Australian SportPilot Magazine - Issue #101 - December 2021 by Recreational Aviation Australia

Official Publication of Recreational Aviation Australia Ltd.

RRP $9.95 inc GST / ISSUE 101

AIR SAFARI

Touring Routes For Adventurous Pilots

FLYING LEGEND

Reviewing An LSA Military Trainer

MASTERING LIFT How Can A Wing Work Better?

AUSSIE FLYING HEROES A Brief History Of Our Most Notable Aviators

MTOW INCREASE RAAus Secures 760kg Weight Limit

ISSN 2652-6786

9 772652

679002

SHEPHERD’S DELIGHT DRONE RANGER IN-FLIGHT CATERING NEWS & EVENTS

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EDITOR’S WELCOME

I, like many others stuck at home, managed to gain a few kilos during the pandemic. Ok, a lot. Maybe even carry-on range. By the time you read this, RAAus will finally have the regulatory framework to apply for the extra weight category, which would be available to members in the first half of 2022. The details of the new Part 103 are inside this edition, but basically, we got the 760kg MTOW limit that we were hoping for. If you’re not doing little fist punches right now, well, you should be. This has been a long time coming and has been due to the persistence of RAAus, CASA and a whole host of people who have been working on it. If there’s a sour note in the whole matter, it’s the stall speed at 45 knots. I’m told, however, that CASA will shortly be consulting on this unnecessary limitation along with controlled airspace access, so let’s hope that these can finally be put to bed, once and for all. The detail of this new privilege, how it’s going to work and what things such as

maintenance requirements might look like will all have to be developed. But for now, we can get suitably excited at what is a major win for our category of aviation. As the owner of a Van’s RV6 with an MTOW of 750kg and a landing configuration stall speed of 43 knots, which potentially will be in this new category, I look forward to the detail being developed. While it will be a while coming, I also look forward to the new aircraft that might be developed to fit this category. I expect it will probably be the ownerbuilders leading the way.

NICHOLAS HEATH Editor editor@sportpilot.net.au

The last issue – the 100th issue of Australian SportPilot – received many warm letters of praise and it is a great pleasure to receive such feedback on behalf of the team. Now that we are coming out of lockdown, we have focussed this issue on travel and destinations. We hope it inspires you. So go on, strap on an aircraft and get out there. There’s a whole country for you to discover. Fly safe and enjoy the skies.

EDITORIAL

RECREATIONAL AVIATION AUSTRALIA

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

HEAD OFFICE PO Box 1265 Fyshwick, ACT, 2609

EDITOR Nicholas Heath

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

DEPUTY EDITOR Sophia Blakebrough STORY CO-ORDINATOR Tom Lyons WRITER Daniel McAuley CLUB LIAISON Chris Sager

ADVERTISING (03) 5273 4777 advertising@sportpilot.net.au ADVERTISING DIRECTOR Ed Jones ADVERTISING CO-ORDINATOR Simon Larcey FINANCE Christine Heath

PRODUCTION

CEO 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 HEAD OF FLIGHT OPERATIONS Jill Bailey jill.bailey@raaus.com.au 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 AND MAINTENANCE Darren Barnfield darren.barnfield@raaus.com.au GENERAL ENQUIRIES admin@raaus.com.au PILOT AND MEMBERSHIP ENQUIRIES members@raaus.com.au

SENIOR DESIGNER Regina Mari

AIRCRAFT AND MAINTENANCE ENQUIRIES tech@raaus.com.au

DESIGNER James Conte

SAFETY ENQUIRIES

PROOFING Hannah McCauley

DIRECTORS

DIGITAL Nick Jones Budda Pile Matt Dwyer

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

safety@raaus.com.au

Barry Windle barry.windle@raaus.com.au Trevor Bange trevor.bange@raaus.com.au

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

CONTENTS

FEATURES 20 FLYING LEGEND TUCANO LSA THE MILITARY TRAINER GUARANTEED TO TURN HEADS

Eugene Reid eugene.reid@raaus.com.au Luke Bayly luke.bayly@raaus.com.au Andrew Scheiffers andrew.scheiffers@raaus.com.au

26 GOING BALLISTIC AGAIN LOOKING FURTHER INTO BALLISTIC PARACHUTES

Simon Ozanne simon.ozanne@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.

PILOT PROFILE: ERIN DOUGLAS

SHEPHERD’S DELIGHT OUTBACK ADVENTURES AT MT. EBA STATION

42 AIR SAFARI TOURING ROUTES FOR ADVENTUROUS PILOTS

50 AUSTRALIAN FLYING LEGENDS A BRIEF HISTORY OF AUSTRALIA’S MOST NOTABLE AVIATORS

DRONE RANGER AN UNEXPECTED RESCUE HIGHLIGHTS DRONE POTENTIAL

FLIGHT OF THE KOOKABURRA FOLLOWING THE TRAIL OF AN ILL-FATED RESCUE MISSION

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SHEPHERD’S DELIGHT

COVER: THE FLYING LEGEND TUCANO LSA IN FLIGHT! CHECK OUT OUR REVIEW ON THIS SLEEK & SPEEDY MILITARY TRAINER. Image Credit: Flying Legend

DRONE RANGER

AIR SAFARI

PILOT PROFILE: PAT LARCEY

REGULARS 6 LETTERS 8

FROM THE CHAIR

10 NEWS

54 THE CFI: AN AVIATION COMMUNITY LEADER JILL BAILEY: FLIGHT OPERATIONS

12 FROM THE CEO 14 WEIGHT CHANGE INBOUND CIVIL AVIATION SAFETY REGULATIONS PARTS 91 AND 103

68 COREY LOADER SCHOLARSHIP WINNER

69 MAX BROWN

16 IN-FLIGHT CATERING BEST IN-FLIGHT FOOD AND STORAGE SOLUTIONS FOR YOUR SNACKS

28 SETTING THE STANDARDS NEIL SCHAEFER: TRAINING DEVELOPMENT

30 IN PICTURES TAKE A LOOK AT SOME OF THE AMAZING IMAGES CAPTURED BY THE RAAUS COMMUNITY!

38 RAAus SAFETY – WHERE ARE WE NOW? CODY CALDER: INNOVATION AND IMPROVEMENT

48 IF IT’S NOT LSA, WHAT IS IT? JARED SMITH: AIRWORTHINESS AND MAINTENANCE

PILOT PROFILES PAT LARCEY: FLIGHT TEST ENGINEER

LIFE MEMBERSHIP RECIPIENT

76 78

HEADSET ROUNDUP PILOT PROFILES ERIN DOUGLAS: A JOURNEY THROUGH A FEAR OF FLYING

84 WHAT’S HOT PRODUCT REVIEWS FOR FLYERS

86 CLUBS & RUNWAYS 88 EVENTS 90 TECH TALK 100 AVIATION MARKETPLACE 102 FINAL APPROACH 5

SPORTPILOT

LETTERS LETTERS

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

Want to take home a SportPilot cap? Our featured letters from each edition will receive a SportPilot peak hat, perfect for those sunny days in the sky!

RE: A Hidden Gem (SportPilot 99) Dear Editor, I just read another article mentioning traditional steam driven gauges (flight instruments). There are the airspeed and vertical speed which work off differential air pressures and the altimeter which works off air pressure compared to an adjustable reference pressure. There’s the attitude indicator and directional gyro driven by suction, and the turn bank indicator with an electric gyro and a balance ball that works on gravity. Where is the steam? There are also engine instruments that work off temperature and pressure probes in relevant places. If there is any steam present, they do not work, such as if there is not enough water in the cooling system the gauge will read normal while the engine overheats and “cooks”. Where again is the steam, in a properly functioning system? Or is “steam driven gauges” just a stupid term used by idiot trendies to mock old technologies? Ken Glascow

Editor: Hi Ken. The term “steam gauge” gets thrown around here and there as a somewhat tonguein-cheek reference for the standard “six pack” of flight instruments. This is in comparison to “glass” cockpits which, on reflection, isn’t exactly the most straightforward name either. You’re right, steam gauges don’t actually run on steam, but the six pack isn’t full of beer either! The beauty of the English language I suppose…

RE: Going Ballistic (SportPilot 100) Dear Editor, The article starts off by asserting that John Nixon “suddenly lost oil pressure” at 5,000 feet above the Gilgandra district, and that he landed by BPRS “within one minute of the oil gauge indicating the problem.” It goes on to say that John and his passenger were extremely lucky their aircraft had a BPRS fitted. I beg to differ, as too would the poor written-off aircraft, if it had a voice. To start at the end of the story, the aircraft was substantially damaged (though the engine was already destroyed) as the result of electing to use the BPRS instead of making an emergency landing in the numerous large flat paddocks below. Some have supported using the BPRS instead of conducting a forced landing on the ludicrous notion that the SR22 does not have a steerable nose wheel so couldn’t land safely. The only valid argument I see is that at a likely landing speed of around 60 knots, you will have problems if you find a hole or a rock or some such - but that certainly isn’t a case of probable death - rather, the probable outcome of a competently executed forced landing in

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this case was no damage to aircraft or occupants. As it was, whilst the pilot suffered minor injuries and the aircraft was substantially damaged, it is understandable that the pilot may have elected the more certain outcome, after the series of poor decisions that got him to that point. He stated afterwards that he believed a safe landing would not have been possible, due to features such as contour banks that were not visible from the air. As both occupants emerged with little wear and tear from the experience, it is difficult to fault the decision to use the BPRS, though for those sympathetic to aeroplanes, somewhat less difficult. The pilot should not be pilloried for his human failings, which we are all subject to, but neither should the false notion that the BPRS saved the day after a “sudden loss of oil pressure” be propagated. If the pilot was that concerned about a forced landing in what can only be called almost ideal conditions, would he have allowed the situation to deteriorate for hours without landing

to evaluate it, lacking the confidence the BPRS gave him? I doubt it. I am not against BPRS, far from it, but they are not the panacea that some would have, nor are they without their own factors reducing safety. I support MTOW concessions for the weight of BRS installations, precisely to prevent their weight being exchanged for fuel. Nonetheless, they are best employed for structural failures, emergency “landings” in bad country and by passengers in the case of pilot incapacitation, rather than as the pilot’s first option for a forced landing. Paul Saccani Editor: Thanks Paul. There’s been a lot of debate about BPRS in the months since SportPilot 100, and we’ve decided to do a follow-up on the article to assess it from all angles. Check it out in this edition. As our letter of the month, you will be receiving a dashing new Australian SportPilot Cap.

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SPORTPILOT

A CONSTANT LEARNING CURVE As summer falls upon us and we begin the exit of what can only be described as a tumultuous year, my mind returns to flying. Throughout the year I haven’t had many opportunities to fly much and so the thoughts in my head centre on how to get back to aviating in a safe manner.

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

I am not an instructor and consider myself as a pilot who is still learning. I like to think this attitude will prevail right through to the day when I choose to stop flying and in the meantime will take every opportunity I can to reflect on my flying, seeking out the lessons I can learn. One that stands out to me as relevant, right now, is that we get rusty when we don’t get the chance to practise our skills. To this end, I will be taking care to get it right when I turn the key next time. My approach will be fairly simple. I will take the time to go flying with someone who is more current than me. This may be an instructor or it may simply be someone that has had more flexibility than me and who has managed to stay current. I feel that even if I can’t find someone who is current, I will seek out a trusted and experienced person to come with me. Here’s my logic behind that. We often hear the discussion around incidents that have occurred because of the Swiss

cheese theory where the holes line up and then the unthinkable happened. By reducing the likelihood of the holes lining up we can reduce the likelihood of an incident occurring. Even better, taking the holes away means they can never line up. With two experienced aviators in the cockpit the likelihood of both forgetting something is reduced. Forgot to remove the pitot tube cover? Chances are that your trusted partner in crime will let you know. Of course, none of this will work unless we all remain open-minded. In airline operations, there is much focus on crew dynamics and the cultural aspects of interactions between junior and senior flight crew. A well-managed airline will encourage junior people to speak up when they see something that is not quite right. This must be done in a respectful manner, however the outcome is that things that might otherwise go unnoticed and potentially contribute to a less than

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optimal outcome being picked up. There is much we can learn from professional operations that are well run and this is one of them. When we go flying we should always look for the opportunity to learn, improve ourselves and share our experiences. Taking the time to listen to others, be unemotional about what is being said and choosing to be objective instead is a great way to better our skills and absorb knowledge from others. And we should not stop there.

“I feel that even if I can’t find someone who is current, I will seek out a trusted and experienced person to come with me.” A trick that I learned quite some time ago, from someone way wiser than I imagine myself to be, is to practise an emergency procedure at a random point in your flight. For example, the next time the radio crackles to life practise an engine failure. This isn’t perfect because you have planned what you will practise but it still helps to solidify things in your mind. Ask yourself

when was the last time you practised stalls or steep turns. If your answer is further back than you would like to remember, then perhaps it is time to brush up on your skills. I have always felt that the day we stop learning is the day we should hang up our flying headset for the last time. No one is perfect but by taking the opportunity to learn a little more each time we fly is a good way to get as close as we can to being perfect. And when we stop trying to get a little closer because we think we know enough already or we just can’t be bothered learning anymore, we may be about to pose a danger to ourselves and others. So if you are like me and about to start flying again after a bit of a hiatus, then use it as a learning experience and get someone to second guess you for your own good. You might be surprised to learn something new or relearn something you already knew. Or maybe you will just have someone who is equally passionate about flying as you are along for the ride. Either way, that is a good day out flying right? So grab a friend and get in the cockpit, I can almost guarantee you will have some fun.

SPORTPILOT

NEWS

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

Belgian-British Teenager Aims to Break Women’s Solo Flight Record 19-year-old Belgian-British pilot, Zara Rutherford, recently began her quest to become the youngest female to fly around the world solo. In August, Zara took off from an airstrip in Kortrijk, western Belgium in her pursuit to break the previous record set by American pilot Shaesta Waiz at the age of 30 in 2017. Zara plans to fly her SHARK over five continents and 52 countries in a trip that is expected to take up to three months. Her aircraft has been specifically fitted out for her

journey, with the second seat being replaced with an extra fuel tank. She hopes to inspire other young women to get into aviation and encourage them to study other STEM subjects. Follow Zara’s journey at flyzolo.com.

World First Flying Car Race Flying car racing could soon be here, as video of two flying vehicles drag racing at a test event in the South Australian desert shows.

Jabiru Sells 3,000th 3300 Six-Cylinder Engine Australian manufacturer Jabiru recently achieved a huge milestone, selling their 3,000th six-cylinder 3300 engine in October. The Gen 4 Jabiru 3300 engine, built for a customer in Russia, is the result of continual evolution since the first production engine in June 1998. Delivering 120hp with a weight of 83.5kg, the engine has made the Jabiru J230 the company’s most popular model of aircraft.

Launching in 2022, the EXA Series from Alauda Aeronautics will see remote-piloted flying cars hit top speeds of 300km/h, racing over ice, sea, deserts and forests all over the world. Alauda’s technical team includes industry veterans and leaders from F1, Boeing, McLaren, Jaguar Land Rover and Rolls-Royce, with competitors expected to be drawn from the elite of motorsport and aviation. Check out exaseries.com for more information.

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SPORTPILOT

2022 -

TAKE TWO As we come to the end of another disrupted year, one can hope that 2022 will see a lot more opportunity for committing to aviation.

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

For the team and me at RAAus, I suspect that much of our work in 2022 will be focused on enabling the newly minted privileges we’ll be obtaining, which are the long awaited increase in maximum take off weight and, hopefully, controlled airspace access. These privileges will offer many of us increased operational flexibility, and I’ll share with you an example of why this is the case. Prior to the lockdown in the ACT, Mick Monck (RAAus Chair) and

I took a day off and went for a jaunt in my Grumman Tiger. Our plan was to fly from Canberra to Camden, grab some fuel, then fly up to Barrenjoey Head before tracking for a Sydney Scenic over the harbour, exiting through the heads and descending into Victor One before meandering our way back to Canberra. Of course, this is a VH-registered aircraft that has an MTOW of 1090kgs, and I hold a PPL with CTA access already. If the weather or operational conditions changed, or in this case,

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if I suffered from a lack of good planning, this aircraft and my privileges would give me the flexibility I needed on the day. Departing Canberra at about 11am, I took up a heading that would track us directly to Camden. With almost no wind, a clear day with some clearing light mist below us in places, there wasn’t a bump in the sky and at 5,500FT, we were living the dream. Approaching Picton, the inbound reporting point for Camden, I gave my inbound call and we were sent on an ‘interesting’ diversion overhead The Oaks, approximately 6 NM southwest of Camden. Soon, I was given clearance to enter the Camden zone and of course, it was like a dogfight with aircraft everywhere and gliders operating on the southern side of the aerodrome.

“Our privileges aren’t just born out of ‘we’d like to do that because that looks fun!’. They are often born out of necessity, and I’d contend that, particularly in and around our capital city aerodromes, an increase in MTOW and CTA access are vitally important.” With the Chair onboard I made sure I greased the landing (I think I did anyway), then taxied up to the fuel bowser. Now, this is where my planning – or lack thereof – was demonstrated. I walked up to the bowser and saw it only accepted CARNET and not Visa cards! Having done a lot of my PPL training at Camden you’d have thought I’d have known that, and even if my memory didn’t stretch back that far I should have simply read the ERSA before departing. Great demonstration of my planning to the Chair! Plan B was that we had enough fuel to either head straight home or go to another place nearby where fuel

was available with my preferred method of payment. Mick suggested he call through to Lake Macquarie to see whether we could obtain permission to land and whether they could spare us 70 litres of fuel. So, he gave them a call and we were kindly granted permission. Now, given my previous demonstration of poor planning, I took the time to plan the trip as one would be expected during a BFR. Then, we were off to Lake Macquarie. Having never been there before, I have to say it was great to have another pilot with me that had been there many times, so this gave me comfort that this, along with some sound planning, made the operation doable and safe. The rest of the (day) trip was uneventful but on reflection, it hit home to me why more operational flexibility for RAAus pilots isn’t just nice to have, but essential. Had we had poor weather and needed to divert into controlled airspace, we were covered with my PPL, but if this was conducted with a current Recreational Pilot Certificate (RPC), I’d have had to declare a PAN to seek assistance from ATC. And having the ability to carry more fuel than needed for the flight due to the Tiger having a good MTOW, gives me plenty of options should things turn south. Our privileges aren’t just born out of ‘we’d like to do that because that looks fun!’. They are often born out of necessity, and I’d contend that, particularly in and around our capital city aerodromes, an increase in MTOW and CTA access are vitally important. As I said previously, these privileges will afford us the flexibility we sometimes need to complete a flight safely. Anyway, have a think about whether the increased operational flexibility that comes with an increase of MTOW or CTA access will assist you as we expect to roll out these new privileges next year. That’s it for another year and from the RAAus team, wishing you all a safe and enjoyable festive season.

