated with the requirement.said sures currently face. tion during the day. He was also closely watched raise more funds”. new engine mapping to take advantage of now we are paying the price. But we are working This is a clear breach of the second principle I hope to have more information on any deby the safety pilots who were told to ground him If Tim Howes ever asks you to go flying with torque and includes an updated ECU. the larger airbox, which more air to to continue the conversation. of the above website which states “regulation velopments in this area shortly andallows will commuat any time they detected a lapse in his flying per- him in his Drifter, make sure you tell him you In April, we attended the Standards Con- should be imposed only when it can be shown nicate them via the RA-Aus website (www.raa. be drawn into each cylinder. Max continuformance. This was never necessary. want to go on a cross-country. Otherwise, you sultative Committee meeting in Canberra and to offer an overall net benefit”. With no cost in- asn.au) and Sport Pilot where time permits. Continue reading at bit.ly/3B7bad9 Eight hours flying circuits might sound pretty may end up doing a circuit, and a circuit and a ous power in the Sport has been increased we noted with interest that CASA is reducing formation and no demonstrable benefits, it is In the meantime, I look forward to crossing dull, but Tim says “I never really got bored. Firstly, circuit and… the level of regulation in certain areas. It was clear that while a net benefit is possible, it has paths withhp, members the cominghorsepower months and to 98 whileintake-off I was in a beautiful place to fly. Also, I was in consaid they are reducing the number of rules by not been shown. meeting the people who make our association remains some 3,500 or so which gives us hope. At one The second thing which became apparent what it is. the same at 100. stant radio contact with people on the ground. point it was noted that CASA is also subject to was the willingness of CASA to require us to do FlyIn safe. the US, Rotax announced the price of This really helped to center my attention and INTO THE stopped me from zoning out. I also And so the Ligeti Stratos was bornthe - first HARLES and Helena Ligeti came to iS Sport would remain the same as the have a real love of spot landAustralia from Czechoslovakia in 1977. as an idea, then as some concept sketches, 2013 price for theSTRATOSPHERE 912 iS and that current ing, so I kept my focus In those days, Czechoslovakia was part then as a flying model. The first model was a reIssue 34 also owners of the 912 iS engine wouldfeatured be able the over the day by of the USSR. Charles was a qualified Chemimotely controlled, fibreglass glider. The to test flyupgrade free ofstory charge (not including of one of the most ltralight pioneer, andshowed the all-important paintbut job.identifiedlabor) cal Engineer and soon found employment here Australian LightWing has ability, upkeep, style ing mixed results, severalto bring it up to Sport specifications. ambitious aircraft designs launched its latest model – the LightWing “This traditional method aircraft design is made to improve in that field. This was not his main interest, changes of which needed to be No information yet, if that deal also GR-912-LSA. expertly combined with our technological innovaever, and the Australian family however. Charles was an aircraft enthusiast lateral and directional stability. These changes applies to Australia. Theoncompany says the new high wing tail drag- tions”, a spokesperson “The glass cockpit, and Australia at the time was the doorstep weresays. incorporated on subsequent, smaller modbehind it. The Ligeti Stratos, is designed to integrate the features of the the VIP In-flight adjustable the ALW of a new era in amateurger aviation. Air Navigaels andprop, the issue was Heli-vue quickly solved. All these a tailless, boxwing aircraft tried95:10 and tested GR LightWing with the new low windows and dash, bigger optional amphibtion Regulation (exemption) was paving modelsflaps, were used to examine the theory of conwith a ducted prop in pusher wing Light Sportflight. Aircraft (LSA) SP range design the way for the rebirth of do-it-yourself ian floats, and big clear bubble doors which can nected wing tips and to experiment with differSETTING RECORDS It was a re-democratisation of aeronautics to had an inherent ability to thinkbeoutside and innovations ent orientations between upper and lower wings. easily the removed for great observation around configuration, was originally box the point of being able to design, build and op-the when Theschool.” goal was to achieve stable flight in yaw and The company says new model is focused or flying it came to design and itthe waspaddocks natural that Just another example of our members doing incredible things, conceived and built by Charles erate your own aircraft around with the of ofhesuper itsminimum initial concept strong super Thefootsteps. new aircraft roll, tookastowell theasairsafe for stalling the firstcharacteristics. BECAUSE of the timing of Easter this wanted to and follow in his father’s in May 2013, Tim Howes set a new Australian record for Total Ligeti in the mid-1980’s. This governmental oversight light and control. Experiments were conducted to the es-May edition rag and tube fabric covering, pilot ideas time and in March. Stay tuned for a review in aalso future Helena,keeping too, hadthe innovative insisted year, of Sport Pilot was Charles’ of father an aviator Circuits Completed at a whopping 122. Over the course 8 had been story tells tale of both tablish which types of control surfaces offered that their progressive andPilot. protection frameduring at its strongest andaviation lightest.projects This beedition of Sport compiled before NATFLY. Expectthe to see the Second World War, flying with the Hungarthe best potential for pitchless lift and sideslip ground-breaking. She suggested they investiprovides maximum benefits for safety, maneuverFor more information,www.lightwing.com.au. lots about it in the June edition. hours, Tim made history and raised money and awareness for Charles and his son Ron, who by Arthur Marcel

President’s Report 34

THIS is my first column as President and, while I have only been in the role for a couple of days, I can assure people it has been a pretty exciting period! We are still dealing with problems of the past, as well as trying to get ahead of things and pre-empt some of the challenges we will face over the coming years. To this end it is worth mentioning a couple of points. We have struggled with many issues around maintenance training in recent years and have made commitments to CASA about implementing some sort of program. The framework of this is now in place and we hope to have something out to members shortly. This will enhance our skills as maintainers and will help us to fill gaps in our knowledge in relation to looking after our pride and joys. On top of this we are still talking to CASA about the implementation of an aircraft inspection regimen, which they are imposing on us. We have largely ignored our commitments in the past - which has led us to this situation - and now we are paying the price. But we are working to continue the conversation. In April, we attended the Standards Consultative Committee meeting in Canberra and we noted with interest that CASA is reducing the level of regulation in certain areas. It was said they are reducing the number of rules by some 3,500 or so which gives us hope. At one point it was noted that CASA is also subject to

Exciting times

the requirements of the Federal Government’s program to cut red tape (www.cuttingredtape. gov.au) and is working to comply with the 10 principles outlined as part of that policy. Two things became apparent during this meeting. Firstly, no assessment of the costs associated with imposing biennial inspections was carried out and we still haven’t been presented with a solid safety case clearly demonstrating

things that they themselves do not do. We have argued against inspections, not only because there is no demonstrated safety benefit, but also due to a lack of resources required to do so. The response to date has been one of take it or leave it. This contrasts with statements from the current Director of CASA during the same meeting. When confronted with a safety issue concerning unmanned aerial vehicles conflicting with firefighting aircraft during emergencies, the Director stated that they couldn’t do anything about it because they didn’t have the resources to do so. Essentially the same situation we find ourselves in. We have followed up some of our concerns directly with the Minister for Transport, Warren Truss, and have been invited to discuss these issues some more. The Minister is now directly aware of our role in aviation, the functions we perform which would otherwise fall to a government agency and the regulatory and cost pressures we currently face. I hope to have more information on any developments in this area shortly and will communicate them via the RA-Aus website (www.raa. asn.au) and Sport Pilot where time permits. In the meantime, I look forward to crossing paths with members in the coming months and meeting the people who make our association what it is. Fly safe.

the benefits associated with the requirement. This is a clear breach of the second principle of the above website which states “regulation should be imposed only when it can be shown to offer an overall net benefit”. With no cost information and no demonstrable benefits, it is clear that while a net benefit is possible, it has not been shown. The second thing which became apparent was the willingness of CASA to require us to do

THE LIGETI STRATOS New LightWing FOR RECREATIONAL PILOTS

. Sport Pilot 7

by Arthur Marcel

takes Charles off also U

I kept my focus by concentrating on hitting the same patch of grass every time

ian Luftwaffe. He was later a pilot with Czecho-

the rescue of racing greyhounds Australia-wide.slovakian Airlines. Not only that, he was also an inventor with many government sponsored patents to his name. Like his dad, Charles also

>> The SP aircraft on the tarmac at Ballina

FOR RECREATIONAL PILOTS

. Sport Pilot 19

feature

had an inherent ability to think outside the box

NATFLY next time

THE LIGETI STRATOS

manoeuvres. A man-carrying, foot launched was attempting to rebuild his glider was also constructed to compete in the . Sport Pilot 15 incredible design. FORThis RECREATIONAL Melbourne Birdman Rally. was not only aPILOTS .father’s FOR RECREATIONAL PILOTS Sport Pilot 7 lot of fun, it provided really valuable insight into

gate joint wing concepts and Charles agreed. Charles also C working on an aircraft He began design which had an inherent was truly different to just about anything that ability to think had ever flown before. outside the box HARLES and Helena Ligeti came to Australia from Czechoslovakia in 1977. In those days, Czechoslovakia was part of the USSR. Charles was a qualified Chemical Engineer and soon found employment here in that field. This was not his main interest, however. Charles was an aircraft enthusiast and Australia at the time was on the doorstep of a new era in amateur aviation. Air Navigation Regulation (exemption) 95:10 was paving the way for the rebirth of do-it-yourself flight. It was a re-democratisation of aeronautics to the point of being able to design, build and operate your own aircraft with the minimum of governmental oversight and control. Charles’ father had been an aviator during the Second World War, flying with the Hungarian Luftwaffe. He was later a pilot with Czechoslovakian Airlines. Not only that, he was also an inventor with many government sponsored patents to his name. Like his dad, Charles also

had an inherent ability to think outside the box when it came to design and it was natural that he wanted to follow in his father’s footsteps. Helena, too, had innovative ideas and insisted that their aviation projects be progressive and ground-breaking. She suggested they investigate joint wing concepts and Charles agreed. He began working on an aircraft design which was truly different to just about anything that had ever flown before.

And so the Ligeti Stratos was born - first as an idea, then as some concept sketches, then as a flying model. The first model was a remotely controlled, fibreglass glider. The test flying showed mixed results, but identified several changes which needed to be made to improve lateral and directional stability. These changes were incorporated on subsequent, smaller models and the issue was quickly solved. All these models were used to examine the theory of connected wing tips and to experiment with different orientations between upper and lower wings. The goal was to achieve stable flight in yaw and roll, as well as safe stalling characteristics. Experiments were also conducted to establish which types of control surfaces offered the best potential for pitchless lift and sideslip manoeuvres. A man-carrying, foot launched glider was also constructed to compete in the Melbourne Birdman Rally. This was not only a lot of fun, it provided really valuable insight into

Continue reading at bit.ly/3B7bad9

FOR RECREATIONAL PILOTS

. Sport Pilot 25

ISSUE

#34

ny oot or ght,flying guard, ole, air

/regulator, , fuel sep im manuals, ynx buyer will

For l recreationa VOL 38 (9) pilots SEPTEMBER 2014

tiona l recrea 34 (5) 2014 VOL pi lots MAY Fo r

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OTPILOTPILOT L I T O P PILOT IL Fo r tiona l (14) rec rea VOL 32 H 2014 pilots MARC

recreational pilots JUNE 2014 VOL 35 (6)

RECREATIONAL AVIATION AUSTRALIA

TIONAL RECREA AVIATION ALIA AUSTR

RECREATIONAL AVIATION AUSTRALIA

For

recreational pilots FEBRUARY 2014 VOL 31 (13)

RECREATIONAL AVIATION AUSTRALIA

ISSUE

Changes to MEMBERS Pilot Notes ONLY

announcement Issue a NOW This that the RA-Aus websiteinprovides summary of all accidents and incidents, the 40 marked a tough time Pilot Notes section will no longer be printed forPilot. RAAus, as cost-cutting in Sport The website currently accidents, measures were lists required to incidents and defects with a brief summary of Cr os si ng Natfly ensure the of the AerIONo e pond On dutythw g the outcomes. Not longevity all reports are followed BANRDEM in y fl 2014 n it th RSON AVIAT h o e sa ti makes a orma Fic the Rhino fe way try over up, however in some cases outcome of organisation. As a an result, Jab Pure Mag Airmanship artismark NT ELECTION NATFLY TI the root causes of the incident is also listed. NEW TECH SHO IS THE LIGE GM RESIGNHAV 2014 R RAL SAY MANAGE S E YOU CKING STRATOS BE A GOOD ULT Form SEA K IGH s R RCH RIS insid TO T RISK SportPilot was removed from e ON FOR PIO WITH ABOUT ? RA-AUS TORQUE IS A NT NEER APPOINTED REFUEL REPLACEM WHEN IS OLD ORN THROUGH FLYING REB MANAGEME WRENCHEVER LING ENT These summaries can be found at: TOO OLD? PROCESSED JOY FOR VICTOR ONE EXPLAIN the shelves of newsagents https://www.raa.asn.au/safety/accidentmembers' market incident-summaries-2014/ for a 3-month trial in order At present RA-Aus staff are in the process to reduce print-run and daof creating an easy the to use online reporting AS part of widespread changes planned for RA-Aus’ communication strategy in 2015, tabase which will benefit all members save money. Thankfully, as well 4230 AUSTRALIAN LIGHTWING SPEED Sport Pilot will not be available for sale in newsagents for three months as part of a trial. as providing a summary of events in a searchunder(similar strong This process has been driven partly by the need to reign in the costs of RA-Aus (of which able format to leadership, the magazine is a major one) and the need to remain relevant to the membership as comthe ATSB website). RAAus was able PILto OTbounce NOTES munications needs change rapidly. RA-Aus would like back from these trying times, For the moment Sport Pilot will still go into the letter boxes of all members – it has by far to thank a long standthe biggest readership of any Australian aviation publication. More than 10,000 Australian ing staff member, with SportPilot triumphantly pilots read the magazine cover-to-cover every month. Dean Tompkins, who returning to magazine stands in The organisation is also developing plans to take Sport Pilot online next year and make has provided these FOLLOW THIS LINK it available as an App, ensuring Sport Pilot becomes available to a much broader audience. newsagents detailed summaries Australia-wide. 316hrs.TT. Rotax 912ULS Hughes/Bolly inflight As part of the same changes, there will also be no freewww.raa.asn.au/market yearly calendar distributed with of accidents and variable pitch prop. All flight and engine gauges, GPS, the December edition of the magazine this year. Your advert will still appear incidents for Pilot Mountainscope Nav.System & Xcom radio. 120 litres Notes for the past in the magazine, as well fuel, 105-115 kts. Hangared at Tumut. $65,000 must 14 years. Continue reading at bit.ly/3rdEjP7 TIONAL RECREA ATION AVI LIA AUSTRA

NATFLY 20

JAB IR R

of 10,000 members and we need a foundation document which allows us to employ contemporary governance practices, create uniform policy and protect the rights and interests of the members. This is your chance to have your say. Email written submissions to CEO@raa.asn.au before April 30. I S S U E 1 0 0

#40

ISSUE

oking up as fully 503, 3 , tyres, GPS. Call

news

SIL

912 trike ngine wing 13 5hrs. headsets ,engine hangared d excellent ld suit 2000 ono w ph

S P O R T P I L O T / F eature

. Ground and dual . Details A. rob@

RA-Aus constitution. For many years members, staff, stakeholders and board members have raised a range of issues associated with the constitution. During 2015, we will undertake a comprehensive review of the document and we want to know which are the critical issues that affect you.

SP O N S O R

SPORT PILOT GOES DIGITAL

#43

BY MICHAEL LINKE, CEO

As you may be aware, the Board of RA-Aus took a decision in October to look at options to deliver Sport Pilot in different formats.

