Australian SportPilot Magazine - Issue #107 - December 2023

Official Publication of Recreational Aviation Australia Ltd.

RRP $9.95 inc GST / ISSUE 107

THE FLYING DINGO A Brand-New Ultralight

WE’RE GOING TO BONNIE DOON

Exploring the stunning beauty of Lake Eildon

ACROSS THE GUTS

Flying Australia from West to East

GYRO CENTENARY WINGS WITHOUT BARRIERS

MOSAIC EXPLAINED

FIATE MZ 202

EDITOR’S WELCOME

FINISHING WITH A BANG Not literally. But it seems that a whole lot has happened in this last quarter of 2023. We had the 40th Anniversary Gala for RAAus, which members of the SportPilot team were fortunate enough to attend. What a great night it was. Then the news drops about the proposed MOSAIC changes to Light Sport Aircraft in the US, which is bound to echo here. At almost the same time CASA announced they were getting serious about looking at controlled airspace access for light sport aircraft in Australia, and they’ve also started to look at medicals again. In between all that, I somehow managed to fly solo all the way across the country and back again – which you can read about in this issue. Phew. It’s been a lot to take

in. But I have to say, after the whole COVID/inertia killing thing, we seem to be gaining momentum again. And, not before time. I’d love to see some of these things happen while I’m still capable of flying an aircraft. I’m going to predict that the next few years will be the most exciting time for our aviation segment. We are maturing into our proper place, where private and recreational pilots can fly and enjoy their aircraft without the sorts of control and regulation that quite rightly belong in the commercial airspace.

With the end of year approaching, we present to you a bumper edition covering all of these topics. We wish you and yours all the best for the new year. I hope to see you in the air!

NICHOLAS HEATH Editor editor@sportpilot.net.au

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EDITORIAL

RECREATIONAL AVIATION AUSTRALIA

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

HEAD OFFICE PO Box 1265 Fyshwick, ACT, 2609

EDITOR Nicholas Heath

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

DEPUTY EDITOR Sophia Blakebrough STORY CO-ORDINATOR Tom Lyons

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

PRODUCTION

CORPORATE SERVICES EXECUTIVE Maxine Milera admin@raaus.com.au HEAD OF SAFETY Cody Calder cody.calder@raaus.com.au HEAD OF FLIGHT OPERATIONS Jill Bailey jill.bailey@raaus.com.au ASSISTANT HEAD OF FLIGHT OPERATIONS Marty Peters marty.peters@raaus.com.au HEAD OF AIRWORTHINESS AND MAINTENANCE Jared Smith jared.smith@raaus.com.au ASSISTANT HEAD OF AIRWORTHINESS AND MAINTENANCE Darren Barnfield darren.barnfield@raaus.com.au GENERAL ENQUIRIES admin@raaus.com.au

DESIGNER James Conte

PILOT AND MEMBERSHIP ENQUIRIES members@raaus.com.au

PROOFING Sam McMillan

AIRCRAFT AND MAINTENANCE ENQUIRIES tech@raaus.com.au

DIGITAL Nick Jones Budda Pile Matt Dwyer

SAFETY ENQUIRIES

SportPilot Magazine is an official publication of Recreational Aviation Australia and is published three times a year by Pace Marketing Pty Ltd. ABN 33 052 999 925.

6 Brougham Street Geelong VIC 3220.

As part of their RAAus financial membership, all members, flight training schools and clubs will receive each issue of SportPilot free of charge.

Alternatively, readers are welcome to undertake an Affiliate Membership with RAAus with an annual charge of $39.95*.

To subscribe visit raaus.com.au

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CEO Matt Bouttell ceo@raaus.com.au

SENIOR DESIGNER Regina Mari

SUBSCRIPTION INFORMATION

CONTENTS

safety@raaus.com.au

DIRECTORS Michael Monck (Chair) michael.monck@raaus.com.au 0419 244 794 Luke Bayly (Deputy Chair) luke.bayly@raaus.com.au

30 ACROSS THE GUTS

FEATURES 16

Trevor Bange trevor.bange@raaus.com.au Mark Ferraretto mark.ferraretto@raaus.com.au Simon Ozanne simon.ozanne@raaus.com.au

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TERMS AND CONDITIONS All content published within this magazine is the property of Pace Marketing Pty Ltd. ABN 33 052 999 925. It is protected by Australian and International Copyright and Intellectual Property legislation. You are unable to interfere or breach any of the legislation or intellectual property rights that protect this publication. All rights not expressly granted under these terms of use are reserved by Pace Marketing Pty Ltd. Unless stated otherwise, you are forbidden to copy or republish any content or property within this magazine without the copyright or trademark owners’ permission. The magazine title, as well as the associated logo of Recreational Aviation Australia Ltd, are the property of Recreational Aviation Australia. Pace Marketing Pty Ltd reserve the right to be acknowledged as the magazine’s designers.

While every reasonable effort has been made to ensure the accuracy of content within this magazine, no warrant is given or implied. Content within this magazine is available to you on the condition that you undertake full responsibility for assessing the accuracy of the content and rely on it at your own risk. Opinions expressed are not necessarily those of the individuals named or referenced within this magazine.

Recreational Aviation Australia Ltd in conjunction with Pace Marketing Pty Ltd reserve the right to decline any article, letter or comment deemed unacceptable for any given reason. No endorsement or responsibility is implied or accepted for any product advertised within this magazine.

Advertisers and buyers within this magazine are responsible for ensuring that all products advertised and/or purchased via this magazine meet all appropriate Australian Certification and Registration requirements, particularly those pertaining to Civil Aviation Safety Authority (CASA) and Recreational Aviation Australia. Please note that all aircraft featured within this publication are registered and legally permitted to fly. Please be advised that photographs of aircraft within this publication may be altered without notice for editorial purposes.

THE FLYING DINGO REVIEWING THE BRAND-NEW CZECH ULTRALIGHT

Paul Reddish paul.reddish@raaus.com.au Andrew Scheiffers andrew.scheiffers@raaus.com.au

HERE’S TO 40 YEARS A WRAP OF RAAUS’ 40TH ANNIVERSARY GALA

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ACROSS THE GUTS NICHOLAS HEATH CROSSES AUSTRALIA FROM WEST TO EAST

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NAVIGATING THE AIR WE SIT DOWN WITH CASA CEO PIP SPENCE

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BREAKING BARRIERS HAYDEN MCDONALD’S LAP AROUND AUSTRALIA

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WE’RE GOING TO BONNIE DOON EXPLORING THE BEAUTY OF LAKE EILDON AND MANSFIELD

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BIRTH OF THE GYROCOPTER CELEBRATING 100 YEARS OF GYROCOPTERS

WE’RE GOING TO BONNIE DOON

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COVER: THE FLYING DINGO Image Credit: Ivo Janec‌ek‌

BIRTH OF THE GYROCOPTER

HERE’S TO 40 YEARS

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BREAKING DOWN BARRIERS

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REGULARS 06

LETTERS

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FROM THE CEO

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FROM THE CHAIR

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NEWS

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FUTURE ON HOLD FOR VAN’S AIRCRAFT?

