When you read this issue, you will find there’s a lot going on right now. Like a graceful swan, we are moving across the water serenely, while paddling like hell underneath. Maybe not that serenely. The Avalon Airshow has literally flown in and out again, leaving a pastiche of images of great things happening in the RAAus airspace which you can learn about in Tom Lyons’ piece. There were a lot of interesting aircraft in the RA form standing right next to the VH aircraft. I spent several days at the Airshow talking to pilots, members and aircraft agents. I think this is the Airshow at which we saw RA aircraft treated as an integral part of the GA community and no longer a fringe element. That was reflected in the location of the RA Aircraft on the walk-in from the main gate. It sorta worked, but there’s room for improvement. And don’t get me started on the traffic management. But none of that diminishes the fact that RA has risen in its perception by the aviation community.
Between the ordinary summer we had down south and all the shows and events, I’ve barely managed to get into the air this year – my feet are getting restless for some travel. As we move into autumn and the flying weather can get patchy, my thoughts start to turn north for flying experiences. Right now, I have a route mapped to take me from Australia’s easternmost point to our westernmost airfield – right through the middle, including a stop at Uluru. It’s looking like a nice complementary trip to my journey to Australia’s northernmost airfield which you might have read about a couple of issues ago. This time I will post as I go along on the SportPilot Facebook page. So, if you haven’t done so already, follow us on Facebook to stay up-to-date with that and other adventures.
As always, we are grateful to members who write in with letters, stories and articles, story suggestions and especially pictures, so keep them coming!
NICHOLAS HEATH Editor
(03) 5273 4777 editor@sportpilot.net.au
EDITOR
Nicholas Heath DEPUTY EDITOR
Sophia Blakebrough STORY CO-ORDINATOR
Tom Lyons
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Ed Jones
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Simon Larcey FINANCE
Christine Heath
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Regina Mari
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James Conte PROOFING
Sam McMillan DIGITAL
Nick Jones
Budda Pile
Matt Dwyer
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Hello Editor,
Regarding the fatal crash up at Kybong in November, I have since received and read the latest SportPilot and I see you have mentioned this already. I see the person wrote to you wants a full investigation etc. This was one of those things that would be very little to gain as Blind Freddy can see this is a human error case, there would be nothing to gain by putting money into this to find what we all already know (plus upsetting people as well). I would like to see SportPilot do an article with some images of a circuit and maybe just refresh people with a couple scenarios on what to do when unexpected things happen. Things like what calls to make or if there are clouds or gliders within circuit area. When not to take off and maybe if a second aircraft appears where to go or where to turn or extend a circuit leg until safe to continue. All the best.
Steven Verrall
Editor: Thanks Steven, I think the idea for a bit of circuit refresh and what to do when the unexpected happens is a great idea. We’ve added it to the list! In regard to investigation of accidents, it would be great to have a ‘light’ report of all accidents to ensure that the lessons are learnt for other operators.
RE: The Ins & Outs of ADS-B (SportPilot 104)
Hi Editor,
The article on ADS-B in Issue 104 was interesting and useful but there are a few things I’d like to clarify.
Using an EC (Electronic Conspicuity) device like the SkyEcho2 does provide visibility to ATC. The SkyEcho2 squawks code 1200 on 1090 MHz, the same frequency transponders use. It is in ES (Extended Squitter) form and uses a different downlink code so ATC recognise it as an EC device and it cannot be interrogated. I have tested this with ATC. The downside here is the low power output of an EC device. The SkyEcho2 transmits at 20 watts and is line of sight providing a range of around 20NM.
In saying that, there is no need to interrogate the device anyway, as it also provides the aircraft registration number, its GPS location and the aircraft altitude from the built in Barometric Altimeter.
ADS-B Out does not provide speed and direction. This information is calculated by the software running on the device the ADS-B In receiver passes the data to, such as OzRunways, AvPlan or any navigation software that can read the Garmin GDL90 protocol.
ADS-B In will display data from all aircraft with ADS-B Out and, to reduce clutter, tablet software can easily be configured to filter out unwanted data. For example,
the software I use filters out ADS-B data from aircraft more than 5000 feet vertically and 20NM away from my current position so it ignores all of the RPT flying above me.
Regards, Kevin Wilson
Editor: Thanks Kevin, yes, we understand too that ATC can see the SkyEcho2, but at this stage it is not acceptable to them as an ADS-B out device for several reasons, the range, as you mentioned, included. That might change. According to Airservices ADS-B out may include track angle, altitude and ground speed, so I guess it depends on the system. It’s certainly a great step forward for air traffic awareness. Thanks for your informed feedback. Cheers, Ed.
Hi Editor,
I enjoyed reading your article The Ins & Outs of ADS-B in SportPilot Issue 104. You mentioned that the Garmin GTX320A can be upgraded to ADS-B with a module, I also have a GTX320A and was curious. Are you able to tell me what the module is, model etc.
Bradley Leksas
Editor: Hi and thanks Bradley, I believe the unit required is a GDL 82. Note that this only gives you ADS-B out, not in. Mind you, it ain’t cheap! The good news is you’ve got until the end of May to claim up to $5,000 subsidy! Cheers, Ed.
Like the Chairman, I too am currently at the Avalon Airshow with the RAAus team. The weather has so far been great, we’ve seen some fantastic exhibitions and aircraft and, most importantly for me, I’ve had the opportunity to engage with a range of members, which has been great. It’s wonderful being at a large-scale event again with lots of people that just love aviation!
From a business perspective, we have now launched the new organisational Strategic Plan for 2023-2025. This is a plan that I’m very proud to present for a number of reasons. First of all, it aims to provide comfort to our members that we are taking a proven approach to strategic management. Secondly, it provides me with a Board-endorsed plan to go forth and deliver to grow our organisation, address strategic risks and set course with our team to deliver what our members want and need.
Readers of the Plan will see that growth is a regular theme throughout, as is diversifying our income sources. The aim of these two important elements is to stem the increase in costs to our members through our fees, as we’re all feeling the effects of an unusually high inflation rate. There are also objectives that seek to increase our footprint in new technology. This is hugely exciting, as there are already opportunities knocking at the door for personal air mobility devices which, no doubt, our members will want to be able to operate in the near future. There is currently no CASA ruleset that supports these devices, but we absolutely see RAAus playing a large role in this space, particularly under our Part 149 certificate.
There are also references to more traditional items, and ones which our members have been patiently waiting on for many years. Namely, increased take-off weight and controlled airspace access.
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
As communicated previously, we submitted our application to CASA in August 2022 for permission to administer Lightweight type-accepted aircraft and amateur-built aircraft up to 760kg maximum take-off weight. We received feedback from CASA on this application just prior to Christmas and have been feverishly reviewing their feedback along with working through the myriad of complex regulations to make this happen. We recently resubmitted the new Operations Manual (version 8) for review by CASA once again and are still working through some complex matters with them before we can resubmit the proposed new Technical Manual. The difficulty with the Technical Manual in particular is that there are so many hooks within the Civil Aviation Safety Regulations that even CASA didn’t envisage as being an issue, and we’ve needed to work through each one. In other words, whilst CAO 95.55 did open the door for administering Lightweight aeroplanes, there was a whole lot more work CASA needed to do to make this a reality. Notwithstanding this, we continue to work productively with CASA to overcome some of these technical hurdles.
From a controlled airspace access perspective, CASA’s continued delays to promulgating the Part 103 Manual of Standards (MOS) has resulted in delays for CASA delivering on the GA Work Plan. In simple speak, a new MOS will replace CAO 95.10, 95.32 and 95.55. Part 103 will include access to Class C and D airspace for Approved Self-administering Aviation Organisation (ASAO) but we’re not really across the detail as yet. This is a step forward, however we understand that it’s extremely unlikely that the Part 103 MOS will be completed this year and therefore we’ll
be waiting till next year before this will come to fruition. This is incredibly disappointing and of course I’ve shared these views with senior people in CASA.
In some more positive news, I’m thrilled to be able to share with you that the AMDA Foundation is once again committing support for Fly’n for Fun 2024, planned for April 2024. Similar to Fly’n for Fun 2022, we are planning to hold another fly-in at Parkes, NSW. This time we’ll be making some changes based on learnings from last year’s event, including teaming up more closely with HARS at Parkes to offer a more seamless experience not only for aviators, but the public wishing to attend as well. Fly’n for Fun is really about bringing the private aviation community together and sharing that joy with others to inspire and connect people through aviation. There is still a bit of water to go under the bridge, but hopefully we’ll be able to communicate more details in the coming months so you can get it into your calendar. Having the support of the AMDA Foundation, organisers of the Australian International Airshow, not only demonstrates their commitment to our industry, but it also means we can leverage their skills and experience to assist us in organising a fun and safe event for all.
2023 is certainly shaping up to be a busy one for us, and I look forward to seeing you out and about soon.
From a business perspective, we have now launched the new organisational Strategic Plan for 2023-2025. This is a plan that I’m very proud to present for a number of reasons.
I have just conducted one of, if not the, shortest flights in my logbook. I took off from a small private airfield in Victoria and flew into the Avalon Airshow. The entire flight time was around six minutes. Despite being a short flight, we planned it out completely. We did this for a number of reasons.
MICHAEL MONCK Chairmanmichael.monck@raaus.com.au
The first reason was that we had to. The AIP SUP for the airshow required us to comply with certain nonstandard procedures in this area. We had restricted airspace to contend with, reporting points, fast jet traffic in the area and so on.
The second reason is that we planned to fly in formation into the airshow. We wanted to ensure that our flight, even though not a normal flight under the conditions, would not be compromised by the fact that we were adding another layer of complication.
The evening before the flight, three of us, the two pilots involved in the formation and a third who was flying separately from us but also from the same airfield, sat down and reviewed the AIP SUP. We looked at the weather, runways, SUP requirements and so on and formed a plan.
For those of us who were flying in formation, we planned to take off individually due to the runway limitations, form up overhead and then do our entry procedures. On the morning of the flight, we again reviewed the weather and chose an appropriate formation for the wind to avoid any unnecessary conflicts. We got the ATIS information for Avalon, pre-flighted our aircraft and then we were almost ready. Given our location we could not contact the tower via radio from the ground so we made a phone call and let them know our airborne time. The tower was already expecting this call as we had spoken to them the day before to discuss the formation plan and get their blessing. We were then ready to go.
I took off first with the second aircraft behind me. He took off and we were formed up before reaching 1000 feet.
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.We called the tower to let them know we were on climb and tracking to the Barwon Prison reporting point per the procedures. We were immediately cleared visual direct to runway 18 so we turned and stopped climbing. Downwind checks were completed and we set ourselves up for a landing.
In a lot of ways RAAus is no different. We have recently redone our strategic plan and, not unlike a flight plan, it is a roadmap to get from where we are to where we want to be. We know what the world looks like today and while we don’t know what the world will look like tomorrow, we have formed a vision of what we want the organisation to look like.
This allows us to put in place a series of purposeful actions to ensure we get to where we want to be instead of aimlessly wandering around not knowing what direction to head. Perhaps more importantly, we can be a little less reactive in future.
A couple more radio calls and we were on the ground. Shortly after, the tower let me know that I was aiming for the wrong taxi way and that I would have to continue further down the runway to the next exit. We did as instructed, left the runway, called ground to let them know we had vacated and followed the marshals. Asides from a small error, we conducted a smooth flight.
As with most flights, I replayed it in my mind a couple of times afterwards to see what I could do better. There were a few things here but the obvious one to me is that I got the taxi turn off points wrong and I could do better next time. Something I was happy with though is that we dealt with this easily and without fuss, and I attribute this in part to our planning. Everything else went well because we had thought it through, so a little complication like the incorrect taxi way was not overwhelming, in fact the opposite – the slight change to the plan in my head was easy to deal with.
Just like my flight where something didn’t quite go to plan (maybe more so my plan was slightly wrong), your organisation can now deal with bumps in the road and changes to the plan. We have the ability to change course on certain actions, take a different taxi way if you will, without derailing the entire organisational direction.
The plan sets out a number of strategic goals, our overall vision, organisational themes and so on. It will serve us well for the three to five years to come, and guide us through the next phase of our existence. The board and management team has worked hard on this plan and we hope you will take the time to look into it and see what we have planned for you, our members.
In the meantime, as I write this, I am a few days off departing from Avalon. It is going to be a busy departure due to a mass exodus of aircraft in a short period of time, so I am going to take the time to have a think about our flight out and plan a few things. I am even going to take a closer look at the taxi ways and make sure I get that right this time!
We know what the world looks like today and while we don’t know what the world will look like tomorrow, we have formed a vision of what we want the organisation to look like.
A LOOK BACK AT THE RESOUNDING SUCCESS OF AIRSHOW 2023
After years of uncertainty and a forced hiatus due to the COVID-19 pandemic, Avalon Airshow has roared back to life, capturing the hearts and minds of the industry and the public alike across one week in March.
It’s fair to say nobody really knew what to expect on Tuesday morning, the opening day of the 2023 Avalon International Airshow. COVID had kept visitors away for so long, forcing the postponement and eventual cancellation of the 2021 event. However, by the time crowds descended on the sell-out weekend days, it was clear Avalon was back. Bigger and better than ever.
As the thunderous roar of jet engines filled the air, all faces turned to the sky for breathtaking flying displays from the likes of the RAAF, U.S. Air Force, the ROKAF Black Eagles and the RAAF Roulettes. Watching the precision of these highly skilled aces flying in formation, performing military manoeuvres and displaying the full capabilities of each aircraft was a fascinating scene to behold. The perfectly engineered machines seemingly defy gravity and the laws of physics, it was hard not to be completely awed by the incredible lengths of human achievement... between having your brain scrambled by the sound.
It wasn’t all jets and heavy aircraft, Paul Bennet Airshows put on a marvellous display, drawing the lion’s share of “ooh”, “ahh” and “oh my god he’s going to crash!” cries from the crowd. In the cockpit of his ever-faithful Wolf Pitts Pro, Paul had no problem competing with the big players for attention. The fun wasn’t all in the air however, with many fascinating static displays on the ground. Crowd favourites included the RAAF virtual reality experience, the adorable Air Force Puppies and the chance to walk through the U.S. Air Force’s supermassive C5-M Super Galaxy.
If there was a theme that emerged from the countless displays around the grounds, it was drones. Like none before, this was the drone airshow, with an abundance of unmanned aircraft on display for defence, cargo, emergency response and transport applications. Offerings from industry giants like BAE Systems and Northrop Grumman showed how serious the drone revolution is being taken within today’s aviation world. Similarly, electric engines and eVTOL aircraft were touted as revolutionary new innovations, set to disrupt aviation – and transport in general – as we know it.
The ROKAF Black Eagles performing breathtaking manoeuvres for captivated crowds.
Despite the strong military and commercial aviation presence, the GA/Airsport section of the show drew swaths of attendees looking to turn their awe into knowledge and skill. A compelling display of GA and RAAus-registered aircraft gave those with flying dreams a clearer idea of the pilot’s pathway that lay in front of them, with many stopping by the RAAus tent to learn more about learning more. “We each spoke to hundreds (if not thousands!) of people wanting to know how to get involved in recreational aviation. It’s fair to say that there remains a significant appetite for Australians to take to the sky,” said RAAus CEO, Matt
Bouttell. With a little luck, some of those people may be reading this today. If that’s you, hello and welcome!