The decision was centred on two key areas. Offering a digital alternative to members will help reduce some costs of Fo r recreationa l production and allow Sport Pilot to be made available on a variety pi lots of electronic platforms. At the same time, rather than increasing membership fees for all members, those who prefer to continue to receive Sport Pilot in a printed format (delivered to their letter boxes) will pay a subscription fee. L RECREATIONA It is important to point out a couple of things: AVIATION AUSTRALIA Recognising the important role Flight Training Facilities play IN THE NEWS with RA-Aus, printed copies of Sport Pilot will be delivered to every FTF each month as a marketing and promotion tool to students and potential new members. All members, whether they subscribe to a printed copy or not, will enjoy free access to the digital copy of Sport Pilot. Non-flying members who receive Sport Pilot will be able to choose to receive the magazine either digitally or delivered to their letter box. For these members, a small fee will apply for digital access. This access will also open up other online areas of RA-Aus, including electronic copies of key corporate documents BY MIC HAEL LI and manuals. It is planned these changes will occur in the next couple SUBSCRIBERS to of months, with the first edition of a digital copy of Sport Pilot BR UM BY the printed edition becoming available in June. Members who do not subscribe to of Sport Pilot will Sport Pilot (the printed version) by June 30 will no longer receive THE DIGITALbeAGE pleased to learn see to realise good value. George will meet you at as online. it in their letter box from that time. that the popular Tumut with prior appointment on 02 6291 9912. Info Following on from the 3-month trial RAof SportPilot To aid with the transition we want to hear from you. We have Aus yearly calendar is from snowman@snowmaking.com.au being removed from newsagents, the magazine GET OUT AND DO IT created a short survey online at https://www.surveymonkey.com/ Advertising rates back. s/8VWMM2Q and ask that you complete the survey by April 30. NA LTIunderwent TIO F E AT URE NA ON TI TU another format change. As are $55 (inc gst) The calendar full of April HELLO RPL W CO NS NEW RA-AUS OPS MANUAL MORE TIPS 4233 AMPHIBIOUS TRIKE H If you don’t have digital access, the survey is repeated onNE Page SA FE T Y MO NT CHANGES RELEASED AND ON REMOTE of aircraft pictures will RA-Aus is the path to RPL per issue online 2015, SportPilot would be delivered universally Fly off water or land POLICY ON 63 of this edition of Sport Pilot.Please complete it and return it AVAILABLE NOW FLYING RA-AUS has welcomed Jared Smith as its In September 2014, CASA be delivered free to LANDING FEES only, $55 (inc gst) with this fun machine. to RA-Aus. in a digital-only version, with a with subscription model newest team member. subscribers the introduced the Recreational Pilot per issue in Sport 912 Jared has taken on theRamphos Assistant Trident Technical introduced for the printed version of of the magazine. December edition CELEBRATING 30 Strutted H15 Pilot Magazine Licence (RPL), offering RAAus Manager position. He will80hp. oversee the aircraft Sport Pilot. RECREATIONAL FLYI TT 115hrs. All the registration and renewalwing. process and assist only and $88 (inc gst) per issue for pilots a realistic, achievable If you aren’t a subgear you need including the Technical Manager, Darren Barnfield, with both the online and classified advert in RA-Aus will have a presence atbymost of these and both scriber December pathway to flying VH-registered systems and process improvements, 2 life jackets,as2 well Icaro board members and staff 1 will get miss out as much as we can to Sport Pilot Magazine. The deadline for S you’ll out this year. as new technical developments. Jared has helmets, 2 headsets. aircraft. This feature in Issue 45 of meet everyone. print bookings is the first of the month Don’t forget for a limited time you still re- tion some exciting ideas regarding moving the reLSA Registered 27th Instead of hosting NATFLY this year, RA-Aus staff and Attending these events,ceive we believe, willeditions allow usoftothe engage HAVE mycover first month at the RA-Aus in the RA-Aus are SportPilot takesTechnical readersManual, through six free magazine with zine priorspent to the date of issue.listed Once newal process online and delivering a more June 2015. $45,000. officials will attend a number of fly-ins across the country to with, and listen to, more members to find out your thoughts contacting aircraft owners about outequally important for compliance. For examN every 12 or 24 month subscription. user friendly approach to members’ interacthe ad is booked for any future print the process of gaining an RPL, ISSUE Phone Paul 0439 922 engage # with members and like-minded enthusiasts to talk all about everything to do with recreational aviation. standing registration requirements. It ple, the photo of the right hand side registraFor members, simply log into your account ue t tions with the technical team. and online issues, it will appear online 323. outlines of the benefits has been very enjoyable talking about your tionand markings is assome important as the weight things aviation. We are also keen to talk to you about our plans for the year Jared comes from the civil construction (50 words maximum – PAUL text prizedimmediately. possessions and hearing of your flyingBYand balance or pre-flight final inspection 2015 is a busy year for pilots who like to go toASgatherings. as well as what is in the book for next year and beyond. If you’d MC KEOWN, T H E REC RE AT IO N AL FLY IN G C O industry as a Project Manager, where he was the qualification can bring. ISSUE part of our ongoing work to improve # adventures. OUR HOME documentation. will be edited when it exceeds maximum There ONLINE is the Avalon Airshow in March, Holbrook and Narromine like representatives 4234responsible SKY FOXforGAZELLE multi millionCA25N dollar infrastruchow we deliver digital Sport Pilot tofrom RA-Aus to attend your club, show or I would to can thankplace those 6 many owners over Wings over Illawarra will be meeting, us a line. We will do our best to attend.And ture projects. In that role, he consistently limit).like You photos online, It’s not us trying to be difficult when we As both part have of thisfly-ins move to aEaster, largely members, we have movedjust to drop a new who have supplied their outstanding docu- call or write to an owner regarding a registrastaged in May, AusFly and Wings over Warwick will happen in when we have news about the next NATFLY, we will be sure to identified opportunities for improvements, one photo will appear in the magazine. There has been argument among RA-Aus members regarding STEP 2 ASIC APPLICATION SUBSC home on ISSUU. IT’S Aimplemented BIRD,change IT’Sprocesses A FISH digital distribution, ments. I understand the dif- tion photo. It is us making sure they are comSeptember and theSportPilot Jamestown Airshow in October. and regularlet everyone know. BY Neither RA-Aus nor Stampils the p If you have saved Sport Pilot on ISthe new CASA flight crew licencing system, or Part 61 of the Civil If you already hold an ASIC issued by the RA-Aus – you’re lucky and can UM BR ficulty some of you have to go pliant with the regulations. ly brainstormed The classifieds section of the magazine has announced in Issue 50 that we had of Sp SUU as a favourite, or created a stack, Publishing accepts responsibility for through in order to comply. I RA-Aus is responsible to the regulator for Aviation Safety Regulations. Not surprising because everyone – skip this step. Otherwise read the following: solutions. He seen countless aircraft find new homes across a Part new61, online in Issuu. be ple you will need to re-do that at the new adalso understand that, The in many ensuring aircraft compliance. If detail an owner You won’t find any reference tofound any errors or omissions. members’ including the regulator - is still coming to terms with the ASICs in but thehome Transport Secu- A has a Bachelor’s FOR RECREATIONAL PILOTS . Sport Pilot 17that th dress, which is http://issuu.com/raaus. circumstances, some of you chooses the country, platform that currently holds degreebut in none Avia- have been as incredible marketof isthe subsidised by members and not to comply we have no choice but rity Regulations require CASA tofantastic changes. do a background check on you (this used are the fourth or fifth owner of to send them a final request for information. Aus ye Digital Sport Pilot can also be action and Busiis for non-commercial sales only.of the asLame this maintained, contraption! OnRotax the powered, pages of Issue every edition SportPilot for viewing One of theaircraft signature new legislation was Licence formofbut CASA dropped their 80HP Bolly 3 40 a particular andpieces sourcIf they still don’t send us the the introduction information, we to be done on CASA’s Student Pilot back. cessed from the RA-Aus website as well ness. In addiBefore purchasing any aircraft/ NA LTI TU TI ON paperwork isPilot even more Since unfortunately have to suspend the withaircraft Student Licence, so now it can online, NA TIONS ofinga Recreational Licence. the early 1990s, CASA has been only be done withproud the ASICtoapplication or bladed propeller, wings, GPS factorythinking fitted, flys was thistion, Ramphos Trident. If you’re we are still be using The as the Facebook page at Jared folding holds NE WFE CO SA T Y MO NT H difficult. they do. This the air- the alternative AVID (Aviation ID). As more and more aerodromes (security engines/equipment thatLicence appearbelow inregistration well, looks 1919 all Ads to date. Hangared at out a local area Pilot full PPL. until The General Flyingmeans Progress a hours, of aircr https://www.facebook.com/RecAvi“that aCommercial whole lotuplike a boat with wings”, Issuu for digital distribution to But these aremake responsicraft cannot be flown and cannot be insured. Tyabb, Pilot’s Vic $33,000 contact Roger 0419 891 431. the members market sure that Licence, be de ation/app_123743911011091. Test (GFPT) was a pseudo approval but never really a proper licence. The controlled or otherwise) require ASICs, this card is really the best option. bilities thrust upon us and we Auditing files has been going on for a that’s because is! this day. Command itInstruthe technical details and registration subscr We are also progressively adding back introduction of the RPL has now closed this gap. Additionally, CASA has also Use CASA form 498 and get this away, with all the required documentation, have to give them the atten- while now, but I can assure you we have and Instruc4235ment SEAMAX M22 AMPHIBIAN Decem issues of Sport Pilot as part of the digitisainformation is correct for thatendorsements typemade and good tion they deserve. All requiretaken introduced four new that may be added to the RPL, as soon as possible. progress and the end is in sight. tor ratings. Sport P tion project. By the time you get this edimodelspecifically: of aircraft/engine/equipment. ments for registration, as Please continue to help us help you. If yo tion, you should be able to read every back RA-Aus takes NO responsibility for the NOTE: An important document often overlooked is a CASA requirement • Recreational Navigation Continue reading at bit.ly/3wHp5TJ ISSUE scriber issue of Sport Pilot on the website. # technical• accuracy of the details and 16 Sport Pilot . FOR RECREATIONAL PILOTS for a letter from your flying school verifying that you need an ASIC for flying Recreational Radio 1 you’l information attached to each advert Don purposes! Don’t forget this item as your application will be returned unpro• Recreational Controlled Airspace in the members’ market and may ceive s 26 2 7 cessed – often after many weeks delay! • Recreational Controlled Aerodrome BY STE VEevery MC1 not be able to transfer the aircraft NOTE 2: You don’t need your ASIC to commence training, you only need purchase. It also reserves the right to THE Jabiru hangar at YAYR was the venue for For Beautifully presented and finished Seamax seaplane. Pilots holding the new RPL licence may also undertake training to have applied. a seminar on CASA’s Avsafety program in AuGlass cockpit, Leather seats, widest cabin in it’s class edit or delete advertisements, which it Go

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41 (12)

Sport Pilot goes exclusive

Members can now place their advert online

iPad

For a listing of all 2014 accident see www.raa.asn/safety/accide and incident summaries nt-incident-summaries-201 4

Jabiru J170

It veered off the runway at low level and the pilot was unable to prevent it striking a small tree

Airborne Edge X Classic

Engine: Rotax 582, 116hrs ttis Following a normal take off, the pilot was about to turn crosswind when the engine failed. An uneventful forced landing was carried out in a paddock and the engine was later removed and rebuilt. No information was given as to the cause of the failure.

Jabiru J160C

Conditions: Strong wind, moderate turbulence Pilot experience: 45hrs on type While landing into a strong head wind, the aircraft bounced several times and the propeller struck the ground. The pilot conducted a go around and landed the aircraft without further incident. Damage was confined to the propeller.

Seamax M22

iPad

Tecnam P92 Echo

Tecnam P92 RG2000

the right hand main gear scissor link failed, resulting in damage to both right and left hand linkages as attachment. The component well as the tailplane was replaced with a new unit constructed from chrome moly steel rather than aluminium alloy.

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AAK Hornet

Engine: Rotax 914, 61hrs ttis While on a local flight, the pilot heard a sound he described as “like a rivet popping or a bolt snapping”. He reduced power and carried out emergency checks, finding everything was as it should be. After landing, it was discovered a nut was missing from one of the cylinder head studs. It is assumed the popping sound was the nut bouncing off part of the airframe.

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LightWing GR 912

As the aircraft began its descent at the end of a long cross country flight, the pilot noticed a sudden vibration from the engine. He carried out emergency checks and reduced power which lessened the vibration. A precautionary landing was carried out. It was found the leading edge protection strip on one propeller blade was missing. The other strips were removed and the vibration ceased.

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Sonerai 2 LS

Airframe: 559hrs ttis The left side brake caliper halves separated and one side fell from the aircraft while ground. The two bolts securing it was in motion on the undone. There was no safety the caliper had come wiring or thread locking compound found on either bolt.

Airframe: 1,000hrs ttis Shortly after touchdown,

Foxbat A22 LS

Airframe: 63hrs ttis As the pilot prepared to land, he found the undercarriage would not come several times without success down. It was recycled was carried out on the grass so a wheels up landing runway. The aircraft sustained slight damage to a wing skin and the left hand float was torn off. The problem proved to be a faulty micro switch.

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Engine: Rotax 912A, ttis unknown. 50hrs since major overhaul The engine experienced a major loss of power while a ground run was being carried out. An inspection revealed the circlip securing the metering needle in the left hand carburettor had failed, allowing the needle to fall down and block the main carburettor had experienced jet. The right hand the same fault 30 hours previously.

Airframe: 3,237hrs ttis On a pre-flight inspection the park brake actuator failed to provide sufficient braking force. Further inspection showed there was sufficient fluid in the reservoir and the pads were serviceable, but a weld on the actuator rod had cracked, allowing excess play and preventing the rod from actuating the brake cylinder.

Rans S6 S

Engine: Jabiru 2200A, 294hrs ttis The aircraft was climbing out on a test flight after a 100 hour service. The engine began to miss at full throttle, so the pilot returned to the airfield at a reduced power setting. Investigation revealed were loose and had caused the distributor rotors damage to the contacts in the distributor caps.

Conditions: Moderate wind and turbulence Pilot experience: 50hrs on type The aircraft had lifted off the runway but failed to gain speed and height. It veered level and the pilot was unable off the runway at low to prevent it striking a small tree. It came to rest with major damage to the wings, empennage and propeller and was assessed as unrepairable. Both pilot and passenger suffered minor lacerations to their hands, not requiring medical attention.

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DEFECTS Skyfox Gazelle

Pilot experience: 140hrs on type The pilot was attempting a short field landing and had the aircraft trimmed on approach with full flap deployed. The aircraft was flared high during the landing and quickly lost airspeed before descending rapidly and landing heavily. The pilot was not injured but the aircraft sustained major airframe damage.

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BY PAUL MC KEOWN, T HE REC RE AT ION AL FLY IN G C O

There has been argument among RA-Aus members regarding the new CASA flight crew licencing system, or Part 61 of the Civil Aviation Safety Regulations. Not surprising because everyone – including the regulator - is still coming to terms with the detail of the changes.

One of the signature pieces of the new legislation was the introduction of a Recreational Pilot Licence. Since the early 1990s, CASA has been without a local area Pilot Licence below full PPL. The General Flying Progress Test (GFPT) was a pseudo approval but never really a proper licence. The introduction of the RPL has now closed this gap. Additionally, CASA has also taken introduced four new endorsements that may be added to the RPL, specifically: • Recreational Navigation • Recreational Radio • Recreational Controlled Airspace • Recreational Controlled Aerodrome

Pilots holding the new RPL licence may also undertake training to qualify for design feature endorsements such as: • • • •

Tail Wheel Undercarriage Manual Propeller Pitch Control Float Plane etc.

STEP 2 ASIC APPLICATION

If you already hold an ASIC issued by the RA-Aus – you’re lucky and can skip this step. Otherwise read the following: You won’t find any reference to ASICs in Part 61, but the Transport Security Regulations require CASA to do a background check on you (this used to be done on CASA’s Student Pilot Licence form but CASA dropped their Student Licence, so now it can only be done with the ASIC application or the alternative AVID (Aviation ID). As more and more aerodromes (security controlled or otherwise) require ASICs, this card is really the best option. Use CASA form 498 and get this away, with all the required documentation, as soon as possible.

NOTE: An important document often overlooked is a CASA requirement

for a letter from your flying school verifying that you need an ASIC for flying purposes! Don’t forget this item as your application will be returned unprocessed – often after many weeks delay!

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NOTE 2: You don’t need your ASIC to commence training, you only need to have applied.

STEP 3 MEDICAL

You have the option with the RPL of doing a CASA class 2 Medical or getting a Recreational Aviation Medical Practitioner’s Certificate (RAMPC) from a GP.

by Jared Smith, Assistant Technical Manager

NOTE: Nothing has changed in terms of who can fly aircraft of different

NOTE: This is not like the RA-Aus where you just verify you have driver’s

registrations. You need an RA-Aus Pilot Certificate to fly RA-Aus registered aeroplanes and you need a GA Pilot Licence (this includes RPL) to fly a VH registered aeroplane. The fact the RPL so closely resembles the RA-Aus Pilot Certificate should be a matter of great pride to the RA-Aus. The only sticking point is that CASA has given its Recreational pilots the option of CTA/CTR endorsements (something they have never let the RA-Aus have!). Further kudos to the RA-Aus is that in Part 61, CASA has recognised the RA-Aus Pilot Certificate as an equivalent standard to the RPL. There is a process for RA-Aus pilots to convert across to the new RPL qualification that looks as simple as filling in a form.

licence medical standard – Both the class 2 and the RAMPC require a visit to the doctor. If you decide to go for the RAMPC, you need to get the extensive form 166(A)(B)(C) and take it with you to the GP. If you pass the medical, the GP will complete the certificate which you send to CASA, which will send you a notification of receipt. You must carry both your RAMPC and the CASA receipt with you when you fly. RAMPC certificate holders are subject to the following limitations: • Limited to carrying 1 passenger only; • Limited to flight not above 10,000ft;

But looks can be deceiving.

Converting an RA-Aus Pilot Certificate to RPL actually involves a series of complicated steps which must be done in the right sequence if you want CASA to process your application and to ensure you are legally compliant when you get your new licence. One of the quite valid criticisms of Part 61 is that it is written in very complicated legalese, is disjointed and often applies rule by the omission, rather than inclusion of detail. This makes it a very hard document for the average pilot to read. To help understand the process then, here is a summary of the steps to convert your RA-Aus Piot Certificate to RPL.

RA-AUS SPREADS ITS WINGS

RA-Aus is the path to RPL 50

Unless accompanied by a safety pilot.

When you look at form 166 you will realise it is almost exactly the same as a class 2 medical in terms of the requirements. So if you can’t pass a class 2 - you may also struggle getting through a RAMPC. Also, under the class 2 system, certain conditions may be allowed after your DAME and CASA look at specialist advice etc. If you fail anything on the RAMPC, the doctor cannot sign the certificate. All said, the class 2 really is simplest and the best option for unrestricted use of your RPL. Though you will need to pay the CASA medical fee as well as the doctor’s fee.

To do a class 2 medical you will have to go to a DAME . NOTE: You must have a medical to fly solo in a VH registered aircraft and

exercise the privileges of your RPL. Processing can take time so get this done as soon as possible.

STEP 1 ARN APPLICATION

STEP 4 ENGLISH LANGUAGE PROFICIENCY

To get into the GA world, you are going to need an Aviation Reference Number (ARN). Use CASA form 1162 and get this away as soon as possible because you won’t even get a medical without an ARN. CASA will send you your ARN in the mail.

CASA has adopted the ICAO requirement to assess English language proficiency for holders of flight crew licences. This includes the RPL. English Language testing seems ridiculous for native English speakers but unfortunately a ‘one-size fits all’ approach is taken.

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S P O R T P I L O T / F eature

I S S U E 10 0

AIRCRAFT

GOING

Hype

ISSUE

#60

LIVING UP TO THE HYPE In August 2016, SportPilot reported on the announcement of the new HypeR microlight from the UK’s P&M Aviation. A sleek take on a classic microlight design and built for pilot and passenger comfort, the HypeR has become a stalwart of P&M’s lineup of impressive microlight machines.

BY BRIAN BIGG

H AP P Y L AND I NGS

No more scary jumbos D

UTCH airline, KLM, has put an end to one of the must do adventures for any aviation lover. In October, according to reports, KLM stopped flying Boeing 747s into the beachside Princess Juliana International Airport on the Caribbean island of St Maarten. It replaced the jumbos with the more economical Airbus A330, still a reasonable size to scare you if you are lying on the sand. People have been going to the beach in front of runway 12 for many years to have a 747 roar only metres over their heads. 747s still occasionally land at St. Maarten but no longer regularly enough for you to plan a holiday and guarantee you will have supersonic sand in your face.

NE of the world’s leading microlight aircraft manufacturers, P and M Aviation of the UK has announced a new flexwing model, the HypeR. Spokesman Tim Jackson, says the HypeR is currently only a prototype until the company completes its CAA certification process and does more development work before the aircraft goes into production. The HypeR was shown off for the first time at a UK microlight trade show in May and Tim says it generated considerable interest. “This aircraft is built to give the pilot and passenger more room and comfort than any other, as well as give an awesome flying experience due to its proven all-purpose 13sqm strutted Quik GTR wing,” he says. P and M Aviation has sold more than 4,000 aircraft since its establishment in 1983. The company boasts a number of records for its aircraft including world records and design awards. These include World, European and British champions, first around the world flying a flexwing microlight and the first solo flight to South Africa. “Our aircraft have also been chosen by the well-known adventurer, Richard Meredith Hardy, for many of his expeditions including flying over Mount Everest, and an unsupported solo flight to Australia by the decorated paraplegic pilot, Dave Sykes,” says Tim. “More recently the British Antarctic Microlight Expedition chose our technically advanced PulsR microlight for their forthcoming expedition to the South Pole.”