70 84

JUST FOR THE RECORD

86

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90 92

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

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CODY CALDER: HEAD OF SAFETY

56 61

SAFETY SUMMARY

MOSAIC EXPLAINED MAKING SENSE OF THE NEW PROPOSAL

IN PICTURES

AVOIDING FATAL ACCIDENTS

HUMMERCHUTE’S NEW HEART THE JOURNEY TO REPLACE THE ROTAX 582

NEIL SCHAEFER: TRAINING DEVELOPMENT

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INSPIRING THE NEXT GENERATION OF PILOTS JILL BAILEY: FLIGHT OPERATIONS

LEGENDARY KIT MANUFACTURER’S CASH FLOW ISSUES

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CYLINDER COMPRESSION TESTS DARREN BARNFIELD: AIRWORTHINESS AND MAINTENANCE

EVENTS WHAT’S HOT PRODUCT REVIEWS FOR FLYERS

96 98

CLUBS & RUNWAYS AIRCRAFT SPINS & STALLS CAUSES, PREVENTION AND RECOVERY

JUL-OCT 2023 SAFETY DATA

104 AVIATION MARKETPLACE

AGE IS JUST A NUMBER

106 FINAL APPROACH

REMEMBERING DAVID SERCOMBE

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SPORTPILOT

LETTERS

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

RE: 40 Years of Recreational Aviation (SportPilot 106) Dear Editor, Imagine, if you can, my surprise and my pleasure at seeing a photograph of what is now my plane, Jabiru 19-3352, in the recent edition of Australian SportPilot (Issue 106). It appeared at the top of page 19 in the article dealing with the past, present and future of RAAus after 40 years of recreational aviation. A really great summary of our journey so far!

The records that came with this plane make it clear that it was built in Queensland from a kit quite some time ago. The first flight of two hours was logged on the 5th July 2000. At some point in its life, it relocated to South Australia. I cannot find an exact date from the records that I have. It found its way to its current location here with me on 19th April 2013, flown here from Murray Bridge.

The plane and I have had quite a few adventures together since then, often simply sightseeing around the district. A less enjoyable time, though certainly memorable, occurred with the mid-air failure of the engine on the 10th March 2017 when one piston disintegrated – thank goodness for engine failure/ forced landing training! A “new” engine was found and the fun continues. Who knows what the future might hold for this plane or for myself, but having my own plane and being allowed to fly it to most of the places I want to go to is a freedom that I never would have dreamed of.

Thank you RAAus for making this possible.

Keith Nankivell

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Editor: Thanks Keith, it’s great to hear the backstory around an aircraft. Isn’t it funny how we become attached to an aircraft? Particularly if you’ve had some adventures in it – and it sounds like you’ve had several! I’m glad your Jabiru engine issue ended with all safe and sound, and even the plane re-useable.

That’s a testament to your training and piloting. We all do those engine failure training exercises and hope never to need them, but there’s a good reason it’s done.

RE: Risen To the Top (SportPilot 106) G’Day Editor, Just read the feature article on the Risen, and a little gripe if I may.

What is the luggage capacity — does it have any apart from strapping your gear to the other seat, or is the airplane suitable only for the local area 2-up? The G loading is given as +5/-3. Is it rated for aerobatics or is that merely a nice to know?

The body of the article is in metric which is as it should be, and then we get to the specifications page which is in American speak. After all, it is an Italian airplane and they use metric so all their specs would be given in metric, and I see in the body that the speeds are in metric with the appropriate conversions to knots & feet for our convenience as Australians reading an Australian magazine.

Google becomes our friend and out with the calculator and pen & paper to convert American into Australian. What is my useful load — let’s see now — SG of an American Gal is...

I just don’t get it — someone converted all the Metric into American to publish in an Australian magazine. I do like that the consumption figures are given for sea level as well — who in Australia flies around at FL90? Which, by the way, is not American... nor is the note under the table giving a max VNE above 4,150m.

Good work nevertheless, Dean Watson Editor: Hi Dean, I hear your pain in regard to units of measurement. Current flying practice is that we measure height in feet, distance from cloud in metres and speed in knots. That is, until we get above 10,000 feet when we start measuring speed in Mach and height in flight level (FL). Unless you’re in Europe. Aircraft fuel use is often in US Gallons per hour – which are different to Imperial gallons – and we buy it in litres. For clouds, we completely shun both metric and imperial, instead choosing to measure in eighths. And is it airplane or aeroplane? So, yes, it’s confusing, I agree. We do our best.

For any further information on the Risen, pop over to https://www.flyrisen.com/

SPORTPILOT

FROM THE CEO

A WHIRLWIND YEAR OF PROGRESS As I find myself writing the last ‘From the CEO’ for the year, I’ve been reflecting on how quickly the year has gone! It seems to be a common theme amongst everyone I speak to at the moment.

2023 has been a bit of a mixed bag for many of us, particularly in these latter months, with the feelings around the referendum, the disastrous goings on in the Middle East and, of course, the economy and interest rates.

MATT BOUTTELL CEO As a 30 year industry veteran, Matt joined RAAus as CEO in January 2021. He is a passionate advocate of RAAus and for keeping aviation accessible for Australians. ceo@raaus.com.au

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With all these distractions it’s so important that, as aviators, we have our ‘head in the game’ and that we retain the ability to focus on the task at hand without distraction. The IMSAFE mnemonic goes some way towards helping us assess our fitness to fly, but ultimately, it’s up to the individual to make these decisions. So, I’m asking you to keep this in mind when you next decide to strap into an aeroplane. Take a minute and ask yourself “am I really able to focus on what I need to do to make this flight safe?”

RAAus is very aware that tough times are here and that the broader economy is affecting some members’ ability to participate in their favourite pastime.