SPORTPILOT

WEIGHT CHANGE INBOUND

CIVIL AVIATION SAFETY REGULATIONS PARTS 91 AND 103

On 2 December 2021, the regulatory landscape RAAus members have operated under for the preceding 40 years is changing with the implementation of Parts 91 and 103. The Civil Aviation Orders (CAO) and the exemptions provided to RAAus and sister sport organisations are slowly being integrated into the Civil Aviation Safety Regulations (CASR). At a high level, Part 91 contains General Operating and Flight Rules whilst Part 103 contains specific rules for those of us operating Sport and Recreational aircraft. Importantly, a number of Part 91 requirements do not apply to Part 103 aircraft and these are listed in CASR Part 91.030. As CASA have been unable to complete

the Manual of Standards (MOS) for Part 103 in time for the December 2 commencement date, RAAus will also be required to continue to reference our CAOs, 95.55, 95.32 and 95.10 until such time the MOS is completed in late-2022. This is all unquestionably complex, even for a seasoned reader of regulation, therefore CASA has produced the CASA Plain English Guide Part 91 (Part 91 PEG), which describes the regulations in plain English. We expect an updated Visual Flight Rules Guide (VFRG) to also be published imminently whilst a Part 103 Plain English Guide would be published by late-2022. Whilst not introducing a significant number of changes to how we operate, there are some operational

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changes in Part 91 we need to be aware of such as, ‘where operationally possible, pilots should operate at hemispherical altitudes when cruising under 3000’ AMSL or above 1500’ AGL.’ Whilst some of these are subtle, from a safety perspective, it’s important we all comply to ensure consistency across the industry. Excitingly, these new regulations provide the pathway for applicable RAAus aircraft to operate up to MTOW of 760 kgs. We have also been informed that a consultation will be shortly commencing which will seek industry feedback on the removal of the 45 KT stall speed limitation on aircraft operating between 601kg and 760kg, along with Controlled Airspace Access. Should CASA progress with these we would expect implementation in early-mid 2022 as another amendment to CAO 95.55, in advance of the Part 103 MOS being completed.

It is RAAus expectation that all flying members familiarise themselves with new requirements using CASA and RAAus resources online and reading updates provided via e-news and other means. RAAus will also continue to provide educational resources such as live streams as we embed the new CASRs in the coming months. www.raaus.com.au/mtow

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SPORTPILOT

IN-FLIGHT CATERING

WE UNPACK THE BEST IN-FLIGHT FOOD AND STORAGE SOLUTIONS FOR YOUR SNACKS. Words Christine Heath

Food in flight can be risky business. Even the most experienced of pilots can get caught out wearing their lunch or spilling a drink all over the cockpit. Not only is this a devastating blow for your stomach, but it can also be dangerous if your attention strays from what’s going on out the window. At SportPilot, we are just as passionate about food as we are about flying. We’ve tested the best way to pack your drinks and snacks so that you can concentrate on flying and be confident that snacks won’t end up in your lap mid-flight. Here are a few we took for a test-flight.

FRANK GREEN CERAMIC REUSABLE CUP This cup is pretty much completely spill proof (it fell on the floor of our plane and didn’t leak at all). It keeps things super warm (tea stays hot for hours!), is a great shape and fits into most cup holders. It is shatterproof due to its stainless-steel construction and has a ceramic inner layer, so it doesn’t make your tea taste like plastic. The first time you release the lid after you fill it, the breather gives off a little squirt which can give you a fright! It can be used with only one hand, which is important when you are flying. You do tend to make little slurpy noises as you drink, but if you are flying solo that probably doesn’t matter. In-Flight Rating 9/10 $44.95 at frankgreen.com.au

EVER ECO BENTO SNACK BOX The snack box is stainless steel and compact but you’ll need two hands to open it. It contains three internal compartments to keep your snacks separate and is dishwasher safe, which is a bonus. It’s great for day-to-day non-flying pursuits, but probably not great for flying solo. Make sure you have a flight assistant on your journey to help open it. In-Flight Rating 6/10 $22.95 at evereco.com.au

All products reviewed here are available throughout Australia, so check individual websites for your nearest stockist. Test products were purchased from The Natural Supply Co in Geelong and are available from their online store www.naturalsupplyco.com and many other online stores.

SEED AND SPROUT CRUNCH BOX Bigger than the bento box but with a clip on the side means this one can be opened with one hand! There’s loads of room with two big and two smaller compartments and comes with little containers for dips or other snacks. Size may be an issue, as it would take up most of your lap when flying in a small plane, but would easily stow away in the cockpit when not in use. It comes with a cool insulated carry case, a handle and pockets on the side to hold your drink and keys. The carry case is made of fabric, so not sure about how long it will stay clean. The inside can be wiped out with a cloth. This one is a winner! In Flight Rating 8.5/10 $89.00 at seedsprout.com.au

PROJECT TEN INSULATED CARRY BAG These come in all shapes and sizes and are made of recycled plastics. They are durable, long lasting and can be easily cleaned inside and out with a cloth. There’s plenty of room in the mini-insulated version for a freezer brick, your snack box, some fruit and a drink. It’s easy to carry and to store in the plane. In Flight Rating 7/10 $19.95 at projectten.com.au

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SNACKS FOR THE FAMISHED FLYER Once you have your fabulous new snack box ready, here are some tasty suggestions on how to fill it.

HOME MADE HUMMUS

So much better than the store-bought version Put the following ingredients in your blender or food processor. I use a stick blender as there is less washing up. • One tin of chickpeas (drain but reserve the liquid) • One clove of garlic (if you don’t want that strong raw garlic taste, put the clove in the microwave for 10-15 seconds, which cooks it slightly) • 2 tablespoons of tahini • Juice of one lemon (maybe more depending on how tangy you like it) • Sea salt Blend the ingredients together then add some of the reserved chickpea liquid until you have the consistency you like. Taste and add more lemon or salt if you think

Credit: @pursuitofhealth

it needs it, or if you are feeling adventurous some paprika, cumin or whatever flavours and spices you like. Pop it into your portioned snack box with some carrot or celery sticks, or crackers, for easy access.

ROASTED ALMONDS A great healthy, high protein mid-flight snack • 200g almonds • Olive oil • Sea salt • If you like a bit of spice, add cayenne pepper, chilli powder, garlic or other flavoured salts for an additional flavour bomb. Line a flat baking tray with baking paper. Toss the almonds so that they are finely coated with the olive oil and salt and/or spices. Place on the lined baking tray being careful not to overcrowd the tray. If overcrowded, use two trays. Bake at 180 degrees for 10 minutes, checking and tossing them around to turn them over half-way through

the baking time. Keep a close eye on them in the final minutes to make sure they are not burning. Take them out when they are done and allow to cool. Store in an airtight container or pop them straight into your snack box to take on your flight.

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ANZAC SLICE Like ANZAC biscuits but less crumbly and can be cut into smaller portions to fit into your snack box Melt 125g butter with 2 tablespoons of either honey or golden syrup in a small saucepan. While that is melting, put the following ingredients in a mixing bowl: • 1 cup of sugar • 1 cup of self-raising flour • 1 cup of coconut • 1 cup of rolled oats • 1 egg Pour the melted butter mixture into the dry ingredients and mix together with the egg.

Press into a greased lamington tin and bake at 180 degrees for 20 minutes or until golden. Remove from the oven and let the slice cool in the tin slightly before cutting it into bite sized pieces to fit in your snack box.

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FLYING LEGEND TUCANO LSA THE MILITARY TRAINER GUARANTEED TO TURN HEADS Words Tom Lyons | Images Flying Legend

Sometimes we seek the ordinary in life. It makes for an easy choice, one that can’t go wrong. There are times though, when we crave something a little more extraordinary. Extraordinary like a two-in-tandem military trainer kitplane that can be flown on an RPC.

The Flying Legend Tucano-R LSA.

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The Tucano R is a head-turning creation from expert Italian factory, Flying Legend. An aggressive looking low-wing, tandem seat aircraft, the Tucano R is a 70% scale replica of the Embraer EMB 312 Tucano, a Brazilian turboprop military trainer. Thanks to the passion of the team at Flying Legend, the Tucano R has been painstakingly engineered to both look and handle as close to its bigger brother as possible. It’s a fascinating aircraft, one that practically begs to be looked at deeper, from its origins to today.

The Tucano is an aircraft new to Australia and not yet on the RAAus register. If you’re looking to buy, note that until aircraft is properly assessed against regulatory requirements, there is no guarantee it can be registered with RAAus. Stay tuned!

Developed in 1979 and first flown in 1980, the Embraer EMB 312 Tucano became a popular trainer throughout the 1980s and 90s, serving in 16 air forces across five continents. A revolution in military trainers, the Embraer Tucano was the first of its kind developed from its inception with military jet capability in mind. It was also the first to feature a raised rear seat and a fully-frameless bubble canopy to ensure the unobstructed visibility of both pilots, features that have since become standard in training aircraft. It’s a practical, popular and reliable aircraft, one that Flying Legend knew would make for a perfect replica kit-build.

It’s imposing, both on the runway and in the air, constantly commanding attention. “The thing that got me was the presence on the runway” Gary Spencer-Salt tells me. He’s the representative for Flying Legend in Australia, and has just about finished building his very own Tucano. “It has the presence of a military aircraft” he tells me, and that’s no word of a lie. From the tandem cockpit to the turboprop-like exhaust pipes, the Tucano R screams ‘fighter’. It’s almost as if this machine was purpose-built to turn heads at any aerodrome it visits. The word ‘sleek’ gets tossed around a lot when discussing aircraft, but with its all-aluminium construction, long nose, tapered wing and thin fuselage, I’m yet to come across an RAAus plane more fitting of the word. Despite this, the Tucano R’s LSA version is noticeably large for its category, boasting a

The Tucano-R Experimental variant features a retractable undercarriage.

7.1m (23.29ft) length and 8.41m (27.59ft) wingspan. It’s imposing, both on the runway and in the air, constantly commanding attention. If it looks like a military plane on the outside, just wait till you’re in the cockpit. The two-in-tandem seating arrangement is something to behold, giving you full and unobstructed visibility out both sides of the aircraft. Even in the back seat, the raised position gives full visibility out of the side-opening bubble canopy. The Tucano R is fully controllable from either seat, ensuring the co-pilot is always able to take control if required.

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Being a kit-build, the Tucano R’s dash is left completely up to the determination of the builder, with both traditional and all-glass versions having taken to the skies already. At this point, I can tell you’re thinking “Well, it talks the talk, but does it walk the walk?”. While the Tucano R certainly does steal the show on the ground, it’s in the air that it truly shines. As I mentioned earlier, Flying Legend have done everything they can possibly do to not only make the Tucano R look the part, but to make it feel the part too.

“I was surprised with the performance of the aircraft” Gary told me of the first time he flew the Tucano R at Flying Legend’s HQ in Sicily. With flight characteristics more akin to a Piper Cherokee than anything in the RA category, Gary ensured me “It flies like a big aeroplane; it doesn’t bounce around in the sky.” “If you want an airspeed, you pick it and that’s where it stays” Gary told me of the Tucano R’s precise control. “It doesn’t want to wander around at any time”. In testing its stall capabilities too, Gary was amazed at how reluctant it was to drop a wing. “These are the

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The Tucano’s tandem cockpit is built for comfort and visibility.

characteristics of a big plane” he said. Flying Legend have even had military pilots out to fly their replica, with reports it flies like the real thing, minus the raw power. Fitted with either a Rotax 912, 914 or 915iS, the Tucano R LSA’s performance numbers vary. Boasting a cruise speed upwards of 120 KTAS however, it’s obvious that in any configuration this plane is fast. It’s also incredibly strong, as a load factor of +6/-3G proves. A 120L fuel capacity and a range upwards of 610nm (1,130km) makes the Tucano R LSA a surprisingly competent touring plane too, once you get used to the front-and-back seating arrangement. If you’re looking for luggage compartments, there’s space behind the rear seat and a separate compartment in the fuselage for a combined capacity of 45kg. Oh, and don’t forget those pods on the wings too.

In addition to this, the Tucano R LSA has a sister aircraft, the Tucano R Experimental. Built to the same level of precision, the Tucano R Experimental features a retractable undercarriage to add to that military fighter look. It’s an extremely attractive plane and one that’s lightning fast, clocking cruise speeds of up to 160 KTAS with the Rotax 915is and a 4-blade DUC prop. Unfortunately, the Tucano R Experimental weighs in at 750kg MTOW, making it unavailable to RAAus pilots, for now... For an aircraft with the unique looks and superior performance of a Tucano R, there is no doubt a price tag attached. With all said and done, a kit-build will cost you upwards of $140,000 plus GST, not including an engine. It’s a considerable amount for sure, but as Gary pointed out to me “It’s no dearer than building an RV8, but burns half the fuel”.

“It flies like a big aeroplane; it doesn’t bounce around in the sky.” Available in kit-form only, Flying Legend offers a build that can accommodate all levels of experience. The fullbuild kit is split into multiple smaller kits, including the fuselage, wing, empennage, flight control, aluminium tank and canopy kits. It’s predicted to require approximately 1,200 hours to complete. The Tucano-R is reminiscent of a military fighter.

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The Tucano-R LSA in action.

Gary’s own build has nearly reached completion, and features a supercharged Rotax 912 – a factory upgrade kit - for a bit of extra kick. It’s also a cheaper engine fit-out. While the 915is is compatible with the Tucano R LSA, he’s confident his supercharged engine has the advantage in RAAus airspace. “We believe the total engine package weight will come in under 75kg, that’s about 20kg lighter than a 915is and about 5% of weight saved in the aircraft”. With this level of weight saving, Gary’s confident he’s made the right decision. Meticulously working away at his passion project,

Gary’s Tucano R is set to be complete in a matter of months. The Tucano R truly is an extraordinary plane. It’s one that attempts to bridge the gap between scaled-down replicas built purely for the fun of owning one, and original-designed aircraft purpose-built for the category. With a look that will catch a jealous eye from fellow pilots and the performance specs to back it up, I’d say the team at Flying Legend have more than comfortably met that goal. Anyone looking for a new build, whether you’re a first-timer or a veteran, should be taking a really close look at this plane.

Looking for somewhere to fly? Why not journey to Mt Eba Station! • Accommodation • Caravans

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GOING BALLISTIC... AGAIN Words SportPilot Team

TUCANO LSA BUILD YOUR DREAM

The Tucano LSA by Flying Legend Italy is the perfect plane for those who wish to fly a very solid aircraft with a fighter look. A 70% scale replica of the Embraer EMB 312 Tucano, order a kit today and build your very own fighter! P: 0490 500 605 | flyinglegend.com.au

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“Going Ballistic” from SportPilot Issue 100 created a wave of comments regarding ballistic parachute recovery systems (BPRS). Paul Saccani questioned if the pilot would have continued flying if he did not have the BPRS option. Some respondents wondered if a BPRS contributes to some incidents that could be avoided, whilst others compare it to seatbelts and airbags in a car. Given the available paddocks surrounding the crash site in Going Ballistic, a few of our readers asked why the pilot didn’t attempt the landing. Cirrus reportedly train pilots to pull the lever immediately, if in doubt of a safe landing - that changes things. The chute isn’t the last resort, but becomes one of the first.

Bryn Lockie from Leading Edge Aviation, who specialises in BPRS, said “Sadly I know of some highly skilled, cautious pilots who might still be here if they had the option to pull a handle.” Bryn wasn’t the only one to make this comment. One of our readers stated “I’d rather have it and not need it, than need it and not have it”.

What do you think? Let us know: editor@sportpilot.net.au

Want more? Take a look at Paul Bertorelli’s video, ‘Are planes with parachutes really safer?’: www.youtube.com/watch?v=zT58pzY41wA

SPORTPILOT

SETTING THE

STANDARDS Greetings from the training desk. Last edition, we spoke about aviation knowledge and understanding. Knowledge is very important but the “doing” is where our flying ultimately matters. Let’s take a closer look at why pilot flight standards and competency are so important and what it means for you.

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

Let’s start by saying that RAAus has a very effective and deceptively simple flight training syllabus that gets pilots into the air with minimum fuss and time, with the basic skills to be safe in the air. Recognised by CASA, the current training framework is a great platform to further your skills and flying aspirations. As you progress, you will be assessed to RAAus competency standard 3 — this is the solo standard. You’ve now got all the basics in how to handle an aircraft safely and consistently. As you become more proficient in flying around the training area, you will also be exposed to more complex emergency management in varied weather and traffic conditions to approach competency standard 2 — this is the Pilot Certificate standard. You should be able to plan, assess and manage a range of diverse conditions and potential emergencies, including navigating while managing safety and flight parameters – all without direct supervision of an instructor. Performing to these standards consistently means you are ready to be tested for an RAAus Pilot Certificate. While every instructor will bring their own style to training, it is important that nothing is missed and the confirmed level of your competency will set you up for a long and safe flying career. If you do want to move on to bigger and better things, the standards you are trained to will often come under scrutiny

from other training providers who expect consistency across the industry. All RAAus Instructors must meet competency standard 1. This is the highest standard achievable in the RAAus syllabus. Instructors should be able to competently perform the required activity with a high degree of accuracy in uncontrolled environments. Instructors need to cope with emergencies in a highly consistent manner and facilitate the instructions to a student. So, what do we expect of our instructors? They need to understand how to effectively train every flight element in the syllabus, how to identify when the training is not working for you or how to fix a nagging problem in your flying – all while ensuring the safe operation of the aircraft. We expect them to know the rules and manuals and how any differences apply to RAAus operations. We also need to ensure they understand the fundamentals of teaching and learning. Above all, instructors need to be exceptional pilots in a wide variety of aircraft and environments and have the right attitude to safety. So, there’s a lot to do and a lot for RAAus to assess to ensure instructors are well equipped in what they deliver to you, the pilot. This is why our flight training delivery is regularly reviewed to ensure what you are taught will prepare you for flying in a diverse range of circumstances.

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With these obvious expectations, it makes sense that RAAus focus on a “top down” program of standardisation, starting with our Regional Operations Co-ordinators and Pilot Examiners. Through these approved examiners, we manage competency and consistency with our CFIs, Senior Instructors and Instructors. We have been doing this ever since flight training in RAAus was first approved. This was ramped up in 2016 and has been formalised with Professional Development Seminars, improved reference material like RAAPs and the Flight Instructor Reference Manual.

RAAus has released an online Flight Examiner Course to ensure our standards and methods of assessment are continually improving. Uniquely focussed on RAAus requirements and procedures, this course is now a requirement for all new examiner applicants and will be progressively rolled out to our existing examiners over the next two years. This is part of an initial rollout of courses in our RAAus Learning Management System where ease of online access, courses and immediate assessment feedback is tailored to the course candidate.

Historically, most CFIs grew up doing things the way they were shown, sometimes many years ago, with only an operations manual and some good advice to rely on. Today our examiners are a diverse mix of ultralight stalwarts, industry professionals, commercial pilots and specialists – many of which are immersed in multiple training systems with differing regulatory structures which are constantly changing. Calibrating the expectations of training and assessment is critical as we move towards expansion of flight privileges and more complex aircraft.

The road to improvement in training delivery is constant and ever-changing. Just like flying, we never stop learning and RAAus is making significant inroads to assist you, the member, and ensure access to quality training services and resources. As someone once said, “the standard you walk past is the standard you accept” and RAAus is seizing the opportunity to ensure you are given access to the highest standards of instructors and training so you can fly with confidence and competence!

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Aerochute fun with @kangaofficial.

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 or tag us on Instagram @sportpilotmagazine

Big smiles from Amanda after her lesson @whitestaraviation.

Seat with a view! @bananasssssssss.

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A Thruster (foreground) and Drifter (background) at Emkaytee, NT @katipomedia.

Mitch Wilson flying along the coast of Bribie Island, QLD @_mitchwilson. Stephen’s Foxbat over Redcliffe QLD @stephenlimkin.

Roberto’s boys settling into their favourite plane, a Piper Cub J3 @robertofreirepilot.