“Ease of handling at all speeds”

Continue reading at bit.ly/3ertNP4

ISSUE

END OF AN AVIATION FAVOURITE

2 2 / SP ORT P I LOT

#65

As KLM announced the end to their 747 service to Princess Juliana International Airport in St Maarten, SportPilot lamented the loss of one of the bucket-list items in any aviation enthusiast’s book. Flights YOUR STORIES stillSEND comeIN and go only metres above this crowded beach, but nothing Got an aviation moment you’d love to share? Your kids or maybe your club get together? will ever compare to havingtoyour sunbathing session interrupted for Send a photo as a jpeg attachment and a short explanation editor@sportpilot.net.au several seconds by the shadow of a mighty 747. 6 6 / SPORT PILOT

PHOTOS: MARK SMITH

CH AIRMAN’S REP ORT S P O R T P I L O T / F eature

I S S U E 10 0

Make yourself heard 70 ISSUE

STRUCTURAL CHANGE

CHAIRMAN’ S REPORT

BY MIC HAEL MONC K June 2017 saw RAAus take a major Make yourself heard step in streamlining and modernizing the OME time ago, the members of RAAus voted to change the structure are obliged to give you more visibility of what is going on and who you trust organisation. As of Michael Monck’s report S of the organisation - to do away with the original state based struc- with the running of RAAus. in Issue 70, RAAus had ceased to be an ture registered in Canberra and transform it to a nationally registered Outside our legal requirements, we made other changes to the way company. This made a lot of sense given our members are not all in one things happen when it comes time to choose who you want as directors. incorporated association and officially state and we do business across the country every day. This year I will stand down as a director and renominate. So will Barry WinFEATURE became a company limited by guarantee. The old structure meant we were registered under a system designed dle in South Australia. Under our previous system, it would have meant This change allowed RAAus to be further to accommodate the needs of small, generally not-for-profit, organisations only those people in the NSW/ACT and SA areas would have had any say in such A I R C R A F T FEA TU R Eas sporting clubs and special interest groups. While flying can be con- whether Barry or I are suitable people to be re-elected. That’s no longer the democratised, and set up the organisation sidered a sport and we are certainly a special interest group, we are also case. It was silly to have a system where we prevented about two thirds of for the success it is currently experiencing. much more complicated than other clubs and groups.

BY MIC HAEL MONC K

OME time ago, the members of RAAus voted to change the structure of the organisation - to do away with the original state based structure registered in Canberra and transform it to a nationally registered company. This made a lot of sense given our members are not all in one state and we do business across the country every day. The old structure meant we were registered under a system designed to accommodate the needs of small, generally not-for-profit, organisations such as sporting clubs and special interest groups. While flying can be considered a sport and we are certainly a special interest group, we are also much more complicated than other clubs and groups. With members spread from east to west and north to south, employees based in four states and territories, directors in five, volunteers in all of them and members who are international, it made no sense to limit ourselves by having an unsuitable structure. So instead of being an incorporated association, we are now a company limited by guarantee. We have the same protections in place as before, for example we can’t distribute profits to shareholders like a company limited by shares - and we have to report to a regulatory body just as before – but we also have fewer obligations in some areas. The obligations which have changed can be summed up in two main areas – reporting to government agencies and reporting to members. In terms of reporting to government - we used to report to the ACT government because that’s where we were registered. But we also had to report to the national regulator. This was due to the fact that, as I noted earlier, we work in states and territories other than the one in which we were registered. What this meant was that every time we had an administrative change, such as a new director on the board, we had to prepare two reports, one local and one national. Every time we lodged our financial accounts we had to prepare two reports, one local and one national. Every time we made an amendment to our constitution, we had to prepare two reports, one local and one national. You get the picture. To make matters worse, the requirements of each agency were slightly different. This might range from having to fill in two separate forms, and pay two sets of fees, through to having our financial reports prepared in slightly different ways. Quite frankly, it was a waste of time and effort. It was also a waste of member’s money. On the flip side, there are a couple of new things we now need to do. One of these is reporting to you. By law, we must now prepare a report each year which contains items so you know who is looking after your interests. In this report we must include items such as the qualifications and experience of each director, the same information on the company secretary, the number of meetings held, decisions made by the board and who participated. None of this is optional. It is a requirement of the law and we must abide by it. We

are obliged to give you more visibility of what is going on and who you trust with the running of RAAus. Outside our legal requirements, we made other changes to the way things happen when it comes time to choose who you want as directors. This year I will stand down as a director and renominate. So will Barry Windle in South Australia. Under our previous system, it would have meant only those people in the NSW/ACT and SA areas would have had any say in whether Barry or I are suitable people to be re-elected. That’s no longer the case. It was silly to have a system where we prevented about two thirds of the membership from having a say. Directors have an obligation to act in the best interests of all of RAAus but, under the old system, directors were voted in by a special interest group - people who all had a common state in their home address. In other words, directors were required to consider the interests of people in states other than their own and yet the people in those other states had no ability to assess whether that particular director was looking after them. The new system was created to address that problem. It means now, when Barry and I stand for re-election, everyone has a say. All of the people we have met over the years from all across the country, not just our own states, will be able to judge our fitness to be directors. Everyone will be able to look at the information we are required by law to provide and make a more informed decision about who steps up to represent you. The system isn’t perfect yet and it’s obviously not possible to attend every event. But, during my time on the board, we have made an increased effort to get staff and board members out and about to meet as many members as we can. I do attend many because I love aviation, plus I do many others as part of my official duties. But our staff are often the best point of contact for your inquiries, so we also get them to attend instead. Members now see more of the staff and board under the new structure than they did under the old and that’s true even though the membership is much, much bigger than it was in the old days and spread to every corner of the land. Of course the system relies on one critical factor to make it work – you. You are the key to making the system work. RAAus can always run more effectively. That’s the same for any organisation involving thinking, intelligent people. You can help RAAus work more effectively if you participate. Again this year you will have a say in electing who will represent you in our progressive national organisation. Every member now matters, not just a handful of members in the same region. I have been working hard to make RAAus better and obviously hope I can continue to write this column for a while yet. But it’s more important that you use the voice you have been given. Every vote counts in every election. Your vote will count in this election. Let yourself be heard.

the membership from having a say. With members spread from east to west and north to south, employDirectors have an obligation to act in the best interests of all of RAAus ees based in four states and territories, directors in five, volunteers in all but, under the old system, directors were voted in by a special interest of them and members who are international, it made no sense to limit our- group - people who all had a common state in their home address. In other selves by having an unsuitable structure. words, directors were required to consider the interests of people in states So instead of being an incorporated association, we are now a company other than their own and yet the people in those other states had no ability RAAus DIGITAL DIRECTIONS There are many ways to interact with reading in atplace bit.ly/3iEwP54 limited by guarantee. We have theContinue same protections as before, for to assess whether that particular director was looking after them. The new example we can’t distribute profits to shareholders like a company limited system was created to address that problem. by shares - and we have to report to a regulatory body just as before – but It means now, when Barry and I stand for re-election, everyone has a we also have fewer obligations in some areas. The obligations which have say. All of the people we have met over the years from all across the counchanged can be summed up in two main areas – reporting to government try, not just our own states, will be able to judge our fitness to be directors. Everyone will be able to look at the information we are required by law to ISSUEagencies # and reporting to members. In terms of reporting to government - we used to report to the ACT gov- provide and make a more informed decision about who steps up to repreernment because that’s where we were registered. But we also had to sent you. ISSUE report to the national regulator. This was due to the fact that, as I noted The system isn’t perfect yet and it’s obviously not possible to attend eve# earlier, we work in states and territories other than the one in which we ry event. But, during my time on the board, we have made an increased ef“We’re pretty were registered. What this meant was that every time we had an admin- fort to get staff and board members out and about to meet as many memconfident the first model off change, such as a new director on the board, we had to prepare istrative bers as we can. I do attend many because I love aviation, plus I do many the line will be two reports, one local and one national. Every time we lodged our financial others as part of my official duties. But our staff are often the best point of close to perfect” we had to prepare two reports, one local and one national. Every contact for your inquiries, so we also get them to attend instead. Members Liam Morey is flying accounts around Australia, not just toconstitution, promote we aviation. time we made an amendment to our had to prepare two now see more of the staff and board under the new structure than they did reports, one local and one national. You get the picture. under the old and that’s true even though the membership is much, much Mark Smith caught up with him when he stopped in at Ballarat. To make matters worse, the requirements of each agency were slightly bigger than it was in the old days and spread to every corner of the land. THE SECOND MOUSE grace and old fashioned flair.itMark Smith meets an owner different. This might range from having to fill in two separate forms, and pay Of course the system relies on oneStyle, critical factor to make work – you. and his very special aeroplane. In Australia, the Wave would a nice ad-age reports But it’s been no overnight project. Paul says ifferent people have verybeour early and I’dprepared watch in the aero- You areLiam reasons says he’s learned everyone who Y twodifferent sets of fees, through toahaving financial slightly the key to making the system work. RAAus can always run more efdition to the RAAus register. “We plan to keep he started on the Wave six and a half years ago completing different notable aviation my thealso time. gets aThat’s chance to travel Australia ways. Quite infrankly, was aflying of time andhouse effort. all It was a fectively. the same for any across organisation involving thinking, intelligent all production house planes anditthe Stage 1waste factory over after 16 years designing and building boats. It’s for can potentially make up to 50 aircraft a year. that sort experience you want to see if you are waste of member’s money.But people. You canaircraft help RAAus work more effectively is if you participate. Again achievements. For some it’s like no by private under VFR conditions The first aircraft is due off the line nextone year andin my family has an aviation planning to operate an expensive machine in will side, begin the rigorous 200 of testof flying”. a hostile salt water environment. Youclimbing want to there ahours couple new things we now need to do. One thistreated year youto willthe have a say in electing whoof willsuch represent a mountain; they On dothe it flip because it are background so I’m a pioneer in that regard. best view possible a you in our progres46 Pilots who buy one will need to undergo know the designer has thought of the fact that, thesefor is reporting toensure you.they Byare law, we must now prepare a report each year sive national organisation. Every member now matters, not just a handful of type trainingit’s to safe behind the simply while others when the propeller is not going full blast, the air- has to be done, of “When I was 13 I got a few part time beautiful country. wheel.items so you know who is looking after your interests. In this craft is a boat. which contains members in the same region. has been simply all about inspiring other people to take up jobs, in retail and hospitality, to save up to “Lots of the scenery Each Wave will have a fully glass cockpit. Theat make his dream a reality, Paul went off Continue reading bit.ly/3rbVEYK report we must theof qualifications and experience of I have been working hard to make RAAus better and obviously hope I Paulinclude points outitems a majorsuch safety as to the U.S where he found some deep pockets the very thing they love themselves. Most learn tofeature fly. I did my RAAus pilot certificate fantastic, especially in Arnhem Land and the Wave will be the rear sliding doors. Nothing who agreed with his idea. each director, the same information on the company secretary, the number can continue to write this column for a while yet. But it’s more important ISSUE mucking upwith the landing and finding Armed with their cash, he reports aviation he’s now # feats seem to fall into worse the than latter Sunshine Coast Aero Club, and last that around York, well as SharkEvery Bay vote in counts in every elecdown in the water with wayboard to of meetingsyourself held,upside decisions made bynothe and who participated. None you useCape the voice youas have been given. built a state of the art production facility off SMILE AND WAVE open the canopy. the end of Hamilton airport (so new it’s not on category. March I had my full certificate five weeks Western Australia. It’s just been phenomeof this is optional. It iswillaalso requirement the law and we must abide by it. We tion. Your vote will count in this election. Let yourself be heard. The wings fold electrically,of allowing Google Maps yet) where, he says, each Wave Make no mistake, Liam loves flying. my first solo. I was the youngnal. Also flying along the Great Australian the aircraftBut to be drivenafter up onto doing dry land then will be grown and developed. His carbon fibre Issue 70 also saw SportPilot featuring winched into the optional fully enclosed trailer moulding and cutting machines, as seen on the the message he’s carrying is broader than est pilot in Australia at the time.” Bight was stunning. AS SWIFT AS THE WIND for the trip home. company’s website, appear to be state-of-thean ambitious amphibian design by just Paul says they won’t put a final price on the art. Every costumer’s finished aircraft, he says, encouraging kids to take to the skies. While many young pilots would see “Just getting the experience under my aircraft until the time they ramp up to full probe built, assembled and test flown before Continue Paul Vickers ofwill Vickers Aircraft in New incredible duction and have idea ofa thereading final pro-as at being packed into a sea container and shipped “The whole reason behind the trip is a better such trip a bit.ly/3yUKGJY stepping stone into an belt to see all these placesThis is truly fantasticexample of 1940’s aircraft design was featured in duction cost. You can’t use a mock up to deterto its new owner. Zealand. A two-seater, Issue arguably one of the most beautiful aircraft to grace our STEM to high schoolmine students aviation career, Liam has other plans and because I’ve never really had the86, opportuproduction and final costing. The only way The first lot,high and he’dwing prefer not toto say promote how to set an accurate and realistic price is to hold many, have been promised to customers in the -the that’s science technology, engineering stage nity to see much of Australia before sostory it’s of John Frederick’s Globe Swift, a side-by-side off releasing one until at you this have actually builtdoesn’t see commercial aviaaircraft with an U.S, automatic folding wing pages. The Canada, Australia, and of course, Land RECORD FOR AWebsite: REASON www.raa.asn.au delivered an aircraft. Releasing a price too of the Long White Cloud.“The U.S is where we and maths - and I’m just out thereand trying toto disappointed tion as his career path, despite building his great to be able to broaden my horizons.” early can lead and frustrated will put most of our efforts and where were see mechanism, Paul was confident that taildragger, is one well worth reading again. Member www.members.raa.asn.au/login customers. most of our production aircraft endingfoster up,” says the passion for studying those Morey’shours epic from attempt sub- Liam command 55 at to becoming anportal: expected Normally the phrase VFR pilots need And customers will obviously be rightly re“the first modelPaul. off the line will be jects,” he says as we sit in the Ballarat luctant toAero plonk down deposit until Paul has throughout the trip. to keep in mind is “you need time to spare “Canada can’t accept LSA amphibians yet, an occurrence: www.oms.raa.asn.au/lodge thea130 youngest person toLodge circumnavigate something more than a fancy website. Pilots but that mayhad changeelected soon.” close to perfect” and toClub at the half-way point of the trip. “I’m keen to get my RAAus instructor flying VFR.” Luckily Liam enjoyed good Backwas issues of Sport www.raa.asn.au/sport-pilot-magazine Australia by air unassisted featured on Pilot: SP O RTaP I L Odeficit T of around skip the prototyping phase altogether “There will29 /be rating next year, possibly becoming the weather, allowing him to stay on schedule to printed the pages of Issue 86,Subscribe but there was more Sport Pilot: www.raa.asn.au/sport-pilot-magazine-application and go head-first into production. 140,000 jobs that fall under STEM just in youngest instructor in the country but then and complete the flight from the Sunshine RAAus www.shop.raa.asn.au to moving his storytowards than breaking records. Queensland over the next five years.” a science or shop: mathsLiam’s career Coast to Perth via Cape York and Darwin in This fascinating aircraft, while looking John in his Swift near Temora Sport Pilot online: But that noble cause doesn’t mean attempt was done promote STEM to www.raa.asn.au/sport-pilot-magazine with aviation as a to hobby. six days of flying. “The weather has been incredible, is still yet to roll off the 16-year-old Liam is using the Bristell he’s “I’m very keen to encouraging keep my working life very kind so far, especially when you take ENewsletter: www.raa.asn.au/become-a-member/member-benefits/e-news high-school students, them production line as of July 2021. We flying can as mere ‘transport’. separate from my flying life but use one to into account how unpredictable weather to follow careers in Science, Technology, can be in the top end of Australia,” he says. only hope we see it sometime soon! “I’ve always had a love of aviation from fund the other.”

PHOTOS: MARK SMITH

Website: www.raa.asn.au Member portal: www.members.raa.asn.au/login Lodge an occurrence: www.oms.raa.asn.au/lodge Back issues of Sport Pilot: www.raa.asn.au/sport-pilot-magazine Subscribe to printed Sport Pilot: www.raa.asn.au/sport-pilot-magazine-application RAAus shop: www.shop.raa.asn.au Sport Pilot online: www.raa.asn.au/sport-pilot-magazine ENewsletter: www.raa.asn.au/become-a-member/member-benefits/e-news

“We’re pretty confident the 70 first model off the line will be close to perfect” 5 / SPORT PILOT

A I R C R AF T F E A TU R E

A IRCRA F T F EA T U R E

LIAM’S EPIC ‘SCIENCE EXCURSION’

BY BRIAN BIGG

OU may not have noticed it yet, but a futuristic looking new kiwi amphibian is slated to burst onto the LSA scene in a big way. Former boat designer/builder, Paul Vickers, isn’t mucking around with his new aircraft, the Vickers Wave. He’s decided against going down the usual cautious route taken by most commercial aircraft designers and builders. Usually there‘s a design, a mock-up, then a prototype, then flying test model. Once the aircraft is settled on, there’s the final struggle to convert the test design into a production model, then the expensive and uncertain marketing and selling of it all. Many small companies in aviation struggle and fail at these last hurdles. After all the design work, there’s often little money or willpower left to go out and find someone to buy the thing you’ve put many years and much money into. But so confident is Paul that his new ma-

chine is going to burst out of the carbon fibre moulding machine ready to go, he’s going to skip most of the usual steps and go straight into production. He’s not even done up a mock up, which is always the marketing person’s only sales tool – that and the fancy brochure and website which promises the new machine will revolutionise the aviation world. “We’re pretty confident the first model off the line will be close to perfect,” says Paul on the phone from Vickers Aircraft headquarters in Hamilton New Zealand. “There shouldn’t be many surprises,” he says. “We’re using a known airfoil and a proven engine. We’re evolving a futuristic amphibian, not reinventing the category.” “We want the Wave to be different, but not too different.” Paul’s confidence in the Wave’s market is based on a strategic principle taught in universities around the world. “That the second

mouse gets the cheese.” What Paul is banking on is the work put in over the past few years by the Icon Aircraft Company in the US. “Icon did a superb job marketing their design,” says Paul. “They have thousands of people very excited about the idea of buying a futuristic looking sub-$250,000 LSA amphibian.” Icon has reportedly taken 1,800 deposits for its A5 but, in November, announced it was struggling to fulfil the orders and said people who’d paid their deposit would have to wait 12 months longer than expected before they would get their hands on their new aircraft. The company then moved its production to Mexico and it wasn’t until two months ago that it announced it was ready to ramp up production again. Then came the crash of a prototype (see Icon story this edition). That delay opened the door for aircraft like the Wave to come in and snatch impatient customers away.