Adding to the allure of the recreational aviation world was the myriad displays of shiny new ultralight and LSA aircraft. Offerings from makers such as Tecnam, TLUltralight, JMB, Sling, DirectFly and so many more dotted the grounds, each presenting their own take on what it means to be able to fly recreationally. “It’s been really busy,” said Michael Xeni, Australian distributor for the beautifully crafted Aerospool WT-9 Dynamic, “We’ve had a lot of people coming in and enquiring, people saying ‘I’ve seen this before’ and giving really good feedback.”
Top: The Aerospool WT9 Dynamic on show. Bottom Left: The BushCat carrying the flag for STOL flying. Bottom Right: It’s hard not to feel dwarfed by the C-5M Super Galaxy.
A wander through the gigantic exhibition halls revealed even more aviation goodness to discover. From state-of-the-art displays from industry titans like Lockheed Martin and Northrop Grumman, to captivating stalls from start-ups and innovators, there was something to see around every corner. A fantastic display from AvPlan EFB also helped draw in potential recreational pilots, demonstrating just how easy flight planning can be, helping to break down the idea that it’s all too complex.
As someone who’s not always able to make it out to the airstrip, the exhibit from RealSimGear caught my eye. Creators of affordable flight sim set ups, fitted with customisable controls and avionics,
RealSimGear felt like a great option for individual pilots and schools alike, looking to give themselves the ability for more practise and training.
Also in the hall were OzRunways, displaying their ever-popular EFB app to a seemingly constant flow of interested visitors, no doubt helped by the presence of Red Bull Air Race champion Matt Hall, who hosted a meet and greet at the stall for fans after a stunning display in the sky.
From end to end, the 2023 Airshow was packed with interesting exhibits, fun activities and unforgettable flying displays. Perhaps more importantly however, it was packed with people. It was fantastic to see so many people taking an interest in aviation, getting an up-close look at it and – hopefully – dreaming about getting into it themselves. As a tool for inspiring a new generation of budding aviators, both young and old, the 2023 Avalon Airshow simply could not have been better.
Similarly, electric engines and eVTOL aircraft were touted as revolutionary new innovations.
A PILOT’S GUIDE TO AUSTRALIA’S NATURAL WONDERS
Words Sophia Blakebrough
Aussies have quite the reputation as lovers of travel. Overseas you’re almost guaranteed to bump into a fellow Aussie. The only thing we seem to love as much as overseas travel is exploring our own backyard.
Australia is home to some of the most unique and spectacular wonders of the natural world. As an avid traveller, I’m a little embarrassed to admit how long it has taken me to visit some of these amazing places myself. Admittedly, some of these destinations can be a little out of the way (Uluru, I’m looking at you...) but for those privileged enough to have a licence to fly, there are so many incredible places that we can explore from a perspective that some can only dream of.
The good news is that these attractions are even more spectacular from the air. If anything, the last few years have given us the time to reflect inwards and remember why this Great Southern Land is truly the best place on Earth. That’s why we have put together the pilot’s ultimate bucket list of Australian wonders from above.
What springs to mind when you think of Australia?
For many, it’s Uluru. Some of you might have been lucky enough to fly over this gigantic rock on a commercial flight, but there’s nothing like cruising 1000ft above one of the world’s largest and most sacred monoliths. The rich colours of burnt orange and ochre make this landscape so awe-inspiring, it’s easy to see why the World-Heritage listed National Park holds such special cultural significance to the Anangu, the local Aboriginal people.
After enjoying a few circuits of Uluru from above, it’s time to make your final approach into Ayers Rock/ Connellan Airport (YAYE). Be mindful that prior permission is required and that AD charges apply. The airport is located just 20 minutes by road to Uluru and is serviced to receive around 300,000 travellers a year, so you’ll find quality amenities and plenty of transport options to get you from the airport to Uluru.
Go early in the day to beat the heat and admire Uluru’s natural beauty up-close with its ancient rock paintings and carvings. Learn stories and follow in the footsteps of Aboriginal ancestors.
The airport is less than 10 minutes to the main hub of Yulara if you’re interested in staying a few nights in one of the desert-style resorts or campgrounds. Watch the colour of Uluru change as the sun sets and join an
unforgettable fine dining experience filled with bush-tucker inspired cuisine and cultural performances. Don’t miss the magical Field of Light, a colourful light installation which is dramatically backdropped by the silhouette of Uluru. This was only ever meant to be a temporary installation, but its sheer popularity has made it a permanent fixture for visitors.
Arguably just as impressive as Uluru is the lesserknown Kata Tjuta rock formation which is 50km from Yulara. Kata Tjuta means ‘many heads’ in the indigenous Pitjantjatjara language and is an amazing collection of 36 domed boulders that form deep valleys and gorges. If you have the extra time, take a detour cruise over these impressive red rock domes on your way back home.
The Great Barrier Reef is nothing short of breathtaking, whether you’re admiring it from up in the air or submerged beneath the surface. The Reef is gigantic, spanning over 2,300km along the eastern coast of Australia and is considered one of the seven natural wonders of the world. With over 3000 individual reef systems filled with abundant marine life and surrounded by hundreds of beautiful tropical islands, the natural beauty of the Great Barrier Reef is truly unmatched. The Reef can even be seen from space, so imagine how amazing it is to fly yourself over the largest coral reef in the world.
Base yourself at Shute Harbour, a convenient gateway to the Whitsunday Islands and the Reef itself. The Whitsunday Airport Shute Harbour (YSHR) is a privately-owned airstrip and is located about half way between the coastal towns of Shute Harbour and Airlie Beach. The airport incorporates a 1,410m asphalt runway with a dual taxiway, Avgas services and plenty of parking. Please call the airport in advance to advise of your ETA, landing and parking fees apply. If you become particularly fond of the area and decide you never want to leave, there’s even an Airpark and Hangar Homes for sale at the adjacent Whitsunday Aviation Village Estate. One can dream, right?
DISCLAIMER: The weather conditions at this strip can be volatile due to the surrounding terrain. Exercise caution at all times. However, the potentially tricky conditions are worth the visit!
From Shute Harbour Airport, you can cruise over the famous White Haven Beach, lush inlets, sweeping sand cays and drop-dead gorgeous landscape. For the self-confessed romantics, be sure to fly over the iconic heart-shaped reef (located at Hardy Reef) to top off an unforgettable experience. Be the envy of every Queensland holiday maker and cruise above the reef as far as your fuel tank will allow. While enjoying the brilliant aerial view of the Tropical North Queensland, keep your eye out for manta rays, green turtles, dolphins, sharks and other aquatic marine life from above. You may even be lucky enough to spot a whale migrating between the months of June and September.
Once you touch back down, it’s time to hit the water. Shute Harbour is the perfect gateway for island hopping, and chartered boat tours of the reef, including snorkelling and sea kayaking. It goes without saying that you’ll want to stay at least a few days to explore. There is a plethora of lovely holiday homes in the area so you can put your feet up with a Margarita or three. The Flametree Caravan Park and Beaver Bar is just a 200 metre walk from the airport if you’re looking to stay close to the airport. For a bit more hustle and bustle, take a taxi into Airlie Beach where there is an abundance of lively bars overlooking the water. If it’s stinger season, skip the beach and enjoy a dip in the lagoon on the foreshore which is free access to the public. On Saturdays, the esplanade is filled with amazing market stalls, local produce and handicrafts.
The Reef can even be seen from space, so imagine how amazing it is to fly yourself over the largest coral reef in the world.
Provided the weather is suitable for flying, the Great Ocean Road looks epic from above no matter what time of year you visit.
I might be a little biased, but the Great Ocean Road has to be one of the world’s most beautiful and scenic coastal drives in the world. It’s equally incredible from the sky, and you can land a plane right on its doorstep. Featuring hundreds of kilometres of rugged cliffs, world-famous surf breaks and ancient temperate rainforest, this is the jewel in the crown of Victoria.
Enjoy a bird’s-eye view of this unforgiving coastline, where the powerful waves crash and create the dramatic rock formations you see today. You can fly high over iconic rock stacks including the famous 12 Apostles, Loch Ard Gorge and Bay of Islands without being disturbed by the busloads of tourists down below. Provided the weather is suitable for flying, the Great Ocean Road looks epic from above no matter what time of year you visit. As you cruise up and down the coast, take a detour along the winding banks of the Aire River and above the ancient tree-tops of the Otway National Park, home to lush temperate rainforest and cascading waterfalls.
Touch down in Apollo Bay for a few nights where you can find plenty of seaside apartments, holiday homes and caravan parks to choose from. The Apollo Bay Airfield (YAPO) is a rural airstrip situated on the edge of the township and is maintained by the local Shire. There is one sealed runway 740m long and has a two per cent incline to the west. Be aware that the runway has soft edges, so exercise extreme caution when landing and taking off. At times, the weather can be challenging, so carefully check conditions before you fly. There are no landing fees here but donations are appreciated.
Despite its isolated location, Apollo Bay is well-serviced for visitors with plenty of great things to do all within walking distance of the main shopping strip. When it comes to local produce, you can stroll down to the Apollo Bay Fisherman’s Co-Op and try some of the freshest seafood from their latest haul. If you’re big into seafood, then make sure you sample some of their famous Southern Rock Lobster. Wash all of that down with a tipple at the Apollo Bay Distillery where you can taste local gins. Apollo Bay is a mellow coastal town – slow down, enjoy a round of golf, an award-winning ice cream and a dip in the pristine waters without even having to leave town. Apollo Bay was named the fourth best beach in Australia for 2023, so it’s time to go and see what all of the fuss is about!
This striking part of the country takes a back seat to some of the more notable attractions on the world stage, so we think it deserves a mention. You’ll need a bit more time for this expedition but it’s well worth the effort. There’s a huge amount of ground to cover in the Kimberley, so we’re only scratching the surface with our focus on the far-west coast of the Kimberley. Known as one of the world’s last true wilderness frontiers, the Kimberley region has so much unspoilt beauty to explore with its vast canyons, swimming holes and outback charm. TIP: Fly to this part of the world during winter when the weather is drier and less sweltering. You can thank us later.
Make your first outing to Horizontal Falls, a unique phenomenon caused by the extreme tropical tides squeezing through a small gap of mountain ranges – this creates the illusion of water ‘falling’ in a horizontal fashion. Sir David Attenborough himself has dubbed these Falls “one of the greatest natural wonders of the world.” Who is going to argue with that claim?! Flying is handsdown the best way to experience this natural beauty. The journey is just over an hour’s flight from Broome and 40 minutes from Derby. Soar over deep red sandstone landscapes and the churning waters of Horizontal Falls. If you time it well, you might even see a tour boat navigating the Falls as you fly overhead!
Make the historic outback town of Derby your base for the evening, located at the mouth of the mighty Fitzroy River. Derby Airport (YDBY) is quite well serviced, with a sealed runway, 24/7 AVGAS bowser and plenty of tie-down room. It’s just a 10-minute drive from the township which was the first European settlement in the Kimberley.
Our next adventure is a cruise around the Dampier Peninsular, where red desert rock meets powdery white sand and turquoise waters. Circle above magnificent bays, inlets and creeks that meander their way through the headland, creating pops of colour and vibrant scenes from above. Land at the Cygnet Bay Pearl Farm airstrip (make sure to call ahead for details and organisation) and use this magnificent location as a base to experience the very best that the region has to offer – this includes fascinating pearl farm tours, indigenous cultural experiences and boat trips to nearby islands. You don’t need to rough it here, with the precinct offering its own luxury accommodation, a swimming pool and high-end dining experiences on site as a bit of a treat.
If you have the time, venture out to the Buccaneer Islands or head inland towards the Bungle Bungles and Kununurra. We’ll leave those adventures for another edition.
So, how many of these bucket-list destinations have you been to? What did we miss? Share your aviation travel stories with us at editor@sportpilot.net.au
Sir David Attenborough himself has dubbed these Falls “one of the greatest natural wonders of the world.” Who is going to argue with that claim?!
Performance, and handling. That’s the promise pilots have come to expect from Van’s Aircraft. So how does the RV-12 stack up?
The mission of creating an LSA-certified aircraft that lives up to the family name must’ve been a challenge for Van’s Aircraft. The company’s other models all sit very comfortably in their GA fields, giving the designers considerable breathing room for weight and performance to focus on making the fast, responsive machines they have come to be known for. With an MTOW restriction of 600kg to deal with however, the RV-12 had to face some different decisions.
When designing the RV-12, the team set out to achieve four specific goals:
1. To produce an aircraft with flight characteristics equal to or exceeding the gold standard set by the RV-9A.
2. To produce an aircraft with a 340kg empty weight, leaving a 250kg payload.
3. To produce an aircraft with a cabin width of 43in (109cm).
The RV-12 is a sleek little low-wing with lots of pep in its step, designed for pilots that simply love the thrill of flying.
4. To produce an aircraft with a minimised parts count, a low amount of composites, high amounts of aluminium, and as much reliance on simple hand tools as possible — for ease of building.
Four boxes to tick, but does it get a check mark in each of them?
The RV-12 is a sleek little low-wing with lots of pep in its step, designed for pilots that simply love the thrill of flying. Powered by the 100hp fuel-injected Rotax 912iS (the 912ULS is also an option), the RV-12 is capable of cruising at around 118kts. Coupled with a range of 581nm, the RV-12 holds its own as a touring machine for those looking to adventure. In addition, the plane handles like you’d expect a Van’s to, responsive
and manoeuvrable without coming across like a stunt plane. It’s one of the sportier LSAs you’ll find out there for sure, so for those looking for a plane that’s fun to fly, you’ve come to the right place. While definitely more docile than its aerobatically-rated big brothers, the RV-12 holds its own against the similarly non-aerobatic RV-9 quite well. One box ticked.
Looking at the build specs, the RV-12 ticks its second and third boxes with ease. A 336kg empty weight leaves enough room for two 86kg passengers, 54kg (76L) of fuel and an additional 37kg of extras… or a total of 264kg of usable weight. The 44in (111cm) cabin width isn’t uncommon across the LSA market, so you won’t be feeling particularly cramped next to your co-pilot. Add comfortable leather seating to the mix, along with one of the more easily accessible low-wing cockpits on the market, and the RV-12 will certainly be ticking boxes for travelling pilots too.
In terms of the kit, the team at Van’s have outdone themselves. The RV-12 is the fastest kit to build in their
stable, at an estimated average of 700-900 hours for a complete build. The RV-12 is delivered as six separate ‘sub-kits’, which can be ordered all at once or one at a time. The kit comes with a fully complete set of clear, easy-to-follow instructions – all with computergenerated drawings – based on the highly-regarded RV-10 plans. What’s more, Van’s are adamant that literally zero special tools are required, simple hand tools are all that you need to put this aircraft together.
• Cruise 115 knots
• Stall 27 knots
• Carry 210+ kg after full fuel
• Average under 20 litres/hr
Overall, the RV-12 is a well-balanced, compact and energetic aircraft capable of providing one of the most fulfilling flying experiences you can find in the LSA category.
This is a very welcome claim from anyone who’s looking at their first-ever build project.
Looking back, it’s clear that Van’s have achieved every goal they laid out at the beginning of their design process, but there’s so much more to this aircraft than just that.
The RV-12, from the very beginning, was designed to be ‘trailerable’. For those without a permanent hangar, or perhaps looking to tuck a plane away in a corner where others won’t fit, the RV-12 offers removable wings that are light and easy to remove via a simple pin system. Among LSA aircraft, this is a highly unusual feature and one that would set the RV-12 apart for a certain section of pilots that are strapped for space. Removable wings mean the fuel tank is located inside the cabin, with a refilling point located behind the canopy, outside the plane to prevent spills.