Sling 2 cruising along the Gold Coast @jessi_leigh_bridge.

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SHEPHERD’S DELIGHT IN THE MIDDLE OF SOUTH AUSTRALIA LIES AN AUTHENTIC AND FASCINATING MILLIONACRE SHEEP STATION CALLED MT EBA. THE FIRST FLOCK OF 2000 SHEEP ARRIVED IN THE 1870’S. SINCE THEN, IT HAS BEEN USED AS AN AVIATION REFUELLING STATION AND HAS EVEN SEEN THE ODD MISSILE TEST. FLY AND STAY WITH THE OWNERS FOR A TRULY UNFORGETTABLE OUTBACK EXPERIENCE. Words Ed Jones

On a trip around Australia earlier this year, Teags (my partner) and I needed a place to stay between Port Augusta and Coober Pedy. Roughly in the middle was Mt Eba Station. I heard the owners were keen gyrocopter pilots and as an RAAus pilot myself, we figured it was worth an overnight stay to take a peek – little did we know that one night would turn into an extended stay.

Mt Paisley, SA. Credit: Ed Jones

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When we arrived at Mt Eba, the station manager Toby was quick to say g’day and offer a hand whilst we settled in and had a look around. It wasn’t long before the banter started flowing – Toby knew how to tell a story or two and he knew the area’s rich history well. Owners, Pete and Margie do most of the gyro mustering and stock checks, but Toby was starting to gain an interest and learn the ropes. “You need to be multi-talented out here mate, there’s no one else out here to solve your problems for you”, he said. The historic station is quite literally smack bang in the middle of South Australia. There’s even a marker on their property to prove it. The arid sheep and cattle station runs as far as the eye can see and is home to some pretty fascinating history. It was our chance to immerse ourselves in the incredible world of outback farming.

“I pretended I knew what he was talking about, but in reality, I was in awe of the overall operation. I grew up on farms, but station life is a different ballgame.” During your stay, enjoy a guided tour of the property and soak up its history. If you join the crew on a water run, you might even spot a flock of emus or mob of kangaroos loitering around the farm. You’ll see the original grave sites and hear about the woman who shot her husband accidentally on purpose (it’ll make sense when you get there). You’ll see how much farming has revolutionised over the years for things even like shearing – plus if you’re flying in, there are some amazing sights to be seen from the air – including the Painted Hills and Lake Eyre. We spent a day with Toby touring around cleaning water troughs, checking stock and fixing the odd bore. Toby would point out a good sheep or cow and tell me what he was looking for. “Meat in all the right places, that one”, he said. I pretended I knew what he was

Mt Eba Station – The original homestead is on the left. Credit: Ed Jones

talking about, but in reality, I was in awe of the overall operation and how natural this job was to him. I grew up on farms, but station life is a different ballgame. The weather at Mt Eba is quite consistently sunny (best from March – October, if you’re visiting), but I imagine it’d be a very warm and dry summer! In its day, Mt Eba Station had around 100 workers and was quite the operation. Its central location made it a logical pitstop for Trans Australia Airlines, which used the Station for refuelling along its Adelaide – Darwin service three times a week. When you fly in, you wouldn’t be alone if you were to wonder which runway to land on – there are a number of smaller runways around the property, but I

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quickly counted about eight strips near the homestead, albeit some no longer in use. The original homestead and shearer’s quarters still stand today, alongside a newer homestead, the original shop (where time feels like it’s simply stopped), plus the staff cottages. With around 22,000 sheep, each shearer might average around 140 head per day, or around 3 minutes a sheep. They also run about 150 cattle – and I say ‘about’ because it can be hard to be certain on a farm that literally runs for miles! Flying and staying here is so much more than you might expect. The remoteness makes you appreciate the accessibility of shops, schools, services and

experiences that most Australians are used to. Long distance relationships are common out here. Toby buys at least a month’s worth of groceries at a time. You need to think about where your next meal and shower is coming from out here. Everything is a hot commodity, and luckily for us they had a desalination setup for visitor showers. For decades, the Woomera Range (about the size of England) was used for bombs and missiles. Originally, there was going to be a 30km exclusion zone, but it was thought that too many missile launches would be aborted. Farmers were then directed to dig WWII-style trenches for cover, but they ended up compromising with bomb shelters – not to be blast proof, but to

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The original homestead, facing towards the runways.

BYO drink and food at Pete and Margie’s bar.

Peter and Margie’s Rotax 912-powererd G200 Gyrocopter. Credit: Ed Jones

I promised Toby I’d provide photo evidence of him actually working. You’re welcome, Toby.

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DH86 A31-4 with No.2 Air Ambulance Unit, refuelling at Mt Eba. Credit: Mt Eba Station

shelter them from flying debris or a nearby blast. We stood in their original bomb shelter; the walls filled with stories. Watching missile launches at night became a pastime out here. One time the staff decided to watch a missile from the bomb shelter roof, but the missile was clearly off course and ended up landing a short distance away. Mrs Flo Crombie was still washing the underpants of the stock hands weeks later. Some of the neighbouring properties had to vacate and roads were shut down. And sadly, the bomb shelters had segregated ends for blacks and whites…filled with stories, like I said. One afternoon, Toby turned up with a station ute, a UHF radio and a laminated map. He was sending us up to nearby Mt Paisley – he said it should be a good sunset that evening. We popped some food, drinks and firewood into the ute, along with our two Golden Retriever puppies and some milk crates to sit on. We even managed to score some saltbushfed mutton from Toby for dinner. Even though Teags made the mistake of turning the air-conditioner on, immediately filling the cabin with bulldust, we had the most spectacular outback sunset we had on our entire trip around Australia. Atop Mt Paisley, we sat overlooking endless plains of sunburnt country and clear skies as the sun dipped below the horizon. The fire crackled away whilst we nibbled on cheese and cooked our chops for dinner. Soon after, the night sky transformed into a glistening canvas of stars. I will

“Each morning I walked out to the airfield and went for a wander, watching the outback sun rise up and knowing it was going to be another glorious day.” never forget that moment, and I can’t wait to get back there again. Whether you’ve stayed on a station or not, Mt Eba Station will blow your mind. Each morning I walked out to the airfield and went for a wander, watching the outback sun rise up and knowing it was going to be another glorious day. Before long, I’d be bumping into Toby again and more stories would flow. I’d hear about the most recent monthly pub visit for everyone in the region (the pub is 120km away!), the local game of cricket that had a few laughs – the company and banter is so endless that Pete and Margie have setup a firepit and BYO bar for visitors to enjoy. Above all, you’ll come back like me – wanting everyone you know to have the same incredible experiences and meet the amazing people that you have. It’s worth the trip, just to get to know Margie, Pete and Toby, let alone the aviation sightseeing opportunities. If you’re looking for a unique adventure in the outback, it doesn’t get any better than this.

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RAAus Safety –

WHERE ARE WE NOW?

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

The past 18 months have certainly presented their fair share of challenges to the aviation community. Then, just as we started to believe we were returning to a new sense of normality, the Delta variant of COVID-19 left us with longer lockdowns than previously experienced, across much of the country. Despite the many challenges faced by our members, BITRE recently released survey data from RAAus aircraft owners indicated that our community had, in fact, reported an increase in activity across the year of 2020. RAAus operations were calculated to be a total of 166,000 hours, up 16.9% from RAAus generated hours reported in 2019. This data demonstrates that our segment of the industry continues to show positive growth, despite a clear decline in other areas of aviation activity, none more so than commercial air transport, which fell by 50%. For RAAus, the impacts of COVID-19 have once again resulted in us turning our safety focus towards

informing members of the importance of maintaining currency, and ensuring additional precautions are taken when returning to flight after an extended period of time away. As at the beginning of November we have recently seen the raising of restrictions across New South Wales and Victoria, and with this have seen an increase in the number of occurrences reported to RAAus. For many of these accidents and incidents, lack of currency is determined to be a contributing factor. Alongside loss of control, near miss and engine failure events, returning to flight was one of our top four safety focus areas during National Safety Month in October. During National Safety Month we held a three-day virtual conference where our team and a number of guests gave presentations on these important issues. If you haven’t done so already, I encourage all members to watch some of these sessions on our website, to better understand what more you can do to avoid encountering one of these scenarios. Engine failure, loss of control and near miss events continue to be overrepresented within RAAus

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statistics, coming in amongst the top 5 most common incident and accident types over a number of years. Our team is dedicated to continually improving awareness and training in relation to these occurrence types and identifying further preventative measures. However, it is through the awareness of our members and the consideration from individual pilots to mitigate against these types of events, ultimately improving safety. So the question I put forward to you, our pilots and maintainers, is: What are you putting in place to

a fatal accident – something that I understand has not occurred within the history of RAAus operations. Whilst this may well have been influenced by a reduction in flying hours from our community due to COVID-19, it is also due to the efforts and culture of our members. This is the safety outcome we always hope to achieve, however it is through the continued awareness, education and training from past accidents and incidents that allow us to improve safety into the future.

Thank you to our sponsors of National Safety Month:

prevent one of these occurrence types from happening to you? Despite many of our occurrence types following a very similar trend over past years, RAAus continues to be proud of our ever-improving safety culture. Whilst there will always be ample room for improvement, it is through the culture of our flight training schools, our pilots and our maintainers, that continue to demonstrate that we are much more than a group of amateurs within Australian aviation. In September 2020, RAAus passed 12 months without experiencing

From the safety department, I would like to wish everyone a happy and safe end to 2021 and bluer skies for 2022. Thank you to our members who reported occurrences to RAAus throughout the year, and of course to our sponsors of National Safety Month who once again allowed us to give away more than $10,000 in prizes across the month of October. For more information on our top safety focus areas and what you can do to help avoid these occurrences from happening to you, go to safety.raaus.com.au, or see the safety tab within the RAAus member portal.

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600kg MTOW

Factory Built LSA No Loose Rivets... EVER

Manufactured in Czech Republic

Dexter Burkill — 0428 686 396 (Denman) Sean Griffin — 0499 030 659 (The Oaks)

Empty weight from 290kg

ROTAX 912 ULS, 912iS or 914 STOL Performance 134kt TAS CRUISE (18L/Hr) STALL as low as 27kts One of the strongest Nose Wheels around on an LSA Mains Landing Gear soaks up rough strips Exceptional Brakes

100L Wing Tanks

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SEND US YOUR PICTURES, STORIES, COMMENTS AND FEEDBACK TO EDITOR@SPORTPILOT.NET.AU AND WIN A FREE CAP!

Credit: Matt Bonser

ESTABLISHED 2012

With new proposed regulations we suggest you have another look at the Sling 2, certified to MTOW 700kg Max persons: 2

Configurations: Nose Wheel or Tail Wheel

Kit Built or Ready to Fly

Interior: Authentic leather and lavish carpeting.

GARMIN Equipped: Integrated control panel, personalised for the owner

Available in four colour palettes: Cast Iron, Red Velvet, complementary colours, Indigo Sky and Cloud Burst with stitching, piping and panelling in complementary colours.

Aviation grade aluminium WEIGHTS, SPECIFICATIONS & PERFORMANCE Engine make and type

SLING 2 (912 ULS)

SLING 2 (912 iS)

SLING 2 (914 Turbo)

ROTAX 912 ULS

ROTAX 912 iS

ROTAX 914 UL 115 hp / 86 Kw (Turbo)

Power

100 hp / 75 Kw

Fuel burn

4.7 gph / 18 l/hr

3.7 gph / 14 l/hr

6 gph / 23 l/hr

Fuel capacity

39.6 gal / 150 lt

Propellor make and type

Warp Drive 3 blade

Airmaster 3 blade

Propellor operation

Ground adjustable

Constant speed

Garmin G3X Touch EFIS

Analogue backup gauges

Primary avionics Secondary avionics Maximum allowable speed (Vne)

135 KIAS / 155 MPH

Cruise speed (at 9,500 ft ASL)

120 KTAS / 138 MPH

130 KTAS / 150 MPH

Stall speed (Full flaps - Landing configuration)

40 KCAS / 46 MPH

46 KIAS/53 MPH

Take off ground roll (hard surface)

560 ft / 170 m

460 ft / 140 m

Landing distance (braked)

295 ft / 90 m

Rate of climb (at sea level)

600 ft/min

500 ft/min

900 ft/min

13,000 ft ASL

16,000 ft ASL

Stall speed (Clean)

Maximum operating altitude Endurance Range (at 75% power) Wingspan Length Height

8 hrs

10 hrs

7 hrs

750 nm / 1,400 km

850 nm / 1,600 km

700 nm / 1,110 km

30 ft / 9.165 m

21.9 ft / 6.675 m

8 ft / 2.45 m

43.8 in / 1.11 m

Maximum weight

700 kg

Standard empty weight

370 kg

382 kg

384 kg

Useful load

330 kg

318 kg

316 kg

Cabin interior width

0415 072 498

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sales@gapaero.com

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AIR SAFARI Words Ed Jones & Sophia Blakebrough

There’s a group of private pilots called Sydney Social Flying, they’re a bit like an air touring club. They put safaris together, taking care of ground arrangements — dates, accommodation, food and sightseeing — for pilots and friends to mingle on a flying adventure. We called Chris Muller at Sydney Social Flying to collate their 2022 annual air safari calendar for you to take your pick. FIND OUT MORE Sydney Social Flying P 02 7228 0320 www.socialflying.com.au

Cradle Mountain, TAS. Credit: Members of Devonport Aero Club

BASS STRAIT ISLANDS 5 NIGHTS I 3 - 8 MARCH Initially, the group will meet in Devonport before embarking on a Cradle Mountain and Dove Lake tour and a side trip to the Leven Gorge. You’ll have the chance to fly over the incredible Cradle Mountain, one of Australia’s most iconic areas of wilderness. You’ll fly the north-west coastline to King Island, seeing The Nut at Stanley and the Hunter Islands before a 40nm jump to the south of King Island. Experience a Friday night meal at the King Island Golf and Bowling Club to enjoy some local crayfish. The Saturday is spent on a guided tour of the Island. We visit the King Island Dairy, Shag Lagoon, Quarantine and Disappointment Bays, Lavinia Beach renowned for its surf breaks, and the Cape Wickham Lighthouse – the tallest in the Southern Hemisphere. You will also see the dramatic Seal Rocks and the Calcified Forest to the south if time permits. On Sunday, the route to Flinders Island is more or less the reverse of the one on Friday, and then continuing eastward over the mouth of the Tamar River, before heading north to Cape Barren and then Flinders Islands. King Island is relatively flat, whereas Flinders Island is quite rugged. Monday’s tour will take you as far north as Killiecrankie, also visiting Wybalenna, Patriarchs Wildlife Sanctuary and Mount Strzelecki. The estimated price is $2,300 single occupancy or $1,900 each for double/ twin share. Includes, all accommodation, airport transfers, tours, breakfasts and dinners on Flinders Island.

I S S U E 101

Courabyra Vineyard, Tumbarumba. Credit: Courabyra Vineyard

SOUTHERN NSW AIR SAFARI 4 NIGHTS I 4 - 8 APRIL Experience the best of southern NSW with a journey from the south coast to the junction of the Murray and Darling Rivers! This 4-night air safari will take you through from Merimbula on the NSW south coast to Wentworth on the Murray and Darling Rivers junction, ending up in Griffith. You’ll have a wide choice of optional activities along the way, including a rigid inflatable boat cruise out of Merimbula, local tours including winery visits, lunch at Tumbarumba and Griffith, or just a casual stroll around Wentworth. The Safari commences with a cruise from Merimbula along the pristine coastline spotting dolphins, Australian fur seals, penguins, flying fish, sunfish, turtles and many species of sea birds. Ritzy Wine and Tapas Bar will host the evening’s meal, with drinks and cocktails of your choice. You’ll fly to Tumbarumba and be collected to visit Courabyra Vineyard for lunch and wine tasting. The climate of the Tumbarumba region is perfect for producing premium sparkling and table wines.

Lake Windamere, south-east of Mudgee.

There will be time to visit landmarks such as the Hume and Hovell Track, Paddys River Falls, Pooncarie on the Darling River to watch Paddle Steamers, the Wentworth Gaol, Pioneer Village and Junction Park, Calabria Wines, Yarram Wines and a guided history tour! If you’re looking to continue your trip, you can venture to Mudgee for the Mudgee in Autumn weekend. The estimated price is $2,200 single occupancy or $2,000 each for double/twin share. Includes all accommodation, airport transfers, tours, breakfasts, three lunches and dinners.

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William Creek. Credit: Matt Bonser

WILLIAM CREEK AIR SAFARI 7 NIGHTS I 21 - 28 MAY Journey to Central Australia and experience Australia’s iconic outback. You’ll be departing Coonabarabran to the Siding Springs Observatory, with ample time to wander Australia’s major astronomy facility. You’ll have a variety of dinner options within easy walking distance before a mid-morning departure to Thargomindah (home to Australia’s first electric street lighting, and third in the world for hydro-electricity), via Bourke for fuel if you need. Then journey to Innamincka with a visit to historic Dig Tree at Nappa Merrie (Burke and Wills Dig Tree). The first is the famous Dig Tree with instructions on how to locate the food cache blazed into it. About 30 metres downstream is the second, the Face Tree which has Burke’s face carved into it. This was done in 1898 by John Dick. After a brief flight to Innamincka, stroll along the bank of Cooper Creek then fly on to William Creek over Kati Thandra (Lake Eyre), the lowest natural point in Australia. The William Creek Hotel was established in 1887 as a boarding house and became a stop on the old Ghan the following year. We’ll journey further south-west for the Painted Hills, located on Anna Creek SOUTH AUSTRALIA Station — the largest cattle station in the world. The Hills are a sandstone outcropping of vivid colours that emerge suddenly out of the desert and are a result of 50 million years of climate change that have laid bare the desert’s oxidised rock strata. En route to Arkaroola, we’ll fly over Marree Man — a 4km tall modern geoglyph depicting

an Indigenous Australian man with a boomerang or stick. Take the opportunity for a half-day Ridgetop tour to the oldest part of the Flinders Ranges. Photo opportunities on this tour include Freeling Heights, a ring of saw-toothed blue mountains that fringe the Mawson Plateau and the 1,000 meter-deep Yudanamutana Gorge. You’ll journey through White Cliffs and, if time permits, stop at Broken Hill for fuel and a look around. White Cliffs is Australia’s oldest commercial opal field. It is one of just a few places in the world where white opal is found and most famous for its rare ‘pineapple’ opals. After a hearty breakfast, it is time to say goodbye to your fellow travellers and set off for home. The estimated price is $2,300 single occupancy or $1,900 each for double/twin share. Includes all accommodation, airport transfers, tours, breakfasts, and meals at Thargomindah, Arkaroola and White Cliffs.