2 8 / SPORT PI L OT

THE GLOBE SWIFT

In Australia, the Wave would be a nice addition to the RAAus register. “We plan to keep all production in house and the Stage 1 factory can potentially make up to 50 aircraft a year. The first aircraft is due off the line next year and will begin the rigorous 200 hours of test flying”. Pilots who buy one will need to undergo type training to ensure they are safe behind the wheel. Each Wave will have a fully glass cockpit. Paul points out a major safety feature of the Wave will be the rear sliding doors. Nothing worse than mucking up the landing and finding yourself upside down in the water with no way to open the canopy. The wings will also fold electrically, allowing the aircraft to be driven up onto dry land then winched into the optional fully enclosed trailer for the trip home. Paul says they won’t put a final price on the aircraft until the time they ramp up to full production and have a better idea of the final production cost. You can’t use a mock up to determine production and final costing. The only way to set an accurate and realistic price is to hold off releasing one until you have actually built and delivered an aircraft. Releasing a price too early can lead to disappointed and frustrated customers. And customers will obviously be rightly reluctant to plonk down a deposit until Paul has something more than a fancy website. Pilots

But it’s been no overnight project. Paul says he started on the Wave six and a half years ago after 16 years designing and building boats. It’s that sort experience you want to see if you are planning to operate an expensive machine in a hostile salt water environment. You want to know the designer has thought of the fact that, when the propeller is not going full blast, the aircraft is a boat. The make his dream a reality, Paul went off to the U.S where he found some deep pockets who agreed with his idea. Armed with their cash, he reports he’s now built a state of the art production facility off the end of Hamilton airport (so new it’s not on Google Maps yet) where, he says, each Wave will be grown and developed. His carbon fibre moulding and cutting machines, as seen on the company’s website, appear to be state-of-theart. Every costumer’s finished aircraft, he says, will be built, assembled and test flown before being packed into a sea container and shipped to its new owner. The first lot, and he’d prefer not to say how many, have been promised to customers in the U.S, Canada, Australia, and of course, the Land of the Long White Cloud.“The U.S is where we will put most of our efforts and where were see most of our production aircraft ending up,” says Paul. “Canada can’t accept LSA amphibians yet, but that may change soon.”

SPORT PILOT | October 2018

29 / S P O R T P IL O T

DIGITAL DIRECTIONS There are many ways to interact with RAAus

T aeroplanes

he older some aeroplanes get, the vaguer their history becomes. The Globe Swift is no exception. But that has not deterred Caboolture-based pilot John Frederick who has had his eye on the sleek lines of the Swift for the past 40 years, and been flying his own example for about 18 months. His attraction to the aircraft started as a young man when he saw pictures of the Swift in aviation magazines. He says there aren’t many side by side tail draggers around which adds to the appeal. “She was beautifully built, almost overbuilt in some ways, in an old Mustang factory in Dallas and was the Globe Aircraft Company’s plan for survival after WWII,” John says. “It was rushed into production in 1945/46. This one is number 1484, and of the nearly 2000 built, about half are still flying, with a very active owners club in the States who have the odd distinction of having taken over the certification. They have the jigs and the tooling to make parts and carry the legal responsibility for that. When parts start running short they do manufacturing runs. They are trying to make the aeroplane last for as long as possible.” Rumour has it that the original designer of the aircraft, R.S. "Pop" Johnson of Fort Worth, Texas, obtained a Culver Cadet on trial, measured it up, returned it

he older some get, the vaguer their history becomes. The Globe Swift is no exception. But that has not deterred Caboolture-based pilot John Frederick who has had his eye on the sleek lines of the Swift for the past 40 years, and been flying his own example for about 18 months. His attraction to the aircraft started as a young man when he saw pictures of the Swift in aviation magazines. He says there aren’t many side by side tail draggers around which adds to the appeal. “She was beautifully built, almost 47 overbuilt in some ways, in an old Mustang factory in Dallas and was the Globe Aircraft Company’s plan for survival after WWII,” John says. “It was rushed into production in 1945/46. This one is number 1484, and of the nearly 2000 built, about half are still flying, with a very active owners club in the States who have the odd distinction of having taken over the certification. They have the jigs and the tooling to make parts and carry the legal responsibility for that. When parts start running short they do manufacturing runs. They are trying to make the aeroplane last for as long as possible.” Rumour has it that the original designer reading of the aircraft, R.S. "Pop" Johnson Continue at bit.ly/3yUKGJY of Fort Worth, Texas, obtained a Culver Cadet on trial, measured it up, returned it John in his Swift near Temora

SPORT PILOT | October 2018

Engineering and Mathematics.

SPORT PILOT | October 2018

5 / S PORT PI LOT

S P O R T P I L O T / F eature

I S S U E 10 0

A NEW ERA A FRESH START ISSUE

#88

Following the tragic passing of previous Editor Mark Smith in 2019, SportPilot was thrust into a state of limbo. Fortunately, the team at RAAus were determined not to let SportPilot come to an end, teaming with Pace Media to revive the magazine and relaunching it to the members in August 2020. Pace introduced a new print style and confirmed their commitment to telling the stories of our community.

Continue reading at bit.ly/3z5IDD4

OUR SUCCESS STORIES RAAus has often been a pathway for people seeking to pursue a career in aviation. In Issue 88, we featured a series of pilots who had begun their aviation journey in Australian-made Jabiru aircraft. One of these pilots, Aimee Moccata (now Aimee Heal), began flying Jabirus before joining the RAAF, taking to the cockpit of the King Air B350 and the Airbus KC-30 MRTT. We caught up with Aimee again in Issue 98 as she continued to chase her aviation dreams, now piloting a Pilatus PC-21 as one of the RAAF’s prestigious Roulettes.

WHAT’S NEXT We’re now four editions in at the helm of SportPilot. While it’s only a miniscule amount in the history of this publication, we hope we’ve begun to make our mark on what is the widest circulated aviation magazine in the country. We’d like to express our gratitude to previous editors Brian Bigg and Mark Smith, who both helped shape this magazine into what it is today. As for the

future, we’re keen to see how SportPilot will continue to grow. We’re committed to telling the stories of our vast community, and making sure members’ voices are heard. It’s an uncertain time that we live in, but we hope to ensure that SportPilot will remain a constant for many editions to come.

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TESTING OUR METTLE Just ask any pilot what they think about exams and you will often see the colour quickly drain from their face. Let’s face it, we all generally hate them. That’s before we even get started on the trick questions, the double bangers, the hidden split infinitives and things that - quite frankly - you were never taught. But no matter what dread they conjure up in our aviation pathways, there’s no denying; they are here to stay. The examination process has been the foundation of our skill and knowledge assessment for a long time now, and for good reason. For aviators though, the benefits may not be immediately obvious. There’s an old saying in flying, “Aviation can be a cruel teacher - she often gives the test first and the lesson later.” True words indeed. As any misunderstanding or errors in flight can have dire consequences, the relevance of “knowing

and review. We will also rationalise human factors questions; making these more relevant to actual operational tasks, thereby putting the human back into this often confusing and academic area of applied knowledge. As Bob Tait so wisely says, “It’s better to ask five simple questions on the same subject than one difficult, ambiguous one.” The work on this important project has already commenced, using a top-down approach with the RAAus Flight Examiner Course and Instructor exams and a range of approval holder questionnaires. We will continue with all the RPC exams and into maintenance and airworthiness areas of knowledge as well. A new RAAus Flight Examiner course is also currently in beta testing and will ensure our approval holders apply common, standardised and relevant assessment practices when examining pilots and higher approval holders in RAAus.

your stuff” and how to apply it practically when it matters is a concept that we can all clearly understand and relate to. This is where exams become relevant. Traditionally, the exam process has been to sit down in a sterile, controlled environment with a question paper, a blank answer sheet, a time limit and a whole bunch of stress - hoping that the recall and understanding all come together to get that required pass. But this single point assessment has come under a lot of scrutiny lately, particularly in our primary and secondary educational systems. While a formative or “learn and assess as you go” system is a much more relaxed method of determining understanding, its application in aviation - while a reasonable tool for checking - does not really ensure a pilot can quickly recall key knowledge when under pressure. This is just the environment where pilots need to be able to apply and act quickly, particularly when faced with an emergency. So, heightened stress is actually a key metric needed to confirm knowledge competency and recall, especially in an aviation setting. It is with this understanding that RAAus has placed a high priority on modernising our examination platforms through our Learning Management System (LMS). With improvement being a core focus, we are conducting a complete review of all question and examination subjects. The current exams have served us well, but we are well aware that there is room for improvement. This includes correcting known errors, removing ambiguity and providing referencing for debrief

NEIL SCHAEFER Training Development 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

Accessibility, security and efficiency are key drivers of our learning resources and for this reason, housing our learning resources and exams online via our Learning Management System (LMS) is a fundamental requirement for this expansive project. We first showcased this with our L1 Maintenance Knowledge exam, which has proven very successful. This approach allows users to undertake online study, sit the exam and receive immediate feedback and results with recognition of the endorsement immediately added to their certificate. Once the project is completed, a

student or converting pilot will be able to complete an exam online - with digital oversight by their instructor and get an immediate result with any areas of deficiency clearly summarised in a report for the candidate and instructor to review. Of course this sounds simple but, there is a lot of functionality in the background that has to be built. This forms part of a greater digital modernisation program currently being rolled out with a broad range of benefits for members. We realise also that some of our members either don’t have access to the required technology or are simply not comfortable using it, so a paper backup option will continue to be available for the foreseeable future. Exam modernisation is just one part of the work being undertaken within the training development portfolio. Our association with Bob Tait Theory will enable us to provide easier referencing for study, review, online quizzes and practice exams. Using visual media like YouTube and Vimeo for training content makes for easier learning. All this is designed to support our members’ training journeys with our approved flight schools. So, as you look down at a blank answer sheet, hoping the answers will come easily, rest assured RAAus is working hard to make the whole experience both practical and efficient to aid you in your aviation learning.

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I S S U E 10 0

Did you know that occurrence reporting is a legal requirement for all pilots? Any occurrence that impacts aviation safety, or has the potential to impact safety, must be reported to RAAus. This includes occurrences that many of us may take for granted, such as a hard landing, a bird strike, or a near miss. For maintainers, defects must also be reported, such as identification of a defect in an aircraft part or failure of a particular component. RAAus’ reporting system allows reporting of four different occurrence categories:

WHAT’S YOUR ROLE IN AVIATION SAFETY? As a cohort of pilots, maintainers, instructors and enthusiasts, we all have varying degrees of involvement within the RAAus community. However, one thing that we all have in common is a role in contributing towards safety outcomes, not only for ourselves, but for our fellow aviators. One key aspect to this is RAAus’ reporting culture. Each year we receive hundreds of occurrence reports from members. Each one of these reports is then individually triaged and reviewed for any outcomes that may improve aviation safety. RAAus maintains a fair and just reporting culture, meaning the outcome we seek from receiving occurrence reports is to improve education, not to punish someone who has made a mistake. Of course, an exception to this rule is if it is found that someone knowingly chooses to violate safe operating procedures. In this case, some form of disciplinary action may be required. I was recently impressed by the actions taken from one pilot in particular, who reported an incident to RAAus. The pilot was

departing an airfield and had accidentally bumped the radio during pre-flight checks, resulting in the inadvertent selection of an incorrect frequency. The pilot commenced their take-off roll, however once airborne, passed overhead another aircraft who was simultaneously rolling on a crossing runway. The pilot then realised they were communicating on an incorrect radio frequency. More importantly, the pilot elected to learn from their mistake. They later made phone contact with the other aircraft to debrief what had occurred, and made changes to their pre-takeoff actions to ensure that this occurrence was not repeated. They also fulfilled their reporting requirements by submitting the occurrence online at reporting.raaus.com.au. Whilst the occurrence had the potential to result in a significant breakdown in safety, the key outcome was that the pilot had not simply accepted it as a mistake, but had taken ownership of their actions and put processes into place to prevent a reoccurrence. This is the outcome we seek for all occurrences reported to RAAus, and in this instance, no further follow-up was required. If all members had this same approach, safety would be significantly improved for everyone.

1. Accidents & Incidents 2. Defects 3. Hazards 4. Complaints Just as important as the review of individual occurrences from members is the data that can be generated by combining all occurrences received by RAAus. This allows us to track trends and prioritise our safety promotions based on the number of occurrence reports we receive. Whilst you may think that reporting a single minor occurrence to RAAus may not have an impact on safety, you may be depriving RAAus and other members of important information that may assist

CODY CALDER Innovation and Improvement Cody has been with RAAus for 2 ½ years as Innovation and Improvement Executive. 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

You may be aware that our key focus areas are currently: • Loss of control events, which result in the highest rate of injury and damage to RAAus aircraft, including 63% of fatal RAAus accidents over the past five years. • Engine failure or malfunction events, which are the most frequent occurrence type received by RAAus, many of which may be avoided through thorough maintenance or pre-flight inspections. • Near miss occurrences, which are one of the most common occurrence types reported to RAAus, and occur most commonly within the circuit area. Ask yourself, “What can I do to reduce the likelihood of one of these occurrences happening to me?” Perhaps you could seek additional skill development with an instructor? When was the last time you practiced your emergency procedures? Are you allowing yourself to become distracted within the cockpit when your eyes should be outside within the circuit area? Are you actively listening and making regular radio calls to reduce the risk of a near miss event happening to you, or should you conduct some additional maintenance training to improve your knowledge?

“ Whilst the occurrence had the potential to result in a significant breakdown in safety, the key outcome was that the pilot had not simply accepted it as a mistake…” in improving safety for everyone. Reporting observed events or unsafe actions may also allow RAAus to improve safety for other airspace users and may be done so confidentially from our reporting system online. Members can contribute to improving aviation safety by staying up-to-date on key occurrence types and by ensuring processes are put in place to prevent these from occurring. Individual safety occurrence summaries are available on the RAAus website with more information on safety data available from safety.raaus.com.au, or through the safety tab within the RAAus member portal.

So, what is your role in safety? If each of us does our part in keeping up-to-date on safety information, continuing to improve our skills and reporting occurrences to RAAus, the airspace in which we fly will continue to be that little bit safer for everyone. After all, we fly for fun, but we all want to come home safely at the end of the day!

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I S S U E 10 0

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Driving along a rocky dirt road out the back of Werribee, I’m suddenly forced to jump on the brakes. I come to a halt and watch as a large eastern grey kangaroo bounds across the road in front of me. He quickly disappears into the pre-dawn darkness on this cold April morning, but it wouldn’t be the last I’d see of him today.

SPORTPILOT /

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A little further down the road and I arrive at my destination; a padlocked farm gate with a small orange flag on the left post. The only indicator that I’m in the right place. I’m here to meet Stephen Conte, founder and CFI of Aerochute International. Stephen had invited me out for a trial flight in one of his powered parachutes, which I was quick to accept. It was something I’d only learned about recently, and I was keen to find out exactly what this little subsection of the RAAus community was all about. As I turn off the road, I’m greeted by the lights of a trailer-towing 4x4 and the friendly smile of John Dunn. John is a Senior Instructor with Aerochute and a passionate powered parachutist, who had arrived only minutes before myself. A short introduction later and I’m following John down a winding track lined with artichoke thistles and tall grass, the first signs of the rising sun beginning to break across the horizon. We come out into a large paddock dotted with small tufts of grass. A shipping container at one end and a wind sock – just barely visible now – at the other. It’s a far cry from the runways I’m used to seeing. John opens the back of his trailer and reveals our flying machine for today; a Rotax 582-powered Hummerchute. The Hummerchute (and its sister aircraft, the Aerochute Dual) follows a strictly utilitarian design approach. A sturdy metal frame, simplistic but comfortable seat and… well, that’s about it. Throw on the 582, a 3-blade composite propeller and three wheels that look like they’re straight off my childhood billy cart and you’ve got yourself one of the cheapest, safest ways to enter the aviation world you can find. At this moment, I hear the rumbling of another car coming down the track. Out hops Stephen, another friendly face. I get an air of excitement from him; keen to introduce another person to powered parachuting. “I’m just going to go and grab the other aircraft,” he tells me. “John can take you through the pre-flight checks and warm up the engine, then we’ll try and get you up there for the sunrise.” Darkness is fading, and as Stephen drives off behind

“ It struck me that while sitting in an enclosed cockpit at 9,500ft, you’re flying through the environment. In an Aerochute, you’re flying in it.”

the scrub to hitch up the other chute, I watch on as John takes me through the remarkably short pre-flight check. As he fills up the 46L tank, I ask him how he first got into the sport. John had come across Aerochute at the first Australian International Airshow at Avalon in 1992 and instantly fell in love. He’d been looking for a way to fly that was easy to transport, easy to maintain and gave him a true sense of freedom in the air. The Aerochute ticked all the boxes. Three weeks later he was having his first flight, and hasn’t stopped since. John and his wife have travelled all over Australia, with the Aerochute on the back of the ute and a caravan in tow. Just as other travellers might take a motorbike, a kayak or a tinny on their lap around Australia, John made sure his Aerochute was there to go exploring wherever they set up camp. With Stephen back and his bright yellow parachute laid out, we’re ready to go. I climb in and notice a few cattle had appeared off to the side of the paddock to observe the commotion. They don’t seem to faze either John or Stephen as they make their final checks. John fires up his machine, immediately rolling forward across the less-than-smooth paddock. The Aerochute doesn’t have a brake, so as soon as the propeller is turning, the cart is moving. The parachute

quickly inflates, rises above the cart and suddenly John is airborne. Now it’s our turn. I hear the roar of the Rotax behind me and we’re moving too. In what feels like five seconds, a gentle tug from the fully extended parachute lifts us off the ground and we’re away. We quickly rise to about 1000ft, the cold morning wind in our faces and nothing more than a seatbelt keeping us secure. I’m instantly aware of just how smooth it is flying along in this machine, hanging in the cart like a pendulum beneath the parachute. We head toward the nearby You Yangs mountain range as Stephen explains the controls. There’s a footcontrolled accelerator to control your height and two overhead parachute toggles for turning left and right. That’s it. Nothing else. Speed is essentially a constant. “More power will only take you higher, it won’t influence your speed,” he explains. “Have a go, get a feel for it,” Stephen says to me. A little nervous, I reach up and grab my set of toggles. The simplicity of the controls become obvious to me as I gently pull down on the right side, sending the cart in the same direction. Letting the toggle back up, we straighten. Easy. I have a bit more of a play around with the toggles and the accelerator before Stephen takes over again. He pulls down on the left toggle and we’re suddenly changing