This being the case, over the past two years we have worked hard to develop an organisation strategic plan that aims to somewhat offset RAAus’ impact on members’ hip pocket. Whilst fees did go up this year to cover the costs of running the company, the Board has given me very clear instruction to deliver the 2023-2025 Strategic Plan which aims to, amongst other things, develop new revenue sources to offset our increasing cost base resulting from inflation. Of course, we’re very aware of the need to be efficient in all that we do, so we also have a strong focus on minimising expenses to the company.

Some of the Strategic Initiatives we’re currently working hard to deliver include seeking additional funding from government through various grant programs, developing and implementing marketing campaigns to increase retention and attract new members, investigating new products, services and ultimately, benefits for members, and delivering a new website and IT infrastructure. We are investing in ourselves to make us a modern, lean, and effective organisation that delivers benefits for our members.

Take a minute and ask yourself “am I really able to focus on what I need to do to make this flight safe?”

From an aviation perspective, we’re ramping up opportunities for L1 maintenance training around the country and working with external organisations to deliver a formal training pathway that will enable an additional way for members to obtain L2 maintenance authorisation. We’ll soon be releasing new versions of the RAAus Technical Manual and Flight Operations Manual to inject some more pragmatism into our form of aviation, introducing Group G (increased MTOW) and controlled airspace, and of course, planning for the introduction of MOSAIC which will see a massive increase in the size and capability of LSA aircraft.

From a Group G perspective, in December 2021 CASA updated CAO 95.55 to incorporate the ability of an Approved Self-administering Aviation Organisation (ASAO) such as RAAus to administer lightweight aeroplanes up to 760kg. There was much rejoicing

AUSTRALIA

by many of us, however at that time there was still a 45-knot stall speed limitation imposed on any aircraft which would operate in this category, effectively limiting the types of aircraft that could take advantage of this. With strong and effective advocacy by RAAus and our members, we overcame this and in June 2022 CASA removed this limitation, paving the way for RAAus to apply again to CASA, which we did in August 2022.

It’s fair to say that the complexity of how RAAus operations are enabled within our regulatory system has played a large role in how long it has taken to obtain the approval. This has not only been a challenge for us in ‘unpicking’ the rules/laws, but CASA too.

Regardless, we’re now close and our team is working feverishly to develop an implementation plan. If you haven’t already, you’ll soon hear about how and when Group G will be implemented.

The new year will bring with it a whole bunch of exciting things for RAAus and its members. The future is bright and we’re very much looking forward to engaging with our members at events such as Fly’n For Fun, which is supported by the AMDA Foundation, the HARS Aviation Museum at Parkes and a whole lot more. I can see that 2024 will go just as fast as this year – so hold on to your hats!

Finally, I want to wish you all a very Merry Christmas and holiday season. It’s a great time to sit around and enjoy the company of friends and loved ones, watch some cricket, and, of course, to take advantage of those stunning summer mornings whilst enjoying some aviation.

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SPORTPILOT

FROM THE CHAIR

THE NEEDS OF THE MANY I have now been involved with RAAus — in its many forms — for 10 years.

After a decade in the role of director, and a large portion of that in the role of Chair, there is a lot to reflect on.

MICHAEL MONCK Chairman Michael is the Chair of the Board of RAAus and has held this position for 10 years. He holds flying qualifications from RAAus and CASA and advocates for the broader industry in a number of different forums. Michael is an active pilot and owns a CTLS aircraft which he regularly flies throughout Australia. michael.monck@raaus.com.au

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When I first joined the board, I joined out of frustration. My aircraft was grounded for about a year and it was a huge effort getting it reregistered. I admit that some of the responsibility fell on me. I should never have allowed certain things to happen as the person responsible for the aircraft.

However, neither should RAAus. To cut a long story short, my aircraft was non-compliant with the rules due to naivety on my part, but the powers that be at RAAus at the time registered it anyway. After CASA discovered that my aircraft and a raft of others had been improperly allowed onto the RAAus register, they took action.

It turns out that for years RAAus had been doing the wrong thing. Rules weren’t followed, the board didn’t hold the Ops and Tech Managers to account, and they exercised improper influence over those same roles in other areas. In summary, RAAus was failing to do what it was meant to do.

Today, we are a very different organisation. I am proud to say that we do hold each other to account within the confines of the RAAus offices and the staff equally hold the board to account when appropriate.

Likewise, we expect our members to do the right thing. I am proud to say that in the last two years, we have only exercised our Part

149 enforcement powers on four occasions. Yes, there have been occasions where we have sought additional assurances that they understand how their actions might fall foul of the rules, but these have been managed in a pragmatic and educational manner.

People may argue that they, as individuals, have a right to maintain their aircraft however they please or operate in whatever manner they see fit. To an extent, I agree with this assertion. But there is a line.

If by exercising a right, you adversely affect another person’s right, you must operate with a degree of consideration for those around you.

When we exercise what many of us refer to as a right, we often forget about the rights of others. A classic example is when someone barks about their right to smoke without considering your right to fresh air. Sure, they have a right to smoke and it shouldn’t be impinged on, but when that so-called right takes away a person’s right to fresh air, the argument becomes one around precedence. My simple, and possibly flawed, answer is that if by exercising a right, you adversely affect another person’s right, you must operate with a degree of consideration for those around you. In other words, if you want to smoke and there are people enjoying the fresh air, consider wandering a little further away. The same applies to flying.

We love flying and we should be able to do it with a degree of freedom and enjoyment that everyone deserves to experience. When our right to fly starts to affect those around us, the equation shifts. If we take a risk by not maintaining our aircraft, it can be argued that this is our choice. If we take a student with us who does not understand that the aircraft is not maintained, things get blurry. Even more so when we take a friend or family member who potentially has even less understanding. Further again when we fly over populated areas and the general public isn’t even involved in our operation.

For these reasons, I believe we have an immense amount of responsibility to make sure our right to fly

does not adversely affect other pilots, our loved ones and the general public. As responsible human beings we owe it to our fellow human beings to make sure we don’t endanger them. This is why we have rules.

In the days preceding my joining of the board, CASA acted to enforce these rules. We had a board that did not care about the wellbeing of the public, passengers or students, and chose to shy away from their responsibilities. Our organisation chose not to look over the shoulders of a few individuals operating outside of the rules, and put the rights of those mentioned above at risk. They stood in front of the regulator and, out of pure stubbornness, blew smoke in their face.

Today, we choose to look at people who fall foul of the rules and seek to understand why. If it’s an honest mistake, we work to correct it and maintain everyone’s rights. In just four instances, we had to go a step further. In those instances, we took additional steps to ensure those people didn’t blow smoke not just in the face of the regulator, but the other 9000+ people who have a right to fly.