167nm 244nm

YTGM-Nappa Merrie Dig Tree-YIMT

YIMT-YWMC

THARGOMINDAH NAPPA MERRIE DIG TREE

WILLIAM CREEK PAINTED HILLS

INNAMINKA

356nm

YCBB-YBKE-YTGM

MARREE MAN

245nm

BOURKE ARKAROOLA

YWMC-Painted HillsMarree Man-YARK BROKEN HILL

WHITE CLIFFS

254nm

YARK-YBHI-YWHC

COONABARABRAN

NEW SOUTH WALES

I S S U E 101

KIMBERLEY AIR SAFARI 18 NIGHTS I 8 - 26 JUNE Tour the remote and stunning Kimberley in the comfort of your aircraft! The starting point for this adventure is Drysdale River Station, in the heart of the Kimberley. Just getting here is an adventure, with arrangements for two overnight stops at Thargomindah and Barclay Roadhouse in place. Two nights will be spent at Drysdale River Station and on the day after arrival, you visit Kalumburu. After morning tea at the Mission, you are taken for a guided tour which includes viewing Aboriginal Rock Art. The next couple of nights will be spent at Broome and Derby before three nights at Cygnet Bay Pearl Farm – a truly magical spot. The visit to Cygnet Bay is timed for the full moon, providing the tidal movement to expose the waterfall reef. You’ll be able to enjoy a short flight from here to the Horizontal Falls, at its best when the tidal range is the greatest.

for the Mitchell Plateau Airstrip, where you board a helicopter to Mitchell Falls. We’ll finish with two nights at El Questro for the Emma and Chamberlain Gorge tours, onto the Bungle Bungles for the majestic Chamberlain Gorge. For the return trip, overnights at Alice Springs and Broken Hill have been planned.

The estimated price is $7,000 single occupancy or $6,500 each for double/twin share. Pricing is dependent on your preferred activities and room options, and includes all accommodation, airport transfers, tours which includes the Mitchell Falls helicopter transfers, many meals and the Cygnet Bay Staircase to the Moon party.

The route to Horizontal Falls takes you over the Buccaneer Archipelago. The staircase to the moon illusion over the tidal flats also happens around this time, and Cygnet Bay has a perfect location to witness this, accompanied by drinks and platters of delicious food. From Cygnet Bay, it is on to Kununurra for two nights, where you will have the option of a Lake Argyle cruise. The Kimberley meander continues when we travel westward again to Mount Elizabeth Station for two nights. A significant dogleg could take you via the mighty King George Falls and a drop into Faraway Bay. Mount Elizabeth Station will be the staging point

Bungle Bungles, WA.

Lake Argyle, WA.

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Carlisle Island and Brampton Island. Credit Sydney Social Flying

CAPE YORK AIR SAFARI 14 NIGHTS I 6 - 20 AUGUST Follow the Queensland coast to Cape York, tracking home via the outback! Starting in Caloundra and staying at the Ocean Views Apartments, you’ll stock up for the following fortnight and visit the Queensland Air Museum. You’ll take the scenic Shute Harbour coastal route, tracking via Noosa, Double Island Point, Hervey Bay and Agnes Water for scenery. There’s the option to fly via the Whitsunday Islands before a rest at Airlie Beach. Next, sit back and enjoy a private cruise through the islands, inlets and beaches of the Whitsundays, including lunch and Whitehaven Beach for snorkelling. Staying at the Airlie Beach Hotel, you’re a short stroll from the village. We continue to Cooktown, with an option to detour over the Whitsunday and Hook Islands. Hinchinbrook and Dunk Islands, Cairns, Port Douglas and Cape Tribulation are options along the way. Relax and spot the odd crocodile on a sunset and dinner cruise on the Endeavour River, then tour the Grassy Hill Lookout and James Cook Museum before flying out to Horn Island and later having the opportunity to view Cape York from the air. We’ll have a pre-dinner introduction to the Torres Strait Island culture before stopping the next day at Badu Island and the Badu Art Centre. Onward to Mer (Murray) Island for an island tour, our flight route takes us over reefs and islands on the way to the Seisia Wharf for a 4WD tour. The tour goes to the tip of Cape York

and includes local Indigenous communities, Somerset Beach and World War II plane wrecks at Injinoo Airfield. After three nights on Thursday Island, it is time to travel south. Stop at Merluna Station and Sweers Island before flying to Adels Grove (30 hectares established by Albert de Lestang, a French biologist, as an experimental botanical garden in 1920). You can then cruise Lawn Hill Gorge, do a Boodjamulla (Lawn Hill) National Park tour, or join the Riversleigh fossil field tour – the richest mammal fossil site in the world. The final night in Gulf country will be spent in Karumba, with rich aviation history to explore and host of beautiful sunsets. The return trip will include Longreach, and possibly Cloncurry or Lark Quarry for fuel – and to learn about a dinosaur stampede from 95 million years ago. There’s no shortage of things to do in Longreach, before the final night at Ray Station – one of very few properties in Australia that has never changed hands. A comprehensive tour of the station and a campfire dinner is included – a fitting final evening and an authentic outback experience. The estimated price is $5,600 - $6,000 single occupancy or $4,600 - $4,800 each for double/ twin share. Pricing is dependent on your preferred activities and room options, and includes all accommodation, airport transfers, tours and many meals.

I S S U E 101

GOLDEN WEST AIR SAFARI 14 NIGHTS I 10 - 24 SEPTEMBER Fly the Great Australia Bight and back! Meeting in Renmark on the Murray River, you’ll start at the prosperous town in the heart of the rich Riverland area where you can enjoy a variety of local produce. Hire a bike, canoe or kayak and cruise along the riverbank. Take to the skies via the coast to the Nullabor Roadhouse, then overfly the Bunda Cliffs, a renowned coastline for migrating Southern Wright Wales. Tracking south-westerly to Esperance, enjoy Cape Arid to Cape Le Grand and overflying the scenic Recherche Archipelago, consisting of nearly 100 untouched islands. After 1,000 nautical miles, there’ll be time to rest here. French explorers are credited with making the first landfall nearby, naming it and other local landmarks whilst sheltering from storms in 1792. The town itself was named after a French ship, the Espérance (French for ‘hope’). From here, you can visit Woody Island, or for the anglers, a fishing charter may be of interest. A short flight in time for lunch at Albany will provide an exciting insight into rich military history. The afternoon’s history tour will tell Albany’s story of life in 1826 as a British Military Outpost and oldest town in WA. The military connection has continued. 40,000 ANZAC troops embarked from Albany in late 1914. One third did not return home. During WW2, the US Navy established an Auxiliary Submarine Base at Albany.

Onward along the Rainbow Coast to Cape Leeuwin, the most south-westerly location on the Australian continent, you’ll then head north to Margaret River for two nights. Geological features such as the Natural Bridge and the Gap – all the work of powerful Southern Ocean waves – can be explored, including a tour through local highlights and wineries. You’ll continue to Rottnest Island with a group dinner that evening, with the option of relaxing by the pool or joining a catamaran cruise. Continuing to Cervantes, tour the town and trip to Nambung National Park – home to the Pinnacles and your evening’s al fresco sunset dinner. There is an opportunity to go whale watching at Carnarvon before a guided tour of 12,000 species of wildflowers. Some of the group will head home via Kalgoorlie, Ceduna, Forrest and Mt Gambier for a final night and a group breakfast. From here, Port Lincoln, Kingscote or Goolwa could be used as journey breaks for fuel and food. The estimated price is $5,500 - $6,000 single occupancy or $4,400 - $4,600 each for double/ twin share. Pricing is dependent on your preferred activities and room options, and includes all accommodation, airport transfers, tours and many meals.

Bunda Cliffs, SA. Credit: Ed Jones

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IF IT’S NOT LSA, WHAT IS IT?

Building on last issue’s topic of ‘Aren’t all RAAus aircraft Light Sport Aircraft’, in this article we ask the question - if it’s not an LSA, what is it?

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

Understanding the differences is important as operational and maintenance requirements differ between the certification bases. Confusion does come about especially when some of the early Jabiru models, for example, were called the LSA 55/2K, LSA 55/2J and the LSA 55/3J. These aircraft are not Light Sport Aircraft. They are type certified. What does this mean and why do I need to know this? There are three streams of aircraft registration types: 1. Amateur Built 2. Light Sport Aircraft/Experimental Light Sport Aircraft 3. Type Certified/Accepted

The prefixes have a purpose, which is to identify the certification basis. Prior to 2016, the 23-XXXX prefix for LSA did not exist. This prefix was established in the updated Technical Manual version 4. Type certified/accepted aircraft and LSA were issued with the 24-XXXX prefix prior to the update. Therefore, to quickly determine your certification basis for a 24-XXXX registered aircraft, check your registration certificate and review the construction field. This will state LSA or Type Certified. If the aircraft is LSA you must ensure the Special Certificate of Airworthiness is read, understood and onboard the aircraft.

What does type certified mean? An aircraft is type certified when the make, model has been issued

I S S U E 101

The aircraft types are issued the below prefixes.

PREFIX

TYPE

CAO CLASS

E24

NON-COMPLIANT EXPERIMENTAL LSA

95.32 OR 95.55

E23

NON-COMPLIANT EXPERIMENTAL LSA

95.32 OR 95.55

AMATEUR BUILT (Single Seat 300Kg MTOW)

95.10

AMATEUR BUILT

95.55

LSA

95.32 OR 95.55

FACTORY BUILT TYPE ACCEPTED

95.55

25 28

EARLY ULTRALIGHT AEROPLANES (1985 ERA) EARLY AMATEUR BUILT

95.25 (SUPERCEDED) 101.28

FACTORY BUILT WEIGHT SHIFT OR POWERED PARACHUTE

95.32 W/S OR PPC (including LSA)

FACTORY BUILT AEROPLANE

101.55 (non LSA)

with a type certificate by a National Airworthiness Authority (NAA) such as CASA, EASA, the FAA or a competent issuing authority. A type certificate signifies the airworthiness of a particular category of aircraft, according to its manufacturing design (‘type’). It confirms that the aircraft is manufactured according to an approved design, and that the design ensures compliance with airworthiness requirements.

“A type certificate signifies the airworthiness of a particular category of aircraft, according to its manufacturing design.” The type certificate will list compliance data such as the approved engine and propeller combinations. The type certificate also lists the MTOW permissible. In some cases, the pilots operating handbook lists

a higher MTOW than what is listed on the type certificate. For a RAAus registered aircraft, it is the type certificate weight that is applicable to the aircraft’s operation. A key area of difference between LSA and type certified aircraft are the requirements regarding modifications. Any modification to a LSA requires manufacturer approval in the form of a Letter of Approval, no matter how minor. A type certified aircraft may be modified in accordance with the type certificate or a supplemental type certificate. For example, multiple propeller types may be listed as options for fitting to the installed engine. If a propeller is fitted to a type certified aircraft and it is not a listed option then it is classed as a major modification, requiring an engineering order or RAAus Modification and Repair Approval. Please see the RAAus Technical Manual at raaus.com.au for further information.

TRAIN WITH EXPERIENCED GRADE 1 AEROBATICS INSTRUCTORS IN CERTIFIED AEROBATIC AIRCRAFT Unusual Attitudes Stall / Spins

AEROBATICS AUSTRALIA

Part 141 Flight School, Redcliffe QLD P 0421 044 540 E gerrydick@gmail.com

Aerobatics Tailwheel www.ausbatic.com @AustralianAerobatics

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AUSTRALIAN FLYING LEGENDS

A BRIEF HISTORY OF AUSTRALIA’S MOST NOTABLE AVIATORS Words Daniel McAuley

Australia has experienced a rich aviation history, filled with brave and admirable aviators who’ve pushed the limits of what everyone else thought possible. Here, we pay homage to just some of those aviators in a brief synopsis of their achievements – all through a constant pursuit to advance the capabilities of flight. Charles Kingsford Smith and Charles Ulm on land ing after the Pacific Flight, Credit: Mitchell Library, Stat 10 June 1928. e Library of New South Wa les

CHARLES KINGSFORD SMITH & CHARLES ULM Charles Kingsford Smith, also known as Smithy, was an early Australian aviator with a long list of achievements to his name. Smithy’s flying career began in 1917 when he earned his pilot’s wings as a member of the British Royal Flying Corps, having transferred from the Australian Army where he served in Gallipoli as a motorcycle dispatch rider. Upon returning to Australia after the war, Smithy was one of the early pioneer aviators to realise the potential for air transport. He partnered with fellow Australian aviator Charles Ulm to form Australian National Airways and spent several years proving the capabilities of flight

to the world. Smithy, along with Ulm as co-pilot for many of these flights, made the first trans-Pacific flight from the US to Australia, the first non-stop crossing of the Australian mainland, the first flights between Australia and New Zealand, the first eastward Pacific crossing from Australia to the US, and also set the record at the time of flying from Australia to London in 10.5 days. Unfortunately, Smith perished in a crash while flying from England to Australia, however he left behind a great legacy highlighting the potential for air transport. Charles Ulm disappeared shortly after in 1934 during a test flight from California to Hawaii.

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ROSS & KEITH SMITH WWI brought the potential of aviation to the forefront of people’s minds. Soon after Ross and Keith’s service during the war, the Australian government announced the Great Air Race, offering a prize of £10,000 to the first Australians who could fly from Great Britain to Australia in a British aircraft. On 12 November 1919, the brothers, along with Jim Bennett and Wally Shiers, departed from Hounslow Heath Aerodrome, England, in a Vickers Vimy and landed in Darwin on 10 December, taking them less than 28 days with a flying time of 135 hours. In 1922, the brothers planned an around-the-world flight, however Ross died during a test flight.

Keith Smith, Ross Smith, Jim Bennett & Wally Shiers with the Vickers Vimy Credit: State Library of South Australia

circa 1919.

Keith went on to work as an agent for Vickers, before becoming vice-president of British Commonwealth Pacific Airlines and then director of Qantas Empire Airways and Tasman Empire Airways Limited.

BERT HINKLER Making waves in the Australian aviation community around the same time as the Smith brothers was Bert Hinkler. During childhood, Bert would observe ibis flying near a lake at school. After gaining an understanding of the principles of flight, Bert produced two gliders, one of which he flew 10 metres above the sand dunes at Mon Repos Beach in the Bundaberg region of Queensland. In 1913, he moved to England

it: Flickr Bert Hinkler, date unknown. Cred

to work for Sopwith Aviation Company before serving as a gunner/observer in the British Royal Naval Air Service. During his service, he invented a gadget to correct drift on planes, and a machine gun adaptor for air gunners, which prevented hot shells from falling into their chests, instead ejecting them to one side. Following his service, Bert moved back to Australia to work for A.V. Roe as a test pilot. He also entered the Air Race held by the Australian government, however his plane unfortunately crashed in Europe. From there, he proceeded to compete in several aviation events, setting multiple records along the way, including a non-stop flight from England to Latvia. He also flew the first solo flight between England and Australia, taking him only 15 days in an Avro Avian, beating the previous record of 28 days set by the Smith brothers. In 1931, he then flew a de Havilland Puss Moth from Canada to New York, then non-stop to Jamaica, followed by Venezuela, Guyana, Brazil, across the South Atlantic to Africa and finally to London. This incredible feat made Bert the first pilot to cross the South Atlantic solo. Unfortunately, Bert died in 1933 while attempting to beat the flying record from England to Australia of 8 days and 20 hours set by C.W.A Scott.

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Wikimedia , 1926. Credit: Hubert Wilkins

Nancy Bird Walton in her Gipsy Moth, 1933.

Credit: Wikimedia

HUBERT WILKINS

NANCY BIRD WALTON

Hubert Wilkins lived an extremely adventurous and successful life. He was awarded a Military Cross for his efforts during the Battle of the Hindenburg Line, making him the only official Australian photographer to receive a combat medal. As well as being a successful photographer and ornithologist, he was an avid explorer, using everything from aircraft to submarines in his pursuits of discovery.

During the 1930s, 19-year-old Nancy Bird became a fully qualified pilot, at the time making her the youngest Australian woman to receive a pilot’s licence that allowed her to carry passengers. It all began when Nancy ventured to Mascot, NSW for a trial flight and from then she was convinced that she wanted to fly. Working at her father’s store, she was able to save enough money to purchase a jacket and helmet. She enrolled at Charles Kingsford Smith’s flight school and knew from an early age that she wanted to pursue a career in aviation.

Hubert was a pioneer of his time and was determined to push the limits of what was deemed possible, narrowly failing in an attempt to be the first to travel under the North Pole in a submarine, but proving they were able to operate beneath the polar ice cap. In 1928, Hubert Wilkins and Canadian Ben Eielson flew their Lockheed Vega over the Arctic from Alaska to Norway, marking the first ever Trans-Atlantic flight. The journey took 20 hours and covered mostly unexplored territory. The pair then headed to Antarctica, making them the first aviators to fly over both polar regions in the same year.

Nancy purchased her first aircraft, a de Havilland Gipsy Moth, using an inheritance left to her by her great aunt and money borrowed from her father. She then helped set up the Royal Far West Children’s Health Scheme, a flying medical service in outback New South Wales, using her own Gipsy Moth as an air ambulance. Nancy also founded the Australian Women Pilots’ Association and became an Officer of the Order of Australia, among several other achievements and awards throughout her life.

These people are just some of the amazing aviators who make up Australia’s rich history of inspiring pilots. Many of these pilots sacrificed their lives in pursuit of proving the value of aviation to the world. Many breakthroughs have been made in the past century, with things previously thought impossible now a reality. Who knows where aviation will be in another hundred years?

Always a good read. Come join us! Flight Safety Australia magazine makes it easy to stay connected to your peers and on top of all the latest safety news.

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

HAVE YOU HAD A CLOSE CALL?

2109.4317

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.

If we publish your story, we will not include your name if you ask us not to. If you have video footage, feel free to submit this with your close call. Please do not submit articles regarding events that are the subject of a current official investigation. Submissions may be edited for clarity, length and reader focus.

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THE CFI: AN AVIATION

COMMUNITY LEADER

Think back to all the flying schools you have seen during your aviation experiences, regardless of the organisation they were approved to operate under.

JILL BAILEY Flight Operations 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

Were the locations presented professionally? Was the office and hangar clean and neat? Were safety posters and information provided? Were the instructors engaged, involved and enthusiastic? Were the aircraft presented in good condition, clean and well-maintained? The answers to these questions tell us a lot about the type of operation conducted at the location, and much of that rests on the shoulders of the Chief Flying Instructor (CFI), who ‘sets the tone’ at the school. Successful flight training schools are generally the result of the leadership demonstrated by the CFI. Leadership courses and training materials may provide some of the required information for leadership, however being a leader is also about demeanour and conduct, and their willingness to hold themselves and others to a specific standard of behaviour. How the leader conducts themselves when interacting with their team (the instructors, pilots and maintainers at the school), the way flight training is delivered, followed up and completed sends a powerful message without the leader saying anything. Likewise, how accidents, incidents and identified hazards are reported

and managed, and whether the leader dismisses possible safety issues or strives to learn from these opportunities to improve is another way to demonstrate leadership. While a CFI approval is generally outlined in manuals using minimum aeronautical experience and other requirements, there is definitely more to the actual conduct of the role of CFI. The requirements of the manual provide the minimum criteria that CFI candidates must meet, the tangible things that can be assessed for approval. The intangible things are the basis of a CFI’s leadership qualities. A CFI candidate may even have demonstrated leadership while acting in a subordinate role at the school, as an instructor, maintainer, or even during training as a student. At the airport, a CFI is also generally viewed as a leader in the aviation community. How does the CFI conduct their personal and training flights? Is it in accordance with the operational, flight and radio procedures required or do they cut corners, and accept the minimum from students, pilots and instructors? Do they expect everyone to conduct themselves to the highest possible standards or accept and therefore

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“The challenge of leadership is to be strong, but not rude; be kind, but not weak; be bold, but not bully; be thoughtful, but not lazy; be humble, but not timid; be proud, but not arrogant; have humour, but without folly.” - Jim Rohn tacitly condone behaviour which does not promote safe flying? “A leader is one who knows the way, goes the way and shows the way,” - John Maxwell. Leadership can include how the CFI manages disputes at the airport. As hard as it is to believe, pilots make mistakes, in circuits, on the ground or while operating aircraft and as a result a conflict with another pilot or aircraft can occur. If such events are effectively managed by the CFI, leadership is again demonstrated. If the CFI is seen to support one side or the other, without considering the overall safety issues, leadership can be affected. Similarly, if the aircraft used at the school, or by the CFI personally, are permitted to operate with maintenance issues, minor problems or are not kept relatively clean, the leadership demonstrated says it is ok to not look after equipment or accept a minor maintenance issue, which could develop into a major maintenance or safety issue. However, as an

organisation, RAAus cannot assess, judge or refrain from issuing CFI approvals to those who may not be leaders or demonstrate leadership qualities. The points above can as easily be considered for those pilots who are considering becoming instructors. While any pilot should be able to complete an instructor training course, meet the tangible requirements of aeronautical experience and other minimums, it is also important that they are aware of, and continue to build necessary leadership skills to become not only a good flying instructor, but a leader in their community. This includes a willingness to self-assess, in a nonjudgmental way, the accuracy of their personal flying, the way they conduct circuits, their willingness to admit mistakes, learn from them and develop as a pilot and instructor. So next time you are in a school training environment, take a look around, see how the organisation portrays itself, what it will accept and determine if the leader is effectively leading or just letting things happen.