SPORTPILOT /

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“ The Hummerchute follows a strictly utilitarian design approach. A sturdy metal frame, simplistic but comfortable seat and… well, that’s about it.”

course. It’s time to find John, who had been buzzing over some nearby paddocks. John beckons us over to him through the radio – there’s something he wants to show us. We begin to descend to his altitude - just barely higher than a street light - when suddenly I see it; a mob of kangaroos grazing just ahead. Startled by our approach, the kangaroos begin to bound away and we trail behind them. As we follow the mob, it all starts to click in my head. This is what powered parachuting is all about. Most of my journey into aviation up until this point had involved cross-country flights. Being able to travel extensively in a relatively short amount of time was what drew my interest. Now, buzzing along at 60km/h, and only three hundred or so feet from the ground, I’m developing a fascination with something else; flying. It struck me that while sitting in an enclosed cockpit at 9,500ft, you’re flying through the environment. In an

Aerochute, you’re flying in it. Those kangaroos down there are feeling the same cold morning breeze on their faces as I am. It’s the same breeze that’s causing waves in the long grass, and the same breeze that’s inflating our parachute. We chase the mob for a little while longer before heading back to our take-off spot. It’s time to do some touch-and-goes. Coming in to our landing, I’m reminded that there’s no tarmac runway waiting for us. I brace myself a little as we clear the fence, waiting for what I expect to be a somewhat rough meeting with the ground. Instead, Stephen flares the chute and we roll gently along the paddock. A step on the accelerator and we’re back up in the sky. “Do you want to have a go?” he asks. We circle the paddock and line up again, only this time it’s my inexperienced hands at the controls. With Stephen guiding me through it, I slowly descend on the tufts of grass below us. “Now flare!” I hear in

my headset and pull both toggles, slowing us down just as we touch ground. Rolling along, I put my foot back down and my first ever touch and go is complete. Maybe not as smooth as Stephen’s, but a good first effort if I do say so myself. We continue to buzz around, with Stephen showing me a few steep turns before finally putting us back on the ground. More cars have arrived; more people excited for their training flights. As we roll the cart back towards the newcomers, Stephen explains just how easy it is to get started. “It’s about 15-20 hours to get a full licence.” He says, “Usually between three and five hours we can get people to fly solo.” It’s a miniscule amount of time, but having experienced the simplicity of the controls myself, it’s not that surprising. For pilots of other aircraft interested in powered parachuting, a conversion usually takes between five and eight hours.

As Stephen begins his safety briefing for the excited new faces, I find myself imagining my own trip around Australia with an Aerochute in tow. One of these extremely portable contraptions on a trailer and I could be adventuring over the emerald green bushland of the Victorian High Country, the deep red earth of the Pilbara, and the white sandy beaches of Far North Queensland in no time. With the Hummerchute starting from $27,000 and the Dual a little less, the idea of aircraft ownership being something that’s far out of reach is suddenly eliminated. After the training flights are finished and the machines packed up, I thank Stephen and John for their time. They’d given me a truly incredible experience, and whetted my appetite for a whole new style of aviation. Driving back down the track between the scrub, I can’t help but feel I’ll be back here soon enough.

Disclaimer: Stephen Conte and John Dunn both hold Low Level Endorsements and have permission to fly below 300ft in the location mentioned in this story.

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AREN’T ALL RAAUS AIRCRAFT LIGHT SPORT AIRCRAFT? Simply put; no. RAAus registers two streams of aircraft: amateur-built and manufactured. Manufactured types may be either Type Certified or Light Sport Aircraft (LSA). There is often confusion around this distinction, so let’s discuss what a light sport aircraft actually is. In 2006, CASA introduced an aircraft category called Light Sport Aircraft, the result of other National Airworthiness Authorities (NAA) adopting similar rules to address advances in recreational aviation technology. LSA allows the manufacture of safe and economical aircraft, operated for the purpose of sport and recreation, flight training and glider towing. What is a Light Sport Aircraft? LSA does not replace any existing aircraft category. An LSA can be a ready-to-fly production aircraft or a kit-built aircraft of the same make and model. According to the regulations:

A Light Sport Aircraft is an aircraft, other than a helicopter, that has: • An MTOW of 600kg (or 650kg for an aircraft configured for operation on water) • A maximum stall speed in the landing configuration (VS0) of 45kn CAS • Maximum two-person, including the pilot • Fixed landing gear • A single, non-turbine engine fitted with a propeller • A non-pressurised cabin • A variable pitch, constant speed, fixed pitch or ground adjustable propeller • If the aircraft is a glider, a maximum neverexceed speed (VNE) of 135kn CAS These criteria may be satisfied by 3-axis aeroplanes, powered parachutes, weight-shift aircraft (trikes), gliders, balloons, airships and gyroplanes. An LSA may operate under either a sport and recreational aviation organisation such as RAAus, or under CASA.

JARED SMITH Airworthiness and Maintenance 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

Manufacturer Responsibilities Manufacturers are responsible for certifying each of their aircraft in-line with LSA standards by signing a Statement of Compliance. If the aircraft is manufactured overseas, they also need to provide evidence the aircraft is manufactured in an ICAO Contracting State, and is eligible for a Certificate of Airworthiness - or a similar document - in the country of manufacture.

An Experimental Certificate for LSA is available for kit-built LSA and for aircraft that no longer comply with the Special Certificate of Airworthiness. Before an Experimental Certificate is issued to kit-built aircraft, the manufacturer must release a production aircraft of the same model issued with a Special Certificate of Airworthiness. Unlike amateur-built aircraft, there is no requirement that the owner must build 51% of the aircraft.

Manufacturers are also required to continually monitor the airworthiness of their aircraft in accordance with the LSA Continued Operational Safety Monitoring standard. This requires the manufacturer to manage a database of all aircraft owners in Australia and overseas, investigate service defects and address safety critical defects with corrective action. The manufacturer is also responsible for approving modifications to production aircraft, even if the modification has been approved by a Sub-Part 21M aeronautical engineer.

Operating Limitations and Requirements for LSA with a Special Certificate of Airworthiness Production LSA issued with a Special Certificate of Airworthiness can be used for private operations, flight training, and glider towing.

What Happens if the Manufacturer No Longer Exists? If a manufacturer ceases to exist or can no longer provide airworthiness support, CASA can appoint a competent person to carry out continuing airworthiness requirements. If there are no suitable applicants, the existing production LSA can no longer operate under a Special Certificate of Airworthiness. In such situations, aircraft can operate under an Experimental Certificate for LSA. Before the Certificate of Airworthiness or Experimental Certificate is issued, the authorised person must verify the manufacturer’s Statement of Compliance satisfies LSA requirements, and that the owner has available the Operating Instructions, Flight Training Supplement, and Maintenance and Inspection Manuals. Types of Airworthiness Certificates There are two types of Certificates of Airworthiness for LSA; Special Certificates of Airworthiness and Experimental Certificates. The Special Certificate of Airworthiness for LSA is for production aircraft. It remains valid, provided the aircraft is maintained in accordance with manufacturer requirements and the aircraft has not been modified unless approved by the manufacturer. If the aircraft is not maintained in accordance with the manufacturer, continuing airworthiness can no longer be provided. If the aircraft is modified without manufacturer approval, the Special Certificate of Airworthiness will no longer be in force and the owner must apply for an Experimental Certificate.

“ LSA does not replace any existing aircraft category.” Maintenance and inspection of these aircraft are required to be carried out in accordance with the manufacturer’s identified procedures. Because the manufacturer is responsible for the continuing airworthiness of their aircraft, they must evaluate all significant defects and correct any unsafe condition that may exist in the fleet. Therefore, the owners should notify manufacturers of any safety of flight issues or significant defects. When RAAus is notified of defects, we ensure the manufacturer is notified. After assessing defects, the manufacturer can then issue a Safety Direction (SD) to all affected owners, to correct an unsafe condition. It is mandatory that owners comply with the SD’s requirements. Owners can apply to manufacturers for a variation or exemption against the SD, provided suitable safety justification is included. Manufacturers will assess the application and – potentially – approve an alternative means of compliance or grant an exemption. In the interests of safety, CASA may include additional operating limitations to an aircraft. This would only occur if CASA considered other requirements by the manufacturer were inappropriate or did not address a safety critical issue. Operating Limitations for Experimental LSA The operating limitations for experimental LSA are the same as other experimental aircraft, such as amateur built aircraft. Experimental LSA cannot be used for flight training (unless training the owner). These aircraft are limited to day flying under VFR and cannot be operated over built-up areas, unless authorised by CASA or an authorised person.

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JILL BAILEY Flight Operations

WHO IS RESPONSIBLE? What are our responsibilities as pilots and aircraft owners? As pilots, owners and maintainers, we have wide and varied responsibilities, some of which are obvious, others not so much. A pilot’s first responsibility is generally understood to be operational tasks, and most pilots are very aware of this. Generally, pilots are well trained in these areas through the gaining and maintaining of their Recreational Pilot Certificate (RPC) or other qualifications. Pilots understand their responsibilities and for the vast majority, they comply.

Flight planning does not relate solely to navigation for cross-countries. Pilots are responsible for ensuring all operational requirements are met, even for a local flight. An airport may be a sleepy hollow most of the time, but what additional pilot responsibilities apply when there is a fly-in, a local club breakfast/lunch, or when the local flying group departs for a day trip? Pilots must still check NOTAMs, ensure radios are working correctly before every flight, ensure the required fuel is carried for the flight, and conduct other necessary checks. These responsibilities are just as relevant for a local flight as for a long trip across the country.

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

If you are the aircraft owner or maintainer, you have the additional responsibility of ensuring the aircraft complies with all maintenance requirements. This is done by researching maintenance updates from manufacturers and regulators, as well as completing recurring Airworthiness Directives (AD) and Service Bulletins (SB). Is the aircraft currently registered? Are all calibration requirements, including CAO 100.5 two yearly instrument calibrations, completed? Is there a 5 or 10-year requirement for an aircraft component, such as rubber hoses, undercarriage or wing bolts, or similar? Another critical responsibility relates to aviation safety, which includes the conduct of the flight, the pilot’s considerations for flight and the total aviation environment in which it operates. This used to be called airmanship and is now referred to in specific components such as Situational Awareness,

when making calls or operating at airports, to behave appropriately and to wave the flag for RAAus by acting professionally and considerately. We have a responsibility to know and understand the regulations that relate to our type of flying operation, aircraft type or maintenance requirements, to the best of our ability. Keeping up with changes by attending safety seminars, club information nights, completing BFRs and other events is a key responsibility for anyone involved in aviation. As RAAus members, we receive insurance coverage up to $20m for third-party public liability, which is now an accepted minimum. There is also $250,000 coverage for passenger liability if they are injured and the pilot is at fault. In the event an insurance claim needs to be made, the implications of failing to meet these

“ As Eleanor Roosevelt said, ‘Learn from the mistakes of others. You can’t live long enough to make them all yourself.’” Aeronautical Decision Making, Cockpit Resource Management and Threat and Error Management. Whatever the acronym, the key responsibility for pilots and maintainers is to really think about their actions and possible consequences, identify possible risks and hazards and put actions and protocols in place to prevent an incident. Pilot, owner and maintainer responsibilities must also include reporting requirements in the event of an incident or accident to ensure all pilots benefit from the experiences of others. As Eleanor Roosevelt said, “Learn from the mistakes of others. You can’t live long enough to make them all yourself.” These reports assist manufacturers in improving their manuals, construction of aircraft, maintenance processes, flight operations, airport safety procedures and more. We have a responsibility to ensure conflict is minimised or avoided, to consider what other pilots want and need from us

responsibilities can place claims at risk. Simply paying your membership to receive this insurance coverage is not enough. Pilots must be responsible enough to ensure all flying requirements are current. Maintainers must ensure they are keeping their professional development and RAAus membership current, that their maintenance privileges are renewed and that they keep on top of updated aircraft maintenance requirements. For instructors, this includes ensuring their ratings and approvals are renewed correctly, their medical requirements are current and that the student or pilot they are flying with is also current. All RAAus pilots must also ensure the aircraft used for the flight holds current RAAus registration and has been maintained correctly. All of these responsibilities should really be a given, even without the insurance or safety considerations, as these exist to ensure we all remain safe when flying.

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FOLLOWING

Feature

THE PURPLE DOTS LESSONS LEARNT FROM A TRIP AROUND THE BAY Words Nick Jones

Like many of you, I have been chipping away at my pilot’s licence for many years and recently I set my sights on getting my Cross Country Endorsement. As part of the series of ‘nav flights’, I was fortunate enough to have the Melbourne VFR route included. Although I am very early on in my aviation journey, I thought I would share my experiences with other RAAus members at a similar stage and pass on what I learnt.

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Prior to this flight, I had completed three navigation flights to various destinations, all of which were in regional Victoria, away from other traffic or major controlled airspace ceiling limits. So, I was pretty excited when it came time to plan my trip around Port Phillip Bay and fly right past the Melbourne CBD. The day before my flight, I set to work, studying my Visual Terminal Chart (VTC) and the purple dots marking out the correct route. I tried to absorb as much information as possible to make sure that I had my plan perfected. I checked the weather forecast constantly and had practiced reciting my radio calls to Melbourne Centre a countless number of times. The reality was that I was going to be going right on the edge of controlled airspace and I’m not ashamed to say I was a bit nervous about it. I think - like a lot of junior pilots - when I saw the markings tightly centred around a place like Melbourne, my natural instinct was just to avoid it. But in doing so, I mentally ignored huge amounts of uncontrolled airspace.

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So the day had come. It was time for me to set out on the most exciting flight I had done yet. The weather was fantastic. There was a cloud ceiling lower than I would have liked at around 3000 feet, but more importantly, the air was smooth as glass and the sun was shining. I flew over each of my checkpoints, first to a coastal town called Torquay, then Tyabb airport which is most known for its fantastic airshow. By this point in the trip, I had been flying for around 45 minutes and was able to get comfortable and settle into a rhythm. Next off was the Melbourne Coastal VFR route. I got myself ready, set my altitude and finally got to hit the button and do my calls into Melbourne Centre. I wish I could say that I was nonchalant about it but internally I felt like I was flying an A380. After all, I was on the same frequency as them. I continued my path around the bay and with such clean air was able to soak in the views of the CBD while my height stayed trim. Before the flight, it seemed like there were a lot of things that needed to be done during this leg, but it was really peaceful and relatively simple. In terms of actual navigation, it was kind of hard to get lost when I just had to follow a coastline, and was staring off at the high-rises making up the Melbourne CBD.

“ …now I don’t look at my map of Melbourne and see a big no go zone; I see a list of places to go exploring.” Looking back on the nav now, the main lesson I learnt wasn’t really about following the VFR route and how to handle controlled airspace, although that was part of it. The main lesson for me was to continuously challenge myself. Ironically, by travelling right alongside controlled airspace and becoming more comfortable confined to a very low ceiling, I feel as if the map has grown. After pushing my knowledge and abilities, I now don’t look at my map of Melbourne and see a big no go zone; I see a list of places to go exploring.

So if there is something that you find yourself avoiding, question why and take it as an opportunity to learn. Maybe it is a new endorsement or maybe just something that you don’t get an opportunity to practice that often. We all have to do flight reviews on a regular basis, so you might as well use the time wisely to go over some of these areas.

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COAST TO COAST Feature

HAVE YOU TICKED THESE DESTINATIONS OFF YOUR BUCKET LIST? Words Sophia Blakebrough & Nick Jones

I don’t know about you, but the reason I got my pilot’s licence was to explore in a way that can’t be done with two feet planted on the ground. Since we’re limited to Australian shores for now, it’s time to make the most of the wonderful places that are right here in our own backyard. Venture off the beaten path and discover a few of our favourite coastal spots to fly in and enjoy.

Injidup Natural Spa. Credit: Jarrad Seng & City of Bunbury

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ROBE, SOUTH AUSTRALIA Located 145 NM southeast of Adelaide, Robe is a popular seaside town with plenty of character, making it the ultimate coastal escape. Better yet, the airport is only a hop, skip and jump from the main township. Robe is well-known for its beautiful beaches, heritagelisted buildings and its iconic red and white obelisk atop the rocky coastline designed to guide ships along the coast. As you descend into Robe Airport, you’ll appreciate why this part of the world is known as the Limestone Coast – the geological makeup of this region means that it’s probably some of the bluest water you’ve ever seen. Credit: East Gippsland Marketing Inc.

MALLACOOTA, VICTORIA Just south of the New South Wales border you’ll find Mallacoota, a stunning coastal town tucked away amongst the backdrop of granite peaks and heathland. Although the area was hit hard by fires in 2020, the bushland is already on the road to recovery and on its way back to the picturesque spot it once was. As you descend into Mallacoota, you’ll be blown away by the stunning inlet that stretches upstream to the Genoa and Wallagaraugh Rivers and surrounding wilderness of the Croajingolong National Park. Just 700m up the road from the airport is the Mallacoota Bunker Museum, a must-visit on your way into town. Built during the Second World War to house the RAAF coastal intelligence activity, its main purpose was for surveillance to keep shipping channels open between the capital cities. Step into the large bunker yourself and experience the space that was used for anti-submarine operations. The main township itself has been built around the lake, so there is no shortage of activities to help you relax and unwind by the water. Known to be one of Victoria’s best fishing spots, hire a boat and test your luck fishing for dusky flathead or bream. If you are feeling a little more adventurous, there are also local charter companies that can help you discover the best spots. If fishing is not your thing, there is more than 100km of pristine coastline to enjoy. Venture further afield and explore the many hiking and cycling trails that weave between hidden beaches and quaint jetties, or book a day trip out to Gabo Island where you can ramble over pink granite shorelines and rockpools with spectacular views back to the mainland.

Credit: Google Maps

BEFORE YOU FLY The Mallacoota Aerodrome has a sealed runway (18/36) which is 1km long and a gravel cross strip (07/25) just shy of 900m in length. Be aware that righthand circuits are required here when operating on RWY 36, so don’t be caught out. Many of the accommodation providers will pick you up from the airport.