I am not proud these actions had to be taken, but I am proud that we did. I am proud that the interests of our entire membership usurped the interests of four individuals who chose their own route. And I am immensely proud of the fact that today, we have not returned to the ways of a decade past where the many could not fly because of the actions of a few.

This is worth reflecting on, and also worth protecting.

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SPORTPILOT

NEWS

STAY UP-TO-DATE

JetEXE Acquires Lancair Aerospace JetEXE – the maintenance, training and charter business based in Sacramento, California – have announced their acquisition of iconic kitplane manufacturers Lancair.

The move sees the unification of two industry leaders, operating at the forefront of innovation in the General Aviation space.

JetEXE Founder and CEO, Capt. Augustine Joseph, stressed the company’s “unwavering commitment to delivering exceptional customer service, technical support and advanced aircraft models” under the Lancair name.

In addition to continued support for the current fleet, JetEXE have indicated their intention for the Lancair brand to focus on “new and advanced designs... that incorporate sustainable energy technologies” in the near future.

Matt Hall Places 3rd in inaugural Air Race X Red Bull Air Race champion and former RAAF pilot, Matt Hall, has placed third in the opening event of Air Race X, a spiritual successor to the Red Bull Air Race.

An innovative new form of air racing, Air Race X sees its competitors compete from various places across the globe. Detailed flight data of each heat is recorded and shown in real-time through Augmented Reality in the skies above host cities.

By showing spectators a digital recreation of the competitors’ flights, spectators are able to watch pilots race head-to-head for the first time in Air Race history.

Air Race X is a project driven by Hall’s Red Bull Air Race rival Yoshi

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Muroya of Japan with the backing of Lexus Pathfinder Air Racing. “I give full credit to my mate Yoshi for creating the vision and bringing the whole project to life. Pete McLeod

and I have been working alongside Yoshi to develop the format and rules, but Yoshi and his team are behind the innovation of the digital aspects,” Hall said.

A Step Toward Controlled Airspace Access

CASA DISCUSSION PAPER PUBLISHED

It’s a point of debate as old as recreational aviation itself, but it appears a definitive answer will soon be here.

In early November, CASA published a Discussion Paper seeking industry comment on providing Class C and D airspace access for recreational aircraft.

If successful, the proposed change could see significantly more airspace and aerodromes opened for travel and exploration by RAAus members.

RAAus has reviewed the discussion paper in detail and provided an organisational submission on behalf of the membership base. “RAAus has advocated for many years that access to controlled airspace and aerodromes was desirable” said RAAus CEO, Matt Bouttell. “In recent years... changes to restricted airspace have now made it a necessity for many of our members to gain access.”

Following a potential approval of this proposal, RAAus has stated its intention to develop an endorsement for operating in controlled airspace and at controlled aerodromes. This would allow pilots with no intention of operating in controlled airspace to not undergo any additional training, but provide a clear pathway for those looking to do so.

Scan this QR Code to read CASA’s Discussion Paper

SPORTPILOT

FUTURE ON HOLD FOR

Van’s flagship aircraft, the RV-14.

VAN’S AIRCRAFT? LEGENDARY KIT MANUFACTURER ANNOUNCES CASH FLOW ISSUES Words Tom Lyons

In October this year, Van’s Aircraft announced they were facing “serious cash flow issues, which must be addressed quickly”. Known as the world’s most successful kit aircraft manufacturer, the news of financial struggles at Van’s was shocking for aviation enthusiasts around the world. It also raised serious concern for the future of the company. So, what does the future hold for Van’s Aircraft, and its 11,000-strong fleet?

To understand the future, it’s important to get a grasp of how the organisation’s issues came about. The COVID-19 pandemic in 2020/21 left a lot of people with vastly more time on their hands. Many took this opportunity to build their dream aircraft, with the company reporting “the largest months of kit sales in

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the history of Van’s Aircraft” in January, February and March 2021.

This massive, sustained growth was a great boon to Van’s in increasingly uncertain times, but a problem soon unfolded. The company found that an assembler of their Quick Build (QB) kits in the Philippines had made changes to the primer they were using, which was causing corrosion issues in a number of kits, some already delivered to customers. Some issues were able to be rectified, but for many of them, replacements were the only option.

To supply replacements while also trying to fulfill an unprecedented number of orders required a massive ramp-up in production. Even at full capacity, the time cost involved with punching parts was causing

Van’s have been praised for their swift and thorough investigations, actions and overall transparency through this difficult period. significant delays. In early 2022, following extensive evaluation and testing, Van’s introduced a laser cutting process to manufacture some parts at a much higher rate.

The troubles seemed to have been solved, until Van’s began receiving reports of cracks forming around some laser-cut holes. The company immediately launched an investigation, and found that hot spots on hole edges from parts manufactured by a specific vendor were causing the probability of cracking.

Van’s had provided specific cutting paths for every part to avoid this problem; however, the vendor had reprogrammed their own tooling paths.

These two problems have contributed significantly to the company’s cash flow issues, as millions had been poured into rectifying them. Coupled with skyrocketing shipping costs and significant inflation on raw materials, Van’s soon found themselves on the verge of disaster.

The good news is that confidence in the company remains high. Van’s have been praised for their

The ever-popular RV-12.

swift and thorough investigations, actions and overall transparency through this difficult period, with support flowing from across the globe. The company has appointed Mikael Via as interim CEO, the man responsible for rescuing Glasair Aviation from bankruptcy in the early 2000s. The company went into a two-week “internal assessment” in mid-November, which will help Van’s to recalibrate and formulate a plan for the next chapter in a 50+ year story.

Van’s aren’t out of the woods just yet, but it seems they’re well positioned to rebound. With the support of one of the world’s largest ownership bases behind them, there’s hope this legendary company will continue to thrive into the future.

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SPORTPILOT

MATT HALL Wows the crowds with stories of his aviation journey.

HERE’S TO

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YEARS A WRAP OF RAAUS’ 40TH ANNIVERSARY GALA NIGHT Words Tom Lyons

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A FULL HOUSE Aircraft Hall was packed with aviation enthusiasts.

An organisation hitting its 40th birthday is an impressive milestone, one that’s cause for celebration.

That’s exactly what transpired this September at the RAAus 40th Anniversary Gala; a fantastic celebration of the organisation’s past, present and blossoming future. Guests travelled from across the country to give RAAus the birthday party it deserved. The result did not disappoint.