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RANGER AN UNEXPECTED RESCUE MISSION HIGHLIGHTS DRONE POTENTIAL Words Ed Jones

To some, the sound of a drone is immediately bothersome, and as pilots we can instinctually perceive it as an airspace threat – sometimes we’re not even rational about it. But I had a drone experience this year involving an emergency rescue effort, which completely changed my thinking.

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Bunda Cliffs SA - Tourism and travel has reached new heights, with drones showing a new perspective that entices inter and intra-state travel. Credit: Ed Jones

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As the two sisters embraced upon the woman’s return, the reality of the situation truly settled in. Credit: Ed Jones

I made a lucky escape with my partner earlier this year, hitting the road with our caravan for a lap around Victoria, South Australia, Northern Territory and Western Australia, conveniently dodging COVID outbreaks as we went. For this part of our adventure, we were in central Australia, staying at the Curtain Springs cattle station near Uluru. The days were hot, the nights close to freezing. It was early morning and my partner had rolled out of bed and was letting the dogs stretch their legs on the only square patch of lawn that was out there. Suddenly, a staff member ran outside somewhat frantically searching for someone with a drone. My partner mentioned me, half asleep and unaware. “Get your

drone, get your batteries and gear – come with me”. Sounds a little serious, I thought. For the most part, my level of excitement was comparable to a young boy seeing a fire engine convoy. Running around the outback, the Aussie willingness to help out is very evident. It’s an amazing culture we have, but I’d underestimated its importance until today. I followed the station worker into their office to find staff situated around a giant radio stack with a busy frequency, everyone also working their phones and handheld radios. “May I ask what’s going on?”. One of the station managers sat me down and took a deep breath. “Here’s the situation. We have a missing

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woman in her mid-60s. She’s a diabetic, has a history of collapsing or doing things in a state of delirium, she was camped with her husband up the road and she’s gone missing on foot in the middle of the night”. I’d actually driven past their camp the day prior, a freebie spot near Mt Cameron. If you haven’t been here, we’re talking miles and miles of absolute wilderness. It wasn’t plain red desert that would provide a contrasting background to spot her, the green season meant that there was a lot of shrubbery and grassland. There were no clues as to what direction the woman had walked in and only a guess at what time she might have left.

“Here’s the situation. A woman in her mid-60s, she’s a diabetic, she was camped with her husband up the road, and she’s gone missing on foot in the middle of the night.”

series of unusual track marks that could be seen. They meandered a lot and didn’t seem to return, she’d been dragging a stick for some of the distance. Everyone was thankful for the tracks, she had walked in the most unlikely direction through rock, dunes and bushland – the last area we might have searched. On the drive in, I wondered if I should film as I flew the drone or not. Would they potentially need the footage later for incident reporting? It felt wrong, especially if this woman’s luck wasn’t favourable, so I’d made the call to only use the camera’s feed for aerial vision to help however I could. It also meant I would have more battery time for searching. Around 9:40am, we had clarity on her position southwest of camp but no idea on her state of wellbeing. The husband and a few blokes jumped on quad bikes and raced into the distance. Suddenly it’s a station hand and myself consoling the in-laws, desperately

“We’re in contact with emergency services in Darwin and Adelaide, but they’re a long way from here. We have staff and other farmers searching. The next plan is that you’re going to fly your drone and try to find her. We have food, we have water – get dressed for the conditions, then get in a ute”. The excitement drained from me at this point. I’ve been in emergency situations before, and if the freezing cold hadn’t already threatened the missing woman, I knew the day’s heat certainly would. I was aware of an airfield nearby that I’d need clearance to legally operate within proximity. “We own it, consider yourself cleared”, the manager said. I grabbed my gear, jumped in the car and off we went to the camp site. I was met with people in utes and quad bikes circling around, a sense of urgency filling the place. There were no other campers, just the two cars and caravans of the woman, her husband and the in-laws they were travelling with. In this particular instance, the key to locating the woman was actually a To some, the WING delivery services in ACT has become a ‘norm’. Credit: WING

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The Mavic Air Mini I used weighs in at just 249g. CASA apply further requirements for drones 250g or more.

waiting for the radio call confirming their arrival at her location. As we waited, the couple told me that this wasn’t their first rodeo with similar incidents, but it was their scariest. A radio call came in. “Nothing yet. Wait…wa…we’ve found her”. The suspense was unbearable, we didn’t know if we would be celebrating with joy or bursting into tears at any moment – the sister couldn’t bear it and pleaded for more information. It came back, “She’s not in a good way, but she’s going to be alright”. There she was - curled up in the outback, completely unaware of her situation and in a clear state of delirium, this lucky woman was alive. After they safely made their way back on the bikes, the woman wrapped in jackets and the husband’s arm around her, they embraced each other like any family would when you come close to losing them. Their drone idea was clever – even though most of the work was blokes on quad bikes – it was a smart way of covering a large area quickly. The station hand said this happens from time to time, and out there they needed to be very self-sufficient.

I had originally completed drone training for my work a few years back. It was a bit unofficial at the time, I recall feeling that CASA were playing catch-up with airspace regulations at that point. Things were quickly changing as drones became more available and widely used. I was able to essentially add drones to my CASA profile alongside my RAAus, RPL and endorsements. It’s a little trickier now, but it’s mostly good because training is enforced and I think that it’s necessary. I’ve always tried to stay up to scratch, but if you’re not flying every week, it can be hard to keep up. Although I fly drones as well as planes, I find myself immediately hating upon other drone pilots – hypocritical, really. I think it might be the media constantly pushing incidents and suggesting drones are an out-of-control nuisance threatening lives, but on this day, it was quite the contrary. When you start to see drones used for things like aerial food and postage services in QLD and ACT, tackling wild dog problems in outback Australia without harming other species, and the amazing footage that is used to promote our country for tourism and economic development – there’s a very real appeal there that I think we should embrace.

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“We’re in contact with emergency services in Darwin and Adelaide, but they’re a long way from here. So you’re going to fly your drone and try to find her.” Sure, there are going to be incidents. I could say the same about planes, boats and cars. When I passed my motorbike licence, I found it improved my awareness as a car driver. Even more so when I passed my heavy rigid truck licence – I had a better understanding of how other vehicles operate, and their limitations. I can honestly say the same about drones – every plane you fly, every person you fly with, every time you try something new, you gain a new perspective. I’m a big advocate for this. Sure, drones have their potential issues, but I’d argue that the opportunity and potential benefit far outweighs

But above all, from one pilot to another, I’d encourage you to learn about them rather than see them as a threat. Who knows, if one of us has a forced landing one day and needs help, a drone carrying an emergency medical kit might be the first assistance on site – and on that day we’ll be grateful. For drone regulations and resources, visit www.casa.gov.au/drones

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the problems. I think everyone should have some level of training to be able to fly a drone. In the same way RAAus ended up as a body to better-represent the specific needs of recreational aviation, perhaps one day there will be a body that better represents the specific needs and oversight of drone pilots. Where regular commercial use is in play, such as WING food deliveries in Canberra, specific airways management and protocols are in place for safety. The difficulty is more in the recreational and private/commercial space where DIY compliance isn’t always reliable.

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PILOT PROFILES

Pat Larcey in his new office at Avalon, June 1971.

TALES FROM OUR AVIATION COMMUNITY

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PAT LARCEY:

FLIGHT TEST ENGINEER THE FASCINATING LIFE OF A MAN WHO HAS LEFT HIS MARK ON THE AVIATION WORLD Words Tom Lyons | Images Pat Larcey

When I ask people “how did you first get into aviation?” I usually hear stories of air shows or joy flights filling young minds with a sense of wonder and awe. Looking up in the sky above WWII-era England and seeing the contrails of Spitfires flying overhead was not a response I’d heard before, until l sat down with former Flight Test Engineer, Pat Larcey. It’s an incredible start to an amazing journey that includes globetrotting travel, work on some of the most iconic planes ever flown, and an infamous crash that sent shockwaves through the Australian aviation community. “During the war, when I was about 3 or 4, I remember seeing the contrails of planes attempting to shoot each other down,” Pat tells me. “That’s what sort of attracted my attention,” he said. It’s probably a sight we would all find incredibly frightening, but in the eyes of a toddler, a love of aviation was born. From there, it grew. Between building model planes and cycling down to White Waltham to see Tiger Moths fly, aviation gradually became more and more important in Pat’s life.

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Pat in the cockpit of a Handley Page Victor.

Toward the end of his school years, Pat decided he wanted to pursue a career in the aviation industry. Coming of age in the economic prosperity of postwar Great Britain, and at a time when defence spending was at its peak, opportunities abounded in the burgeoning world of aviation. He eyed an apprenticeship position at Handley Page, one of the United Kingdom’s foremost aerospace manufacturers, but it wasn’t to be. “I’m afraid I didn’t pass my exams at school,” Pat explains, and so he undertook a toolmaking apprenticeship instead, beginning in 1955. After some years of work, Pat found himself being offered a job at Ford as a Suspension Designer. However, Ford couldn’t allow him to start for another 6 months, and in the meantime a cadetship arose at Handley Page for a Designer/Draughtsman role. “I wasn’t even thinking about planes at the time,” Pat tells me, but the allure of working in aviation, as he had once dreamed of, was too great to deny. Pat worked on the ground at Handley Page for a few years before he started getting itchy feet. “I thought to Pat boarding a Handley Page Victor.

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myself ‘Well, I’ve always wanted to fly, why don’t I have a chat to the Flight Test department?’” he tells me, “So I called them, gave them my background… and they asked ‘Can you come for an interview?’”. Having called on the Thursday and been interviewed the following Monday, Pat suddenly found himself in a new role in Flight Test, starting in 2 weeks. With a chuckle, Pat tells me “I hadn’t got a clue what I was doing, but here I was in Flight Test!” Having spent the first 6 months doing analysis and calculations, Pat slowly became more and more involved in the Flight Test department. Pat initially worked on the magnificent Handley Page Victor bomber, planning test flights, flying with the test pilot and taking the necessary recordings. In 1965, Handley Page began design on the Jetstream, a twin-turboprop airliner designed to compete with the likes of the Beechcraft King Air. This was to become Pat’s new focus as the plane went through design and certification processes. In 1969, while on tropical trials in Africa testing the Jetstream Mk II, Pat and his team heard news of Handley Page going broke. The golden age of British aviation manufacturing was over.

“I thought to myself ‘Well, I’ve always wanted to fly, why don’t I have a chat to the Flight Test department?’ ”

Pat launching his Pelican model. Chalgrove, 1954.

test jobs going in Israel. “I got a call from a contracting outfit, saying there were jobs going in Israel for ‘Flight Test Mentors,’” he recalls. The flight test department at the government-owned Israel Aerospace Industries (IAI) was a fledgling operation, in need of direction and guidance in their civil aircraft certification process. Pat soon found himself filling that role.

“Well, there we were in Fort Lamy, in Chad, having to fly our way back on the smell of an oily rag because there wasn’t any money,” Pat recalls. The team had a DC-3 and a Jetstream that they had to bring home to England at an absolute minimum cost, without really knowing what was to become of their jobs when they returned. “As soon as we got back, the boss said ‘Thanks very much’ and that was it,” he tells me. The Jetstream production line was shut down in 1970, but was eventually revived when the design was picked up by a collaboration of investors, including Scottish Aviation.

After working for just under a year with the IAI, Pat received a Christmas card from champion aerobatic pilot - and former Handley Page employee - Neil Williams. In it, Neil spoke of a job in Australia he was applying for and the need for an experienced Flight Test Engineer to go with it. The job was with the Government Aircraft Factories (GAF), working on their newest project, nicknamed ‘Project N’. Intrigued by the chance to work with an old friend, and to have the opportunity to do a maiden flight on a brand-new aeroplane, Pat applied. “Unfortunately, Neil didn’t get the job, but I did,” Pat recalls. Instead, he was to team up with Test Pilot Stuart Pearce, father of actor Guy Pearce. Within 48 hours of arriving in the country, Pat was already at work at GAF in Fishermans Bend, Melbourne.

Not to be disheartened, Pat had lined up a job in computer programming when he heard rumours of flight

Nearing the scheduled end of their production licence for Mirage III fighter jets, GAF was in need of a new

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project to maintain aircraft production within the company. What was to become the Nomad Project began as an idea for a single-engine, high-wing design that quickly developed into a twin-engine, multi-purpose transport aircraft after consultation with the Australian Army. Designed with Short Take Off and Landing (STOL) capabilities in mind, the Nomad was built for military transport, aerial surveillance and medical evacuation missions. First built in October 1974 and adopted by the Australian Army and the Royal Flying Doctor Service, amongst other operators, the Nomad became a point of pride as Australia’s own locally-designed utility aircraft. Beginning at GAF in 1971, Pat got to complete the maiden flight of the Nomad, something he’d always wanted to achieve. He continued to work on various iterations of the aircraft over the years, developing Nomad variants for both military and civilian uses. Working at GAF was rewarding for Pat, as he got to be a part of the Nomad project from its inception,

Maiden Flight of the Nomad N2.

watching the aircraft progress and take form. Unfortunately, tragedy would soon strike. On 6 August 1976, the Flight Test team were testing a prototype of the Nomad N24, a stretched version of the original design built to accommodate 16 passengers. The team had encountered problems with the longitudinal stability of the aircraft and were making modifications to the tailplane to record effects. “We should’ve been doing the test in calmer conditions,” Pat recalled, but there was an element of pressure to complete the tests, and so the flight went ahead. At 1100 hours, the Nomad commenced take off with Stuart Pearce and Chief Designer David Hooper in the cockpit and Pat in the mid-cabin. The plan was to climb to a designated altitude and perform the necessary tests, with a limited airspeed of 120 knots. Upon reaching an altitude of roughly 1,000 feet, observers on the ground noticed a very distinct tailplane flutter and a dark object falling from the sky. Suddenly, the aircraft began to pitch down and turn left, descending quickly.

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“I undid my seatbelt, thinking that getting my parachute might be a good start, so I went to the back of the aeroplane,” Pat remembers of his spilt-second decisions. “When I got to the back, Stuart said ‘I think I’ve got control now’.” The plane had levelled somewhat, and a moment of hope came over the team that control could be regained. “I went back, sat down and strapped myself in tightly,” Pat recalls. “I thought that we’d just have a hard landing, crunch the undercarriage, slide along the ground and that’d be about it,” Pat recalls, but this wasn’t the case. Just before making contact, the left wing and the nose of the plane dropped and the aircraft began to spiral, hitting the ground and skidding for roughly 70 metres before coming to a rest.

The official report states that the total flight time was approximately 1 minute and 34 seconds, but the effects of that crash have stayed with Pat for a lifetime. “When I looked up, all I could see was daylight in front of me,” Pat recalls, “I had no expectation of surviving, I just closed my eyes and hoped for the best.” Emergency crews removed the team from the wreckage with ambulances at the ready. Stuart Pearce and David Hooper both lost their lives, and Pat, the sole survivor, was left a paraplegic. The official report states that the total flight time was approximately 1 minute and 34 seconds, but the effects of that crash have stayed with Pat for a lifetime. Pat spent the next year at the Austin Hospital in rehabilitation while also trying to be with his young family. His sister-in-law had been flown out from London by Qantas to help and, ever so slowly, life got back on track. “We had our trials and tribulations, but we just did the best we could and tried to get on with life,” Pat tells me. It was this outlook that kept Pat going, both professionally and recreationally. Having earned his

Pat enjoying his retirement.

pilot’s license prior to the crash, he still continued to fly recreationally, both powered aircraft and gliders. He even invented a hand control system for gliders that he was able to use. “I just wanted to prove to myself I could get up and fly again,” he tells me. Pat went back to work at GAF until 1987, when the company became Aerospace Technologies of Australia (ASTA) and underwent privatisation. Made redundant, Pat took a job at the Civil Aviation Authority (CAA) in Canberra. From there, he became the Chief of Airworthiness for the Gliding Federation of Australia, before taking a position in the Melbourne office of CAA (now CASA) where he stayed until retirement. Today, Pat is enjoying his retirement, working on a book regarding the history of the Nomad and his experiences with its development. Listening to Pat’s story, there’s a distinct outlook on life that I believe has guided him through failed exams, job redundancies and life-altering crashes alike; the past is fixed, but the future is in our hands. Pat has made an immense contribution to the aviation industry over the course of his career, and it’s this mindset that has propelled him to achievement after achievement. We can all learn from Pat’s outlook on life, and we can all, as aviators, be thankful for his work.

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COREY LOADER

SCHOLARSHIP WINNER Words SportPilot Team

Corey helped build a Bushcat during work experience. Credit: Coral Loader

Corey Loader loves to keep busy and hone his skills. When I called him for this interview, he had been busy doing woodwork at home. Corey’s biggest passion though is aviation. “I just like the feeling of being up there in the sky. I like being away from all the world’s problems. I just really enjoy it,” Corey explained.

ambitions. His goal is to work in aviation in any form and to be able to enjoy it with other people. Corey is extremely deserving of the scholarship as he loves flying and is determined to enjoy it in any way possible, which is what recreational aviation is all about.

Corey’s involvement with aviation began years ago as part of his efforts in Cub Scouts. As part of his Scouting, Corey set out to earn his Air Activities Target Badge. Members of Golden Plains Aviation were more than happy to help and took Corey for a flight. This allowed him to earn his badge and immediately sparked his interest in aviation. He also worked hard in order to obtain his Queen Scout; the highest award attainable in Scouts. As part of his aviation journey, Corey joined the Australian Air League in Ballarat as a Cadet and is now an Officer.

Corey’s mother, Coral, has been backing Corey every step of the way through his journey. “Thank you to RAAus, they supported Corey all the way through when he wrote to them and asked if he could apply for the scholarship. Also, a massive thank you to Airservices Australia for supporting people of diversity. The people in the aviation community are extremely supportive,” said Coral.