Once you’ve worked up an appetite, there’s a number of excellent cafes and eateries to enjoy a feed with magnificent views across the lake. Whether you’re swimming, canoeing, kayaking or simply soaking up the sun and sand from the shore, you’ll fall in love with this undeveloped coastal village.

Once you’re in town, one of the things that will likely catch your eye is that there’s crayfish on offer at just about every turn. The abundant local fishing industry in the area means the seafood on any menu in town is bound to be fresh and delicious! Not only does it come at a good price, but you can literally see the cray boats sitting in front of you. Take a stroll down Victoria Street where you’ll find plenty of lovely eateries, galleries, boutique shops and all of the supplies you need for your coastal escape. Once you’re well fed, it’s time to explore. The novelty of this stretch of coastline is that there’s plenty of opportunity to drive on the beach! There is a local company called Billy Bob Tours who will take

BEFORE YOU FLY The airfield has a simple grass strip 660m long (14/32) and a shorter, narrower grass cross strip (02/20) 415m in length. It is worth noting that there isn’t fuel available at the airport, so it is best to fill up before your arrival – Naracoorte Airport is your best option that is relatively close. Robe doesn’t offer taxi service, however many of the accommodation providers will come and pick you up from the airport.

you out on the 4x4 tracks through the sand dunes and along the beach. He also offers accommodation pickup but if you ask nicely, he will come and grab you from the airport! This makes for the ultimate day trip, but if you ask me, it is worth sticking around to soak up some coastal relaxation time. After a big day of exploring, it’s time to cool down in the refreshing, turquoise waters of Town, Karrata or Hooper Beach which are well-protected within Guichen Bay. With so much magnificent coastline to discover, you’ll be planning your next trip to Robe before you’ve even left.

“ The abundant local fishing industry in the area means the seafood on any menu in town is bound to be fresh and delicious!”

Credit: District Council of Robe

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Credit: City of Bunbury

BUNBURY, WESTERN AUSTRALIA Located 85 NM south of Perth, Bunbury is a fantastic entry point for pilots to gain access to the southern aspects of Western Australia. Although, it is worth noting that this town has more than enough on offer to keep you entertained for weeks. Descending into Bunbury, you’ll be treated to (arguably) some of the best coastline in the country. A quick taxi ride into Bunbury and you’ll find yourself the perfect base to explore this amazing part of Western Australia. We recommend you hire a car in Bunbury to get the most out of your stay. If you enjoy spending time out on the water there is a long list of unforgettable coastal experiences – there is no such thing as a mediocre beach in this part of the country, with some of the whitest sand and brilliant blue water as far as the eye can see. In many circumstances, you might even find you’re sharing this incredible coastline with just

Credit: City of Bunbury

a handful of locals. From ocean kayaking, canoeing, snorkelling, sailing to windsurfing, this region is a natural playground for water activities. You can even swim with the dolphins! Each day from November to April, the Dolphin Discovery Centre offers a package where you can swim with the dolphins in their natural environment.

“ There is no such thing as a mediocre beach in this part of the country, with some of the whitest sand and brilliant blue water as far as the eye can see.”

BEFORE YOU FLY The local airfield has a sealed 1km runway (07/25) with a full-length taxiway with run-up bays. In terms of facilities, it includes AVGas and Jet A1, as well as sealed parking areas with cable tie-down points with no parking or landing fees. If you are hopping around to other airstrips in the region such as Augusta, Bunbury is a great place to refuel, as many of these other airstrips are not equipped with fuel.

If you’re a lover of fine food and wine, leave some time aside in your schedule to explore the Margaret River wine region for a few tastings and a meal at one of the dozens of cellar doors dotted along the famous Caves Road. If that isn’t enough to keep you occupied, you might be lucky enough to spot one of four species of whale (between June and August) as they migrate through the region. Author’s Note: Always check the latest information in ERSA and better yet, call the airfield ahead of time to get the lay of the land.

If you prefer to remain on land however, then you must venture further down the coast. Beach hop your way down to the iconic Bussleton Jetty, the longest timber pile jetty in the southern hemisphere at 1.8km long.

SPORTPILOT / FLIGHT TEST

FLIGHT TEST

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REVIEWS OF GREAT AIRCRAFT

HITTING NEW HIGHS THE ALTO 912TG Words Tom Lyons

A traveller, a trainer and a pure recreational flying delight, the Alto 912TG from Direct Fly is not just another Czech LSA. This beautifully-designed aircraft has a whole lot going for it, as I found out when I caught up with Rob Hatswell from AeroEdge Australia, the new Australian distributor for this remarkable machine.

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All-metal, low-wing and powered by a 100hp Rotax 912 ULS, the Alto will instantly prick up the ears of anyone looking for an aircraft to call their own, be it for touring cross-country or buzzing around at home. Built in Czechia, a country quickly becoming a powerhouse of light aircraft production, the build quality of the Alto is exceptional. “It’s extremely well-made,” Rob told me. “All the panels are riveted and bonded, so there’s no vibration, no rattles.” It’s a fantastic looking plane, but it’s down in the details where the Alto begins to shine. “It’s very light,” Rob said when I first asked him about the Alto, and light it is. Thanks to its aluminium construction, the Alto weighs in at 310kg empty, with an MTOW of 600kg. A respectable fuel capacity of 95L means the Alto boasts around 219kg usable load, ensuring two passengers and luggage shouldn’t be an issue for those intending to travel. Performance-wise, the Alto continues to tick boxes. The semi-monocoque wing spans a tidy 8.2m (26.9ft) and when coupled with the Rotax 912 ULS, produces a cruise speed of around 110kn and a best climb of 1020ft per minute at 60kn. For the travellers among us, an endurance of 4.2hrs (plus 30 minutes reserve) will guarantee the Alto will likely only need to touch back down when you need to take a break yourself. If you’re liking what you’re hearing, just wait until you jump in the cockpit. To me, one of the best parts of the Alto is its unique canopy system that slides forward on a rail, eliminating the fear of wind catching your canopy completely. Once you’re in, the first thing you’ll notice is how roomy the 1.1m (43in) cockpit is for a small plane. Sliding the clear canopy back just makes it feel roomier too, with nothing obstructing your view to make you feel boxed in.

“It’s extremely well-made. All the panels are riveted and bonded, so there’s no vibration, no rattles.”

SPORTPILOT / FLIGHT TEST

In the air, the Alto is forgiving to fly, thanks to its well-built dual stick-and-rudder system. Clear thought has been put into ergonomics too as all flight controls are easily accessible, making it a solid option as a training aircraft. With its streamlined look, it’s certainly one that students will be all too keen to pose with after their first solo too. Its smooth lines and sleek styling place the Alto amongst some of the better-looking planes in the LSA category but, as Rob tells me, it comes at a fraction of the price. “It’s just a bit over $130,000 fly away. That’s with GST, rego and full instruments,” he said. With other aircraft of its calibre starting around $160,000, the Alto is both an affordable aircraft as is, and the perfect base for those wanting to add a full glass dash.

“ Its smooth lines and sleek styling place the Alto amongst some of the better-looking planes in the LSA category, but it comes at a fraction of the price.” Numbers aside, you really have the opportunity to make the Alto your own. Perhaps one of the most interesting aspects of this aircraft is the manufacturer’s openness to cosmetic customisation at no extra cost. There are an incredible number of decals on offer, and they’re willing to paint the Alto just about any colour, as long as you provide the colour code. “That’s a real breath of fresh air. Anything you ask for, they just go ‘Yeah no problem, we can do it’” Rob tells me.

Rob’s company, AeroEdge Australia, is the distributor of the Alto in the Australian market. Based out of Gawler Airport in SA, Rob is confident that the Alto will be making its mark in no time. A beautiful, affordable and fun option for private owners and flight schools alike, the Alto is looking perfectly poised to reach new highs in Aussie skies.

ALTO 912TG LENGTH

6.14m (20ft 2in)

HEIGHT

2.26m (7ft 5in)

WINGSPAN

8.2m (26ft 11in)

ENGINE

Rotax 912 ULS

EMPTY WEIGHT

310kg

USABLE WEIGHT

290kg

MTOW

600kg

CRUISE SPEED

110kn

STALL SPEED

35kn

FUEL CAPACITY

95L usable

ENDURANCE

4.2hrs (+ 45mins reserve)

Search for Aeroprakt A32

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Aeroprakt A32 Vixxen •

Cruise 115 knots

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Stall 27 knots

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Carry 210+ kg after full fuel

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Average under 20 litres/hr

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SPORTPILOT / FE ATURE

Feature John Nixon was flying from Queensland to Dubbo, overlooking the Gilgandra district from 5000ft when he experienced any pilot’s worst nightmare. On that sunny November day in 2012, when everything seemed to be going smoothly, the Cirrus SR22-G3 he was flying suddenly lost oil pressure and the engine seized. Acting quickly, John set the plane to glide into Gilgandra airport, but soon realised he wasn’t going to make it. In a stroke of luck, John owned a plane exactly the same as the one he was flying that day and was familiar with the Ballistic Parachute Recovery System (BPRS) in that aircraft.

GOING BALLISTIC BALLISTIC PARACHUTE RECOVERY SYSTEMS – THE BALLISTIC BACKUP PLAN THAT MIGHT SAVE YOUR LIFE Words Daniel McAuley

A BRS Aerospace system in action. Credit: BRS Aerospace

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“I informed air traffic control about the emergency situation, turned the plane away from traffic on the Newell Highway and headed into a big open paddock,” said John. “Not many people in the world have set off an aircraft emergency parachute, but I had attended a training course at Wagga Wagga about 18 months [earlier] and knew exactly what to do. We were on the ground less than a minute after the oil gauge indicated the problem.” In this instance, John and his passenger Tom were extremely lucky their aircraft had a BPRS fitted. With a rising number of these lifesaving devices being fitted to aircraft across Australia, BPRS are growing in popularity and John and Tom have the system to thank for saving their lives. As any experienced flyer would know, safety is paramount – so how exactly do these systems work and are they worth the investment?

“ We were on the ground less than a minute after the oil gauge indicated the problem.” Boris Popov, the founder of leading manufacturer BRS Aerospace, developed the first Whole Aircraft Rescue Parachute System (WARPS) in 1980 and since then, BRS systems have been installed in over 35,000 aircraft worldwide. In case of an emergency, the deployment handle of the system is pulled, the attached rocket fires and the chute is extracted. An equipped speed-sensing slider controls how fast the chute opens and the parachute then inflates, resulting in the aircraft being gradually lowered to the

A fitted BRS Aerospace system. Credit: BRS Aerospace

ground. BPRS are designed to be used when the chance of survival is otherwise low, usually due to a loss of control. This may be caused by catastrophic in-flight structural failure, control system failure or jam, failed spin recovery, disorientation in instrument meteorological conditions, pilot incapacitation or midair collision. According to BRS Aerospace, an aircraft will still likely suffer some significant damage and the terrain of the landing will greatly affect this. BRS Aerospace claims that most general aviation aircraft that have come down under a BPRS deployment have eventually flown again. So, not only do these systems have the potential to save our lives, but they may also avoid a total write-off of the aircraft. However, deployment of the system does carry its own risks, and once the parachute has been deployed, the pilot has little control over the impact point of the aircraft. The descent rate under the parachute is also quite high and there is still a significant chance of injury upon landing. If you ask me though, a possible chance of injury is a better option than probable death. Starting from $6,000 for small aircraft and reaching prices of up to $38,000, parachutes are available for aircraft weighing between 272 - 1,600kg. With prices and weight varying depending on each aircraft, a system added to a typical 600kg LSA aircraft would cost approximately $11,000 plus GST and add approximately 12kg of weight, according to Bryn Lockie from BRS Aerospace. While these devices aren’t necessarily cheap or super light, should worst come to worst, this may be a small price to pay to

S P O R T P I L O T / F eature

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long as it is well-maintained and serviced. Further cementing their place as a viable safety option, certain aircraft manufacturers have embraced BPRS. The Cirrus Airframe Parachute System (CAPS) – a collaboration between BRS Aerospace and Cirrus – now comes fitted as standard equipment in the Cirrus SR20, SR22 and SF50. If it wasn’t for this collaboration and the fact that CAPS now comes as standard, John and Tom might not be alive today. “The Cirrus is a bloody good aircraft and everything went to plan,” said John, who escaped with only a few bruises while Tom was completely uninjured. Ultimately, these systems are a significant investment in terms of installation and maintenance costs, but the evidence of their effectiveness speaks for itself. Like John and Tom, a BPRS may just save your life in the event of an otherwise unavoidable worst-case scenario. You can never have too many backup plans when it comes to safety and a BPRS is a great option for that extra peace of mind. Quotes used from Daily Liberal article “Plane Lucky: Pilot and passenger walk away from crash” written by Heather Crosby https://www.dailyliberal.com.au/ story/1139644/plane-lucky-pilot-and-passenger-walk-away-from-crash/ A BRS deployment handle. Credit: BRS Aerospace

save not only your aircraft but also the lives of you and your passengers. In the end, it ultimately comes down to a question of how much you’re willing to pay for that extra backup plan when all else fails. According to BRS Aerospace, a total of 448 lives have been saved by their parachutes at the time of this writing – so what price can we put on our own lives? The lifespan of any product is always another important consideration and you may well be wondering what we can expect from such an investment. Systems for certified aircraft have a 20-year lifespan, but as with most aircraft equipment, WARPS require maintenance. BRS Aerospace advises that for certified aircraft, the chute needs to be repacked every 10 years as well as the rocket replaced. Also, a small mil spec line cutter must be replaced every five years. Sport aircraft systems have a 25-year lifespan, and it is advised the chute be repacked every six years and the rocket replaced after 12 years. BRS Aerospace provides these services for a fee and customers are encouraged to ship their product back to the company for repacking. While these systems aren’t cheap, they have a long lifespan and one system should last you the better part of your flying career as

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SPORTPILOT / PILOT PROFILES

PILOT PROFILES

I S S U E 10 0

TALES FROM OUR AVIATION COMMUNITY

FIFTEEN &FLYING Words Warwick Merton

1 5-YEAR- OLD R I LEY’S STORY OF FO CUS AN D DETE R M I NATION TO F LY

What is it like to learn to fly as a young person? Riley’s flying experience started at the age of 13 when he was gifted his first textbook, Basic Aeronautical Knowledge. Riley worked his way through the textbook over a 12-month period and during the school holidays in 2021, he self-revised the subject matter before sitting the flight training exams. This approach was taken to allow him to focus on pilot training which was planned in several intense one-week blocks later in 2021. Riley lives in Broken Hill with two younger brothers. They are all active kids with multiple interests, which is why the intensive approach was taken to minimise

ongoing disruption to other activities and to allow his whole family to support his learning. Booked in with Tim Laidler, Chief Flying Instructor and owner at Riverland Flight Training operating from Monash (a fivehour drive each-way from Broken Hill), flight training commenced in March. Riley flew over the period of a week, weather permitting. This approach was repeated again in April and then May. In total, his training was completed in 12 days over three intensive sessions. When he passed his flight check, he flew solo on his 15th birthday with his parents and younger brothers at the field to witness one of the most significant moments in a pilot’s flying career. We believe that Riley is one of the youngest Australians to get his certificate.

“I was nervous… My instructor, Tim, said I could do up to three circuits although I only thought I would do one. After my first landing, I was pretty excited and then I knew I could fly no problems, so I did the three circuits. The main difference was how quickly I got off the ground without Tim with me.”

SPORTPILOT / PILOT PROFILES

Learning to fly is a major undertaking, even for an adult, so for a teenager who cannot legally drive a car, the achievement cannot be understated. Supporting a teenager learning to fly doesn’t come without significant financial costs and time. The training and theory lessons take time and come with their own ups and

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a young person, emotions are still being explored, so mindset is a significant factor which impacts learning and progression. Riley has grown up around recreational aircraft and has flown many times in the passenger seat. He said this familiarity helped with his training but did not take away from the challenges. I asked Riley if he had

“I am doing my cross-country endorsement in July and with that my passenger endorsement so I can take mum for a fly.” downs, challenges and achievements. Riley supported his learning using online video and theory resources as well as the textbooks. Finding an instructor who will support and develop the student as well as keeping the family in the loop is important, especially when the going gets tough. Pre- and post-flight briefings, couch flying and lengthy conversations about what went right and what didn’t all contributed to keeping Riley positive and keen. Pilots know that flying is personal – you feel great when it goes well and when it doesn’t, well... you get the picture. For

found the process of learning to fly difficult and he said that he did not enjoy the theory part of it and that some flight lessons were exhausting. On several occasions in the first five hours of training, he would head back to bed for a couple of hours’ sleep at the first chance he got. Riley says the achievement is definitely worth the effort. With that in mind, he has now started studying navigation, in preparation for his cross-country endorsement which will happen in the next few months. Depending on what he decides to do with his flying in the future, as with life generally, this is a lesson best learned early

and will set him up for any future endeavour. Riley said his advice to other teenagers learning to fly would be to expect that parts are hard, but to not get down and keep working away. He is modest about his achievement so far but describes his new skill as “pretty cool”. CFI Tim Laidler has been an instructor with RAAus for over 20 years and was instructing in gliders well before that. According to Tim, young students are likely to be more challenging to talk to and are less likely to provide feedback in areas they are struggling with. He points out that despite this, they learn much faster than adults who (he said with a chuckle) are often only too keen to give

feedback. From his experience, Tim says young students who are supported by their parents are the most likely to succeed. In every case, young or not so young, the key is to find the approach which works best for the individual – one size does not fit all. As Riley’s dad, I see the lessons aviation can teach a young person: responsibility, persistence, respect, effort and reward are the big ones for me. His mum, Rachel, has the patience of a saint and has been a big part of supporting his achievement. Riley, remember there are old pilots and there are bold pilots. There are no old, bold pilots. Fly safe, love from Mum and Dad, Luke and Toby.

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S P O R T P I L O T / P ilot talk

COCKPIT

I S S U E 10 0

SPORTPILOT READERS’ FANTASTIC AVIATION STORIES

Pilot talk

WHAT’S IT LIKE TO FLY? Words Steve O’Mahony

Recently, I found myself at a dinner, stuck between expensive suits and evening gowns, with me wearing the sole “nice” shirt and trouser combination that I own. The dinner was at one of those restaurants intended uniquely for business entertaining. Such establishments are ubiquitous; they lack flair or excitement but have a menu that guarantees your guest will not be disappointed, and a wine list designed for some young finance type with an expense account as voluminous as his capacity for empathy is tiny. I was at the dinner under false pretences, a fact made embarrassingly obvious when the waiter asked me what sort of wine I would like and I answered “red.” I was not expecting a follow-up question, nor an audience from my neighbours at the table when the followup question came from the waiter. “What sort of red wine… sir?” I answered honestly, “I don’t know.”