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SPORTPILOT

As we all know, 2023 marks the 40th year since Recreational Aviation Australia (originally the Australian Ultralight Federation) came into existence. What began in the early 1980s as a representative body for a sparse bunch of homebuilders and often self-taught pilots, has grown and evolved into a sophisticated organisation of over 10,000 members. Every day, across the country, these members are fulfilling their dreams of flying. Dreams made possible by RAAus’ continued hard work over the past four decades.

Celebration of this achievement then, was undeniably due. On a typical brisk Canberra’s evening at the magnificent Australian War Memorial, crowds gathered, glasses clinked, conversations sparked and festivities began for our beloved organisation.

Laughter and conversation filled the air at Poppy’s Café on the Australian War Memorial grounds as guests began to arrive. Old friends from far across the country reunited and new friendships were made, keen to discuss everything aviation. Anticipation for the night’s festivities began to fill the room, as guests were led to the Aircraft Hall in the AWM’s main building.

Every day, across the country, these members are fulfilling their dreams of flying. Dreams made possible by RAAus’ continued hard work over the past four decades.

A beautifully apt location for the night’s proceedings, Aircraft Hall is a testament to the aviation industry’s innovation and engineering ability. Several beautifully maintained aircraft are on permanent display in the Hall for visitors to browse. The P-51 Mustang, Hawker Sea Fury, Avro Anson, MiG-15 and A6M Zero drew plenty of interest from the aviation-enthusiast crowd.

Surrounded by these magnificent aircraft, there could be no doubt of our purpose here tonight; we were here to celebrate aviation in all its glory.

The main event began with passionate speeches by RAAus CEO Matt Bouttell and Chairman Michael Monck. Both touched on the importance of RAAus’

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A NIGHT TO REMEMBER Patrons celebrated the past present and future of RAAus.

Credit: Pabi Photography

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SPORTPILOT

The RAAus team dedicated to keeping us in the air.

presence in the Australian aviation landscape, and thanked the hard work of staff past and present who have helped shape the organisation into what it is today. A common theme emerged between the two that there was still progress to be made, work to be done. It was clear that while we were here to celebrate RAAus’ first 40 years, the organisation was well and truly looking toward the future.

As dinner service began, guests heard from OzRunways CEO, Bas Scheffers, who thanked RAAus for their early support of the OzRunways platform and reiterated the company’s commitment to serving its recreational pilot customer base. Airservices Australia CEO, Jason Harfield, spoke of the important partnership formed between his organisation and RAAus, and touched on the significance of recreational pilots’ airspace access.

The night featured several fantastic guest speakers, such as Lloyd Galloway, a former RAAus Scholarship winner. Lloyd reminisced on the opportunities his scholarship presented him, opening a door to his time with the likes of Precision Aviation Services and the Royal Flying Doctor Service. He encouraged everyone thinking of undertaking training to apply and chase their passion for aviation, even if it left him with “too many aeroplanes”.

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The evening also featured presentations that highlighted the effect aviation can have on various communities. Tyeisha Clark, a.k.a The Barefoot Pilot, shared her story via video presentation. The 19-year old indigenous woman from Far North Queensland had dreamed of becoming a pilot, and found the opportunity to do so thanks to a chance meeting with Learn 2 Fly co-owner, John Sayers. Now, Tyeisha is the face of The Barefoot Academy, a program aimed at training indigenous pilots from remote communities.

Also sharing via video was Hayden McDonald, a 22-year-old autistic pilot. Hayden is currently circumnavigating Australia for autism awareness, documenting the journey on his Wings Without Barriers YouTube channel. High above the Nullarbor, Hayden found the time to record a video for the evening, expressing his thanks for RAAus’ assistance, acceptance and advocacy. Praising RAAus as one of the “most progressive” organisations he’s worked with, Hayden was hopeful that RAAus would remain a shining example of inclusiveness amongst the industry.

TV Presenter and new pilot, Catriona Rowntree, also appeared via video. Catriona’s journey to her lifelong dream of becoming a pilot was recently featured in Touch The Sky, a documentary exploring women in aviation. The Getaway presenter thanked RAAus

It was clear that while we were here to celebrate RAAus’ first 40 years, the organisation was well and truly looking toward the future. for their support, and was hopeful that her story would inspire more women to pursue aviation both recreationally and professionally.

There was considerable buzz in the room for the featured speaker of the night. Former RAAF fighter pilot and Red Bull Air Race champion, Matt Hall, took the stage to rousing applause. Matt shared his journey from flying-crazed kid to Air Force pilot to Air Race Champion in a passionate speech about achieving your dreams, no matter how ambitious they may be. Matt shared some thrilling stories from his impressive career, accompanied by head-spinning footage from the cockpit of both his F/A-18 Hornet during training missions, and his Zivko Edge 540 at the Red Bull Air Race.

With speeches done, there was one more birthday tradition to tick off; the cake! And what a cake it was – an expertly crafted replica of the Infinitus Aero E22 Spark, Australia’s soon-to-be-first commercially produced electric aircraft.

All in all, the RAAus 40th Anniversary Gala was a roaring success, offering an entertaining night of interesting speakers, delicious food and plenty of celebration. A huge thank you is deserved for the RAAus events team; Maarit Maher, Maxine Milera, Candice Hagen, Jennifer Douglas and Letesha Stretton, whose hard work and planning ensured RAAus got the birthday party it deserved. After all, you only turn 40 once!

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SPORTPILOT

The Dingo is a plane that will turn heads.

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THE FLYING

DINGO

A BRAND-NEW ULTRALIGHT THAT WILL REINVIGORATE YOUR LOVE OF FLYING Words Tom Lyons | Images Ivo Janecek

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The past 40 years has seen RAAus explode with innovations. In those four decades, we’ve gone from humble homebuilts buzzing about their local aerodromes to factory-engineered machines capable of fast, long-distance flight. As members, we’re often looking to push our boundaries further, as the recent MTOW increase and the interest in MOSAIC shows. Sometimes we get so invested in this continual innovation that we forget to appreciate flying for flying. Jumping into the cockpit of this plane though, you’re guaranteed to remember.

Now here’s a plane that will turn heads. The Dingo is a single-seat, open-cockpit, pusher configuration, taildragger biplane, made by Future Vehicles s.r.o. of the Czech Republic. Designed by Marek Ivanov, the Dingo is an homage to the Hovey Whing Ding, a pioneering ultralight aircraft first flown in 1971. While the Whing Ding required pilots to brake Flintstonesstyle and was largely unable to climb out of ground effect, its spiritual successor is a fully-fledged ultralight that meets modern airworthiness standards.