Another novel feature of the RV-12 is its forward seating position. The bubble canopy sits slightly
forward of the wing, giving the RV-12 exceptional views below compared to other low-wing aircraft. It’s a small change, but one that can drastically affect your flying experience should you do your flying in an RV-12 over another low-wing. One of the greatest joys of flying is being able to assess the landscape below from a view many never get to see. The RV-12 knows this, and does its best to deliver this joy without sacrificing low-wing performance. It’s hard to overstate just how pleasurable the RV-12 makes flying.
Spec Sheet (RV-12iS)
Span 26ft 9in (8.15m)
Length 19ft 11in (6.07m)
Height 8ft 4in (2.54m)
Wing Area 127 sq ft (11.8sq m)
Empty Weight 775lbs (351.5kg)
Gross Weight 1320lbs (599kg)
Engine 100hp Rotax 912iS
Propeller Sensenich composite ground-adjustable
Fuel Capacity 20 US Gal (76L)
Cabin Width 43 in (109cm)
Baggage 75lbs (34kg)
Performance Details
Top Speed 144mph (125kts)
Cruise (5500rpm @ 7500ft) 135mph (118kts)
Cruise (5000rpm @ 7500ft) 121mph (105kts)
Stall Speed 47mph (41kts) [w/ flaps]
Take-Off Distance 700ft (213m)
In terms of the kit, the team at Van’s have outdone themselves.As a kit build, a lot of the RV-12 is really left to your discretion. The only thing the kit doesn’t include is fluids and paint, but there are plenty of options to customise where you like. The dash leaves enough space for just about any setup you can imagine, however the Dynon SkyView and the Garmin G3X (either single-screen or dual-screen) are offered as standard by Van’s. Autopilot for both the Dynon and Garmin systems are also offered.
Like any aircraft, the RV-12 has its drawbacks. The fuel tank’s location behind the co-pilot doesn’t necessarily affect your flying experience, but for some, this placement is decidedly less ideal than wing tanks. Tank placement here also means that baggage space is minimised, however there is still plenty of room for two overnight bags, should travelling be your main mission.
For the Van’s purists out there, the RV-12 maybe be too far of a departure from the classic Van’s shape. It’s still clearly a Van’s but the 600kg payload led to some subtle differences. For example, the bubble canopy sits a little higher above the fuselage than most of its siblings, taking away slightly from the streamlined look Van’s are synonymous with. That all being said, we’re not arguing that it’s a pretty good looking plane.
Overall, the RV-12 is a well-balanced, compact and energetic aircraft capable of providing one of the most fulfilling flying experiences you can find in the LSA category. Starting at around AUD$140,000, its biggest competitor would probably be the likes of a Sling 2. Again, a nice plane, but we all know what a die-hard Van’s fan will sway towards. The RV-12’s benefits are overwhelming. Having the ability to go fast, handle responsively, travel far and take in as much breathtaking scenery as possible, it really does feel like the RV-12 strikes — what many would consider — a perfect balance.
It’s hard to overstate just how pleasurable the RV-12 makes flying.
When pilots first took to the air, we found out how to lose control long before we mastered the flying bit. 120 years of powered flight later, we haven’t yet unravelled the art of avoiding loss of control accidents. RAAus has been taking a deep controlled dive to help pilots understand and develop the skills to avoid the most common causes of serious and fatal accidents. In doing so, we are hoping to support the industry in creating safer and more aware pilots through better training.
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
The 3-part, short format Loss of Control series is starting the conversation to shine a light on likely scenarios, common causes, and a call to action for all pilots to extend their awareness and skills in their flying activities.
RAAus has been gathering accurate accident data since 2015 through our organisational Safety Management System and the stats are confirming what we already knew worldwide; Loss of Control is the number one killer in aviation and this trend continues in the sport and recreational sector. This applies to serious accidents as well with events in the take-off and landing phase framing these occurrence types. Clearly the
human, social and commercial costs associated with these accidents reverberates through the industry, so what are the root causes and why do these events continue to figure so highly in our accident statistics? The Loss of Control series was the start of the conversation amongst industry and our pilot population to bring these events to front of mind and is the sequel to a range of training initiatives that RAAus is currently developing.
Getting pilots to sit up and listen is becoming increasingly difficult in the age of constant information and media. The current technical advisories and written articles can only grab the attention of a very limited number of those who should be listening, so the concept of ‘infotainment’ as a message delivery platform has been adopted. This brainchild was harnessed by producer Stephen Limkin from Light Studios, a visual production business specialising in high-quality documentary, short-format production. Stephen has been recognised nationally for his work in bringing to the screen both environmental and aviation-related material. He’s also an active RAAus Senior Instructor, passionate about training better pilots.
Upset recognition, prevention and recovery is now receiving a significant increase in attention worldwide, first with ICAO developing an industry standard in 2014 and mapping requirements through ICAO Document 10011 – Manual on Aeroplane Upset Prevention and Recovery Training. Now, with the aid of these recommendations, industry bodies, CASA and training organisations are adopting and integrating significant updates for both mandatory compliance at the airline level and drilling down further to commercial level competencies for pilots during their licence courses. While this is a great start and welcomed by the industry, there is overwhelming support for basic pilot training to equip pilots from Ab Initio training with much better awareness and skills in recognising and preventing aeroplane upsets.
RAAus is currently working with industry experts, training providers and the regulator to develop a platform for better initial training delivery in upset recognition and prevention. A key area of consideration is the integrity of UPRT instruction and practical training delivery, recognising there is a fundamental difference between aerobatic training and upset prevention. While some skills may be transferrable, the focus on human limitations and scenario-based upsets figures significantly in the approach to UPRT and recognising unusual attitudes.
The problem in aviation would seem that while we continue to press home the same messages on accident prevention; either through repetition or indifference, the platitudes and key messages are being lost on the general pilot population. This series endeavours to capture the stories of real pilots and bring home the human reality that it can happen to anyone, regardless of experience or operation type.
While not designed as a training series, pilots will hopefully reflect on the stories and commentary and take a closer look at their current skills and behaviours, particularly the real human limitations when faced with a loss of control scenario, and be prompted to expand their understanding and skills which may never have been fully embedded in initial training, or have eroded since they first got their wings.
The good news is that most of the critical skills can and should be taught within the existing syllabi, and RAAus is undertaking a full review and development of the current syllabus and specific endorsement competencies to address UPRT competencies without adding any complexity or additional time requirements for the basic pilot syllabus of training. This information is being shared with industry and already mirrors many of the updates being applied by major domestic training providers.
The journey to unravel the elements that underpin core competencies in loss of control prevention is not a simple one. From Robert Smith-Barry’s original training doctrine of 1917 to today, it clearly still has enormous value.
Students were not to be led away from potentially dangerous manoeuvres but were instead to be exposed to them in a controlled environment in order that the student could learn to recover from errors of judgement”. Robert Smith-Barry
It’s time for work, but instead of reaching for the car keys, you grab your morning coffee, walk into the garage and there’s an electric aircraft waiting for you. You climb in, roll out the door and take off at the press of a button towards the office, as your slurp said coffee. Ten minutes later (normally a 45-minute car ride) the aircraft touches down on the rooftop landing pad of your office building. You’ve barely finished the morning’s headlines, or your coffee, and you’re ready to start the day.
Welcome to the next generation of aviation. A world where Electric Vertical Takeoff & Landing (eVTOL) aircraft will revolutionise the way we commute, travel and transport goods. Whilst this sounds like an ultrafuturistic scene out of The Jetsons, the reality is not actually that far away. The average George and Jane Jetson will be able to fly to work, university or footy practice, and possibly without needing the level of training or experience that today’s pilots are required to have. So, what does that mean for our industry and particularly the recreational aviation industry? It’s an interesting question. Does everyone become a ‘recreational pilot’ or will it become as straightforward as obtaining your car or boat licence?
Dozens of advanced aerospace engineering companies are rapidly developing eVTOL prototypes, many of which are likely to have safe, accessible and marketable products and they’re aiming to take orders from 2024. They’re largely working to FAA standards, and FAA appears to have quite the appetite for change. The industry has already attracted significant investment, with the global eVTOL market expected to grow from USD $12.53 billion in 2023 to USD $35.79 billion by 2032. Some manufacturers are anticipating up to 500,000 units to be sold annually in the US. Horizon Aircraft, the developers of the world’s first eVTOL, can fly most of its mission exactly like a normal aircraft while offering industry-leading speed, range and operational utility. The company has just unveiled its eVTOL half-scale prototype – the Cavorite X5 –the only aircraft of its kind that completely covers its lift fans so it can spend 98% of its flight time in lowdrag, wing born flight. This half-scale prototype has a wingspan of 6.7 metres, a length of 4.6 metres and a takeoff weight of around 227kg. Whilst the Cavorite X5
still has to go through rigid hover, flight and transition testing, the progress in this space is staggering. Right now, there are hundreds of other companies joining the race to build the ultimate electric flying machine.
You don’t need to be an aviator to appreciate the long list of benefits that eVTOL can bring to our world. In fact, it’s not today’s ‘aviators’ that will fit the core market – the appeal is much broader than just pilots. With the environment in mind, combustion engines mean more emissions. Australia’s aviation industry accounts for an estimated 12 per cent of all transportrelated emissions – In 2016, the country’s aviation sector (both domestic and international) contributed around 22 million tonnes of carbon dioxide emissions
and you’d imagine that number is much higher today as our population and demand for air travel grows. Carbon dioxide emissions aren’t the only type of pollution that is reduced either. eVTOLs are much quieter to operate than their traditional counterparts, so noise pollution will drop, making them more compatible for use in urban areas. Perhaps we can say goodbye to airport curfews. In fact, the way that airports are used today will need to be reimagined.
As eVTOLs can take off and land vertically, there will be a reduced need for runways and other ground
infrastructure. It’s likely we’ll see the reinvention of airports and the introduction of vertiports for crowded urban areas where space is limited. Think rooftops, nearby tourist destinations or suburban areas for convenience. Will homes have their own vertiports, or will they be more like bus stops you can find around your neighbourhood? We will have to wait and see. Melbourne’s eastern suburbs has been earmarked as the home of Australia’s first vertiport. Caribbean Park in Scoresby, Victoria, will be the test case of how this vertiport will revolutionise logistics, emergency services, regional connectivity and passenger transport. It’s likely that major cities will be home to dozens of these vertiports, which has knock-on effects to local government planning restrictions and guidelines. With more and more aircraft in the air, the concept of airspace will need to be reassessed too. We will
eVTOL is going to revolutionise not only the way we enjoy recreational flying, but how we commute, holiday and do business. Will this become the new commute?
You’ve barely finished the morning’s headlines, and you’re ready to start the day.
effectively need to create highways up in the sky to manage traffic flow just like we have on solid ground.
The real kicker is how cost-effective eVTOL is compared to traditional aircraft. They use significantly less energy and require fewer components. As a result, operating costs will (hopefully) be lower which will ultimately make them more attractive for commercial and personal use. A study by NASA predicts that eVTOL aircraft could provide cost savings of up to 60% when compared with traditional aircraft. From a public transportation perspective, the World Economic Forum (WEF) has predicted that eVTOLs could reduce the cost of transportation in urban areas by up to 40%.
Cost wise, a number of manufacturers are aiming for the $250,000 price point (in today’s terms). For one person, that’s a lot. If you folded two cars in a household, suddenly it halves – but still a lot, for most of us. But once you factor in things like rideshare –either privately renting through the likes of an Uber, or through a syndicate arrangement – it could be more accessible than you think.
Whilst leaps and bounds are being made in the development of eVTOL aircraft, there is still a hefty amount of skepticism surrounding the concept. This is to be expected – have a look at electric vehicles, bikes, scooters and just about any other disruptive innovation that transforms how we do everyday activities. Most of the skepticism revolves around the safety and reliability of eVTOLs, and rightly so. Nobody wants to see these aircraft dropping out of the sky and it’s going to take some time for public perceptions to evolve. No doubt that these attitudes will change once they are more prevalent in society and their benefits become more widely known. We once laughed at electric cars, and now it’s a USD $850 billion-a-year industry. Who’s laughing now?
The most obvious limitation to eVTOL aircraft at this stage are their range. Due to the limited energy capacity of batteries, the early iterations will only be suitable for shorter trips until larger and more efficient batteries can be developed to cope with
longer distances and heavier loads. They also need to be able to fly safely in various weather conditions. These are virtually the same challenges facing other electric products on the market and we already know there is a gigantic amount of research and investment going into the development of better batteries. Some of the more progressed models of eVTOL have a range of 100-150km on a single battery charge depending on how much cargo and how many passengers they can take. At this stage, recharging is highly dependent on the battery itself and the charging structure which can range from 15 minutes to several hours. Hybrid-electric propulsion systems are being explored too.
The other major piece to this revolutionary puzzle is working through the regulatory hurdles. This is where things get interesting. eVTOL is a new technology and we can see how regulations and standards have taken a while to catch up with other disruptive innovations. Drones are a perfect case in point. Creating these new guidelines and procedures will be a challenge for governing aviation bodies all over the world, as well as the entrepreneurial companies that wish to break into international markets. Several countries have already approved or are in the process of approving eVTOL for commercial purposes. In the United States, the Federal Aviation Administration (FAA) has established a certification process for eVTOL aircraft and several companies have received approval to conduct test flights and to operate commercial services. Other countries such as Germany, United Kingdom, France, China and Japan have established regulations or frameworks and are working with companies to conduct flight testing.
Looking in our own backyard, CASA has released a roadmap for eVTOL and other AAM (Advanced Air
Mobility) in Australia, with electric aircraft earmarked to be commercially certified as early as 2024. Brisbane has been spruiking automated aerial taxis as part of the 2032 Olympics transport strategy, so there’s a lot of work involved to meet the deadline for this significant occasion. The South East Queensland Council of Mayors signed an MOU with Wisk Aero (a joint venture between Boeing and Kitty Hawk) in 2022, with a view that they will be setting up shop in Australia to develop all-electric self-flying air taxis just like they have in the United States. The frequency and cost of a journey in one of these state-of-the-art aircraft remains to be seen as it’s still in the planning phase. No doubt aviators will be keeping a close eye on this initiative as more information is released in the lead up to the Games.
Even closer to home, RAAus has released its latest Organisational Strategy for 2023 to 2026, which embraces eVTOL aircraft in an Australian context. RAAus would make for the sensible body to oversee eVTOL, presenting a new and potentially exciting opportunity for current and future members. As part of the Organisational Strategy, RAAus are looking to link the category under Part 149, which was approved by CASA and implemented back in March 2021.
Matt Bouttell, CEO of RAAus is looking forward to the positive opportunities eVTOL will bring to the recreational aviation sector. “We recognise that eVTOL is the future of aviation and presents an exciting opportunity for RAAus and its members to join this revolutionary aviation segment. We expect this news will have a positive effect on membership numbers and overall awareness of recreational aviation,” he said.
No matter what way you look at it, the eVTOL is here and it is going to revolutionise not only the way we enjoy recreational flying, but how we commute, holiday and do business. While there are still significant challenges that must be overcome, the opportunities this type of aircraft presents are just too great to ignore. It is vital that regulators, manufacturers and aviators work together as the industry evolves to keep the airspace as safe, enjoyable and accessible for everyone. The future is bright and the possibilities of this aircraft are limitless. Keep your eye on the skies, we can’t wait to see what happens next.