This brief but disastrous interaction with the waiter seemed to amuse my fellow diners and pointed me out as not “one of them”. This prompted some questions from them as to what I did for a living (“if in fact you do anything” was the unspoken postscript to the question). I answered that I flew aeroplanes. This piqued their interest for a moment until they realised I neither flew Boeing 787s for Qantas, nor F-18 Growlers for the Air Force. Once they learned I instructed on light aircraft, I was relegated to the status of someone they spoke to only out of politeness. Sometime later in the night (and many bottles of red wine later), I was approached by the now-rather-drunk senior partner of the firm hosting the dinner. Somehow the knowledge of my existence had made its way to the head of the table and he wanted to ask me about flying lessons. He said he had always wanted to learn to fly and having recently given up road cycling, he now had time for a new hobby. The cut of his suit and the heft of his watch certainly indicated he had the money for it.

asking about safety or financial commitments, nor the challenge of learning a new discipline. No, he was asking the simple question “What is it like to fly?” The question floored me. I tried to explain what I felt when I flew. The challenge of nailing a landing in a tricky crosswind, the beauty of a first light flight on a cold winter’s morning, those moments you catch yourself looking out over the wing (or under it if you’re one of “those”). I went on, but it was obvious to him and me that this was not cutting it. What is it like to fly? If pushed, could you really explain to anyone what it’s like to fly? The Irish poet W.B. Yeats in his poem An Irish Airman Foresees his Death presents to us a WWI airman who knows that he will likely one day meet his fate somewhere among the clouds above. He ponders on what has led to his current predicament. He clearly understands his impending doom but continues nonetheless; his is a positive decision to fly. No law or duty made him fight he says, nor public men or cheering crowds. Yeats’ airman is clearly not flying for the glory or the fame. No, he concludes with stunning simplicity, “a lonely impulse of delight, led to this tumult in the clouds.” Yeats died in 1939. I doubt he ever even saw the inside of an aeroplane. Perhaps he did, but it is more likely that he did not. Yet somehow, when I ponder those simple words, I am left asking whether anyone has ever come closer to describing with such simple eloquence what it’s like to fly. Flying is a delight, but it is a lonely delight. Flying can be lonely beyond words, but not in the way loneliness is often thought of. There is no sadness in the loneliness, no hopelessness, instead there is an impotence, a simple

and frustrating inability to communicate the essence of why flight is as much a part of our souls as is music, as beautiful to us as sunsets and as essential to us as breath. The truth is that no eloquence of vocabulary can possibly describe what it’s like to fly. You may well be able to explain some of the things you like about flying, what piqued your interest in aviation, or what you see when you fly. You might even take a willing soul airborne with you to show them, but in truth you will never know if they saw and felt what you saw and felt. Therein lies the loneliness. You cannot describe the taste of the very food for your soul. If we cannot describe it, we can never truly share it. A part of who we are will be forever closed off to those around us. You are forever separated from those who do not fly as they will never know, and you can never tell. Yours is a lonely impulse of delight. I somehow doubt the senior partner will ever make it to the airfield. I offered to take him flying, but somehow, I feel that I failed to sell it to him. He went back to the head of the table and when I left shortly after, he was deep in conversation about some work deal or other. Perhaps something else will prompt him to try a flying lesson, but my feeble words will not be it. Once more, I was left frustrated with not having the words to describe the very thing that consumes my life. Once more, I returned to Yeats. I felt the loneliness that comes from my inability to express to anyone in that room what it’s like to fly. I doubt you could do any better. May you come to embrace the lonely impulse of delight. It is both your burden and your blessing.

“What’s it like to fly?” he asked. It was abrupt, lacked any pleasantries and was straight to the point. I somehow guessed he wasn’t

SPORTPILOT / WHAT ’S HOT

WHAT’S HOT

I S S U E 10 0

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SPORTPILOT / IN THE HANGAR

IN THE HANGAR

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BUILDING, MAINTAINING AND DOCUMENTING YOUR AIRCRAFT

GEARBOXES, PROP PITCH, CARBURETTOR JETS & EGT

I spent more than two years renovating a Rotax 503-powered QuickSilver GT400 ultralight aircraft. The plane was just on a decade old when I got it, but had done less than 50 hours. For most of those ten years, it had been sitting in the corner of a hangar.

Words Arthur Marcel Images Rob Knight

I spent more than two years renovating a Rotax 503-powered QuickSilver GT400 ultralight aircraft. The plane was just a decade old when I got it, but had done less than 50 hours. For most of those ten years, it had been sitting in the corner of a hangar. During the renovation, I had dismantled the carburettors, checked and cleaned them, and then carefully reassembled them. During ground testing, the motor had returned just under 6400rpm WOT static, which I thought was fine. It was running smoothly and sounding great. On Friday 4th December 2020, it was ready to leave the airfield for the first time. After a few short hops to check the controls and the balance, I opened the throttle and headed down the strip into a light northerly. It didn’t take long for a problem to arise. On climb out, the tachometer was indicating nearly 7000rpm. At the same time, I noticed the EGT gauge warning light was on. The temperature inside the rear-cylinder exhaust was exceeding the 650°C limit by 20 degrees! I nursed the plane back to the strip at three-quarter throttle. One of the improvements I had made was to equip the plane with an Auber SYL-2813 Dual Digital LED Display EGT Gauge with Auber probes. Digital gauges have an advantage over analogue ones in that they have both range and resolution. For applications where accuracy is important over a wide range of

readings - like navigation and engine instruments - this can be a distinct benefit. In the case of exhaust gas temperatures, the crucial range is around 500-600°C. On an analogue instrument with a range of 350-900°C, a 100-degree normal operating range is quite narrow and - considering the EGT gauge is there to warn you that your motor is about to melt - not ideal. I was confident with the work I had done on the carburettors, so I immediately began to wonder about the relationship between engine rpm and exhaust gas temperatures. A two-stroke motor is a much more integrated system than a four-stroke. Not only does a two-stroke require a carefully designed exhaust with sufficient back pressure to ensure efficient fuel/air cycling, it also needs balanced load on the drive shaft for flexible throttle operation. The propeller has to be coarse enough to provide adequate load to ensure proper charging. Basically, the finer the pitch, the leaner the mixture. The coarser the pitch, the richer the mixture. My previous two-stroke powered aircraft (a Sapphire) had a similar static rpm figure but did not have a problem on climb out. It had a 1:2.58 ratio “B” gearbox. The QuickSilver has a 1:3.47 ratio “C” gearbox. For direct-drive propellers, full-power rpm from a standing start might increase by a hundred or so when the plane takes off; hardly noticeable. The 2.58 ratio “B” box (in the Sapphire) used to add about 200rpm WOT during a take-off run.

SPORTPILOT / IN THE HANGAR

RPM

EGTs

DIFFERENCE

2000 (idle)

423

410

-13

2500

433

442

3000

473

488

3500

495

510

4000

523

553

4500

480

495

5000

489

507

5500

516

533

6000

511

529

WOT (6200)

519

545

The QuickSilver appeared to be adding a lot more than that. Given the gearbox ratio, it was perhaps to be expected, particularly because that gearbox was driving a large diameter (68”) four-blade propeller. Four-blade propellers are necessarily more finely pitched than two or three-blade propellers, and the finer the pitch, the more torque load is shed relative to airspeed. My propeller pitch blocks were 14°, so I swapped them for 15° blocks. Static WOT rpm dropped by about 200 to 6200rpm. Rear-cylinder EGT dropped below 650°C but was still far too high. At this point, I started to think again about the carburettors. I checked the jets and needles for the correct size markings, which they had. Then I lowered the circlips on both needles, but this only brought EGTs down in the mid-power range. The overheating was still occurring at high power, especially in the rear cylinder. It was very puzzling. I even checked inside the fan box for wasp nests or any other obstructions, but all was clear. The motor was continuing to run lean at high rpm, but I had no idea why. The answer was actually staring me in the face. Only one explanation made sense, but I didn’t know the right question to ask. I had already learnt that, in aviation, not knowing what you don’t know can be both expensive and dangerous.

Finally, I ordered a replacement main jet from Floods that was .07mm larger than the recommended size. Putting a larger main jet in just one carburettor is not normally done, but I wanted to see how it would alter the exhaust temperature. When I removed the original jet however, and held it up to the light alongside the new one, I got a big surprise. The new jet had a noticeably larger diameter than the old one, much more than one would expect from a .07mm diameter difference. I re-checked the numbers on the base of each jet. No problem there. It was at this point, though, that I suddenly understood. The old jet was blocked, but blocked in such a way that it retained perfect roundness. Without another jet to compare it with, one would never suspect an obstruction, especially because the material obstructing the jet was more or less colourless. Further examination revealed a hard varnish-like coating on the inside wall that reduced the orifice to about 1.25mm, instead of the 1.58mm it was supposed to be. I removed the jet on the forward carburettor as well and found it was also partially coated on the inside, but it did not have its diameter reduced as much. The main jet on a Bing 54 carburettor sits deep inside the bowl. Obviously, this varnish was some kind of residue left behind after petrol in the bowl had evaporated. As the plane had been flown so infrequently before I bought it, the repeated deposits had hardened with time, and they were very hard indeed. I sanded down a wooden toothpick to clean the jets but it took a lot of reaming, two or three toothpicks, and some acetone to get them sparkling again. I was later told that water and detergent would have been more effective. The next static test returned a very satisfying set of EGT numbers (see above left). I tried 14° pitch again, but climb-out rpm was still a little too high. Temperatures also exceeded 580°C on low-power descents, so I settled on 15°.

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S P O R T P I L O T / F eature

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Feature

B A C K

T O

LIFE HOW AN RAAUS INITIATIVE IS REVIVING AIRCRAFT ACROSS THE COUNTRY Words Tom Lyons

That Thruster hidden away in the back of your shed that you thought had run its course? It might have some life left in it yet.

That’s what RAAus Deputy Head of Airworthiness and Maintenance, Darren Barnfield, told me when I went asking around about an unfamiliar acronym I’d come across; MARAP. Now, I can’t read a TAF fluently or anything, but I like to think I know my acronyms fairly well. As it turns out, MARAP stands for “Modification and Repair Approval Process”, and it’s the brainchild of Darren himself. I’d decrypted the acronym. Great. The end, roll credits...or not. My curiosity certainly wasn’t satisfied. What does MARAP actually mean, and how does it affect the RAAus community? In the General Aviation world, a Cessna, a Piper or even a 747 can be modified under what’s known as an Engineering Order. MARAP is essentially the RAAus equivalent. Put simply, MARAP is a process that allows certain modifications to be made to type certified aircraft. When working as Technical Manager back in 2016, Darren began to notice that a lot of type certified (24-, 25- and 55- registered) aircraft were getting stuck in maintenance “limbo”. They were structurally still fit to fly, but the support for replacing engines, props and other parts had dried up due to manufacturers going out of business or parts becoming unavailable. There was no pathway to bring these aircraft back to the skies, and so these once-loved aircraft often got lost in the back of hangars and sheds collecting dust.

S P O R T P I L O T / F eature

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With almost 200 certificates issued, Darren is keen to see MARAP grow. With more members now looking to improve their aircraft and getting involved in the engineering process, opportunities for new improvements are beginning to open up. “It’s something that can continue to grow for as long as members keep coming up with ideas on how they want to modify them,” he said. With a process like this in the hands of members, could we see a flourishing culture of modified, improved and unique aircraft in Australia, much like the early days of the EAA in Wisconsin? It’s an interesting thought to ponder.

“ The first initial review costs the organisation around $10k... But if a member comes to us now and says, ‘I want to put a Bolly propeller on my Rotax engine’, they only pay $550 for the engineering approval to do that.” Darren conceived a process that would open up a pathway to reviving these machines. RAAus members would submit an application for a potential modification, which would then undergo engineering reviews, technical analysis and flight testing, before being approved by the organisation as a legitimate, legal modification and issuing the member with a MARAP certificate. The best part? RAAus will bear the cost for reviewing modifications that are found to potentially affect other owners – such as fitting a Rotax engine to a Drifter. This helps to make popular modifications affordable and achievable for owners of these once abandoned aircraft. “The first initial review costs the organisation around $10k,” said Darren. “But if a member comes to us now

and says, ‘I want to put a Bolly propeller on my Rotax engine’, they only pay $550 for the engineering approval to do that.” In addition to its role in reviving aircraft, MARAP allows owners to get a little creative. Improving, experimenting and customising is all possible through the process. Howard Hughes and Bill Whitney, the original designers of the Australian LightWing, have been working with the RAAus engineering team to improve the MTOW of their popular design to 600kg, a limit previously unachievable due to old regulatory requirements. EFIS upgrades, engine modifications and propeller combinations are all currently in the works too, allowing owners to improve their aircraft in a multitude of ways.

S P O R T P I L O T / F eature

I S S U E 10 0

Want to see how MARAP can work? Check out this story by Mark Waterford. It all started back in 2016. I heard that a strut-brace Sports Drifter was for sale in Brisbane, a project job, needing a rebuild from the rolling pod upwards. At the time, I had a wire brace in service that I had previously refurbished extensively, but I always wanted a strut brace. I had previously owned one, and reluctantly sold it. I met with the owner, Lee, for a look and after a few days we came to an agreement. Now the fun begins! The motor was in two parts, bits and pieces missing, wings complete but needed new skins and there were boxes of all sorts of important stuff. It was basically just a rolling pod that had been refurbished with the king posts and seats. Super Drifters come standard with a Rotax 912 (Wow, climb-outs must be easy!). I had heard about these Drifters and was keen to build something similar, but the 912 was expensive, with even more added costs when importing. I started searching around for possible alternative powerplants and came across the Simonini Victor 2, rated at 102 HP. It was perfect, I could basically remove the Rotax 582 powerplant and bolt the Victor straight in, lining it up on the existing holes for the studs to secure perfectly. I guess the Simonini factory are forward thinkers! After a couple of other minor adjustments, the new powerplant was sorted. All in all, it weighed an extra 3kg with the twin lobster tails tuned exhaust fitted. My previous experience at MTOW with the 582 powerplant in our local climate (especially in the South East Queensland weather) can be quite challenging for cross-country transit over our low hills at AMSL 1600ft upwards on the prevailing day wind, easterly and westerly mostly in the warmer months, which is about eight months of the year. Having a few extra HP moderately helped.

Upon contacting Darren Barnfield about the engine output, he was a little hesitant at first. I re-submitted my proposal again with more technical information and my operating range a little more subdued. Darren came back and gave me the OK – it was doable through the MARAP process. After a lot of research, drawings and consulting with the engineer, I finally had my dream Sports Drifter for flight. The confirmation finally arrived upon receiving the CoA Experimental Certificate issued by Darren Barnfield.

“ It’s something that can continue to grow for as long as members keep coming up with ideas on how they want to modify them.” The maiden flight was on 19th November, 2019. A few fast taxi runs first on the day, then lined it up with positive thoughts and gradually wound her up. As anticipated, the Drifter climbed out well, 63-65 knots on 5,600rpm settings, at 600ft per minute, a great initial flight. I noted some extra trim tab adjustments on the rudder were required for a more neutral feel. The Drifter levelled out around 1,000ft and sat at 4,600rpm for around 63 knots. Conditions pending, it looked like it would cruise along nicely around 65 knots, comfortably around the 4,600 to 4,800rpm mark. My fuel burn was averaging 11.5L per hour. I chose the paint scheme to be the same as my neighbour. He has a Stearman painted in USA Army Corps colours. He now refers to my Drifter as “Junior” and soon we will be taking to the air together. The project so far has turned out as anticipated, cruising at 10 knots extra for less rpm and quieter engine noise. It has saved a few litres per hour of fuel too, so for any local cross-country trips I now have better endurance.

SPORTPILOT / FLIGHT TEST

FLIGHT TEST

I S S U E 10 0

REVIEWS OF GREAT AIRCRAFT The SportCruiser, introduced in 2006 by CZAW (now Czech Sport Aircraft), has had an interesting history. With a 114L fuel capacity and a range of 1,014km, the aircraft was marketed as a “tremendously efficient machine”. The manufacturing and marketing of the aircraft however, has not necessarily been quite as efficient. In 2009 CZAW was declared bankrupt by the Regional Court in Brno, Czech Republic. The successor company entered the market the same year as Czech Sport Aircraft (CSA). Following this, in 2010, the company’s SportCruiser was picked up by Piper Aircraft, with the aircraft to be sold as the PiperSport under a licensing agreement between the two companies. The agreement was for CSA to maintain production of the aircraft while Piper would market it worldwide and supply parts to customers. However in January 2011, the licensing agreement was ended, with Piper citing management differences. Distributors then formed a dealer association to ensure the continued sales of the SportCruiser and support of both the SportCruiser and PiperSport.

REVISITING THE SPORTCRUISER

Back in 2011, writing for the very first edition of SportPilot, Kreisha Ballantyne was fortunate enough to fly down to Jaspers Brush, inside Nowra airspace, to take flight in a SportCruiser with demonstrator Dave Bennett. Noting how “the aircraft behaved beautifully,” Kreisha was buzzing post-flight and exclaimed that the aircraft “as well as being a looker, is a lot of fun to fly. Its docile characteristics make it an ideal trainer, its visibility is a huge advantage in busy areas and its short field capabilities make it great for bush strips.” Kreisha also noted that “the aircraft is pitched perfectly at flying schools and private owners alike.” This rings true today, with the SportCruiser still highly regarded by flying schools due to their reliability, safety and economy. CSA agrees, claiming that they are “very happy to be working with the world’s leading flight schools.” To this day, the SportCruiser is highly regarded in the aviation industry. In 2016 it was the best-selling aircraft in the Special Light Sport Aircraft category in the USA. Since reclaiming ownership of their own aircraft as the

Credit: Uni Flying Club

STILL SPORTY, STILL CRUISY, STILL SEXY Words Daniel McAuley

Back in June 2011, the magnificent aircraft that is the CSA SportCruiser was featured as the cover story of the very first edition of Australian SportPilot Magazine. We’ve decided to revisit the SportCruiser and see if it still manages to hold up its strong reputation in the LSA category.

Credit: Uni Flying Club

SPORTPILOT / FLIGHT TEST

I S S U E 10 0

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Given the overall efficiency, performance, and appearance of the SportCruiser, it isn’t hard to see why this aircraft has maintained its popularity. The SportCruiser is a fantastic and beautiful piece of machinery, and despite a chequered history, it is in a league of its own within the LSA category. This aircraft truly is a terrific model that has kept up with the times, and it shows, with CSA maintaining a significant market share in the LSA category. We here at SportPilot are excited to see how the SportCruiser will be performing another 10 years down the track.