Corey has had some great adventures in aviation, including a two-day flight to Tasmania with his friend and fellow Scout Bob Bramley, who was at the time attempting to break the record of the youngest person to fly around Australia. Corey was also lucky enough to enjoy an aerobatic flight with Matt Hall. Corey was initially unsure about applying for the scholarship as he didn’t want to take the opportunity away from someone who could become a fully qualified pilot. Corey is autistic and at this stage is unable to fly solo, but he isn’t letting that get in the way of his

“Never say never. Don’t let the people who tell you not to do something get you down.” Corey is excited about his scholarship win and plans to return to Golden Plains Aviation to learn more cross country flying. His advice for other people wanting to fly is spot on: “Never say never. Don’t let the people who tell you not to do something get you down.” Congratulations to Corey on a well-deserved scholarship win! We are looking forward to seeing what comes next in your aviation journey.

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MAX BROWN

Life Membership Recipient Max Brown with his Life Membership Award. Credit: RAAus

Max Brown joined RAAus in 2003 and since then has demonstrated consistent, unwavering dedication to the organisation. Max’s Life Membership recognises his immense contribution across a range of efforts including auditing aircraft files, digitalising files, improving database records and providing feedback on documents. RAAus Head of Airworthiness and Maintenance, Jared Smith, conservatively estimates that Max has volunteered over 2,500 hours of his time. Max’s involvement in RAAus began when he was challenged at an AGM to amend the RAAus Constitution with his late friend Ken McCloskey. From there, he and other members helped review aircraft files following a critical CASA audit. Max has also spent a lot of his time working with Jared on various projects over the years including weight/balance, improving courses and exams and communicating complex issues to aircraft owners. As he worked on the aircraft database, Max realised it was not as efficient as it could have been so he worked hard to overhaul it.

I’d done was that outstanding; I was just doing what I enjoyed.” Speaking highly of his experience, Max loves how accessible RAAus is. “I think with what RAAus has achieved, I give them full marks. It’s a cheap and enjoyable way to fly. There’s a great group of people in the organisation and I can understand why people come across here from general aviation, because of things like cost and the ability to do some of your own maintenance.” Now, Max is looking forward to helping the Holbrook Easter Fly-In back off the ground and catching up with flying friends. Max’s enthusiasm and dedication to recreational aviation is unwavering. Congratulations to Max on an extremely well-deserved Life Membership!

Max’s aviation journey started in 1965 when a colleague introduced him to the Canberra Aero Club. Max obtained his RPL, however stopped flying years later due to concerns of high blood pressure. He eventually took an interest in ultralights when he and his mates ventured to a fly-in at Polo Flat in Cooma. Max discovered that if you could drive a motor vehicle, you could fly an ultralight. After retiring in 1996, Max earned his RPC at Holbrook Flying Club then purchased a Micro Aviation Bantam with Ken, kickstarting his ultralight flying career. He is now the President of the Australian Ultralight Aircraft Museum at Holbrook Ultralight Club. Max is very modest; however, his work has been outstanding and Life Membership is well deserved. “It’s a great honour. When Matt (RAAus CEO) mentioned the award of life membership, I was just gobsmacked,” said Max. “I didn’t think anything that

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RECENTLY, A GROUP OF RAAUS PILOTS SET OUT TO EXPLORE THE FLIGHT OF THE KOOKABURRA, ONE OF THE MOST FASCINATING – AND TRAGIC – STORIES IN AUSTRALIAN AVIATION HISTORY. Words and Images Alan Crowe

Formation over Lake Eyre.

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On 31 March 1929, Charles KingsfordSmith, Charles Ulm, Harold Litchfield and Thomas McWilliams were forced down and missing in what became known as the “Coffee Royal Affair”. A long-time friend (and sometimes rival) of KingsfordSmith, Keith Anderson, along with mechanic Bob Hitchcock, undertook what would be a fatal attempt to rescue the crew of the famed Southern Cross, departing Sydney on 4 April 1929 in a Westland Widgeon, nicknamed the Kookaburra. They were forced down with a faulty engine and successfully landed in the Tanami Desert, however

were unable to take off again and both perished of thirst. Several searches were undertaken and their bodies were subsequently buried on site, later exhumed and buried in their home towns of Perth and Sydney where large funerals were held to honour them. The Kookaburra was left to the elements and effectively forgotten in one of the most remote parts of Australia. On his second attempt in 1978, Australian adventurer Dick Smith later re-discovered the site of the forced landing and what remained of the aircraft after being ravaged by wind, fire and time. The remains of the aircraft were later preserved and put on display in Alice Springs.

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Getting ready at Moree.

Keith Rule and John Benson from the Hunter Recreational Flying Club (HRFC) researched this episode of our history and organised a group of RAAus aircraft and pilots to pay tribute to the Kookaburra crew. John was able to contact Dick Smith to discuss our plans with him. Members of the HRFC were invited to meet Dick at his Gundaroo property. After landing on his private airstrip, the members met Dick in his exquisite flying clubhouse. He was generous with his time and provided details which would prove crucial to our success. Dick was also keen to show us his Westland Widgeon, a restored sister aircraft of the Kookaburra. Viewing this aircraft confirmed the bravery of Anderson and Hitchcock. While a stunning craft, it was completely inadequate for searching the remotest regions of Australia.

Day 1 & 2: Departure to Broken Hill After several months’ preparations, on 27 April 2021, four aircraft and eight pilots departed Cessnock Airport for a 3600nm adventure:

Kookaburra 1

Tecnam Sierra

Kookaburra 2

Sling 2

Kookaburra 3

Tecnam Sierra

Kookaburra 4

Jabiru J230

Leighton and Steve

Don and John Alan and Alan Geoff and Keith

Flying from Cessnock in beautiful weather, we landed at Cobar for fuel before continuing to Broken Hill. At Broken Hill, we organised a tour which revealed the story of the earliest act of war in Australia on New Year’s Day 1915, when Ottoman sympathisers fired on a picnic train, killing four and wounding seven.

Day 3: William Creek While originally planned, weather and fuel considerations didn’t allow us to follow the Kookaburra to Port Augusta, but we intercepted the course later that day. We refuelled at Leigh Creek, before pressing on to William Creek via the Maree Man and Lake Eyre. Here, the formation-endorsed Tecnam pilots revelled in perfect conditions for formation flying over incredible scenery.

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Overnighting at William Creek was a treat, welcomed like old friends by staff – almost all pilots. The quality of accommodation, food and facilities, combined with a quick tour and long discussion with the owner, Trevor Wright, makes William Creek a certainty on every aviator’s ‘must-do’ list.

Day 4 & 5: Kulgera and Bond Springs (Alice Springs) Kulgera Roadhouse provided the first unsealed airstrip of the trip. We wished all sealed strips were as smooth! The strip and roadhouse are on opposite sides of the Stuart Highway. Needing fuel with just two bladders between us, we thought we were in for a long day. As usual, country hospitality shone through and the roadhouse staff provided a ute for us to run back and forth in. On to Bond Springs. Afternoon flying in the outback usually means thermal turbulence and this day was no different. From the air, the landscape around Alice Springs was spectacular, with colours contrasting the sky in a unique way. Landing on the wide, smooth red-earth runway, we were met by Noel and John of

On his second attempt in 1978, Australian adventurer Dick Smith later re-discovered the site of the forced landing and what remained of the aircraft after being ravaged by wind, fire and time. the Bond Springs Aero Club. Again, a tremendous reception was received; members of the Club could not do enough to help us, particularly when arranging fuel. Two nights and one interesting day were spent in Alice Springs, giving us time to recuperate and enjoy a meal with members of the BSAC. Some of our group had family in Alice Springs, who made sure the entire group was well looked after. For all, the highlight of Alice Springs was visiting the Kookaburra memorial located at the Central Australian Aviation Museum. This purpose-built display houses the remains of the Kookaburra, and details the history of the flight, forced landing and subsequent recovery of the bodies of Anderson and Hitchcock.

Ready to Depart YCNK.

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Day 6: Tennant Creek and Dunmarra A quick fuel stop was made in Tennant Creek, then on to Dunmarra. Dunmarra Roadhouse has a grass strip and impressive refuelling facilities, however there was an equipment malfunction, so we taxied up to our accommodation (how cool!) and the owner, Gary Frost, organised fuel in drums and a forklift to deliver it. Gary is also a pilot and treated us like family. The accommodation and meals were great, and the roadhouse dog was very friendly. This is another place you should fly into if ever you get the chance.

Day 7: Overfly the Kookaburra site in the Tanami Desert then to Barkly Roadhouse This was the reason for our journey, so plans were finalised the night before for our tribute to Anderson and Hitchcock. We flew in loose formation until about 20nm from the Kookaburra landing site, then in close “V” formation before transition to the “Missing Man” as

Departing overhead Longreach.

we crossed the site. This was a solemn moment as we considered the hardships the men endured before their deaths within days after landing there. For the record, the fact they landed successfully in this place and repaired their engine is testament to their airmanship and ability. The area consists mainly of scrub with very few clear areas. Few could have achieved it – then or now. As prearranged, each aircraft went in turn to circle the site before setting a course back to Tennant Creek to again refuel before heading to Barkly Roadhouse. We were on our way home. Our route home was as near as possible to the reverse of the route taken by the Qantas aircraft which left Brisbane in search of the Kookaburra. This crew found the missing aircraft on 21 April 1929, due to the fire which had been lit by Anderson and Hitchcock in an attempt to create a runway. They dropped water but noted seeing an apparently deceased Anderson laying under the wing of the Kookaburra.

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Day 8: Barkly Roadhouse to Longreach via Cloncurry None of us tired of the vista provided by the outback. Our perspective from our favoured altitudes must surely be one of the great privileges of being an RAAus pilot. As we circled Cloncurry to allow separation from a departing Dash 8, the RPT pilot was envious and said he would rather be flying a Tecnam or Sling as opposed to his ‘bus’. Longreach presented the obvious opportunity to explore the Qantas Museum, after which we departed for Charleville.

Artist impression of the original plane prior to it’s disappearance.

Day 9: Longreach to Charleville Charleville is definitely a hidden gem. Apart from everyone we met being super-friendly, the town is well kept with many attractive historical buildings. The aviator’s gateway to Charleville is Pete, who we met in the airport café after refuelling. It is worth flying in here just to experience Pete’s friendly nature and hospitality, and to meet his dog, Dan.

Day 10 & 11: Charleville to Moree With staggered departure times we continued south. The faster Sling 2 left earlier and was forced to divert to Walgett and then headed to Narromine due to cloud enroute to Moree. The other crews were able to continue to Moree while monitoring low cloud and were pleased to see Moree airport come into view. Once the aircraft were tied down, a taxi ferried us to our accommodation which we were delighted to discover had a good restaurant, thermal pools, spas and a sauna on-site. While we planned to depart for our final leg back to Cessnock the following day, the weather decided we needed to spend more time in Moree. It was a tough decision but the correct one. We all know how dangerous get-there-itis can be, so another day soaking up the minerals in the pool was an attractive option.

Day 12: Back to Cessnock With our group reduced to three aircraft, we considered the predicted weather at length and found a likely window for our return via the Murrurundi

Dick Smith (Right) and his Westland Widgeon.

Gap. Being faster, the Jabiru timed their return well and encountered no issues, but with low scattered cloud quickly becoming broken and deteriorating, the Tecnams opted for our alternate strip, landing at Quirindi to re-assess the weather. After several hours the conditions improved and we were able to safely navigate the Murrurundi Gap and continue to Cessnock.

What is next? Now a close-knit group, the pilots on this journey are considering the obvious question – “What next?”. We don’t know the answer to that yet, but there is clearly a gleam in the eye of each pilot who I was privileged to share this experience with and I am certain there will be more adventures planned before too long.

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HEADSET ROUNDUP Words Daniel McAuley

When it comes to headsets, it’s important to own a good quality and reliable pair that will allow you to hear important communication over any other noises and distractions you may encounter while flying. We’ve reviewed the most popular headsets on the market from Bose, Lightspeed and David Clark to take the guesswork out of purchasing your next pair.

BOSE A20 WITH BLUETOOTH With a lightweight construction, the Bose A20 headset sits comfortably, making it ideal for long flights. It also features excellent active noise reduction, significantly quietening even the loudest of engines. The built-in Bluetooth and audio prioritisation are equally great, allowing you to listen to phone calls and music then muting everything except air traffic when a radio call is received. Bose’s customer service is also highly regarded and they have been great with quickly replacing damaged headsets that are covered under warranty. These are a significant investment but when it comes to headsets, you get what you pay for and the Bose A20s are worth every cent. $1,650 at dowunderpilotshop.com.au

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LIGHTSPEED ZULU 3 The Zulu 3 by Lightspeed is extremely comfortable, a notion that is widely resounded across the aviation community. With larger earpads than competitors, the Zulu 3 sits comfortably during flight. The headset is also very well produced, featuring an all-metal construction with magnesium cups and sliders, a stainless-steel headband, and a Kevlar reinforced cable. Like the A20 and One-X, the Zulu 3 also feature Bluetooth connectivity, audio prioritisation and auto shut-off. Lightspeed is another great brand that looks after its customers and the Zulu 3 comes with a 7-year warranty, as opposed to the 5 years offered by Bose and David Clark. $1,295 at flightstore.com.au

DAVID CLARK DC ONE-X Coming in slightly cheaper than its Bose and Lightspeed competitors, the David Clark DC One-X is a reliable and comfortable option. While not as quiet as the Bose A20, they keep in line with the classic David Clark look and still feature all of the options we expect to see in high end headsets today, including Bluetooth connectivity. With leatherette ear seals and a vented heat pad, this set is also very comfortable. David Clark is well-known as a quality manufacturer and the One-X does not disappoint; they are sturdy and durable while being extremely comfortable to wear. David Clark also provides top notch customer service and has been known to remedy any rare issues rather quickly. If you’re after something a bit more affordable, be sure to check out the David Clark H-10.13.4, a great cost-effective option. $1,495 at flightstore.com.au

DAVID CLARK H10-13.4 If you’re looking for something a bit more affordable, the David Clark H10-13.4 is one of the best-selling aviation headsets on the market for a reason. Known for their reliability and durability, the H10-13.4 keeps in line with the classic look and comfortability offered by the DC One-X. While this model may not have all the fancy bells and whistles offered by more expensive models, such as Bluetooth connectivity and ANR, the H10-13.4 is still an extremely solid headset that will not disappoint. These headsets have been known to last for years and are backed by David Clark’s reputation of quality. $574.95 at downunderpilotshop.com.au

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PILOT PROFILES

TALES FROM OUR AVIATION COMMUNITY

ERIN DOUGLAS:

TURNING A FEAR INTO A CAREER A JOURNEY THROUGH A FEAR OF FLYING Words Daniel McAuley

“A girl on a journey through a fear of flying” are the words that lay at the top of Erin Douglas’ Instagram page. Known online as @flyingwitherin, Erin is a young, eager and successful pilot taking her followers on an exciting aviation journey through images. Curious to learn more about how someone turned a fear of flying into not only a hobby, but also a career, I had a chat with Erin to hear about her aviation journey.

Erin standing next to a Cessna 172. Credit: Josh Douglas

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A few years ago, Erin and her husband, Josh, went on an overseas holiday. Their plan was to cruise to Malaysia and Singapore and afterwards fly back to Australia. It was a few days before their flight back to Australia when Erin’s fear took hold and she said to Josh, “I’m not flying, I can’t fly, book me a cruise.” Rather than spending a few hundred dollars and a few hours on a plane, Erin’s fear of flying meant they had to spend an extra $6,000 and several days cruising from Singapore to Sydney, catching a train from Sydney to Melbourne, and then driving from Melbourne to Adelaide. “At that point, since he still married me, I figured I needed to do my part in this relationship. I think if I did that again I probably wouldn’t be married now,” Erin laughs. Times like these are what convinced Erin that she needed to overcome her fear and what eventually led her to starting an incredible aviation journey which she is now sharing with the world.

“The best part of it is connecting with people not just here in Australia, but also people overseas, hearing people’s stories, people that might be inspired by my own story to beat their fear.” “It was New Year 2019-2020 and we were on a holiday in New Zealand. We were coming back on New Year’s Day, so I was terrified anticipating that flight.” Erin wrote out a New Year’s resolution list, which included a commitment to overcome her fear of flying. Erin admits at the time she had no idea how she was going to do it, she just felt that she had to overcome her fear. Her fear had grown so bad that she was constantly turning down holidays and events just to avoid having to fly. “I’d spent so much of my life grounded. I’d spent half my life paranoid and I was ready to stop being that way at any cost. This was the last effort for me.” Later that year, Josh decided he was going for a trial flight with the goal of learning to fly. Erin very reluctantly tagged along thinking maybe this would be a way to beat her fear, and she has never looked back since.

Erin was lucky enough to fly in a Harvard piloted by Tony Chamberlain. Credit: Josh Douglas

Speaking excitedly about her increasing following online, Erin admits “It has a mind of its own now. It’s just taken on its own life. I started it right at the start of training. Josh and I were talking and we thought we should document my journey; we had no idea how it would go.” Josh is a photographer and Erin loves writing; they figured their combination of skills might interest followers. “It turns out that it did interest people and so I built kind of a little community. It’s nice, it’s a safe place, it’s very friendly. I wanted a really inclusive space where

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people felt like they were getting an honest story and also had a place to tell their story honestly.” When I asked Erin about the opportunities that sharing her journey online has presented, she said that some great things have come from it, but the best part is getting to know what else is out there in the world of aviation and connecting with other people. “The best part of it is connecting with people not just here in Australia, but also people overseas, hearing people’s stories, people that might be inspired by my own story

to beat their fear. It’s opened my eyes to size of the community and it’s been good to make a lot of online friends. They’re genuine connections, people genuinely can help you and you can help them.” Talking with Erin, it was obvious just how excited she is about aviation. Her passion for flying is radiant, although she does acknowledge there have been challenges along her journey, including money, work and balance. With her and Josh both learning to fly, the costs have added up. She also acknowledges

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that her fear of flying does still have an effect on her often, however Erin has largely overcome this by confronting it head on. She is lucky to have a valuable support network around her helping her through the journey. “I think I’ve pulled inspiration from the entire community in bits and pieces, but I do rely heavily on my support network. I have my husband, Josh, my long term instructor, Nathan, who is also a very close friend, and Stephen and Paul from AAT who have mentored me through many challenges. These people are family to me. I wouldn’t be where I am without them.” Speaking further about the friendliness of her flight school, Advanced Aviation Training at Redcliffe, Erin said, “You need that at a school, you need a really positive environment where everyone is there to support everyone else. Even though there are people that are way more experienced than you, you’re treated no differently if you’re starting to if you’re at the top. It’s just a big family and that’s what I love.”

Erin flying a Eurofox. Credit: Josh Douglas.

“All of the cool things, for me personally, have been the times where I’ve gotten back on the ground and thought if you asked me two years ago if I’d be doing that, I would have said ‘Never in my life!’” At the time of our conversation Erin was excited about the prospect of starting her instructor rating. Teaching is Erin’s passion, so instructing is her career goal. “I also want to help people one day that have a fear of flying, since I have a fair bit of experience with that.” She eventually plans to pursue a career with the RFDS, but for now Erin is focusing her efforts on studying for her instructor rating while working at an airport. Whilst the lack of international travel has meant less hours at work, it has meant she is able to spend more time concentrating on her studies. In terms of non-career related goals, Erin someday wants to purchase a plane with Josh and fly around Australia. “I think one day that would just be an amazing thing to check off the bucket list. There’s a lot of things that I want to see from above that I’ve seen from the ground. So now that I have the skills to go and do that, I’d really like to one day.”