We
laughed
and now it’s a USD $850 billion-a-year industry. Who’s laughing now?
Words Nicholas Jones
Recently on a long leg of a nav I looked down at my tablet and I found myself in the Windy Weather forecast. It was only a fat-finger moment in flight, but it then led me to look into Windy in a bit more depth. Here’s what I found.
If you don’t already have a EFB account like AvPlan or OzRunways, and you’re leaving the training area regularly, now is the time to get on board. Windy is a digital map that displays the weather forecast with an animated overlay of the wind direction and its intensity. They can feed this into EFB apps, but it is also a standalone product that you can download as an app or view at windy.com.
Contrary to the name, it does a lot more than just tell you the wind. And make no mistakes – this is by no means the weather information to make a final flying decision. The benefit of Windy is to have a weather visualisation tool that helps you to understand the weather movements, in addition to reviewing area forecasts and alike.
So, let’s dive in and go through a few of the features that I think help with weather observations and understanding the technology.
By default, Windy will display the current wind information on a graphical rainbow-coloured heat map at surface level and down the bottom is a play button allowing you to watch weather patterns roll on through as time and forecasts progress. This alone is quite mesmerising to watch, but it also tells you a lot about what weather patterns are passing through and also providing it based on a timeline. When you look at an area forecast and see TEMPO
Main dashboard of windy with the altitude for wind adjusted to 3000ft.
“First off, surface level wind speeds are helpful... but not that helpful for when I am wanting to be thousands of feet up in the air. Fortunately for you, Windy has a solution.”
or INTER comments at UTC time, you can start to understand how nice it is to have this visualisation tool to assist with your weather comprehension. Let’s face it, not everyone enjoys the great decipher of shorthand weather updates.
This initial overview interface is probably what most people are familiar with. Perhaps you are like me and figured that was where it ended, but boy was I wrong.
First off, surface level wind speeds are helpful... but not that helpful for when I am wanting to be thousands of feet up in the air. Fortunately for you, Windy has a solution. Just jump across to the slider on the side of the Windy app and you will have the ability to slide the height of the weather model up and down to tweak the altitude to your needs. From a practical standpoint this is especially handy for being able to visualise at what altitude the wind direction changes, and at what speeds. This is extra helpful
on those really long cross-country flights when tweaking your route to gain an extra 10 knots of tail wind or avoid a sluggish headwind can make a big difference. If your eyes start to glaze on a grid point wind and temperature forecast, this interface can help.
I really love this feature. A band of low clouds has the potential to ruin any pilot’s day. With the low cloud model, Windy will show you a forecast for the cloud base and as you hit play it will show its movement across the map. It also has the ability to show you the altitude of the tops of the clouds. As a VFR pilot, if I need an app to know where the top of a cloud is then it’s just a no-fly day for me, but it’s interesting information to look at when big storm cells roll through. Again, you’re not going to use this as your only decision-making tool – but it’s a useful tool to carry.
Cloud base view showing where the bottoms of the cloud are predicted to be.
If you jump across to the website, you can fill out a form and create yourself a free account. The one big benefit to signing up is you will now get access to a few small perks. The first thing that I like to be able to do is change my altitude settings to feet, wind speed to knots, and distance to nautical miles. I know it sounds simple, but it will save you from having to continuously convert the units of measurement as you use the app. Another cool perk is that you can set up all of your layers with wind speed, aviation cameras and isobars the way that you like it. So, next time you log in everything is ready to go.
The final perk, for those feeling adventurous, is to test out some of the more advanced features such as ‘plugins’. It almost seems that there is no shortage of additional overlays and data points, especially for those interested in aviation. They have plugins for ‘Flymet’ (glider information), a flight planner, day and night mode, density altitude and a whole lot more.
For me, I decided to give the flight planner a go. I was in this deep, so at this point I thought ‘why not?’. I jumped in and added a long cross country flight that I have been wanting to do for over a year. The interface was really nice, but given I am already using an EFB to do this for me it did feel like a bit of double handling. But for those that are used to a paper map or really appreciate being able to visualise the data, it is pretty impressive.
Probably the most useful part of the overlay I found was the terrain overview section. This basically shows me a 2D line going up and down showing the angulations in terrain along the journey. At the very least, it is a good prompt to check and ensure that the altitude that you have typed into your planner actually makes sense in context of what is down below.
At the time of writing, Windy is fairly well-integrated with most EFBs, a few clicks and away you go. But I suspect that the line between the two will blur so much that it really is part of the experience rather than an ‘app within an app’ that pops up, and rightly so. Without reading a single word, or translating any three letter acronyms. I can very quickly absorb and have a very good snapshot of what is happening outside.
“Set up all of your layers with wind speed, aviation cameras and isobars the way that you like it. Next time you log in, everything is ready to go.”List of just some of the many apps available to add onto Windy.
This is only the tip of the iceberg when it comes to features of Windy, let alone the additional features you can plan within an EFB setup. If you have never clicked around with the app, download it and give it a go — I am sure you will be pleasantly surprised.
And if I hadn’t mentioned it enough, let’s be clear — Windy is not where you should be getting the latest aviation weather. This should always come from the Bureau. Having said this, there is nothing stopping
you from gathering supplementary data to gain an additional layer of information about potential flight conditions. The aviation forecasts are also not available if you are wanting to go flying in say five days’ time. For me it can be a bit of an ordeal to have reorganised my life so that I can get to the airport, so I keep a pretty close eye on things like this to keep the odds in my favour. I also really appreciate, above all else, the data visualisation aspect.
Example navigation with multiple waypoints set within Windy.
Cody has been with RAAus for 4 years as Head of Safety. He holds a Postgraduate Certificate in Transport Safety Investigation, Diploma in Aviation, Diploma in Business, Commercial Pilot Licence and a Multi-engine instrument rating. Cody is passionate about all aspects of aviation, with experience in skydiving and charter operations (Fiji/NZ), gliding, aerobatics and warbirds. cody.calder@raaus.com.au
Controversial opinion; your safety devices may be making you less safe.
On a flight to Melbourne for the Australian International Airshow, I’m listening to an episode of the podcast “Cautionary Tales with Tim Harford”. This episode, titled “When the Autopilot Switched Off” looks into the circumstances surrounding the tragic crash of Aeroflot Flight 593, an Airbus A310 which crashed in 1994, killing all 75 people on board.
Investigations into the cause of this accident revealed that an off-duty pilot entered the cockpit with his two children during the cruise, in days prior to 9/11 where cockpit security was far more relaxed. With the
autopilot engaged, the crew permitted the children to take turns at sitting in the captain’s seat, conscious of the fact that with the autopilot engaged, the aircraft would not respond to the children’s inputs as they maneuver the control column. This is, until the second child applies a more abrupt control input, which partly disconnects the autopilot. This goes unnoticed by the crew, as the autopilot disconnect light illuminates. Moments later, the aircraft is spiraling out of control. The copilot, who had previously rolled his seat rearwards, is unable to reach the controls and the only person within reach is now a 15-year-old child, receiving shouted instructions by a pilot pinned by G-forces to the rear of the cockpit.
So how could this be permitted to occur? To better understand factors that may have contributed to this accident, we need to take a look at the history of safety equipment and what we can learn from safety statistics over this time.
In 1966 the fitment of seatbelts in cars was mandated in the US. In the following years, economists conducted studies to understand the impact of these mandates and – controversially – found that no lives had been saved. This did not go to say that seatbelts weren’t working, in fact the data showed that drivers wearing seatbelts were more likely to survive an accident. However, the data showed that following the introduction of seatbelts, drivers were now having more accidents. Data further suggested that when safety improvements are implemented, 20-40% of the benefits may be lost by people pushing the envelope of these benefits. This later became known as the risk compensation theory, or Peltzman Effect; the concept that when humans feel protected, we take more risks.
This concept raises the question; how might this theory apply to recreational pilots? Unfortunately, it doesn’t take long to identify a range of scenarios where risk compensation may be having an impact on our safety.
The first scenario that comes to mind relates to the advancement in systems to inform pilots of the position of other aircraft. TCAS, ADS-B, FLARM, and EFB traffic information. Despite the development of these systems and the relatively common uptake of use in recreational and general aviation aircraft, near miss and mid-air collision events continue to rate highly in accident and incident data. So what impact is the fitment of this technology having on how pilots operate, and is this resulting in a new level of complacency? There is no doubt that these systems have a positive effect on situational awareness, but with more and more technology inside the cockpit, pilots are tempted to spend more time focusing on this equipment rather than ensuring they continually perform a regular scan outside. That dot on our iPad indicating the location of another aircraft may just be resulting in fixation on that one known target, leaving us unaware of the presence of another, unmarked aircraft, closing in rapidly on our position.
I can’t help but wonder how other safety advancements impact our daily decision making. As engine systems become more reliable, are we more inclined to take the route over rugged terrain or fly at lower altitudes? With improvements in airframe strength and aircraft stability, are we more inclined to push the envelope with more extreme maneuvering? With fitment of better seatbelts and improved crashworthiness, are we more inclined to operate into and out of marginal airfields, in stronger wind conditions, or at low level? With enclosed cockpits, improved weather forecasting systems, autopilot fitment, and terrain awareness, are we more inclined to push on into deteriorating weather? Is our human response to safety equipment counteracting the impact of these advancements?
This argument does not go to say that safety equipment should not be embraced by pilots, in fact quite the contrary. What is important, however, is that when we rely on safety equipment, we make an active attempt to understand how the system works, any limitations of this equipment, and how it may further impact our decision making.
For Flight 593, the children of an off-duty pilot would never have been permitted to sit at the controls if it weren’t for the fitment of an autopilot. As the aircraft crashed into terrain in Siberia, the autopilot, despite being partially disconnected, could have in fact recovered the aircraft from its upset state, if only the autopilot had detected no control inputs. All that had to be done to recover was for everyone to let go of the controls. The safety equipment that was originally over-trusted when the children were permitted to sit at the controls wasn’t trusted enough when it counted the most. Safety equipment saves lives, just don’t allow the fitment of such devices to modify your behaviour into taking more risks, just because you feel protected!
This later became known as the risk compensation theory, or Peltzman Effect; the concept that when humans feel protected, we take more risks.
STARTING THE ENGINE IN A PIPER TOMAHAWK HAD BEEN AN ARCANE RITUAL. PART MECHANICAL, PART PLEA TO INDIFFERENT GODS. IAN LEITHHEAD DOCUMENTS HIS MOVE FROM GA TO RAAUS.
Words & Images Ian Leithhead
Getting into the ultralight is an exercise in dexterity. Face away from the seat, step backwards onto the main tire. Bum in first, and then the sort of contortions usually seen in emerging butterflies. Head down to clear the small opening and then avoid the main spar, one knee up to go over the stick, twisting to find the parts of the four-point harness that has gone into hiding. I’m sitting on it of course, and then the realisation that I cannot plug in my headset without dislocating every joint in my arm. I have to get out again and the process is not exactly the reverse. As an aside, I have a friend who occasionally flies with me who can somehow, just step in and sit with a level of grace I considered impossible. So perhaps this problem is more me than the plane.
Let’s take a small step back in time. A variety of changes capped off by COVID lockdown led to me standing on the porch of an RAAus flying school at a regional airport. My expectations had been
shaped by years of typical GA flight training and the building before me did not meet those expectations. For a start it wasn’t in a hangar, it was a two-room demountable office. But they had aeroplanes, I had money, and we were both willing to combine the two into flying lessons. Inside were the familiar maps on the wall and the dog-eared flying magazines. Missing was the rigid hierarchy, and the white shirts with gold bars on the shoulders. Who were the instructors and who were the students? I had to ask.
I had spoken to a Bruce on the phone, and one of the two gentlemen within was also called Bruce. The other reminded me of the person who had taken me on a trial flight in a weight shift trike years before. We shall call him Ned. Sitting at the inferior side of Bruce’s desk, we went through the usual introductions; my RPL, my log book. This changed the discussion to the rules for conversion. Do some flying, do a written exam, do a practical flight exam, get a rubber stamp. Bam, certificate. My first thought as I saw the plane that would be my training mount
For now everything I want from flying is found in an ultralight.
was “Where is the rest of it?”. Not that anything was missing, nor did it resemble the illegitimate offspring of a catamaran and a lawnmower. It was just small. I’ve ridden heavier motorbikes.
The Pipistrel Alpha Trainer is a small plane, an impression enhanced by Bruce’s lanky height. The guided introduction revealed a conventional aeroplane. The greatest divergence being that where the Pipers I had flown in the past were a riveted tin box, this was a sleek plastic tadpole, with a tiny propeller. Once inside, finally, and the cushions readjusted, it was comfortable in a sports car kind of way. Comfortable and familiar. Mostly. The seat didn’t move, but the rudder pedals did. There was a checklist – and I love checklists. I love the process of: find it on the checklist, find it on panel, make it
go click. Done. It felt like home — until engine starts. Starting the engine in a Piper Tomahawk had been an arcane ritual. Part mechanical, part plea to indifferent gods. Primers that won’t unlock then won’t relock, mixture to rich, unless it wasn’t. Throttle closed, unless it was supposed to be open. An uncertain shout of ‘clear prop’, and then the desperate hope that the engine fires before the battery goes flat. You get three chances. Not here. It’s just fuel on, ignition on, press button, BRRRR. I still shout “clear prop”, but with much more confidence.
Taxi settles into normal — wait! No toe brakes. After a couple of futile seconds pushing on the pedals, Bruce calmly points out the centre console handoperated brake. It works fine, but I’m not happy. Even my flight simulator has toe brakes. Taxiing is the same (except for toe brakes), radio calls were the same. The instant I press the transmit button, I lose the power of speech. Run up is the same (except toe brakes would be really handy when the power pulls you through the park brake, just saying).
My first thought as I saw the plane that would be my training mount was “Where is the rest of it?”
The next two surprises came in rapid succession. First, the acceleration was remarkable. The Alpha is a small plane, with a small engine. I thought it would balance out. By the time I’d confirmed we had airspeed, we had too much. Then we were climbing at a ridiculous angle in an attempt to keep the airspeed where we wanted. Then came the second surprise. The stick controls were so light. The beefy responses I had developed driving the Tomahawk around the sky were greatly in excess of the Alpha’s requirements. ‘Gentle hands. Small movements,’ was my mantra as I flew. This makes for a gentle co-operative flight. There is a down side. Trim, is intended to reduce the pressure on the controls. What pressure? I could hook my little finger around the stick and still over-power every axis.
The plane was a joy to fly. Responsive – look in the direction you want to go and the Alpha turns with you. The feeling of oneness with the plane was greater than anything I had experienced. With the lightness, the more-than-sufficient engine, the elegant sleekness, it was no surprise that the Alpha did not slow when power was reduced, even to idle. It seems to have a glide ratio of forever. To bring this sleek little tadpole to flap extension speed, I needed to initiate a slight climb and wait.
Any further issues were of my own making. Every surprise had been a delight (except toe brakes). There was more flying. Some were lessons, some were just for the pleasure, some were with Ned. There were other LSAs, though I keep coming back to the Alpha with its comic entry procedure. I passed the exams; these were done on paper and marked in front of me, allowing the few errors to be explained immediately. At this point we discovered that my radio endorsement had never been registered by CASA, so we added that as well. The flying exam, surprisingly, required an examiner from somewhere else and I think I preferred this. The examiner never knew how bad I’d been. He only saw I was good enough.