Recreational Aircraft BAK Basic Aeronautical Knowledge

to life and make any pilot feel right at home. However, these aircraft are not just appealing visually, they are also appealing in their performance with a maximum speed of 120kn, a climb rate of 825ft/min and an endurance of 5 hours, 25 minutes. With adjustable pedals and 4-point seatbelts fitted to both sleek, comfortable seats - as well as an optional BPRS system - safety is paramount in today’s SportCruiser, highlighting one of theAvailable... many reasons Books they remain popular to this day.

BOB TAIT

Bob Tait’s Aviation Theory School PO Box 2018, Redcliffe North Post Ofﬁce Q 4020 Hangar N, Wirraway Drive, Redcliffe Aerodrome Q Phone 07 3204 0965 Fax 07 3204 1902 Email bobtait@bobtait.com.au www.bobtait.com.au

Credit: Thrust Flight

2011

SportCruiser, CSA has done a fantastic job of evolving the aircraft and keeping it in line as a much-loved option for aviation enthusiasts. As a double-seat, all-metal aircraft, arranged as a low-wing monoplane with cantilevered wings and conventional empennage, today’s SportCruisers are marketed by the company as a “solid, safe and reliable machine, well-suited for years of intense use.” Featuring a 100 HP (73.5kW) Rotax 912 ULS engine, the aircraft boasts a 93kn cruise speed at 3,000 ft and 75% power. Both the interior and exterior of today’s SportCruiser are extremely appealing to the eye, with the aircraft boasting a spacious 1.17m (46in) wide cockpit which provides utmost comfort and a highly ergonomic seating arrangement. Today’s models, fitted with two sleek SkyView SV-HDX1100 touch screens and a SkyView SV-GPS-2020 built-in GPS system, bring the cockpit

EMPTY WEIGHT USEABLE WEIGHT MTOW

SPORTCRUISER

360kg

388kg

240kg

212kg

600kg

WINGSPAN

8.85m

8.6m

WING AREA

12.2m2

12.3m2

LENGTH

6.5m

6.62m

HEIGHT

2.3m

SEATING

2x side by side

CABIN WIDTH

1.15m plus

1.17m

MAX SPEED

120kn

CRUISE SPEED 90

2021

93kn

BOB TAIT

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Jabiru J200B ‘11, Jabiru 3300 (2011) 509hrs s/new, fresh top end O/H, 2 blade prop (new), Garmin GPS, ELT, 9/10 in/out $59,900

JABIRU SP470 (TT331hrs, sold with fresh Annual!)

Opportunity to buy a low-time GEM! This SP470 has been always hangared and was beautifully built. It offers low airframe and engine hours. Condition Report and fresh annual. Specs: 1999, TT 331.1hrs, Jabiru 2200A 331.1hrs, Sweetapple 60.00/42.00, Owners: 2 Standard Jabiru avionics, Microair 760 VHF, Intercom, Vortex Generators, Pitot / static / other covers, Fuel capacity: 65 litres, Cruise: 95kts, MTOW: 470kg. This one will sell FAST! $31,900

AIRCRAFT WANTED (WE HAVE ACTIVE BUYERS): Van’s RV-12, 6/A & 7/A, 9, 10, Jabiru 160, 170, 200, Pipistrel Virus, Kitfox, Eurofox (tail), Brumby, Skyfox (tail), Sling 2 / 4, Eagle 150B, ICP Savannah, Zenith 750, Zenith 701, 750, Pioneer 300 Kite, Pioneer RS Hawk, Storch, Evektor Sportstar, Glasair I/II/III.... plus MORE! We also operate Light Aircraft Sales for ALL GA types!

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SPOR T P IL OT / AV IAT ION M A R K E T PL ACE

I S S U E 10 0 WANTED

AVIATION MARKETPLACE

STORM RALLY LSA

190 Airframe Hours, 180 Engine Hours, Italian factory built LSA, very good condition, high quality interior fit out and being sold to make way for new aircraft. Price negotiable, genuine offers considered. David Smith 0419 464 112 $75000

Browse aircraft for sale or reach a large market to sell yours with an advertisement in SportPilot – aviationclassifieds.com.au

JABIRU J200-B 19-7923

509 Airframe Hours, 509 Engine Hours, Fresh top end overhaul, full egt/cht monitor, garmin gps, fuel flow monitor, electric flaps, vhf microair, uhf, 160L fuel, good cruising, very tidy aircraft. Bruce Allen Browning 0429 637 035 $60000

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.

INSTRUCTOR / MECHANIC Namoi Aviation and Kaputar Ford have a full-time position between instructing and vehicle repairs. If you love training pilots and want to expand your skills, then join our team. Award wages paid. Narrabri is a great place to live, and instructing weather is ideal. We fly Tecnam Sierras. Kenneth Ian Flower 0457 811 627 $50000

WRECKING ARION LIGHTNING

nil Airframe Hours, nil Engine Hours, Parts suit any aircraft, CAMit 3300 motor plus all accessories $6000. Whole instrument panel with full avionics, wiring looms, glass screen with autopilot, radios, all fully functional. Brian Schellback 0403 723 621 $5000

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Training in the Mid North and Yorke Peninsula areas of SA, with further growth potential. Includes a Jabiru J160D aircraft, all spare parts, tools and a fully equipped flight office (all freehold). Supervision, testing & training may be available if required.

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Located at Port Pirie, SA.

“MINI MOONEY” MODIFIED TEENIE TWO

Unknown Airframe Hours, Unknown Engine Hours, Deceased estate sale. Engine was being run in an aircraft being prepared for painting prior to Ron Wegner’s untimely accidental death. This is the second Teenie Two Ron has built and due to his love for his Mooney, he decided to modify some of this aeroplane e.g. retractable undercarriage. Ken 0437 323 077 $11000

FLIGHTSTAR 11 SC

10 Airframe Hours, 10 Engine Hours, 2 seat fully enclosed with dual control joysticks. Carpeted interior. Mylar skins. Fully instrumented. HKS 80 HP fuel injected, turbo engine with intercooler. Aerolux 3-blade composite prop. Hydraulic disc brakes. 4 point harness. Ivo Rinaldi 0419 439 976 $37500

JABIRU 230D

1730 Airframe Hours, nil Engine Hours, Plane for sale TTIS 1730hrs Gen4 eng Scimitar. Prop TTIS 140hrs. Jabiru serviced, hangared Bundaberg jumbo inst. panel, extras, spares. Steve Curtis 0432 434 474 $79000

AEROVEE 80HP ENGINE

ROTAX 582

3.5 Engine Hours, Purchased new for a kit build which never went ahead. Fitted with electric starter, Powermate regulator, Rotax rpm and oil temp gauge, gauge, fuel primer and boost pump. Can see running on test bench. Caz Monteleone 0404 897 452 $9990

AIRCRAFT 24-8189 PIPISTREL ALPHA TRAINER

502 Airframe Hours, 502 Engine Hours, Aircraft in as new condition. First rego April 2013. Lloyd Kay 0418 140 617 $97500

LIGHTWING 25-1916 ZENAIR 601HD

42 Airframe Hours, 42 Engine Hours, Rotax 912 80hp 42hrs total time, easy to fly, owner retiring due to age. Roy Cox 0438 655 512 $32000

889 Airframe Hours, 889 Engine Hours, 912 UL, New Bolly prop 1 hour, Gear box overhauled by Burt flood 5 hours, good service history. Always hangared. Warren Jonsson 0427 978 143 $30000 ONO

TECNAM P92 2000 RG

1400 Airframe Hours, 400 SOH Engine Hours, The Tecnam P92 RG is considered one of the most aerodynamically advanced aircraft, featuring the stability and predicable characteristics of a high wing design, with the low drag provided by a simple, reliable, retractable undercarriage system. Combined with bottom-hinged slot flap system, a 120cm cabin width and reliable Rotax 912ULS 100. Phillip Walker 0419 761 126 $85000

84 RAAus, 154 total Airframe Hours, 84 RAAus, 129 total Engine Hours. Enjoy seat of your pants flying of the 1930’s in a strong little plane. Original vintage Aeronca - J.A.P. motor with lots of spare parts. All reasonable offers considered including swap or trade. Kallan Gregory Dennis 0439 596 408 $16500

62 Airframe Hours, nil Engine Hours, Legacy Sonex, time to move this great little aircraft on as I have a new project nearly ready to fly. Ever reliable Rotax engine. Vans full swivel tail wheel, toe brakes, Sonex interior, Happy to chat if you would like a few more details. Peter Pendergast 0418 129 222 $47000

nil Airframe Hours, nil Engine Hours, 2180cc, 7 hours on the clock, comes with Sensenich wood prop, Rotec TBI, mags, starter, exhausts and some spares. Located in WA. John Higgs 0411 263 070 $9000 + freight

SYNDICATES

A32 VIXXEN

SONEX LUTON MINOR LA4 28-0471

360 Airframe Hours, 360 Engine Hours, Imported Factory Built, Good Condition, Always Hangared, Easy to Fly, Very Forgiving. See on Youtube. Make an Offer. Greg Moore 0488 068 848 $37000

0.0 Airframe Hours, 5 Engine Hours, 99.9% complete plans built Thatcher CX4. 2300 GPAS VW with about 5hrs. Always hangared. Comes with unused canopy cover. Life/COVID has stalled this project for too long. Time for somebody else to get it across the line. Kalon Barrett 0418 253 719 $19990

Price: $90,000

AIRCRAFT FOR SALE

X-AIR HANUMAN

THATCHER CX4 19-8328

ROTAX 912 ULS

1870 Engine Hours, 100 HP. Fully L2 maintained since new. New Slipper clutch fitted at 1700 hrs. Hoses done in Aug 2018. Last 100/annual done in Feb 2021 by L2. Still flying will be removed in next two weeks. Video available to genuine buyers. Gary Visser 0451 043 066 $7000

1000 Airframe Hours, 950 Engine Hours, A share is available to a suitably experienced pilot. Long-running syndicate based at Caboolture, Queensland. Has full Dynon avionics including autopilot. Professionally maintained. Ian McDonell (07) 3886 5828 $9000

STORM RALLY

MORGAN CHEETAH MK.2

471 STC Airframe Hours, 470 Engine Hours, Fantastic fun little aeroplane, great cheap hour builder at 15L/ hr cruising at 90kts with 4 hours endurance. Very easy to land even in strong crosswind. Steerable Jabiru nosewheel and hydraulic brakes, Jabiru 2200 with Petroni prop. Tim Fowler 0457 939 350 $28000

1029 Airframe Hours, 1029 Engine Hours, ROTAX 912ULS, DYNON D100 EFIS, GARMIN SL40 DUALCOM, GARMIN TRANSPONDER, GARMIN GPS MAP296, stby AIS,ALT,VSI and COMPASS. LAST MAINTENANCE 28/04/18 at 1015hrs. Regularly started last 2yrs. David Fardell 0400 573 105 $46000

AEROVEE 80HP AIRCRAFT ENGINE

nil Engine Hours, Engine in kit form. Complete. Includes propeller, pre-assembled crankshaft, exhaust and accessories. Steve. sdc0868@gmail.com 0413 580 738 $8750 ONO

SPORTPILOT / THIS EDITION IN PICTURES

I S S U E 10 0 Cruising over Table Cap. Credit: Gretta Kingston

This edition in pictures

Snow on the Highlands around Mt. Ossa, Tasmania. Credit: Gretta Kingston

THIS EDITION IN PICTURES

Take a look at some of the amazing images captured by the RAAus community! Some shared with us in the past few months, others dug up from the archives. Submit your photos to editor@sportpilot.net.au Over the Walls of Jerusalem National Park, TAS. Credit: Georgia Rundle (@flyinggeorgia)

Slipstream Genesis Revelation. Credit: Bill Struthers

A Beaver at OzSTOL 2021. Credit: Phil Pluis

Zenair CH-601XL Zodiac. Credit: Bill Struthers

Over Lake Tyrrell. Credit: Jack Milgate

Flying STOL at Boonah. Credit: @flyingwitherin + Josh Douglas

Port Macquarie at Sunset from the Hastings District Flying Club’s Sling 2. Credit: Ed Godschalk

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I S S U E 10 0

CLUBS LET’S GET FLYING!

RAAus has launched a campaign to support our clubs and get you, our members, out doing what you love best – flying! Aptly named Let’s Get Flying!, we propose to visit our clubs around Australia (where COVID-19 restrictions allow) over the coming year, facilitate a BBQ and invite RAAus members to fly in. These will be informal gatherings; just a group of like-minded aviation enthusiasts flying in for a sausage sandwich, a cup of tea and a chance to “talk shop”. We’ll keep you updated with details of a Let’s Get Flying! event near you, and if you are an RAAus Affiliated Club and would like to be considered for this great initiative, please email events@raaus.com.au by 30 September 2021. NEW SOUTH WALES Coffs Harbour & District Aero Club

info@coffsaero.com

coffsaero.com

Hastings District Flying Club

Rod Davison

enquiries@hdfc.com.au

hdfc.com.au

Holbrook Ultralight Club

Andrew Vonarx

info@holbrookultralightclub.asn.au

holbrookultralightclub.asn.au

Parkes Aero Club

Brett Preisig

aeroclubparkes@gmail.com

parkesaeroclub.com.au

office@rnac.com.au

rnac.com.au

Greg Davies

info@srfc.org.au

srfc.org.au

David Forsyth

operations@asac.com.au

facebook.com/ASAeroClub

secretary@tumutaeroclub.org.au

tumutaeroclub.org.au

Royal Newcastle Aero Club Sydney Recreational Flying Club NORTHERN TERRITORY Alice Springs Aero Club Inc Tumut Aero Club Inc QUEENSLAND Burdekin Aero Club

Brian Richardson

secretary@burdekinaeroclub.org

burdekinaeroclub.org

Burnett Flyers Inc

Ralph Percy

burnettflyers@yahoo.com.au

burnettflyers.org

Darling Downs Aero Club

Andrew Nacsa

admin@ddac.com.au

ddac.com.au

Darling Downs Sport Aircraft Association

Trevor Bange

trevorbange@bigpond.com

loneeagleflyingschool.org.au

qraawarwick@gmail.com

qraa.info

office@adelaidesoaring.org.au

adelaidesoaring.on.net

Queesnland Recreational Aircraft Association SOUTH AUSTRALIA Adelaide Soaring Club

Ian McDonald

Barossa Birdmen Flying Club

Sue Dayman

Clare Valley Flying Group Inc.

Gary Sims

cvfg@clarevalleyaerodrome.com.au

clarevalleyaerodrome.com.au

Riverland Sport Aviation

Scott Pedler

rsa@riverland.net.au

rsa.riverland.net.au

raa.asn.au/fly-with-us/clubs/sa

TASMANIA Wynyard Aero Club

Craig Brooks

wynyardaeroclub.com.au

VICTORIA Ballarat Aero Club

Keith Jeffs

info@ballarataeroclub.com.au

ballarataeroclub.com.au

Cobden Aero Club

Bill Woodmason

cobdenaeroclub@gmail.com

facebook.com/Cobdenaeroclub91

Horsham Flying Club

Steven Schneider

horshamflyingclub.secretary@gmail.com

horshamflyingclub.org.au

news@geelongsportsaviators.com.au

geelongsportsaviators.com.au

Geelong Sports Aviators Inc WESTERN AUSTRALIA Bunbury Aero Club

Alex Karatamoglu

admin@bunburyaeroclub.com.au

bunburyaeroclub.com.au

Greenside Recreational Flyers Club

Michael Donsen

info@grfc.asn.au

facebook.com/GRFCmuchea

Narrogin Flying Club

D Briggs

narroginflying@gmail.com

SPORTPILOT /

FINAL APPROACH I flew in to Ballarat Airport recently on my way back from Mildura. I don’t normally stop in Ballarat because a) it’s usually busy with training traffic, and b) if there’s ever going to be bad weather, it seems to happen in Ballarat. Sorry Ballarat people, but you know what I’m talking about. This time I had to pick someone up, and contrary to what I’ve just said, the weather was fine. The circuit, however, was not. Yes, it was busy. Very busy. There were single and twin training aircraft in the circuit. It is always a challenge with their different circuit speeds. There were students moving to and from the training area. There were also several GA and RA aircraft coming and going and in the circuit. When students are learning how to fly, we expect their radio calls to be a bit ordinary. Their flying is, well, student-like. We make allowances for them. What I don’t think I need to make allowances for is the qualified RA and GA pilots who aren’t passing basic airmanship. What I saw that day included pilots failing to make necessary radio calls, making circuits that were at wrong heights and failing to maintain separation from the aircraft in front of them. I saw aircraft enter runways that they probably shouldn’t have, and aircraft join and leave the circuit without following correct procedures. Were any of these major incidents? No. Was there potential for them to become a major incident? Yes, I think there was. There always is. Having lost friends and relatives in aviation accidents, I am acutely aware of how quickly a normal day can turn into a tragedy.

The most disturbing part of that was that most of these issues were being perpetrated by qualified pilots, often in their own aircraft. When I got home, I had a good read of recommended procedures in joining, leaving and circuiting the airfield, just to make sure I wasn’t misremembering procedure. It’s something we should all do regularly. Maybe you have a perfect memory, but I don’t, so I like to read up regularly. Things change too. When I started flying, the radio procedures and circuit joins were completely different. I have certainly made mistakes when flying. What I saw at Ballarat that day – and I’m sure I would have seen it at any busy airport – were not simple mistakes. I saw arrogance. Experienced pilots who were cutting corners because of a perception that they were not subject to the rules. If that’s how they fly in proximity to the airfield, how is their airmanship? How thorough was their preflight and planning? In my experience, arrogance and ignorance are roommates. In flying, those two will kill you, or worse, someone else. As an aviation enthusiast, I like to see busy airports. As a pilot on approach, I’m more wary. If we are going to have a thriving aviation community, it is our responsibility to make it safe. We can do this by knowing the rules and realising they apply to everyone.

NICHOLAS HEATH Editor editor@sportpilot.net.au

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SO YOU’VE HAD A CLOSE CALL? Often the experience is something you’ll never forget and you’ve learnt a valuable lesson. Why not share your Close call so others can learn from it too? Articles should be between 500 and 1000 words. Email fsa@casa.gov.au with your story or a request for a call back. If we publish your story, we’ll give you $500 for an article you’ve written yourself or $250 for a story over the phone.

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