The Dingo’s design process was focused on creating a plane that was easy and fast to assemble, and – most importantly – was fun to fly. With its maiden flight completed in June last year, the Dingo has now officially entered production. So, does it meet its design goals?

Supplied in kit form worldwide, the Dingo’s airframe is constructed from sheets of aluminium alloy 6061 and 2024, both commonly used throughout the aerospace industry. The wings, elevator and full-flying rudder are covered with Ceconite polyester fabric. No fancy tools?

No worries. The Dingo’s sheets come pre-drilled, allowing builders to simply rivet them together. Future Vehicles puts an expected assembly time of 250-300 hours on a typical Dingo build for experienced builders.

That’s a big tick in the “easy to build” box.

Now, “fun to fly” might be a bit of a subjective criteria to meet, but I think you’d be hard-pressed just looking at this contraption to think otherwise. The thinking behind the original Whing Ding was to create a minimalist

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“Fun to fly” might be a bit of a subjective criteria to meet, but I think you’d be hard-pressed just looking at this contraption to think otherwise.

A few phone calls, and you could be flying something completely unique in Australian skies.

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The Dingo is “easy to fly and exhibits predictable handling characteristics”.

craft that offered the most unobstructed aerial views possible. The Dingo has achieved this as well, with its forward-mounted seat and pusher configuration engine ensuring nothing lies between pilot and open sky.

In terms of powerplant, Future Vehicles recommend one of two options for the Dingo; the air-cooled Vittorazi Moster 185, or the water-cooled Polini Thor 250 DS. Both are single-cylinder, two-stroke engines with the Vittorazi making 25HP compared to the Polini Thor’s 36HP. Both of these engines have been used extensively as paramotors, with worldwide support for parts and service. With the Vittorazi installed, the aircraft has an empty weight of 95kg, the Polini Thor makes this 105kg. With an MTOW of 220kg, you’ll have a minimum of 115kg usable weight. It’s not like you’re bringing luggage anyway.

Performance statistics vary depending on the powerplant used of course, but with the Polini Thor engine, Future Vehicles give a cruise speed of 33kts and a VNE of 54kts. Average fuel consumption is listed at 5L/h, giving you plenty of time to explore the skies on the 10L tank.

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As for handling, maiden flight test pilot Jan Jilek remarked that the Dingo is “easy to fly and exhibits predictable handling characteristics”, making the art of actually piloting the aircraft nice and simple. Jilek even noted the STOL capabilities of the aircraft, saying “climbs are suitable for flying from small fields and the take-off is short. Landings are simple and, due to the overall low mass, the Dingo comes to a stop quickly.”

The biplane design also lends the Dingo to more docile flight characteristics, allowing the pilot to focus more on enjoying the flight than keeping straight and level.

The plane’s steerable tailwheel also makes it easy to manoeuvre on the ground.

Those are the facts, but the question remains; is it fun to fly? For pilots looking to go cross country, to travel great distances or to fly fast, the answer may well be no. But for the pure joy of flying, for the unencumbered feeling of soaring through the sky? The Dingo is undoubtedly a definitive yes. Not many other aircraft, even ultralights of a similar class, can offer the same flying experience that the Dingo does. For anyone looking to fly simply for the experience of flight, the Dingo is an extremely attractive option.

TECHNICAL SPECIFICATION

For anyone looking to fly simply for the experience of flight, the Dingo is an extremely attractive option.

Future Vehicles list the kit (excluding engine, propeller, cover material, instruments and shipping) at 12,204 EUR (AU$20,111 at time of writing), excluding tax.

The company operates a “factory-direct” business model, which it says reduces delivery times and operating costs. Shipping direct from factory to Australia is listed at 2,192 EUR (AU$3,612).

The Dingo is yet to reach Australian shores. A few phone calls, and you could be flying something completely unique in Australian skies. We here at SportPilot sure hope to see these fascinating machines dotting our airspace soon enough.

Affordable, easy to build and endlessly fun to fly. That’s what the Dingo does, and is exactly what recreational aviation is all about.

Wingspan

6,57 m

21,56 ft

Wing area

12,55 m2

135,1 ft2

Length

4,45 m

14,6 ft

Elevator span

2,24 m

7,35 ft

Elevator area

1,68 m

18,1 ft2

Empty weight

95 kg

209,4 lbs

Max take-off weight

220 kg

485 lbs

Fuel tank capacity

10 l

2,64 gal (US)

Average fuel consumption

5 l/h

1,32 gal (US)/h

+4 G / -2 G

+4 G / -2 G

Vne – Max. never exceed speed

100 km/h

54kts

Max. cruise speed at 7800 ot/ min

70 km/h

37.8kts

Cruise speed at 7000 ot/ min

60 km/h

32.4kts

Stall speed Vso

40 km/h

21.6kts

Maximum load factor

2

AIRSPEEDS

Search for Aeroprakt A32

www.foxbat.com.au

Aeroprakt A32 Vixxen •

Cruise 115 knots

•

Stall 27 knots

•

Carry 210+ kg after full fuel

•

Average under 20 litres/hr

SPORTPILOT

JUST FOR THE RECORD

ENSURING COMPETENCY IN FLIGHT TRAINING RECORDS It was a cold, blustery afternoon. The shivers were only getting worse as the pilot began extracting himself from the now less-than-pristine aircraft.

Bystanders were running toward him, the daze of what just happened reverberating in his mind. “How did I get this so wrong?” he thought. “I’ve done a few crosswind landings, I thought I’d nailed them. The instructor said I would be OK, and I just went solo last week so I must be good enough, right?”

But deep down, he already knew the terrible truth.

NEIL SCHAEFER Head of Training Development Neil Schaefer has been involved in General and Sport Aviation for over 45 years. A qualified instructor, examiner, accident investigator, auditor and SAFA Senior Safety Officer, Neil has had a vast range of experience in the aviation world.

Currently serving as the Head of Training Development, Neil previously spent 4 years running an RAAus flight school and worked 7 years as Assistant Operations Manager at RAAus. neil.schaefer@raaus.com.au

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As bystanders rushed to check on the ruffled pilot, the wave of embarrassment was rising. So too was the nagging truth; in the rush to progress, confidence had overtaken competence. You might now be thinking “what in a windsock has this got to do with training records?” To understand this, let’s go back through the pilot’s training records, and see if this incident could’ve been avoided.