I’ve left one thing until last because it’s not really about flying. In GA I was paying about $400 an hour to fly a 40-year-old aeroplane. In RAAus I’m paying about $200 an hour to fly a five-year-old plane. That is a lot of extra flying hours for what is essentially the same type of flying. I may renew my medical and pursue my PPL, but for now everything I want from flying is found in an ultralight.
The feeling of oneness with the plane was greater than anything I had experienced.
THE NEW ROTAX 916IS PROMISES A LOT OF POWER FROM A SMALL PACKAGE. NICHOLAS HEATH FINDS OUT MORE.
Words Nicholas Heath | Images ROTAX
Rotax engines are one of the most important engine manufacturers in the recreational aviation category. So, when Rotax drop a new engine, we are always interested. But this time, it’s a bit different. The new Rotax 916is looks a lot like all the Rotax family – especially the 915is. It’s a familiar horizontally opposed, liquid/air cooled engine we have come to know and love. It’s recognisable by the coloured valve covers which, on this edition, are grey/white. Well, they might be. The art department at Rotax has made all the pictures and the video kind of washed out and blue. Very creative. Kind of gloomy, but creative. So, let’s go with grey.
So, why would Rotax build this? Well, the 160hp mark is right in the sweet spot for the IO-320 Lycoming and the continental equivalent. Interestingly, the new engine produces a peak power of 160hp against the 915is which produces 141hp from exactly the same capacity – 1352cc. The weight gain is just 3.6kg. I spoke to David Grigg, Manager at Bert Flood, local agents for Rotax in Australia, New Zealand, South East Asia, India and the Maldives.
He is very positive about the new engine. “It has greater power, plus the 916 has a 2,000 hour TBO.” He went on to explain, “It’s still 1352 cc. The extra power comes from engine management.” I asked how long that power was available for. He said, “160 hp, at 5800 for a maximum of 5 minutes, then 137hp continuous at 5500. It’s always been like that with the Rotax engines, max 5800 for 5 minutes then cruise all day at 5500.”
When asked what type of aircraft he saw it going in to, he suggested I give Ole Hartman a call – Chief Design Engineer of Australian Aircraft Kits based in Taree. The company designs and manufactures the Hornet STOL and is an approved Rotax Service Centre and RAA
maintenance workshop. They are currently working on developing a new transport aircraft designed to fit category G (up to 760kg), which will serve as a bush/ utility aircraft.
The new aircraft is being designed to accept the new Rotax 916is engine, and the prototype is ready and waiting for this engine to be installed. According to Ole, the decision to use the 916is was based on its power/performance matrix, which is perfectly suited to the new airframe. Ole explained that he started with the engine specifications and designed and built the airframe around it, ensuring that the performance envelope and airframe requirements are matched
Carbon Cub already have a 916 powered aircraft flying.“It has greater power, plus the 916 has a 2,000 hour TBO. It’s still 1352 cc. The extra power comes from engine management.”
correctly to create a well performing aircraft for this category. Spoken like a true engineer! I think we might have to circle back and have a look at this aircraft when Ole has it ready to fly.
What I think you’re getting in a 916is is really a souped up 915is, with a longer TBO. That extra 20-odd horsepower for very little extra weight will be just the thing to kick a STOL aircraft up and in to the air. Of course, it will have applications for high speed, economical cruising at altitude for almost any airframe suited to the 912/914/915 engine, while being a pretty viable alternative to the Lycoming and Continental engines with a significant weight advantage.
Is this grey? Or white...
Buying an amateur-built aircraft can be a great way to go if you don’t have the inclination to build one. But, if you didn’t build the plane, will you know how to take care of it?
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
Each amateur-built aircraft is unique and not as standardised as manufactured aircraft. That is not a bad thing, I have seen many amateurbuilt aircraft constructed to a better standard than manufactured aircraft. It does however add more work to developing inspection checklists and understanding the quirks that specific aircraft may display.
I have heard the statement often that anyone can maintain an amateur-built aircraft with a Level 1 maintenance authority. That is true, yes, but only if you know what you are doing. Because you can, certainly does not mean that you should. For example, if you have never welded anything
in your life, trying it for the first time on your aircraft will never be a good idea.
However, owning your own amateurbuilt aircraft could mean that you are the most competent person to look after it, provided that you have the skills or the willingness to learn them. As the owner and pilot, you will not take any shortcuts or miss any inspections. As the owner, you will gain a comprehensive understanding of all the aircraft’s components, quirks and distinctive traits. Additionally, you will have a heightened intuition to detect any potential malfunctions, often well before they manifest as serious problems.
As an amateur-built aircraft owner, you may perform and record maintenance activities carried out only on your own aircraft which are not used for hire and/or flying training. Completion of the RAAus online Level 1 training course is required.
To qualify for a Level 1 (L1) Maintenance Authority, members must successfully complete the RAAus assessment available through the L1 Maintainer Training and Assessment Site within the RAAus website, or via an alternately arranged paperbased assessment.
Maintenance of owner operated amateur-built aircraft is the sole responsibility of the owner. An appropriate maintenance schedule must exist for the aircraft. The selection of appropriate maintenance schedules, the qualifications and experience of persons to complete the maintenance is the responsibility of the owner. The maintenance schedule should be that provided by the aircraft/kit/engine/component manufacturers. When an aircraft does not already have an available maintenance schedule, the maintenance schedule in CASA Schedule 5 shall be used.
To prevent unexpected setbacks and disappointment when purchasing an amateurbuilt aircraft, it is important to take certain precautions. Follow these guidelines to avoid any potential problems.
Firstly, it is recommended to obtain a prepurchase evaluation from a knowledgeable person who can inspect the logbooks and aircraft. This could be someone recommended by the builder group or the manufacturer. Failure to do so may result in discovering serious hidden problems down the line.
Secondly, spend time with the current owner to discuss their inspection procedures and any irregularities the aircraft may display. Even if the owner did not construct the aircraft or perform maintenance, you can still gain valuable insights.
Did you know that only five per cent of pilots are female, and that only 1.4% of captains are female? Just let that sink in...
Traditionally a male-dominated field, starting off (and staying) in the aviation industry is often a turbulent experience for females. There are many factors that contribute to this sometimes-challenging environment, including gender stereotypes, workplace culture and unconscious bias – that is, the attitudes or stereotypes that people hold unconsciously which can affect their behaviour and decision-making.
These biases are often based on societal and cultural messages that we are exposed to from an early age. A by-product of all of these factors is a lack of representation of women in the aviation industry, and it’s a self-fulfilling prophecy; If women are underrepresented in aviation, this leads to a lack of role models and mentors for others who are interested in pursuing careers.
If you ask any female in aviation how their career journey has been so far, almost all of them will have a story to tell of self-doubt, unique situations, sexism and a struggle for equality. Some of them have persisted fearlessly, despite the abrasive nature of feeling out of place.
Touch the Sky is an eight-part docuseries that aims to bring these issues into the spotlight as they follow and celebrate women in aviation from different backgrounds. Some of these women are just learning, others are much further along in their careers. But all of them have a common goal – they all want to encourage more females to enter the industry. These strong women are from all walks of life: mothers, daughters, influencers and refugees, who share what it takes to overcome different types of adversity as they take to the skies.
The series also focuses on the power of overcoming issues such as fear, guilt, workplace harassment and bullying. The fact is, these are hurdles that women can regularly face, but are things they shouldn’t have to experience as ‘the norm’.
The docuseries trailer on YouTube shows a sneak peek of the women in action, capturing their ups and
downs, their wins and their losses. Without giving too much away, the series is bound to tug at heart strings and provide a rare insight into what these women are thinking and feeling as they face different challenges along the way. Apart from the raw emotion and candid dialogue, one thing is clear – the sheer determination and strength of these women is sky-high.
Michael Monck, CEO of lockr.aero saw an opportunity to make a difference in the sector and rallied a group of like-minded individuals and business owners, in the aviation, space to do something about the lack of women in aviation.
Touch the Sky is produced by the talented team of Nora and Red Dog Productions. Both the Director and Producer have their own origin stories in the aviation world and have brought their own love of flying to this inspiring series. As a teenager, Producer Bridget May, was in the air cadets but was unable to continue as her dyslexia became a struggle, so she stopped. “Struggling with learning issues and being the only female in the group with teenage boys was note enjoyable,” she said. “So many people I have spoken to about this project are surprised around the percentage of women who are pilots, but then just accept it, nothing around ‘why?’. I hope by making this series, it will get people to think more on those soft barriers and support the young people and women, hurdle any barrier they might have.”
Director, Stephen Limkin learnt to fly seven years ago to overcome his fear of turbulence. He loved the experience so much that he became an instructor. “At first, I was blind to the imbalance, but then I began to notice that roughly 95% of the students were males. With each theory class of roughly 20-25 students, one maybe two were women,” said Stephen.
“I’ve come to realise that there are a lot of soft barriers that are stopping women from pursuing their dreams. I hope that the stories of these eight women will inspire more women, who may not have considered aviation as a career or for fun, to engage with aviation and allow their dreams to take flight.”
Each episode of the eight-part series focuses on a different woman’s story and how they overcome obstacles along the way to achieve their goals.
CATRIONA ROWNTREE –Journalist, TV personality
Catriona has spent much of her life jet-setting across the world as a professional TV presenter, but now it’s time for her to jump in the cockpit herself. Catriona doesn’t think she is smart enough to learn to fly, so has to overcome her own self-doubt and insecurities.
“There is not a fibre in my being that thinks that I can do this... and I really feel physically ill. It brings up all of these vulnerabilities. I’m trying to grasp hold of other people’s faith and belief in me. I am really worried that my head is going to go to mush and not be able to take the information in.”
The women come from a diverse range of backgrounds and abilities and each of them have paved their own unique pathway in aviation.
Danni has always wanted to be involved in the aviation industry and growing up thought her only options to be in the industry were cabin crew or ancillary positions like reservations for airlines. Being from a military family, Danni struggles with the notion that her husband can go away for months at a time to help his career, leaving her to look after their children. She feels guilty when she does something similar to help in her career, based on the perception of what others may think.
“It has been quite a challenging process... I loved that it was finally happening, I was on my own and it was completely up to me. It’s like no other feeling when you go solo.”
ZAHRA RAJABI –Afghan Refugee
Zahra joined the Afghanistan air force in the hope of becoming a military pilot. Within months she had fled the country and arrived in Australia with little English, and no support when the Afghanistan government collapsed. A group of pilots heard her story on the radio and are helping her to learn to fly. Zahra hopes are to be a light for women and children in Afghanistan and show them that women can be whatever they want as she sees little female participation or visible women from where she grew up.
MADDY BORG – Student
Maddy is 17 years old and has completed aviation gateway school. She can’t decide whether she wants to be a pilot or an engineer. Originally, Maddy didn’t realise that aviation was even an option for girls, as she had not seen many female role models who are aviators. Her father and mother both have mental health problems, leading her to live with her aunt.
ELLEN FRANKLIN – Charter Pilot
Ellen recently completed her instructor rating. To overcome gender bias in the industry, Ellen said she needs to do things better than her male counterparts. Ellen felt the isolation that comes from being away from friends and family while she was doing her instructor rating full time. In a foreign city, with people she hardly knew, she was determined to obtain her rating. “After university, I did all the tests and I passed everything, which was really exciting. I was just waiting for an offer of entry. I got an offer for entry into the air force and told I was medically unfit on the same day. I was pretty devastated.”
SONJA CONWAY
Sonja obtained her instructor rating on her 18th birthday. Sonja’s struggle has been gaining the confidence in delivery of briefs and the cockpit. She has found her voice but struggled to do so throughout her training. She wants to show women that there is a place for them in aviation.
Killara has wanted to learn to fly since she was two years old. Killara’s father moved her and the family to Australia from Papua New Guinea eight years ago so Killara could follow her dream of being a pilot. Killara didn’t speak English, and she is having to deal with issues of racism at work, language barriers and the lack of female instructors visible in the industry in Australia. Her male cohort at university told her that being a captain in the airlines is for men, and women are more suited to general aviation flying.
“I don’t think it’s about saying ‘we want women for the sake of having women’, it’s more about using women in aviation to attract more women.”
– Ellen Franklin
ERIN DOUGLAS – Flight Candidate, Advanced Aviation Training
To overcome her fear of flying, Erin decided to learn how to fly (check out SportPilot Edition 101 for her back story). Now, Erin needs to overcome her anxiety and fear of being bullied to pursue her dream of being an instructor. Erin has a fantastic community of online followers who support her. Unfortunately, there are other pilots who have been bullying her online too. Erin has been bravely telling her story, being an example for others to follow. She is also acutely aware that female participation in the industry is low and is determined to be part of changing the culture.
“It was so unbearably tough and still having to do what is probably one of the most challenging ratings that you can tackle in aviation.”
The first episode of Touch The Sky launches in May 2023.
Scan to subscribe to the Touch The Sky series on YouTube.
“That’s the legacy that I want. If someone was to look at that they would think ‘wow I’m inspired because this person said how I’m feeling.” – Erin Douglas
The tailBeaconX is a full feature Mode A, C, S Extended Squitter Diversity ADS-B transponder and aviation GPS integrated into a LED rear position light. STC mandates installation with IFR certified AV-30-C as control head, which provides transponder control, approved barometric mode C altitude along with an extensive list of AV-30-C backup instrument features.
Simple installation:
• tailBeaconX includes certified GPS receiver and antenna (100 grams)
• No additional GPS or antenna is required
• Only 6 wires
• Fits into most existing tail navigation light mounts
• Can be mounted internally on composite (non-carbon fibre) aircraft
• Feeds GPS to AV-30-C for heading stabilisation in DG mode
• High intensity LED tail position light. Never change a globe again!
• The fully IFR approved AV-30-C fits in existing 3-inch panel hole
• Backup battery ensures redundancy if loss of vacuum or power.
Safety
• Drone Repellent. Future UAS operations Beyond Visual Line of Sight (BVLOS) may require ADS-B IN sense and avoid to enable evasive action in response to aircraft with ADS-B OUT.
• Automatically seen by AMSA using Arieon Space based ADS-B IN last know location.
• Live traffic on AV-30 using AV-Link via WiFi from your ADS-B receiver (Sky Echo 2) displaying all other ADS-B equipped aircraft within range.
• Portable ADS-B IN/OUT transceiver
• CASA approved Electronic Conspicuity (EC) device
• Traffic, ownship and barometric pressure transmitted via Wi-Fi to compatible EFB application
• Compatible with AvPlan and OzRunways
• 200 grams, 57 x 82 x 30mm
Safety
• Drone Repellent. Future UAS operations Beyond Visual Line of Sight (BVLOS) may require ADS-B IN sense and avoid to enable evasive action in response to aircraft with ADS-B OUT.
• Live traffic on AV-30 using AV-Link via WiFi from your ADS-B receiver displaying all other ADS-B equipped aircraft within range.
< Scan to learn more about SkyEcho2
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50% GOVERNMENT REBATE NOW AVAILABLE FOR THE FOLLOWING ADS-B PRODUCTS*
Words Ed Jones
MTOW is one new significant RAAus privilege that’s well underway, but there’s another privilege inbound. In the pipeline is access to controlled airspace, which is currently limited to RPL, PPL and CPL holders. Of course, there are exceptions for things like RAAus flight training in controlled airspace, or emergency situations. But it could all change quite soon. It’s currently in discussion for RAAus pilots to have controlled airspace access, which could be linked under Part 103 of the GA workplan.