Erin and Bob Tait sit in a Foxbat pre-flight. Credit: Josh Douglas

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Reflecting back on her achievements so far, for Erin it’s more about how far she has come rather than certain milestones. “All of the cool things, for me personally, have been the times where I’ve gotten back on the ground and thought if you asked me two years ago if I’d be doing that, I would have said ‘Never in my life!’” When I asked Erin whether she had any advice for people with a fear of flying, she said, “I would say to go for a trial flight. I wouldn’t necessarily recommend diving in and learning to fly as the first option. It’s not going to work for everyone. You might find that your fear is connected to a sense of being out of control, and as soon as you are in control you might find that was really the key.” For everyone else who wants to learn, Erin suggests they go for it but be prepared to put in the proper time and planning. “Be prepared to study, be prepared to do the hard work that is going to make you a good pilot.” She also encourages new pilots to get involved in the aviation community. “It’s a big community and it’s extremely supportive.

Erin takes her sister Georgia flying in a Sling 2. Credit: Erin Douglas

Our community is there to support each other no matter what journey you are on, because everyone’s journey is different.” Erin’s incredible journey has only just begun. If you want to join her adventures through aviation, you can follow @flyingwitherin on Instagram.

Search for Aeroprakt A32

www.foxbat.com.au

Aeroprakt A32 Vixxen •

Cruise 115 knots

•

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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WHAT’S HOT

COOL PRODUCTS & REVIEWS FOR FLYERS

Red Balloon Aerobatic Adventure Flight in a WW2 Warbird Aeroplane Step back in time and experience flight in an aviation legend, a 1942 warbird aeroplane. The adventure includes 45 minutes exploring the cockpit and a 20-minute aerobatic flight where you’ll experience the power of a classic Pratt and Whitney 600hp radial engine. This T-6 Texan was used by the United States Air Force to train fighter pilots for frontline combat during WW2 and has been meticulously restored to its original condition. $695.00 at redballon.com.au

Davek Mini Umbrella The Davek Mini Umbrella is the perfect compact travel companion. Keep it with you on your travels so you are ready for any weather when you arrive at your destination. Stylish and available in a range of colours, this is the perfect pocketsized umbrella. $79.00 at au.davekny.com

Amazon Basics 4 Piece Packing Cube Set With mesh top panels for easy viewing of contents, these travel pack cubes are perfect for organising and packing your possessions for a trip away. The double zippers allow for easy opening and closing, while the webbed handles make them convenient to transport. Available in a range of colours, these organisers are a great travel companion which will make packing and unpacking a breeze. $25.10 at amazon.com.au

Honeycomb Alpha Flight Controls Perfect for any aviation enthusiast who enjoys flight simulators, the Alpha Flight Controls is one of the most advanced yokes currently available on the market for PC flight simulation. Designed to fulfil the requirements of both flight simulation users and student or full-time pilots, the aerospace grade internal components feature realistic ergonomics for a true flying experience. $549.95 at downunderpilotshop.com.au

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Flying Eyes Kestrel Aviator Finding a good pair of sunglasses for flying can be a pain, but Flying Eyes have come up with the perfect solution – Kestrel Aviators. Engineered to be amazingly comfortable with a headset, the entire frame and temples are made of Resilamide™ – a material that is primarily used in aerospace due to being super light and flexible yet virtually unbreakable. Perfect for use while wearing a headset, the temples are super thin to eliminate noise leaks and they can be easily slid on and off without hassle. Currently 10% off. See website for details. $299.95 at downunderpilotshop.com.au

Don Vassie Antique Airplane Shaped Decanter If you appreciate a good glass of scotch, then why not make the experience even better as it sits on display in this antique airplane-shaped decanter. The model propeller acts as a frame for a mouthblown decanter, allowing the atmosphere of your room to take off. This decanter brings any room to life and belongs in the pool room of any aviation (and scotch) enthusiast. $199.00 at mydeal.com.au

Laco Pilot Watches Basic Aachen 42 German-made Laco watches are known for their attractive, traditional aesthetic and the Basic Aachen 42 is no exception. Featuring a brown leather strap, as well as dials and hands made with SuperLumiNova C3, this watch is simply stunning by day and by night. Featuring a hacking seconds hand, the Basic Aachen 42 will allow you to accurately keep track of time while looking stylish. €340.00 at laco.de/en

Photo Moon Lamp Personalised 3D Airplane Model Lamp

A cool gift idea, these personalised lamps are laseretched on optical acrylic to include a name. The included remote control allows four different auto modes for cycling through seven different colours. The lamp can also be dimmed as a night light. $35.95 at photomoonlamp.com.au

Prices are correct at time of publication.

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CLUBS & RUNWAYS

Clare Valley (YCVA), SA

THE CLUB The Aerodrome is the proud home of the Clare Valley Flying Group Inc. who are passionate about showing off their beautiful region. The club is the driving force behind the development of the aerodrome and host regular Burger Fly-Ins to encourage fellow aviators to pay a visit – word on the street is the burgers are definitely worth the flight!

GETTING AROUND Courtesy cars are available for all visiting pilots with prior arrangement. Pickups and car tours can also be arranged from the aerodrome to help you explore.

Choose from a range of quaint BnBs, luxury accommodation and even a country club with an adjoining 18-hole golf course.

STAY

Right on the doorstep of Australia’s best wine region for Riesling and 14km north of the main township of Clare, YCVA features a North-South 1,200m x 18m RWY, built to RFDS standards for aircraft up to 5,700kg. A 600m x 20m grass cross strip is also available at the northern end of the main runway.

160° 8NM Clare

EXPLORE You don’t have to go far to enjoy the charm of the Clare Valley. Cruising through the rolling hills, vine-filled valleys and back country roads is breathtaking. Step back in time and marvel at some of the magnificent old buildings including historic churches, cottages, cellar doors and mansions (Google Martindale Hall!).

EAT & DRINK The Clare Valley is home to over 40 terrific cellar doors that produce some of the country’s best Riesling wines. The gourmet region has a selection of fine dining options, including awardwinning restaurants and artisan cafes housed in everything from ultra-modern buildings to old stone cottages. Top picks include Paulett Wines and Sevenhill Wines for a tipple and a bite to eat.

35 ELEV: 1,120 ft RWY: 17/35 1,250m x 18m Sealed 09/27 600m x 30m Grass CTAF 126.7 MELB CENTRE: 118.95 RWY LIGHTING: 120.05 AD OPR & FLYING CLUB Russell – 0418 891 205 cvfg@clarevalleyaerodrome.com.au clarevalleyaerodrome.com.au FUEL: AVGas Flying Fuels 24/7 Credit Card AD CHARGES: Nil

CLARE VALLEY TOURS Dave Wilson P: 0418 832 812 clarevalleytours.com

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Merimbula (YMER), NSW

FACILITIES There aren’t any flying clubs that run out of YMER, but if you plan to fly in there’s a good chance you will meet Tracy, CEO and CFI of Merimbula Air Services. Tracy will welcome you in for a tea or coffee, plus there’s also a rooftop deck you can enjoy when you touch down. Contact Merimbula Air Services on (02) 6495 1074 if there’s anything you need.

GETTING AROUND Tracy has a courtesy car available for people flying in. Many car rental agencies also operate out of YMER including Europcar, Hertz and Avis. Hop on a public bus to the township of Merimbula and beyond. Taxi services are readily available to pick you up as needed.

There is no shortage of beautiful coastal holiday homes and self-contained apartments where you can sit back and take in fresh, ocean breeze. More budget-friendly options include holiday parks and motels.

EXPLORE With Merimbula to the north and Pambula to the south, you’re spoiled for choice when it comes to stunning beaches, spectacular wilderness and abundant natural beauty. Just 30 mins drive south and you’ll find Twofold Bay, one of the best places for whale watching in the country (Aug-Nov). Walk through Tea Trees and along the clifftops to Tura Head and enjoy rock pool rambling, fishing and breathtaking views.

EAT & DRINK If you’re a lover of seafood, you’ve come to the right place. Book yourself in for a tour at Wheeler’s Oyster Farm and Restaurant. Visitors come from far and wide to sample their world class oysters. Wash down your lunch with a tasting paddle at Longstocking Brewery.

STAY 035° 1NM Merimbula

16 02

Just two kilometres south of the coastal haven known as Merimbula, YMER features a single asphalt 1602 x 30m RWY and regularly hosts regional commercial flights run by REX and Qantas.

03 ELEV: 7 ft RWY: 03/21 1602m x 30m Sealed CTAF: 126.7 MELB CENTRE: 120.75 RWY LIGHTING: 119.60 AD OPR Airport Agencies Pty. Ltd. P: (02) 6495 4211 admin@merimbulaairport.com.au FUEL: AVGas, AirBP and Jet Fuel via Self-Serve card only AD CHARGES: See website begavalley.nsw.gov.au (Search Council Fees and Charges) REMARKS: This AD is a security controlled airport MERIMBULA AIR SERVICES P: (02) 6495 1074 www.mairserv.com.au

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EVENTS

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

REGULAR CLUB FLY INS Last Friday of every month TOP END FLYING CLUB SOCIAL BBQ Everyone is welcome to the Top End Flying Club Social BBQ. tefcnt.weebly.com First Saturday of every month ISIS FLYING CLUB MEET The Isis Flying Club are a friendly bunch of home builders and owners of ultralight and light GA aircraft. There are also regular and informal fly-in gatherings on Wednesday mornings at 9am. facebook.com/isisflyingclub First Sunday of every month WAGGA CITY AERO CLUB BBQ The Wagga City Aero Club are a very active social aero club based in Wagga Wagga (YSWG). waggacityaeroclub.com Second Sunday of every month BURDEKIN (AYR) AERO CLUB BREAKFAST This has regularly been held for the past 18 months and attracts light aircraft and pilots from across the region. burdekinaeroclub.org Second Sunday of every second month BURNETT FLYERS BREAKFAST FLY-IN A hearty breakfast with plenty of freshly brewed coffee and tea. 2022 dates: February 13th, April 10th, June 12th, August 14th, October 9th and December 11th. burnettflyers.org

23rd & 24th April 2022

ANZAC WEEKEND AIRSHOW SALE, VICTORIA Presented by Wellington Shire Council, Pace Events and Paul Bennet Airshows, the 2022 Anzac Weekend Airshow at West Sale Airport will include aircraft fly-ins, camping, fly-bys, car and motorcycle displays, as well as RAAF and aerobatic demonstrations. Also featuring local produce, business exhibits, trade stalls and vintage fashion, there will be something for the whole family. saleairshow.com.au CA-13 Boomerang and CA-16 Wirraway. Credit: Duncan Fenn

UPCOMING EVENTS 3rd - 8th March 2022 BASS STRAIGHT ISLANDS AIR SAFARI SYDNEY SOCIAL FLYING The first Sydney Social Flying Club Air Safari for 2022 will visit King and Flinders Islands. Meeting at Devonport on Thursday 3rd March, the event will provide an opportunity to overfly spectacular Cradle Mountain and Dove Lake, including the opportunity to visit both by foot. socialflying.com.au/bass-strait-islands 5th March 2022 TEMORA AVIATION MUSEUM MARCH AIRCRAFT SHOWCASE The Temora Aviation Museum’s March 2022 Aircraft Showcase event will feature all serviceable aircraft from

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the RAAF 100SQN Temora Historic Flight Collection. This selection includes the Supermarine Spitfires, CA-13 Boomerang, Lockheed Hudson, CA-16 Wirraway, DH-82A Tiger Moth, English Electric Canberra, A-37 Dragonfly, DH-115 Vampire T35 and Ryan STM S2, as well as the Museum’s Cessna O-2A and visiting warbird aircraft. aviationmuseum.com.au/event/ march-showcase

10th April 2022 TOCUMWAL AIRSHOW The Tocumwal Airshow returns, showcasing the aviation history and heritage of Tocumwal and celebrating the Centenary of the Air Force. tocumwalairshow.com.au 2nd & 3rd July 2022 BRISBANE AIRSHOW The Brisbane Airshow has one of the world’s most stunning backdrops. Set in the Brisbane Valley and dedicated to the men and women who have served in our armed forces. The show includes Warbirds, World War II Fighters, jets, helicopters, aerobatics, skydiving, military vehicles, cars, music, food and lots more. brisbaneairshow.com.au

20th March 2022 SERPENTINE AIR RACE Calling all Tiger Moth pilots! Registration is now open for the Serpentine Air Race, taking place on Sunday 20th March 2022. serpentineairrace.com.au

29th August – 11th September 2022 2022 OUTBACK AIR RACE The Outback Air Race is an aviation time trial through the Australian Outback. The event raises funds for the Royal Flying Doctor Service and the outfit of its aircraft. outbackairrace.com.au

25th – 27th March 2022 AAAA NATIONAL FLY-IN Join the Antique Aeroplane Association of Australia at Echuca Airport. antique-aeroplane.com.au

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SPORTPILOT

TECH TALK

THE SCIENCE OF VELOCITY VERSUS SPEED

TAKING THE IF

OUT OF LIFT HOW CAN A WING WORK BETTER?

Words Nicholas Heath, with science from James Heath and Pat Larcey

There are a lot of very clever innovations that can make a wing generate more lift. Nicholas Heath learns the ups and downs of the subject with some scientific help from James Heath and Pat Larcey.

I S S U E 101

The Shape of the Thing Do you remember having to look at this little fellow at some stage of your training?

It’s the recipe for lift. It says that lift = coefficient of lift x (density x velocity squared over two) x wing area (surface). Wing area is an obvious one. And multiplying the thickness (density) of the air and your speed through it would appear to be straightforward in having an effect on lift. But what is this lift coefficient and what does it do? The thing that determines the lift coefficient is the shape of the wing. This shape can be broken down into the chord – how long it is from front to back – and the thickness or camber of the wing. But that’s not the whole story. The shape of the wing – the aerofoil – also has a lot to do with it. Aerofoil design goes back to the birth of aviation. The Wright brothers spent a lot of time trying to develop an aerofoil shape that would give them the most lift. They based much of their design on the pioneering work of glider pioneer, Otto Lilienthal. Things got a lot more scientific when the National Advisory Committee for Aeronautics (NACA) in the US started to research aerofoil shapes in detail during the 1920s. They came up with a number of aerofoil shapes that are still in use today. Most of their early work was focussed on aircraft that flew in the speed ranges we, as RAAus pilots, fly in. Many of the aircraft we fly still use aerofoil shapes based on those developed by the NACA almost a century ago. If you’ve ever flown a Tecnam, chances are

you were under an NACA63A aerofoil. In most Cessna 172 or 152, it’s a NACA2412. For Jabiru it’s the NACA4412. And so on. It turns out this coefficient of lift isn’t something you can work out with a formula. It’s done experimentally. Take our friendly lift formula, plug all the other numbers in and the missing bit – the coefficient of lift – will reveal itself. So, the coefficient of lift is the x-factor. The number we put in to explain how it came out the way it did. Now let’s start an argument. We will do that by talking about what causes lift. Every time we talk about this in SportPilot we receive several letters, mostly in capital letters with flecks of spittle still on them from quite angry readers. You can see where the crayon snapped and tore the page. We love enthusiastic feedback like that. So here we go… There’s a reasonable agreement that lift is caused by lower pressure above the wing than below it. *Steps back and nervously scans the room*. Whether the lift is caused by pushing from the bottom or pulling from the top is the sort of discussion that leads to brawls and breaks up families. Let’s just accept that it happens. We know this, because we fly. As to why there is less pressure above the wing than below, the traditional school of thought is the the path-length effect (Bernoulli). Basically, the Bernoulli effect suggests that if the path around the top of the wing is longer than the path around the bottom, the air will have to travel faster to make the journey and will be more spread

Engineer Otto Lilienthal with flying machine in 1895. He was the first person to make well-documented, repeated, successful flights with gliders.

SPORTPILOT

out, resulting in less of it. A classic aerofoil achieves this by having the long, cambered surface above it. The problem with that is it doesn’t quite bear up to measurement. The air can be demonstrated to be moving faster than the extra distance would warrant. Fortunately for us, this effect doesn’t matter too much in the speed ranges we operate in. So we will stick to Bernoulli and Netwon’s laws for now. If you’d like to know just how complex the subject can get, have a look at this article in Scientific American (www. scientificamerican.com/article/no-one-can-explainwhy-planes-stay-in-the-air/). Feel free to submit your thoughts to us. Regardless of what you might think is causing it, what we do know from physical experiments is what various aerofoil shapes will do.

shape. In theory, the most efficient wing plan (when viewed from above) is the elliptical wing, made famous by the Supermarine Spitfire of WW2. Also, by many birds. So why don’t we use elliptical wings? Simple. They are complex and difficult to build. It was a major issue for the Spitfire that made it hard to upscale in production. Birds required 165 million years of evolution. For most home-builders, that’s going to push the project timeline way out. For our purposes we will keep it simple.

Every time we talk about this in SportPilot we receive several letters, mostly in capital letters with flecks of spittle still on them from quite angry readers.

For most of us flying RAAus category aircraft, our wing aerofoil and shape will be fairly simple. A simple wing is cheaper and easier to construct and it serves our purpose well at the airspeeds we operate at. The classic “Hershey bar” (named after the chocolate bar) wing of the Piper Cherokee is a good example: a rectangular wing plan of constant chord and aerofoil

Let’s look at some common aerofoil shapes and what they do. Apologies to many of you who already know about this, but trust me, we will be back to fight club before long.

PLAIN FLAP

FAIREY-YOUNGMAN FLAP

SPLIT FLAP

INTERMEDIATE POSITIONs

ZAP FLAP SLOTTED FLAP

KRUEGER FLAP

AIRFLOW

FOWLER FLAP INTERMEDIATE POSITION

GURNEY FLAP DOUBLE SLOTTED FOWLER FLAP

LEADING EDGE DROOP

AIRFLOW

JUNKERS FLAP RAISED POSITION

HANDLEY-PAGE SLOT

GOUGE FLAP AIRFLOW

I S S U E 101

The first powered, controlled, sustained airplane flight in history. Orville Wright, age 32, is at the controls of the machine, lying prone on the lower wing.

In general, fatter aerofoils will give you more lift for a given area and a lower stall speed. The trade-off will be speed and economic cruising caused by greater drag. A thin aerofoil will give you more speed and economy – at the cost of a higher stall speed and lift. That seems simple enough, doesn’t it? Fat wings for good low-speed characteristics and thin wings for speed. But what if you wanted the best of both worlds? Rest assured, you’re not the first person to ask that question. Welcome to the wonderful world of lift aids. The most common lift aid we use are flaps. The deflecting flap appeared first at Britain’s Royal Aircraft Factory in 1914. It didn’t gain popularity at first. But as aircraft speeds and weight increased, the benefits of the flap became obvious. The flap can give us lower stall speeds, a better angle of attack and increased drag. Yes, in this case increased drag can be a good thing – especially if you are trying to slow an aircraft down for landing. The increased angle of attack allows the aircraft to make a lower nosed approach, much better for keeping that runway in sight.

WRIGHT 1908

U.S.A. 27 1919

N.A.C.A. 23012 1935

N.A.C.A. 23021 1935

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The honeycombed, screened centre of this open-circuit air intake for Langley’s first wind tunnel ensured a steady, non-turbulent flow of air.