Effects of Controls, Straight and Level, Turning, Climbing, and Descending were all filling the logbook nicely at a total dual airtime of 3.3 hours. The log read “Pilot understands basic concepts

and will improve with practice. Stalls and circuit intro next.” Fast-forward two months. After a winter break, stalling was completed. “Pilot understands the stall and was able to apply recovery actions with minimum height loss.

Needs more work on maintaining heading in pre-stall configurations.

Ready for circuits next.” The early morning slots were working a treat, with five hours of circuits under his belt and the occasional “engine failure” exclamation from the instructor. It seemed that special day when he could first go solo would soon be here. One spring morning, our intrepid pilot got

to celebrate that momentous moment. The serenity of the still morning air only interrupted by a fist pump and congratulatory shout outs. The training record read “Consecutive dual circuits were to good standard with only minor prompting on final, solo circuit completed.

Solo checks and more solo to follow.”

The training record is more than just a journal of flights. It should provide a clear picture for both the training organisation and the pilot of their systematic development throughout the syllabus.

Now, many will look at this tale and say “so what’s the problem? Nothing to see here.” Let’s think about other endeavors in our own life; riding a bike, driving a car... it’s all the same. Just when we think we’ve got something, experience comes along to smack us down.

In most cases it won’t hurt, but aviation is different.

When a student pilot gets something right it generally means they have a basis to replicate the required actions. Repetition of these actions build habits, and habits build behaviours. However, there is one fundamental ingredient missing: exposure to variables.

Applying variables to any skillset is like triangulating a GPS. The more angles we approach something from, the more we can be certain of our position.

The position we are triangulating in this case is competence. Whether it’s flying at different times of the day, different locations, different environments, or even landing on different slopes and surfaces; any time we change an external factor or scenario we get to apply and confirm our basic skills. The training syllabus and the associated record of training work hand in glove to ensure that fundamentals are built, then explored, tested and recorded along the way. It’s why the most minimalist requirements call for a specific skill to be observed and deemed competent and accurate on two or more occasions.

Fast progression in basic elements may look good in a student record and in the eyes of the progressing student, but it can never tell the whole story. Frustration

in the circuit is often experienced but seldom recorded, and where comments are noted, they inevitably hark back to basic control management. Truly understanding the consequences and effective use of secondary effects and the control behaviors at different airspeeds can only be achieved by immersion in these skills in a range of scenarios. Students must be able to explore without intimidation and with safety. A CFI once told me they did a whole training flight in upper airwork with just the rudder being the focus, using it in a range of scenarios and configurations to fully understand it.

Time well spent according to him, and many others who apply similar learning techniques.

Now back to our training record. Where in the training was runway alignment and heading issue truly unraveled? Was the understanding of changing control authority and purpose between rudder and aileron fully developed and assessed on multiple occasions and environments? Was that blustery afternoon really an appropriate environment given the student’s limited solo experience? Further, did the training and indeed the record reflect competency in handling crosswind approaches on numerous occasions?

The training record is more than just a journal of flights. It should provide a clear picture for both the training organisation and the pilot of their systematic development throughout the syllabus. Every journey will be different and the factors that influence progression will be varied. It is critical that records reflect this variance, so instructors and students can look back and understand where gaps in learning may exist.

Interpreting the codes and comments is a skill that requires clear and deep understanding by instructors, to map the most effective path for each student. It’s why the new Instructor Syllabus has a whole element devoted to training records and administration for instructors. Finally, there is a legal requirement for student training records. RAAus continues to remind flight training schools of the importance of accurate and compliant training records, but equally important is the value that an effective training record can bring to the school and the pilot. The written word may not seem that important at the time, but as the annals of history show us, it is often the yardstick by which we are judged and remembered.

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ACROSS

THE GUTS NICHOLAS HEATH’S EXPEDITION FROM WEST TO EAST Word & Images Nicholas Heath

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It was a simple plan. Fly across Australia from the westernmost to the easternmost airport on the mainland. Ok, so that would involve crossing the Nullarbor and the Great Victoria, Gibson and Simpson deserts. Plus the adorably named Little Sandy Desert. In a light aircraft. By myself. In 10 days. See? Simple.

Many years ago, I read a book by the Leyland Brothers about driving from the easternmost to the westernmost part of the Australian mainland called Where the Dead Men Lie, a title taken from a rather creepy Barcroft Boake poem. They managed to traverse this centre line across the country in a few Land Rovers with 1940s technology. I should have no trouble in a plane with an engine based on... 1940s technology.

But I would have modern navigation. GPS. Modern flight planning tools. And an autopilot. Fortunately, flight planning for these long trips is a bit of recreation for me. I often sit there with OzRunways, plan flights and look at airports just for fun, like an armchair traveller with an atlas. The hardest part would be finding places to refuel with suitable accommodation.

Pretty soon I realised it would be better to choose overnight stops and pick up fuel along the way.

I often sit there with OzRunways, plan flights and look at airports just for fun, like an armchair traveller with an atlas.

Try not to die out there...

Before you set out across the vast unknown, it’s probably a good idea to make a few preparations. I know there are people who fly across remote Australia in small planes every day without a second thought, but that’s not me. I approached this whole trip with an abundance of caution. First up, I packed my underwing camping gear. Chances were I might have to camp a night or two anyway. Then food and plenty of water, enough for 3 days. On the comms front, I added a ZOLEO which permits text and email via satellite, a

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Top: The ZOLEO kept me in contact with civilisation.

Bottom: Fueled and ready to go at YLED.

welcome addition that would keep me connected throughout the journey. I still had the EPIRB from when I went up to the edge of New Guinea last year. Throw in the first aid kit, tie down set and extended tool kit, then try and solve the weights and balances. Overkill?

Maybe. But I was literally crossing the Nullarbor, the Gibson and the Simpson Desert. Packing it in the plane required me to strap two bags into the passenger seat for space and balance reasons. Not forgetting I was carrying a 45L long range tank in the back of the aircraft, which chewed up most of the baggage area weight allowance when filled. But it did give me 180 litres. At 30 litres an hour, that was 6 hours at 150kts.

Say 750nm with an hour up our sleeve.

Top: Flying into Ceduna, SA. Bottom Left: Overflying the beautiful SA coast. Bottom Right: Just squeezing into the hangar at Forrest, WA.

FRIDAY

AS THE CROW FLIES...

The direct route from home base in Lethbridge in Victoria, to Forrest in WA would put me way, way out to sea. I have an aversion to being out there in the Southern Ocean in a single-engine aircraft if I don’t need to be, so I cut the corner so-to-speak and headed for Port Lincoln as a fuel stop.