Whilst it’s a hot topic on the RAAus agenda, RAAus aircraft entering controlled airspace is a complex situation. Let’s dust off those imaginations and ask a few questions here. What about aircraft without a transponder? What about chutes, gliders, weight shifts and those quirky things running a VW or BMW engine – what will CTA have to say to that inbound call?
What will this mean for our medical requirements?
What is the training going to look like? What about flight schools that don’t have reasonable access to controlled airspace? How will we start to implement this without causing chaos?
Slow down, tiger. Let’s focus on one thing at a time. At one point, the discussion was leaning towards only Class D access, but the conversation has shifted to cover Class C as well. As part of this, there will be aircraft and pilot requirements to meet the standards for access. Pilots will need to reach competency and medical standards – but we’ll circle back to that. For
aircraft, planes will need to meet the technical manual of standards as well as the Civil Aviation Order (CAO) 100.5 requirements, which details the mandatory operational, airworthiness and safety requirements as set out in the Civil Aviation Regulations (CAR) 1988. This will decide what RAAus aircraft will be eligible to make that inbound call (unless you had another reason to call in, such as in an emergency).
Neil Schaefer is the Head of Training and Development at Recreational Aviation Australia, and he’s one of the key personnel working with CASA to figure out how to have RAAus aircraft and pilots on final approach to Class C and D standard. “CASA and Airservices will require RAAus to have common competencies if we’re going to operate in controlled airspace,” Neil tells me. “We have to assure CASA that the aircraft are maintained in accordance within the requirements of the manufacturers and also CASA’s like-for-like requirements for equity of airspace.”
Medically – and this is always a biggie – your GP can give you a Class 2 Basic medical review already. A Class 2 Basic satisfies controlled airspace requirements, but the medical standard hasn’t been settled yet. “At RAAus we’ve always maintained the driver’s licence medical standard is proven to be an effective mitigator. This is still a discussion underway with CASA and Airservices”.
In terms of training, it will likely be an adaptation of the General Aviation syllabus. There are three existing
IFR elements, and under Part 103 we wouldn’t need to have those since we are VFR. Besides that, it would essentially be a like-for-like syllabus. Training delivery and pilot competencies to operate in the class of airspace are a big one. This will include ground briefings and flight exercises, which are in the planning works now. An exemption as part of this will apply to flight schools that can’t access Class C or D easily, such as due to geographical reasons. If all the material elements can be met and assessed in a single class of airspace, that can still constitute the required competency standards. If RAAus pilots are going to be given permission to access or transit through controlled airspace, a key issue is that those pilots need to know how to communicate, fly and act in accordance with the controlled airspace requirements.
And the rollout? We have numerous schools already training in controlled airspace throughout Australia at present. Of the 470-odd RAAus instructors, around 30% of these hold controlled airspace privileges and they also hold Grade 3 or higher provisions under the CASA system. Given that they are competent, and have been assessed by CASA, they are likely candidates for the initial RAAus roll-out. This would be a scenario where RAAus apply their ‘recognition of qualifications’ paperwork and those instructors could both use and train those controlled airspace privileges under the revised system.
I personally came from RPC beginnings and decided to get my RPL as well. When I did my RPL navigation check ride, I bundled in controlled airspace into the nav plan so that I could learn and tick it off. I use it quite a bit, and I’d argue alongside Neil that it lifts the quality of pilots. As Neil put it to me, it’s a method to reach an extension to pilot proficiency, which is safer, but you’ll also find better radio proficiency and your flight tolerances improve.
In terms of training, it will likely be an adaptation of the General Aviation syllabus.
Riding a bicycle is a skill we generally learn as children. Over time, we tend to ride less and less, relying on other means of transport, exercise and entertainment. When the situation arises though, we often have no trouble remembering how to ride in our adult lives.
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
The expression “just like riding a bike” has some merit, in terms of muscle memory, retained skill and hopefully not falling off and hurting ourselves. Flying an aircraft can be a similar experience, as we retain the basic skill of controlling an aeroplane after a period away from flying.
Unlike riding a bike though, there are challenges that occur when flying after a long break. The muscle memory remains, but the higher-level skills like decision making, making radio calls, circuit procedures and situational awareness become much rustier than the practical aircraft control inputs.
When we decide to return to flying after a break, there are many factors
to consider. Let’s break them into relevant areas and include some solutions to manage them, making our return to flying safe for us, our passengers and other airspace users.
If the aircraft you’re flying hasn’t been used in some time, you’ll need to confirm it is fit for flight. Ideally this review should occur well before the day of the flight, looking at factors such as:
Tyre pressure & flat spots
Fuel octane degradation
Flat or low residual battery charge
Dried out or leaky valves, hoses or gaskets
The list goes on and may be conducted using the airframe, engine and propeller manufacturer checklist, annual maintenance requirements, return to service bulletins or discussing the situation with an experienced L2 or LAME.
Consider your pre-flight inspection as though the aircraft is not yet airworthy, and will only be airworthy once your inspection confirms this. This mindset forces pilots to really think about what they are looking at and confirm all aspects of the aircraft are safe and ready, including the paperwork and maintenance information. Additionally, it can be very worthwhile to have another pilot or maintainer look over the aircraft and paperwork. We all become too familiar with our own aircraft. Personally, I like having other pilots or maintainers look over my aircraft, it provides a fresh set of eyes.
After a break from flying, our muscle memory for control inputs and actions may not degrade, but our decision making, procedures and situational awareness certainly will. The significance of the break includes a variety of factors:
Total Flying Experience (how many hours you’ve flown in total)
Type of Experience (e.g. private flying, instructing etc.)
Length of the Break
Number of Landings Recently Conducted
Type of Proposed Flight (e.g. local, long cross country etc.)
If the pilot is a seasoned flyer with a dedication to checklists and procedures, the overall risk is likely lower than that of a newer pilot returning from a break.
Sit in the cockpit before the flight to re-familiarise yourself with cockpit layout, position of switches, practise pre-take-off and pre-landing checks. Pilots can also practise radio calls by listening to traffic at the airport or a little bit of armchair flying. Pilots can practise items like checklists, go-around procedures, radio calls and more in the armchair, at no cost.
Consider contacting an instructor and asking them to sit in, watch your conduct and prompt you if required about traffic, radio calls and circuit actions. Pilots could also discuss the proposed flight with an instructor (or another pilot) and get a second opinion on the best course of action. The point is, pilots shouldn’t just jump in the aircraft after a break, they should take steps to ensure they are competent and safe.
What is the best day to return to flight after a break? Is it the next available day the pilot has, regardless of weather, wind and cloud? Or should it be the next available day with ideal flying conditions?
Pilots could aim for a weekday flight with reduced airport activity or pick a day which suits their personal flight minimums. Have they even considered what minimums they will accept? For a first flight after a long break, these could include:
No more than 5 knots of crosswind on the preferred runway
The longest runway length available
No more than 10 knots of forecast wind
Cloud base no lower than 2000ft AGL
Temperature no higher than 25°C
Good visibility
Unlike our possibly flawed decision to leap aboard a bicycle, returning to flight needs careful preparation and planning. Flying for fun doesn’t mean we don’t think like professional pilots and limit our risk as much as possible. After all, we want to enjoy the experience, and be able to use the aircraft again the next time.
RAAus saw an increase in the number of fatal accidents recorded in 2022, with six fatal accidents between May and December 2022. This is up from the five-year average of three fatal accidents per year, and 10-year average of five fatal accidents per year. Whilst investigations into the causes of these accidents are still in progress by the relevant authorities, preliminary findings indicate a number of common contributing factors. In particular, human factors and decision-making continues to be a key factor in fatal accidents.
Weather is believed to be a contributing factor in relation to at least two fatal accidents in 2022. Pilots are reminded of the requirement to obtain authorised weather forecasts prior to flight and to avoid the temptation to push on into deteriorating weather conditions.
Flight conducted at low level is believed to be a contributing factor in relation to at least two fatal accidents in 2022. All pilots are reminded of the minimum height rules which require pilots to operate no lower than 500ft above ground level (AGL), or 1000ft AGL over a populous area, except during the process of take-off or landing.
Pilots operating at low level must conduct training for the issue of a low level endorsement and must have landowner permission prior to flight.
One RAAus fatal accident in 2022 involved a mid-air collision between an RAAus aircraft and a glider. Pilots are reminded of the importance of staying alert and the ‘see and avoid’ method, particularly when operating within the vicinity of an airfield. Pilots must maintain an active lookout and make a radio broadcast whenever it is reasonably necessary to do so to avoid a collision, or the risk of a collision, with another aircraft.
In addition to the above factors, pilot currency and experience was likely an additional factor in multiple fatal accidents in 2022.
RAAus would like to remind all pilots, aircraft owners, and maintainers to regularly review their compliance requirements prior to operating or maintaining an aircraft.
The following non-compliances are commonly identified within RAAus operations:
Member Non-compliances
1. Conduct of flight by pilot without a current BFR
2. Operation of an unregistered aircraft
3. Flight conducted without holding current RAAus membership
4. Maintenance of an aircraft without holding a current maintenance authority
Maintenance Non-compliances
1. Failure to complete instrument and transponder calibration requirements, required every 24 months
2. Failure to comply with mandatory service bulletin requirements
Occurrence Classification: Impact with Terrain
Operation type: Private
Injuries: Minor
Damage: Substantial
A pilot and passenger departed on a local flight around midday. During take-off the aircraft stopped climbing and impacted trees, coming to rest in flood waters. The pilot and passenger received minor injuries and the aircraft received substantial damage.
Investigation by RAAus identified that the accident likely occurred due to a number of factors, including:
The aircraft likely exceeded the maximum take-off weight permitted for the aircraft
The temperature was 34 degrees Celsius with a density altitude of 2730 feet
Insufficient runway length was available based on the performance calculations for the aircraft
In addition to the above factors, a number of additional factors were identified that increased the risk within this accident:
The pilot did not hold a current BFR or passenger carrying endorsement
The aircraft did not have a current annual inspection
The aircraft likely contained aged fuel which was not drained prior to flight, although the aircraft is understood to have been topped up with fresh fuel
Review of this matter is ongoing by RAAus, however, a number of breaches of the Civil Aviation Act were identified which require reporting to the Civil Aviation Safety Authority (CASA). Members are reminded of the
importance to ensure all regulatory requirements are met prior to flight. Failure to comply with regulations may result in significant penalties, including imprisonment.
Occurrence Classification: Hazard
Operation type: N/A
Injuries: Nil
Damage: Nil
During a pre-flight inspection a pilot identified that the tail covers were not present on the aircraft. It was suspected that the covers had become dislodged by recent wind conditions. Closer inspection of the aircraft identified a bird’s nest in the tail section of the aircraft. All foreign material was removed and a borescope was used to inspect the area to ensure no damage had occurred, including an inspection of control rods, cables, and wiring.
Pilots are reminded of the importance of conducting a thorough daily inspection to ensure aircraft are not impacted by animals, including birds and mud wasps which may impact the safe operation of an aircraft. This is particularly important for aircraft which are stored outdoors, however, may also occur within hangered aircraft. Any signs of interference by animals should be thoroughly examined for signs of possible damage. The use of aircraft covers, including pitot covers, may assist in reducing the likelihood of animal access.
Occurrence Classification: Hard Landing
Operation type: Flight Training - Dual
Injuries: Nil
Damage: Minor
An instructor and student were conducting circuits with approximately 8kts of wind down the runway. During landing the round out was normal but during the hold-
NEAR MISS EVENTS ARE ONE OF THE MOST COMMON OCCURRENCE TYPES REPORTED TO RAAUS:
As of 12 August 2022, the Australian Government is offering an Automatic Dependent Surveillance Broadcast (ADS-B) Rebate Program with grants of up to $5,000 available to eligible aircraft owners to fit ADS-B equipment to their aircraft. The objective of this program is to incentivise voluntary uptake of ADS-B equipment to improve safety and efficiency for Australian airspace users. For more information or for eligibility criteria go to BUSINESS.GOV.AU and search ADS-B Grant program closes 31 May 2023.
Accident, Incident and Defect Reporting is a mandatory requirement. Report at reporting.raaus.com.au
off at approximately two feet, the student unexpectedly pushed the nose onto the ground. The aircraft bounced and the instructor immediately took control and landed the aircraft. Post flight inspection identified damage to the nosewheel.
This occurrence highlights the importance of control management for instructors. The student was debriefed by the instructor and conducted further training.
Occurrence Classification: Loss of Control
Operation type: Private
Injuries: Minor
Damage: Substantial
A pilot was conducting a landing on a one-way private strip. The aircraft touched down with a slight bounce and roll-out was faster than normal due to a tail wind. The aircraft veered to the right, and the pilot attempted to control direction by applying left rudder and brake. Directional control was unable to be corrected and the aircraft was veering towards a fence. The pilot then applied both brakes to avoid impacting the fence at
which time the tail came up, the propeller impacted the ground, and the aircraft flipped over onto its back. The aircraft sustained substantial damage including major damage to the engine and propeller.
Review of this occurrence determined that conditions were likely not suitable for a one-way strip due to the tailwind conditions. Members are reminded of the importance of reviewing local conditions, particularly during take-off and landing, and to avoid operating with a tail-wind wherever possible. Tail-wind and crosswind conditions are regularly reported following loss of control events during take-off or landing.
Of course I was testing new recording gear with my Bose A20 headset when the A30 drops. So, what’s the difference?
First of all, Bose aren’t paying for this piece. It’s just me and my thoughts, so that we’re loud and clear (see what I did there?). If Bose are going to call this their highest-performing aviation headset masterpiece ever released, it’d want to be good... and it is, but I wouldn’t say it’s leagues above the A20 if that’s where your expectation is.
A bit of background on my choice of Bose headsets. For one, they’re a brand that has been strong across the audio sector for a while. That earns them some street cred with me. Secondly, I had an audio problem with my last headset and the A20 solved it brilliantly. Is it the only headset that would have solved it? No. Would I buy another Bose headset? Yes. Would I be a bit teary about the price tag, but probably do it anyway? Yes. If I flew less than 25 hours a year, would I still spend the dough? ...Probably not, call me stingy.
Any time I put on a spare or old headset I’m reminded of my student days where my headset was so crackly that I developed a slight fear of the radio, because I could barely hear a word.
I thought it was a pilot standard to have a crackly headset that left degrading black specs in your hair, until I was handed a Bose headset and I realised what I’d been missing out on.
Bose haven’t dropped a new headset in years now (the A20 came out in 2010), so naturally your expectations might be high. Whilst it’s a completely new headset in Bose’s eyes, it’s damn close to the A20 from a piston pilot perspective.
At 404 grams in weight, it has 60 grams on top of the A20, but you probalby won’t notice it. Instead, on the longer flights, you’re more likely to notice the comfort upgrades, like the sudden disappearance of ear pain because they’ve reduced the clamping pressure by 20%. Nice touch, Bose.
The noise cancellation feels very similar to the A20, but now you have controls (low, medium and high, altered on the power block). As a piston pilot, I’m going to want every bit of noise cancellation I can get and ‘high’ feels a lot like what I’m used to with my A20s. The audio quality for inbound audio is the best I think is on the market, albeit very comparable to the A20 (which was/is a damn good benchmark). The major change here is people slowly upgrading headsets and transmitting clearer audio, in my opinion.