There are more types of flap than there were ways Bubba told Forrest Gump to cook shrimp. The most common one you will see is the Plain Flap. Bit of a giveaway in the name, really. The other less common lift aid you will see, particularly on STOL aircraft, are leading edge slots and slats. The slot is a gap at the front of the wing. The slat is the device that makes the slot. Probably best to look at the picture about now. This creation of an almost mini wing at the front of the main wing helps to keep the airflow attached to the wing and delay stall. First developed by Handley Page aircraft in the UK (those Brits again), slots can improve the lift coefficient by as much as 40-60% and increase the stall angle from a typical 15 degrees to perhaps 20 to 25 degrees. Just to complicate matters, you can also use the slot effect on flaps for even better low and slow performance. There are a couple of other wing enhancements you will commonly see on RAAus class aircraft, which we

will cover briefly. The first relates to safe stalling. In an ideal world, a wing should stall at the inner section first. If a wingtip stalls on one side you will have a fairly aggressive roll occur. If it stalls at the root end, you will get a much more benign effect. This can be achieved with a few methods. One is to add wash-out to the wing tips. In effect, the wing has reduced angle of attack at the tips, thus ensuring that the root end stalls before the tip. Remember our Cherokee wing? Where you have the flat, straight Hershey-bar-type constant chord and profile wing, the addition of small stall strips on the leading edge for the inner section for the wing will cause that section to stall earlier than the tip. That’s why Piper aircraft fitted with stall strips tend to mush, rather than violently stall and spin. The other item you will often see are wing tips. The primary function of a wing tip is to reduce drag. Some designs also reduce spanwise air movement, which theoretically helps with lift. Similarly, some aircraft have fences to stop air moving toward the tip.

I S S U E 101

Wing Cross-Section Fixed Leading Edge Wing Slat

Flaperon Image: STOL wing with slots and slotted flap

Which wing shape, size and lift aids you use ultimately comes down to your mission and budget. A modern jetliner wing has the ability to transition from low and slow flight to near supersonic. It does this using every piece of lift technology available and costs tens of millions per wing. For us mere mortals, where price and ongoing maintenance are key issues, a designer will choose the best wing profile for the speed range they wish to optimise.

Flaps are the next cheapest and simplest lift aid. Only STOL aircraft will consider complexities such as slots and slats. As a pilot, we need to be able to look at the wing of an aircraft and understand what it is designed for. Hopefully this article has added to that understanding. Let us know what you think matters on a wing design via editor@sportpilot.net.au

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TECH TALK

THAT’S STALL, FOLKS! THE NITTY GRITTY ON STALL WARNING INDICATORS Words Nick Jones

You might have heard of stall warning devices, but if you have never flown with one in RAAus you are not alone. At present, many light aircraft are simply not fitted with them. Let’s dive in and understand what they are, how they work and how they can help improve safety in aviation.

In many GA Aircraft and just about all commercial planes, there is a small device installed that when the plane is getting close to a stall (around 5 - 10 knots from stalling), they will alert the pilot. Some will have an inbuilt verbal alert, especially aircraft with glass panels. Some commercial planes have what is known as a ‘stick shaker’, which is a device that adds a vibration to the yoke when it is approaching a stall. But most commonly, in lighter aircraft, is the stall horn or electronic equivalent. It varies between devices, but generally as the plane gets closer to stalling either the pitch will change or the stall beeping will become more frequent, not that dissimilar to the sound of a metal detector. There are three main kinds. The horn, lift detector stall warnings and Angle of Attack (AoA) Sensors. The first of these created, and by far the simplest, is the stall horn. It is just a small opening that sits on the leading edge of the wing, which acts more or less like an umpire’s whistle.

As the wing approaches a stall, the location where the air splits around the wing shifts. This ingenious little device takes advantage of the shift in air pressure and direction, triggering the whistle via a tube that comes out of a horn, which amplifies the sound into the cockpit. When fitted, it’s the last thing you’ll hear before touching down on the runway.

I S S U E 101

RELATIVE WIND

Point of stagnation

Switch tab

e ld

down

LOW / NORMAL ANGLE OF ATTACK

RELATIVE WIND

shed up tab pu h c wit

The second type is the lift detector. These devices are slightly different, but the principles that activate them are the same. There are small tabs that stick out of the leading edge of the wing (sometimes slightly below). As the plane approaches a stall, the airflow will the push the tab up from its natural flying position, transmitting a signal to the cockpit via a 12 or 24 volt cable, triggering an electronic horn. As it is electronically controlled, there are additional devices that can be setup to show how close to the stall the pilot is. Some STOL pilots will use this to aid them in their short field landings.

Point of stagnation

DIRECTION OF TRAVEL

HIGH ANGLE OF ATTACK NEAR STALL POINT

And finally, there are Angle of Attack Sensors. Most of these work by having a windvane attached to the outside of the aircraft. These work by connecting to the plane’s pitot and static pressure sensors, airspeed and other internal sensors. They then combine this information with the plane’s angle of attack, angle of bank, the plane’s inertia and G-force, to accurately calculate the plane’s stall speed. It is worth mentioning that these systems have been around for quite some time, being used by commercial airliners for decades. They weren’t always available to the average recreational pilot, cost-effectively, but this has since changed for the better. Not only have they become more affordable, but there are a lot more options driving innovation.

For anyone wanting to learn a bit more about these devices, I find the uAvionix particularly interesting. They are built to fit into standard 57mm or 80mm instrument sockets and provide detailed information for such a small device, in addition to being a stall warning device. Read more: uavionix.com

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You may have flown quite some time with no such device and be very familiar with the early warning signs of a stall such as the ‘mushy’ flight controls, but let’s use a hypothetical example to try and illustrate the case: It has been a while since you have flown, so you head out to the airport to do a few circuits and keep your skills sharp — being the responsible pilot that you are. You’re keeping a watchful eye on two other planes in circuit, calling their positions and intentions. You’re running through your downwind checks, keeping an eye on the sock, making your base call, then slowing your speed as you prepare for final – when a fuzzy radio call comes through, and you can’t make out their position or intention. As you juggle controls and instruments, albeit a little rust-like, you feel the controls need more input before you feel the dreaded drop of a wing. It’s not a situation unheard of. The unfortunate thing about this story is that it occurs too often in real life. No one wants to stall on final approach. From 2015 and 2020, 60% of RAAus fatal accidents are believed to have occurred due to loss of control events. One of the most dangerous times to enter such an event is the situation described above, as there isn’t a lot of

altitude to recover unless it is detected and corrected immediately. When stall warning indicators have existed for so long and can help avoid such incidents, it surprises me that they are not installed more commonly. They’re a tool to assist any pilot in such a situation. There’s an argument not to have them, due to pilots then relying on them, or the cost. I understand that to a degree, but I don’t drive my car more carelessly just because of my airbags and seatbelt. The cost to install when ordering or building a plane is, quite frankly, peanuts when compared to other instrumentation — given the added safety benefit. I find it hard to argue against them. So, if you are looking at building a kit, ordering a new aircraft or just doing some modifications to your current plane, take a look into stall warning indicators and what they can offer. And, if you are looking to retrofit, there are now many other options on the market that don’t require wing modifications bringing the barrier to within reach of RAAus pilots. Addition of a stall warning may be classified as a major modification. Contact RAAus Tech prior to modification to ensure compliance.

I S S U E 101

GETTING THE PERFECT SHEEN Words Nick Jones

Recently, I ran out of my usual Perspex cleaner, VuPlex, which I usually use before each flight to remove any distracting bugs and grime that gets in my line of sight. I went to purchase a few more cans and was a bit surprised by the cost, given it is ‘just a cleaning spray’ – at least, so I thought. For the same price, I figured I could get an entire box of an alternative to last me a while. I soon ended up down the rabbit hole online, learning a few things that I thought would be worth sharing for anyone who was thinking of using something a little cheaper. The most common one that I see people recommending is Mr Sheen or Windex, which in their own right are decent products, but are a no-go when it comes to cleaning Perspex (acrylic). The critical reason is that it contains a very small amount of solvents, which over time will eat away at the surface of the Perspex. Given long enough, it can cause it to go cloudy, brittle and even produce hairline fractures, reducing the structural integrity of the windscreen. Of course many people just think that is the acrylic screen breaking down over time, not connecting the dots to their cleaning product and application towel. As it turns out, my attempt to save a few dollars on screen cleaner is not only a terrible idea, it would have proven rather costly in the long run.

To keep your Perspex windscreen in top notch condition, the easiest solution is also the best solution: good old fashioned warm water with a small amount of mild detergent. I also highly recommend cleaning after flight instead of leaving it to the next flight. This stops some of the bugs drying up and becoming scratchy. If you are looking for a good Perspex cleaner, Vuplex and Plexus have been the industry standard for a long time for a good reason. They’re also tested and tried in the boating and marine industry. However, ensure they are appropriate for your particular aircraft before use. Next time you go to the laundry cupboard before your flight, think twice!

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BROWSE AIRCRAFT FOR SALE OR REACH A LARGE MARKET TO SELL YOURS WITH AN ADVERTISEMENT IN SPORTPILOT SportPilot cannot endorse any aircraft for sale in classified advertisements and recommends that you meet the vendor and are satisfied with the aircraft before parting with any money.

Hangar For Sale

Mini Mooney

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Rare opportunity to purchase freehold hangar in Cootamundra, 2hr drive from ACT, 3hr from Sydney. Approx. 15m x 15m with concrete floor, power, town water & sewage on 1200sqm block. Low flight traffic, direct access to grassed airstrip onto main runway. 2 BR unit with fully functioning laundry & bathroom. david@ronloiterton.com.au or (02) 6942 2344 $300,000

Wahring, VIC. Available space for microlights, powered parachutes, gyrocopters. Front & rear entries for trikes, side entry for gyrocopters. Concrete floor, lighting & 240V, fridge, microwave, TV. George Vassis – 0421 700 300 $115 per month

2180cc, 7 hours on the clock, comes with Sensenich wood prop, Rotec TBI, mags, starter, exhausts & some spares. Located in WA. $9,000 + freight. John Higgs – 411 263 070 $9,000

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Modified Teenie Two. Not flown. Being run-in on ground - unknown engine hours. Deceased estate. Engine was being run-in & aircraft being prepared for painting prior to Ron Wegner’s untimely accidental death. This is the second Teenie Two Ron has built. Due to his love for his Mooney, he decided to modify some of this aeroplane e.g. retractable undercarriage. Ken – 0437 323 077 $11,000

470 Airframe hours, 200 engine hours. Rotax 582. Lowrance 2000 GPS, Icom radio, BRS 900 recovery system, launching dolly, fully enclosed trailer, aux fuel tank, full Lotus inflatable floats, 503 Rotax, spares inc. Steve Ridley – 0408 284 799 $30,000

370 Airframe & engine hours. Built in 2000. HKS 700E 60hp 4 stroke air cooled, oil cooled, 2-cylinder. Spent many $$$ to get it back in the air, currently unregistered. All the updates done all servicing complete. George Vassis – 0421 700 300 $15,000

3208 Airframe hours, 748 SMOH engine hours, Continental 0-200A Electroair Ignition, McCauley prop 330hrs SPOH, Becker AR6201 10W Radio. Becker Mode S Transponder. Garmin G5 with Magnetometer. Garmin Aera 660 GPS, Garmin GDL 50 ADSB Receiver. True Blue Duel USB Charger. Cleveland Wheels/new discs & pads Scott 3200 Tailwheel Fully Sids compliant. David Coates – 0427 531 659 $65,000

Rotax 582 engine 3.5 hours run-in time. Purchased new for a kit build which never went ahead. Fitted with electric starter, Powermate regulator, Rotax RPM & oil temp gauge, fuel primer & boost pump. Can see running on test bench. Caz Monteleone – 0404 897 452 $9,990

1150 Airframe & engine hours. Located Gawler SA. Rotax 912 ULS. DUC Flash 3 blade prop. Dynon D100 EFIS, Dynon D120 Engine management system, Garmin 296 GPS, Garmin GTX 327 transponder, Icom A210 VHF. Marc Michel – 0408 819 998 $75,000

1400 Airframe hours, 400 SOH engine hours. Considered one of the most aerodynamically advanced aircraft, featuring the stability & 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 & reliable Rotax 912ULS 100. Phillip Walker – 0419 761 126 $79,000

28-0471. 84 hours RAAus, 154 total engine hours. Enjoy seat of your pants flying of the 1930s 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 Dennis – 0439 596 408 $16,000

Sonex Onex. TT 92 hrs. Revmaster R2300 engine. Prince prop. 125 kts cruise. Hydraulic brakes & 6” tail wheel. MGL Discovery Lite EFIS. Wings fold for storage in single car garage. Lovely handling. Sell with fresh annual. Stephen Nelson – 0419 863 192 $45,000

I S S U E 101

Morgan Cheetah

A32 Vixxen Syndicate Share

Zenith Zodiac CH601XL-B

Legacy Sonex

Jabiru J170 - C

2 x Sapphire LSA Mk2 & 1 x Sapphire 10

Corby Starlet CJ-1

Pipistrel ALPHA Trainer

471 STC airframe & engine hours, Cheetah Mk.2. 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 & hydraulic brakes, Jabiru 2200 with Petroni prop. Tim Fowler – 0457 939 350 $28,000

5754 Airframe hours, 406 TTIS engine hours. Ex-flying school training aircraft, purchased new in 2008. Always LAME & L2 maintained, hangered. Low hour Gen 4 engine, always run on Avgas. Aerozone P/L – 0417 402 965 $65,000

1,200 Airframe hours, 1,200 approx. engine hours, A32 Vixxen. Syndicate share of 2016 Aeroprakt Vixxen A32. Hangered at Caboolture. Dynon Skyview & integrated autopilot, cruise speed of 105k at 17l/hr. $9000 ONO + fixed monthly & hourly costs. Jim Thompson – 0407 590 636 $9,000 ono

Aircraft project. Proven ultralight, potential for UAV applications or electrically powered flight. 2 x Sapphire LSA Mk2 & 1 x Sapphire 10. Call for information. Steven Dumesny – 0418 301 916 $60,000

590 Airframe hours, 590 Engine Hours. Hangared in Port Macquarie, NSW. Top condition & well maintained. Great all-rounder. Awarded Best of Show & Best Amateur Build in 2017, Airventure Narromine. Doug Toppazzini – 0410 184 606 $52,000

430 Airframe hours, 197 engine hours, Revmaster 2100D, VHF radio, hand start, 110kt cruise, LAME maintained with all inspections up to date. Negotiable. Bathurst, NSW. Paul McPhillamy – 0429 342 504 $20,000

62 Airframe hours, 1590 engine hours. Great little aircraft but running out of room in the shed. Ever reliable Rotax engine. Vans full swivel tail wheel, toe brakes, Sonex interior, indicates 120 kts at 5,000 revs. Happy to chat if you would like a few more details. Peter Pendergast – 0418 129 222 $38,000

502.0 Airframe hours, 502.0engine hours. Alpha Trainer 24-8189. In as new condition. First rego April 2013. Lloyd Kay – 0418 140 617 $97,500

Bristell LSA Wanted

Bristell S-LSA or similar factory-built LSA wanted. Glass cockpit, autopilot & BRS preferred. Willing to pay up to $150k. VH rego OK. Please send details & photos to Nick: canberrapilots@gmail.com $150,000

Jabiru J160

1154 Airframe hours, 1150 engine hours, second owner, home built (19-4359), manual flaps. Has Jabiru Sumitomo prop fitted around 1000hrs. Wheel spats (not pictured). Cabin heat, GPS & 4’ Dynon. Top end done at 1000hrs Doug Thomas – 0400 786 046 $32,000

Flightstar 11 SC

10 Airframe Hours, 10 engine hours, 11 SC. 2 seat fully-enclosed with dual control joysticks. Carpeted interior. Mylar skins. Fully instrumented. HKS 80HP fuel injected, turbo engine with intercooler. Aerolux 3 blade composite prop. Hydraulic disc brakes. 4 point harness. Ian Rinaldi – 0419 439 976 $34,000 - Reduced Price

Jabiru 230D

578 Airframe hours, 263 engine hours. 230D578. No accidents. Engine Camit A3300. Very good condition. A/P, Transponder, Pcas, Aera 660 GPS new, linked to Dynon D10A, fully upholstered leather seats, 40amp Alternator belt driven. Flies great. Trevor Patterson – 0407 717 633 $85,000

Rotax 912 100HP

2050 hours complete & as removed. Good leak down figures. Maintained to Rotax manuals. William Owen – 0429 098 032 $6,600

Rotax 912 Wanted

I am looking for a used Rotax 912 with carburettors & gearbox. Philip Payn – 0416 446 421 $4,000

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FINAL APPROACH

BY NICHOLAS HEATH

BITE THE RUST

As we were putting this issue to bed, I finally got to strap an aircraft on and fly for the first time in a while. A combination of COVID-19 lockdowns and bad weather had kept me grounded for the last couple of months. The aircraft was due for its annual, so I arranged to fly over early and while the Horsham Aviation crew sorted out the annual for the day I would work out of the terminal. After all, remote working is nothing new these days. What surprised me is just how rusty you can get in two short months. The basics stayed with me. The actual flying of the aircraft – the stick and rudder stuff – is a bit like riding a bike for me now. What I found was that cockpit work felt unfamiliar. During the first flight I had to remind myself to continue my instrument checks and radio

10 2

work. I just had to re-establish the habits and stay ahead of the aircraft. It was a bit of a rude shock after 20 years of flying. It was a short 50-minute hop and it felt like I was no sooner up and organised than I had to start thinking about landing. That landing was not pretty either. Juggling the airspeed, height and approach just seemed harder than I remembered. By the return journey, I was almost back in the groove. I added a touch and go at Lethbridge just to make sure I was sorted and current. This time it was like old times, eyes down the runway and the numbers just right. Even the strong crosswind was no bother. The point is, if I’m that rusty after a couple of months, how are some who have been locked down, for what seems like forever, going to cope?

Every time I have had to go more than a few months without flying I have taken the opportunity to jump in with an instructor or co-pilot. I can’t recommend it enough. Training isn’t just at the start of your aviation journey. It should be ongoing. The aircraft I fly has flown regularly this year, but many haven’t. I was surprised at the laundry list of small but significant things the annual check revealed, including a fuel pump gasket that was weeping. Not something that you’d want getting worse in flight. The fact that the fuel pump sits quite close to the exhaust gives pause for thought. Like pilots, aircraft don’t like sitting around. If your aircraft hasn’t been anywhere for a while, trust me, you want to get it checked out thoroughly before you put it back in the air. Your life might depend on it.

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FT A R C R I A RAAF YS A L P S I D IC AEROBAT PING AM C & N I Y FL ONS I T I B I H X E OW H S R A C CLASSIC KS C U R T D FOO Find out more at

Australian SportPilot Magazine - Issue #101 - December 2021

Articles inside

FINAL APPROACH

AVIATION MARKETPLACE

HEADSET ROUNDUP

CLUBS & RUNWAYS

EVENTS

FLIGHT OF THE KOOKABURRA

WHAT’S HOT

RAAus SAFETY WHERE ARE WE NOW?

IF IT’S NOT LSA, WHAT IS IT?

PILOT PROFILES

THE CFI: AN AVIATION COMMUNITY LEADER

COREY LOADER

DRONE RANGER

MAX BROWN

AUSTRALIAN FLYING LEGENDS

IN-FLIGHT CATERING

FROM THE CHAIR

LETTERS

GOING BALLISTIC AGAIN

IN PICTURES

SHEPHERD’S DELIGHT

FLYING LEGEND TUCANO LSA

FROM THE CEO