The microphone audio has improved with better noise cancellation on the mic (all you chopper pilots out there, take note – as cool as a turbine sounds in the background of your radio calls, you might want to consider the A30 upgrade too. And yes, I am jealous that you have a cooler engine noise in the background than me). You can run a hot-mic or PTT activation, depending on your aircraft setup.
The audio quality for inbound audio is the best I think is on the market.If you don’t have glasses or sunglasses that suitably fit with the headset, you’ll break the ear muffle seal and you won’t get the full ANC (Active Noise Control) experience. It’s not dissimilar with the A20, but take note of this before you buy.
You still have a Bluetooth option with multi-pairing (one device pairs and plays to multiple headsets), AA batteries that will last around 45 hours (very efficient, if you look at alternatives), independent left/ right volume control, and a very similar full aroundear headset. They’ve also kept the ‘mix’ feature between your Bluetooth audio inputs and radio calls, which is a nice touch if you use it, but I know many pilots don’t.
In the box, it’s the same as the A20 – headset, carry case, 3.5mm audio cable, 2 x AA batteries, a control module hanger, and smile because AusPost didn’t lose your package.
Yes it’s a great headset, but it isn’t a ‘giant leap’ from the A20. If anything, it shows off that Bose nailed the A20 headset 13 years ago and the A30 is a comfort and currency update.
The price tag? We’re talking around $1,969.95 at the likes of Flight Store, Downunder Pilot Shop or any other alike retailer. Are you crying yet?
Me too. If you have decent A20s, I’d stay put. If you’re a gear-head or you were looking for a new pair, then I’d strongly recommend. The A20s are being delisted from online stores.
Only you can decide where to draw your line on a headset – any pair will get you in the air, but they’re not going to be the Bose A30.
Any pair pair will get you in the air, but they’re not going to be the Bose A30.
My first memories of aviation go back to me as a young boy under the age of eight watching my father and brother playing with control line model aircraft on our family property, about 10 kilometres outside of a little town called Jindera, in NSW. The idea of going round and round did my head and stomach in.
On my 13th birthday, I received my first model aircraft project, a kit-built NOT ARF (Almost Ready to Fly) “Hustler Mark 3” box of balsa. Excited was an understatement, the idea of flying this aircraft and the adventures this 13-year-old kid was going to have. After a two-year pause, I finally found a place to build it. Over the coming weekends, my father and I built the table that would be the stage for building and repairing many models to come. After the aircraft was built it took another two years to obtain the engine and radio (more birthday presents).
Then it was time to learn how to fly this magical bit of gear, with an old school instructor. Handing over, taking over, literally handing the radio control unit back and forth. This is where my real love for aviation began.
About five years later I visited the gliding club in Corowa NSW and started gliding training but my stomach was still ruling my head and after around ten flights (with the longest about three minutes long), I decided I preferred an engine out the front.
Life got in the way, as is often the case. It wasn’t until I was about 24 years old that I started to learn to fly fixed
wing aircraft at Albury NSW, and obtained my Private Pilot Licence (PPL). I furthered my aviation training at Wangaratta VIC, adding tailwheel and constant speed propeller endorsements and dabbling with basic aerobatics. Again however, my stomach decided aerobatics wasn’t for me.
By this time, I was married and living on the Central Coast with the opportunity of a lifetime in the aviation world, working for a charter company. This included the usual tasks, washing cars and planes, and over the next 12 years this company provided me with the privilege of travelling Australia, meeting and working with some amazing, fascinating people and gaining my
Marty in the PIC seat.Commercial Pilot Licence (CPL) with multi-engine, IFR, turbine and instructor rating.
COVID changed the course of my life again, and in 2020 I joined the Paul Bennet Airshows team, working
with Aerohunter Flight Training in Cessnock NSW, a new flight training school. By the end of 2020 I was the RAAus CFI with one training aircraft, and by the start of 2023 we were operating four aircraft. I was working towards a waterborne endorsement, as the concept of flying and operating on water fascinates me.
I’m now close to six months working with RAAus in my new role and I’m absolutely loving life. I’m looking forward to the opportunities to learn new things, travel to new places and meet our members. I’m looking forward to giving back, not only to RAAus as an organisation but also to our members. So, if you see me at an airport somewhere, give me a wave and let’s catch up!
I’m now close to six months working with RAAus in my new role and I’m absolutely loving life. I’m looking forward to the opportunities to learn new things, travel to new places and meet our members.
If you’ve run into an issue of your iPad overheating whilst in flight, this cooling case is for you!
Many pilots rely on navigation software through the likes of an iPad, and this new product on Kickstarter may end up saving you a few headaches. Mechanical Engineer Julian Chua launched Wombat Ware to help pilots avoid their primary navigation device overheating, causing eventual thermal shutdown. The cooling capabilities not only helps prevent the shutdown, but it also helps the device run smoother by keeping it at an optimal temperature.
The case features a temperature sensor that detects when the iPad is getting too hot. Once the iPad exceeds 32 degrees Celsius, it triggers the fans to disperse air around it, creating a continuous airflow.
The case keeps a low profile and is incredibly light at only 110g, so should you should not encounter any issues when mounting it inside your cockpit. Speaking of mounting, the case includes an AMPS 4-hole pattern on the back, making it compatible with almost every mounting device on the market.
You can back the project on Kickstarter for $279, or check out the whole range of Wombat Ware cases at getwombatware.com
The CX-3 Flight Computer is a versatile and user-friendly aviation calculator that simplifies flight planning and calculations. It uses the latest microchip and display technologies to deliver fast and accurate results for various aviation functions related to time, speed, distance, heading, wind, fuel, altitude, cloud base, standard atmosphere, glide, climb & descent, weight & balance, and holding patterns. The sleek design and ergonomic fit make it easy to transport, and the no-slip strip prevents it from sliding around the cockpit. The CX-3 also features a ‘favourite’ feature for quick access to frequently used functions and the ability to store aircraft-specific numbers. It has two timers, a stopwatch, a countdown timer, and can perform standard mathematical calculations and conversions within each aviation function.
$249.95 from flightstore.com.au
ASA
This USB charger is made of aluminium and designed for use with 12-28V power sources. It features two quick charging ports: one USB and one USB-C. In addition to its charging capabilities, the PILOT CO CHARGER includes an integrated carbon monoxide detector and a safety hammer. The quick charging function is compatible with all current systems, and the integrated smart chip monitors critical parameters such as voltage, temperature, and charging status.
$79.95 from flightstore.com.au
If you like to take to the skies in style, donning this cap with a timeless Cessna logo embroidered on it is a hot buy! The unconstructed design paired with a Velcro closure means it will take the shape of your head nicely, giving you that classic sporty look! It also comes in a tan and stone colour if navy isn’t quite your thing.
$49.95 from flightstore.com.au
Prices are correct at time of publication.
Coffin Bay is the centrepiece of the Eyre Peninsula, South Australia. Its pristine beaches with clear, glassy water make it a haven for beach lovers, coupled with its iconic oyster farm and beautiful wildlife. The descent into Coffin Bay Aerodrome (YCOF) alone is a pretty special experience.
Coffin Bay Aerodrome is a simple airstrip situated 5km out of the coastal township. Owned and maintained by the Lower Eyre Council, it’s the perfect place to fly in over the turquoise coastline. The runway is a 08/26 1160m unrated limestone gravel strip. The aerodrome is available for private flying during the daytime.
There are a wide range of accommodation options available in Coffin Bay. From cute little beach shacks to flash holiday homes with sea views, there is something for every budget and experience. If you have access to a 4WD, you can venture out into the National Park and camp by the beach.
The beaches in Coffin Bay area are completely unspoiled and the water is crystal clear. Enjoy a refreshing dip and take a stroll along Long Beach. Climb to the top of the large white sandhill to watch a spectacular sunset. Speaking of sand, one of the best ways to explore the area is 4WDing along the pristine coastline in the Coffin Bay National Park. If you’re more comfy on sealed roads, pack a picnic and take a drive to some of the highlights including Point Avoid, Almonta Beach and Yangie Bay.
A visit to Coffin Bay isn’t complete without sampling some of the best oysters in the world. Don a pair of waterproof waders, head out to the working oyster farms and learn about how oysters grow. Enjoy some of the freshest oysters you’ve ever tasted straight out of the water whilst semi-submerged in pristine waters. Oysters are on the menu virtually everywhere in Coffin Bay,
217° 2.76NM
Coffin Bay
08
ELEV: 13ft
RWY: 108/26 1160m, unrated gravel
CTAF 128
MELB CENTRE: 125.9
RWY LIGHTING: Nil
AD OPR: District Council of Lower Eyre Peninsula (08) 8676 0400
mail@dclep.sa.gov.au
REMARKS
Animal hazards exist, emus and kangaroos are common in the area.
AD CHARGES: None
along with other seafood specialties including blue swimmer crab, rock lobster and prawns. It’s a seafood lover’s delight.
Coffin Bay Aerodrome (YCOF)Head off the beaten track into a remote paradise filled with spectacular rock formations, hot springs and ancient waterholes. A trip to Lorella Springs will take you completely off-grid, with plenty of unforgettable adventures to be had in the air and on the ground.
Owned by the Lorella Springs Wilderness Park, this airstrip is just 200 metres from Lorella Homestead, the place you want to base yourself for the days ahead. The airstrip is a 1200m all-weather gravel runway. Please note that the airstrip isn’t yet certified, but still useable. If you plan to stay at the campground, someone from the team can collect you from the airstrip. Contact the Homestead 24 hours prior to your visit.
Lorella Springs is a massive property – you can spread out and pick your own place to set up camp, or enjoy a roof over your head in a Deluxe Bedroom within the Homestead. For those looking for more creature comforts, there’s airconditioned cabins with private cooking facilities.
You’ll be able to watch the wildlife meander through the campground from your front door.
Lorella Springs is home to a number of beautiful hot springs, rock pools and water holes, some of which are great for swimming. There are 4WD and bush walking tracks all over the million-acre property, so there are plenty of hidden places to explore. The area is a magnet for fishing, where you can pitch a tent at your favourite spot and throw a line in. Further afield, you’ll find the Limmen National Park, including Butterfly Falls and the Southern Lost City – an incredible walk-through hundreds of giant sandstone pillars. A fly over the Southern and Western Lost Cities is nothing short of breath-taking.
Civilisation is a three-hour drive away, so it’s fair to say you’re not dropping into town for a pub meal and a pint. However, the Homestead has a licensed bar, always filled with fun personalities to share your adventures with. Station cooked meals are also available with
ELEV: Slightly above sea level
LAT/LONG: 15˚ 41’43.48”S 135˚ 39’02.96”E
RWY: 1200m, level gravel
CTAF: 126.7
RWY LIGHTING: Nil
AD OPR: Rhett Walker (08) 8975 9917
lorellasprings.com.au mail@lorellasprings.com
REMARKS
Please check strip condition prior to arrival with operator and provide 24 hours’ notice of your arrival. Escarpment in distance each end and trees outside of clearway.
AVGAS: Ring to check availability
advance notice and communal camp cookups are held regularly. There are also basic food supplies and fishing gear.
6 May
Featuring all serviceable aircraft from the RAAF 100 SQN Historic Flight Collection at the Temora Aviation Museum, the Museum’s May Showcase will be delivering a day full of action and flying. The event will have plenty on offer, ranging from tours of static exhibitions, interviews with pilots and veterans, food vendors, picnic areas, even a playground for the kids. aviationmuseum.com.au/event/may-showcase
16 June 2023
Get to know what a career in aviation looks like from the inside! A free event for those who identify as girls aged 8-17, this is a great opportunity to explore the wide range of careers in the aviation industry. The event will feature hands on activities, female speakers from across the industry and a light lunch. Registrations close May 29th.
waiaustralia.org/ventsandnetworking
If you or your club has an event you would like to advertise, please send the relevant information to editor@sportpilot.net.au
Born in Huntington Beach, California, the Pacific Airshow is coming to the Gold Coast to redefine the airshow experience. The three-day weekend event will feature a full display of aerobatic performances, VIP events, and social parties. The demonstrations will take place on the beach, with 4 hours of nonstop action each day over the water, creating a spectacle for patrons. Book your tickets at pacificairshowaus.com
aviationclassifieds.com.au
SportPilot cannot endorse any aircraft for sale in classified advertisements and recommends that you meet the vendor and are satisfied with the aircraft before parting with any money.
STOL Alloy Cub by AAK
12 Airframe and engine hours. Limited edition. A cool retro look Cub with large undercarriage and suitable bush flying design, high ground clearance and powered by a Rotax 914 turbo, this aircraft will surely impress. Based on the construction and design techniques of our famous Hornet STOL.
Ole Hartmann — 0429 165 498
$175,000
1500XD Floats
New amphibious composite Puddle
Jumper floats1500XD floats. Complete with generic rigging kit: aluminium struts, steering gear, dual water rudders, kevlar hulls, salt water kit, Black Max hydraulic brakes. 680kg MTOW.
Victor Menkal — 0488 701 038
$12,500
A32 Vixxen Syndicate Share
1,200 Airframe Hours, 1,200 approx.
Engine Hours, A32 Vixxen. Syndicate share of 2016 Aeroprakt Vixxen A32. Hangared at Caboolture. Dynon Skyview & integrated autopilot, cruise speed of 105k at 17l/hr. $9000 ONO + fixed monthly & hourly costs. Jim Thompson – 0407 590 636 $9,000 ono
Engines & Parts
Rotax 912 ULS, Jabiru 2200B engine, Cessna 310R parts. Many other components available. Amber Aero Engineering is an aerospace/aviation maintenance and spare parts components distribution company. Tooradin Airport, VIC Alvin Prasad – 0451 053 716 $POA
Australian Lightwing 582
650 Airframe hours, 50 engine hours since rebuild, GR 532.
LAME reconditioned. Fabric tested. New paint poly tone. New radiator and hoses, new bolts and cables throughout, new Matco rims and brakes, new bolly 3 blade carbon fibre prop.
Joel Stanich — 0417 214 537
$20,000
Hornet STOL and trailer
55 Airframe and engine hours. Custom built and designed trailer combo for sale. Aircraft presents as new. Incredible colour and paint works on aircraft and trailer. Immaculate attention to detail and finish on the Hornet STOL aircraft and specially equipped trailer.
Ole Hartmann — 0429 165 498
$195,000
Jabiru SP 470
570 Airframe and engine hours. Currently 19-registered with RAAus. Propeller 120 hours. Jabiru 4 cylinder with solid lifters. Upgraded undercarriage. Icom A200 and 40ch UHF radios. 2 prs Lightspeed noise cancelling headphones. Cruises 100kts at 12L/h. Always hangared. Rick Bee — 0400 014 924
$33,000
Rotax 912 ULS 100hp
15 year old engine with more than a thousand hours remaining. Currently installed in a Tecnam aircraft but due for removal in October due to the aircraft being used for flight training. Shane Stanley — 0417 965 646 $15,000
Thruster T85 Single Seater
638 Airframe hours, 10 engine hours. Beautiful classic ultralight.
Reluctant sale as I inherited
Skyranger V Max. Two aeroplanes is too many for me. New Engine Rotax 503, dual ignition, has only 10 hours. Offers considered.
Tony — 0412 784 019
Milan Vlasak — 0412 784 019
$9,750
Valkyrie 19-1684
35 Airframe hours, 1,988 engine hours. Two seat tandem. Fun, stable and pleasant to fly. Experienced builder. Rotax 912 ULS. Icom 200. ASI, ALT, VSI, compass and engine instrumentation. BRS 1250 high speed parachute system. Empty weight 365kg, MTOW 600kg. Econ cruise 90 knots. Full service history.
Christoph Weber — 0418 493 989
$39,000
J230D 2009
572.3 Airframe hours, 1572.3 engine hours (301.8 since bulk strip). Aircraft suffered damage in landing accident 2015. All repairs via Jabiru factory, receipts and documentation available. Dynon D100, Garmin 296. Comfortable on long flights. Steve — 0428 821 847
$72,000
Aerochute Dual
35 Airframe and engine hours. Aerochute Dual, 503 Rotax with 62 inch prop, 35hrs, 34s/m canopy, intercom headset, radio and accessories, wind sock and pole, two flight suits (1x large 1x small), very good condition, unregistered. Selling due to health and location.
Ross O’Neill — 0478 272 621 $12,000
Puddle JumperRotax 912 S3 Certified
Engine
Rotax 912 S3 100HP for sale. This is a certified engine and has reached its TBO of 2,000 hours, however it can be run On Condition. The engine was operated in a Diamond Dimona Motorglider with oil and filter changes every 50 hours.
Rod Manning — 0402 958 444
$7,500
REDUCED: Airborne
Microlight Trike
1700.8 Airframe hours, 198.4 TSO engine hours. Perfect for a beginner, jump in and fly away. Icom A20, Micro Avionics Intercom, wireless PTT, two headsets and helmets. Selling due to upgrade.
Kade Bouwman — 0417 967 921
$6,800
1991 Austflight Drifter
1327 Airframe hours, 43.5 engine hours. Need to sell to make room for new plane coming. 1991 hours near new Rotax 582 oil injected motor with 43.5 hrs. It has new 600x6 aero trainer tyres, large tail wheel. New battery. Extras to go with the plane.
Richard Kampe — 0427 965 190
Jodel D18
363 Airframe hours. Craftsman built example of the proven and popular Jodel design. Originally fitted with VW engine but now boasting 80BHP Jabiru. Approx 160 hrs since major overhaul. Cruises at genuine 85 kts with 80 litres of fuel.
Approx 16L/hr fuel burn.
Stephen Smith — 0400 776 484
Corby Starlet
242 Airframe and engine hours.
CJ-1 Corby Starlet 19-7636.
Cruise at 105kts. Super fun aircraft.
Thomas Leech — 0400 900 903
$26,500
Thruster T300
1995 Thruster T300 (25-0469). 663 Airframe hours, 5 engine hours since rebuild, 330 original engine hours. New fabric, seatbelts and tyres. Always hangared.
Ian Stephens — 0487 858 437
$13,000
Rotax 912 ULS 100hp 1740 hours has passed its TBO (1500 hours), but can be run on condition. The engine was reconditioned by Bert Flood at 1300 hours. One header pipe cracked.
Nigel Thomas — 0411 870 080
Pipistrel Virus SW
125 Airframe and engine hours. 2019. Rotax 912ULS 100hp. Quiet aircraft, lower operation costs, speedy and efficient.
Located Tyabb VIC.
Michael Gearon — 0488 585 980
360 Airframe and engine hours. Imported Factory Build. Good condition. Always Hangared. Easy to fly, very forgiving. See on YouTube. Make an offer.
Greg Moore — 0488 068 848
Evektor Sportstar
1248 Airframe and engine, 2006, proven cross-country machine.
John Gray — 0428 421 585
$88,000
Sonerai Stretch 600 Airframe and engine hours. Well presented. Low hours. Taildragger.
Michael Seccombe — 0439 568 508
$48,500
MEMBERS
ONLINE SUBSCRIBERS
Kitfox Gazzle
2600 Airframe hours, 106 engine hours since overhaul. Rotax 912 80hp. New Bolly prop. New undercarriage. Trailer available.
Preston Boley — 0472 724 079
Supply, Repacking and Parts
Pipistrel Sinus 912
Brand new, never flown, with trailer.
Offering a brand new Pipistrel Sinus 912, way below the 2021 landed price. Package includes a fully enclosed Cobra trailer, available for immediate pickup. The aircraft been configured well above the base model, 2 x 50 L fuel tanks.
Bruce Roney — 0450 790 306
$195,000
Hummerchute Powered Parachute
Brand new as delivered. Package 3 level, plus extras. Rotax 582 UL with 34 sqm Ram Air canopy. Includes trailer with winch and alloy ramps. Helmets and headsets, VHF and windsock. Priced well under purchase cost.
Bruce Roney — 0450 790 306
TL Ultralight Sting Carbon RG3 Turbo
1080 Airframe and engine hours. This is the change to own a fast and efficient RAAus aircraft. Sting Carbon RG3 with a Rotax 914ul. 130 kts as low as 3,000ft. Efficient and sleek. Collen Stevenson — 0498 278 341 $139,000
Jabiru J230D
348.1 Airframe and engine hours. Factory built, one owner, low hours, business use. Hangared from day one in fully insulated hangar. Due to quantity of options fitted best to call for details.
Graham King — 0400 662 962 $83,000
Pipistrel Virus
1060.6 Airframe and engine hours. Reluctant sale as need $$ to build. Great condition and ready to go on those long X country flights, or soar gliding. 120 kts @ 14L/hr. Price includes full ab-initio training in this AC. Price negotiable. Rarely does this model become available.
Paul Christian – Enquire online
$165,000
Jabiru SP6 / SP3300 3711 529 Airframe hours, 100 engine hours. SP6 / SP3300 Jabiru SP 6. 120HP 6-cyclinder 3300A Solid lifter motor. Always Hangared.
Full Panel - AH, DG, Electric Turn Coordinator, VSI, ASI, ALT, Garmin 296 GPS. 3-blade Petroni propeller. Ground Adjustable.
David Holding — 0427 272 649
$31,000
Rotec 3600 Radial
Complete engine, zero time, overhauled by Rotec Factory. Comes with Rotec TBI, oil tank, oil scavenger pump, propeller, engine mount, and more. Engine is packed for shipping.
Mike House — 0423 193 196
$19,000
High Performance CT2K
1086 Airframe Hours, 1086 (“on condition” and in good order) engine hours.
Paul Nossiter — Enquire online $96,000
Airborne XT 284 Airframe and engine hours. Airborne XT 912 80hp.
James Leslie — 0407 862 536
$19,000
Jabiru J160
593 Airframe hours, 449 engine hours. J160C. Factory built. Top flying condition.
Hamid — 0412 399 143
$49,000
Aeroprakt
Amphibious float plane. 411 Airframe and engine hours. Factory built, in beautiful condition.
Philip Ward — 0418 970 200
$110,000
Everybody knows of the Antonov An-225 Mriya. That one truly enormous aircraft that’s probably got the Guinness World Record for the greatest number of aircraft-related World Records — it’s carried the largest payload at 247,000kg as well as the longest single piece of cargo at 42m. It’s even hosted the highest altitude art exhibition!
But almost a year ago, right at the start of the War in Ukraine, we were all saddened to learn of its demise at the Battle of Antonov Airport.
Amongst all of that mess, there’s a shiny piece of good news.
Firstly, they’re gonna rebuild it! ... Sort of.
There’s actually a second half-built An-225 that was mothballed following the collapse of the Soviet Union. It was pulled out of storage in the 2000s to be slowly completed and, as of 2016, it’s 60-70% of the way there.
On May 20 2022, Volodymyr Zelenskyy announced his intentions to finally complete it, both to replace the destroyed original and as a tribute to all the Ukrainian pilots killed during war.
More recently in November, Ukroboronprom, the parent company of Antonov, has announced that the project is underway at a $500 million price tag with the rebuild positioned as an “international project” undertaken with the help of aviation enterprises all over the world.
Secondly, it’s coming to Flight Simulator!
Antonov announced via Twitter on Feb 3 2023 that they’d worked out a license agreement with Microsoft for the right to use the An-225 in an upcoming release of Microsoft Flight Simulator with the proceeds going to Antonov to help fund the real-life rebuild and towards the recovery efforts elsewhere in Ukraine.
If the development schedule plays out right, by the time you are reading this, you should be able to jump on, grab the DLC, and start flying the An-225 for yourself!
Lastly, you can build a scale model too.
Metal Time Workshop has also released a scale model of the Mriya (which translates to “Ukrainian Dream”) which you can build yourself, and it includes a little wind-up mechanism to spin the turbines and open the nose — cute!
THE SCIENCE OF VELOCITY VERSUS SPEED
What was the most important invention in history? The printing press? Automobile? The lightbulb? Sliced bread? I think our most clever moment originated with a screw.
Although I have great respect for the work of Gutenberg, Benz and Edison, there is one innovation that seems to draw very little attention in the history books for its contribution to mankind. It is an invention that allowed mastery of irrigation, the ability to sail into the wind and the capability for humans to soar amongst the clouds. Of course, I’m am talking about the propeller.
Whilst the propeller might not compare to the likes of the printing press, automobile or lightbulb in terms of sophistication, its role in shaping human history has been paramount. Just like everything good: democracy, the Olympics and Western Philosophy, history credits the origin of the propeller, or ‘screw’ to ancient Greece. Specifically, Archimedes is credited with its invention with his Archimedean Screw design in c. 234 BC, which was intended as a water pump
– a far cry from the props we see on aircraft today or even 100 years ago.
Today we would best describe the shape of an Archimedean screw as an auger. However, the truth is that early flying machines utilising a screw originated around 150 years earlier than Archimedes: in China, c. 400 BC Bamboo flying toys or bamboo-copter (Taketombo, or Bamboo Dragonfly), that look like a two-prong propeller mounted on a perpendicular stick. The stick is spun between the hands causing the propeller to spin and generate lift – albeit momentarily. Nevertheless, it was the Archimedean screw which formed the foundation for future propeller designs to iterate from.
Notably, Leonardo da Vinci could have been the first westerner to imagine a screw’s use in an aeronautical setting in the late 1480s with his helicopter, A.K.A “aerial screw”. Unfortunately, only a few working models were ever produced. Later iterations of his model turned out similar to the Chinese Bamboocopter toys.
Archimedes Screw, one of the suspected originals of modern propeller design. Credit: Encyclopedia Britannica Inc.
Following this, the screw was experimented with in the advent of the steam engine as a method of ship propulsion to rival the popular but inefficient paddle steamer design. After some experimentation with single and double screw designs, it was not until the 1830s to 1840s that saw the final iteration between long screw propellers and the shorter propellers that are more recognisable on aircraft and ships today.
In fact, a serendipitous discovery in 1837 was when a propeller consisting of two full turns designed and patented by Francis Pettit Smith broke in half. To his surprise, however, this modification doubled the speed of his test vessel, and his patent was revised accordingly. Marking the beginning of a widespread favouritism towards propellers as the premier form of ship propulsion was the adoption of a six-blade propeller on the SS Great Britain in 1843 – then the world’s largest ship. After much more refinement throughout the mid-19th century, the general design of screw propellers stabilised in the 1880s.
Throughout the mid and later 19th century, scientists and inventors toyed with engine, human and rubber band powered propellers attached to balloons. Whilst being mostly ineffective for anything other than a display, this demonstrated that propellers would be a suitable method of propulsion for aircraft. In fact, it was the rubber band powered toy coaxial helicopter, developed by Alphonse Penaud in 1870, that provided the Wright Brothers with inspiration to pursue their dream of flight – a gift from their father.
Whilst the Wright brothers are thought to have pioneered flight, their contribution to the advancement of the propeller for aeronautical use is less known. Despite other aspiring aviators modelling their propellers off marine designs, the Wright brothers
wing. They pioneered the twist in the propeller to keep the angle of attack constant as the inner surface of the blade travels at a slower speed than the outer surface. Irrespective of modern materials, machines and testing facilities, the blades they designed in 1903 were only
propeller design was in 1918 when Wallace Turnbull
It is an invention that allowed mastery of irrigation, the ability to sail into the wind and the capability for humans to soar amongst the clouds.Taketombo: A Chinese Bamboo-Copter Toy. Credit: Wikipedia
This allowed the pilot to adjust the pitch of the propeller blade to increase the efficiency and performance of the aircraft in different conditions. As an aircraft increases in speed, the pitch or angle of attack of the blade must also increase to maintain maximum efficiency through the air. In 1929 a patent was received by Turnbull for his electricallyoperated mechanism.
A further refinement to variable pitch propellers is constant speed propellers. These are capable of automatically changing the pitch of the blade to maintain a specific rotational speed. Similar to cars, aircraft also produce their maximum output within a specific range of revolutions per minute. Therefore, increasing the angle of attack of the propeller blades rather than increasing the rotation speed of the engine will increase the speed of the aircraft. This is very much like changing to a higher gear in a car rather than hitting the red line for more speed. Even better than in a car, the constant-speed propeller is continuous rather than limited to a discrete number of gears. Today, nearly all high-performance propellerdriven aircraft contain constant-speed propellers to
improve fuel-efficiency and performance of the plane, especially at higher altitudes.
In the design of aircraft propellers is consideration of the number of blades required. In the modern era, we see propellers containing usually two to six blades – or possibly more, depending on the application. More blades are needed to utilise the power generated by a larger engine. This largely explains why on a Cessna or Tecnam we would expect to see fewer blades than on a C-130 Hercules – generally two on a small Cessna versus up to eight blades per propeller on a Hercules. So, what was the greatest invention of all time? A case can be made for almost anything somewhat influential, but if an invention’s influence on human history is compounded through time then I’d argue the propeller could deserve the trophy.
As an aircraft increases in speed, the pitch or angle of attack of the blade must also increase to maintain maximum efficiency through the air.
I started with the local CFA — Victoria’s voluntary firefighter organisation — last year after we bought a small farm in the bush. Seemed a good idea to be on terms with the local fireys if push ever came to shove. Then the training started... and the multiple letter mnemonics started, meaning a word where each letter represented something. Not an acronym, which is just a collection of first letters. A mnemonic is meant to help you remember a list of things or actions.
Who came up with the word mnemonic? It’s both unmemorable and unpronounceable. The only less likely word I can think of is onomatopoeic. Which means sounds like it is. e.g. Meow. Or maybe Petrichor – which is the smell after rain. I digress, I know, but stay with me here because at some point I promise it will get relevant.
The CFA learning program has several very long mnemonics in it, like WARNING. The thing is, even if I could remember the mnemonics name, the chance of me remembering what each of the letters stands for is very slim. So, the mnemonic is just a hindrance. A part of that is because of the way I learn. I am an understanding learner – explain to me how it works and
I’ve got it. Other people learn visually or by repetition — everyone is different. So, mnemonics to me at least, are nearly useless.
In aviation, we have quite a few. The only one I remember and use is BOMFH – pronounced as “bomfa”. That’s the pre-landing checklist for my aircraft. Brakes checked, Oil temps and pressures checked, Mixture rich, Fuel on and sufficient, Hatches and Harnesses are secure. The reason I remember this one is simple. John Darby, my original instructor over 20 years ago, went through each of the items and explained in detail what they were and why we did them. I understood and remembered. More importantly, it’s something I use every time I fly a plane. Other than that, most mnemonics for me are counterproductive.
If it’s something I won’t use for months at a time, I’d rather have a checklist. Each of us learns differently.
“To know thyself is the beginning of wisdom,” said Socrates and he was a smart man. Not smart enough to avoid being poisoned for his views, but still. Understanding which way you learn best is the key to being able to retain and apply knowledge. So, think about it. How do you best learn?
Quiet the noise. Amplify the experience.
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