The weather was, well, Victorian. Patchy cloud.

Showers. Generally crappy, but getting better as I headed northwest. After take-off in Lethbridge, by the time I had got everything arranged to my satisfaction and had a look through my plan I was already at the

coast just north of Kingston, SA. Time flies when you’re... flying.

The track took me just north of Kangaroo Island and Kingston. If you haven’t been there, go. It’s glorious.

Unfortunately, the weather that day was still more cloud than not. The planned stop at Port Lincoln was quietly shelved in favour of Ceduna where the weather looked a lot nicer. Clearing Coffin Bay, the weather cleared and I was rewarded with a superb view along the Bight with visibility to the horizon. At 6500 feet, that’s about 100 miles. Ceduna was visible a long way off with the grain silos at the wharf prominent. Here’s my list of what I like about Ceduna: It has fuel. It may

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Leonora, complete with obligatory pit.

be the nicest place in the world, but I wouldn’t know, because I fuelled up and buggered off. Back in the air I climbed to 8500 to take out the afternoon bumps and more importantly to cool down. The head of the Bight (the northernmost point) was very prominent and came up as a big sand patch that I could see from maybe 50 miles away. From there it would be inland and I wouldn’t see much water until the Indian Ocean.

As I crossed the South Australian border, I gained half an hour. As I then crossed the Western Australian border I gained another 2.5 hours – them not being on this newfangled daylight savings – so it was middle of the day local time when I arrived at Forrest, WA. Forrest is the last surviving stop on the Indian Pacific train route from back when the trains needed to stop for coal and water. It extended its life as an airline stopover and meteorological base into the 1990s, but now it’s home to one permanent family who manage the place and some houses for passing 4WDers, pilots and the occasional prospector. It should be on your flying bucket list. Whoever named Forrest must have been some sort of comedian, because it sits smack in the middle of the Nullarbor, which is Latin for “no trees”.

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I was looked after well, given a vehicle to drive around, not that there was anywhere to drive to other than the half-mile from the hangar to the house. They also had AVGAS on tap. Not cheap, but you can’t really argue when you’re this far from a refinery. The plane even got a spot in the hangar out of the sun and wind. Spoiled!

I spent the afternoon wandering the old weather station which has been preserved as a museum. A freshen up, followed by a home-cooked meal on the veranda and in bed very early. My body clock said 8pm was 11pm.

SATURDAY

OUT OF THE FORREST I’m not known as a morning person. In fact, very few people are brave enough to talk to me before I’ve had a coffee and a moment to compose myself. But for the next few days I would be Mr. Up-And-At-‘Em, courtesy of the time zone differences. At 6am I rolled out of bed, munched some thoughtfully provided breakfast, carefully stowed my gear and an equally thoughtful supplied packed lunch, headed to the hangar and, not much after 7am, I was in the aircraft and rolling. Nice.

Whoever named Forrest must have been some sort of comedian, because it sits smack in the middle of the Nullarbor, which is Latin for “no trees”.

The next planned stop was Leonora, a small mining town. Actually, in WA you can probably delete the words “mining town” as being redundant. I think they might all be mining towns. The noticeable thing about this leg – which covered some Nullarbor and Great Victoria Desert – was the huge amount of nothing out there. I mean nothing. There was red, and occasional clumps of bushes. Turns out the Great Victoria Desert – which I hadn’t ever heard of – is the twelfth largest desert in the world. And the Great Australian desert – the collective term for all of the aforementioned deserts – is the fourth largest after the Antarctic, Arctic and Sahara.

I had checked there would be fuel available at Leonora, all I had to do was call a number. Joining the circuit, the first thing you notice is the monstrously large pit that you will end up in if you land short. This thing looks like the entrance to hell. I may have landed a tad long, but there was oodles of runway to play with. I pulled up near the terminal and called the fuel number.

Then the next number. I left a message but no reply. In fact, I’m still waiting for that call back. I found the fuel.

Lovely drums of it… in a locked shed. Fortunately, I had brimmed tanks at Forrest. A quick recheck of the ERSA, and a phone call revealed that Meekatharra was my best and possibly only option en route. I was planning to go there on the return journey anyway, but now I would have to replan.

All that fuel and not a drop to drink...

I had spent the night before at Forrest talking to a couple of prospectors who were searching for some magnetic anomaly in the middle of the Nullarbor. They said getting to Meekatharra would take them 2 days driving. About 16 hours. It took me three and a half hours with a small tailwind. Kinda underscores the value of an aircraft in this country.

Reaching the turquoise of the Indian Ocean.

Landing and refuelling in Meekatharra were as per the WA script. Hot? Check. Big pit nearby? Check.

Fortunately, there was a very pleasant air-conditioned terminal and clean bathroom. A big thumbs up there.

Next stop, the Indian Ocean.

That last hour in the afternoon in WA was some of the bumpiest crap I’ve ever ridden through. It didn’t seem to matter how high I went, it just sucked. Fortunately, about half an hour from the coast, it smoothed out as I came into the influence of the Fremantle Doctor – the universal WA sea breeze that brings relief. The last part of the journey saw me cross the coast to land on the isthmus on which the coastal town of Denham sat, and the Shark Bay Airport – the westernmost airport that you can use on the Australian mainland. Did I mention it was hot? Yup. Still warm on landing but so glad to get back on the ground after a bumpy approach.

You don’t need to be Sherlock Holmes to find the tie downs here, but it would help. Sneaky recessed metal loops. Hard to see when taxiing. But they worked a treat and they would need to, as a 25-knot sea breeze in the afternoons seemed to be the norm. A well tied down plane and a quick call to my accommodation at Denham – the Heritage Resort on the waterfront – saw no less than the manager arrive to pick me up.

The P.O.S.H. travelling life for me. It’s actually a very nice spot, overlooking the waterfront with a bar and dinner. I was set for the next two nights as Sunday was designated as R&R. Just as well, because I was stuffed.

There was a bonus to landing at Meekatharra on the way in. Because it was further west, I would now

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be able to go to the coast and back without having to duck up to Carnarvon for fuel. The very pleasant experience of staying at Forrest made me realise how much I liked small outposts. A search online found stations you could stay at and I spoke to Carnegie Station and organised a bed for Monday night. Plus, I was finding it very hard to get accommodation in Uluru, so I would just fuel stop there and stay at Mt Dare Station the next night.

MONDAY

SHARK BAY TO CARNEGIE STATION Today I would be starting the west to east crossing and I was a little bit daunted. That’s some remote stuff out there and I’d never been to any of these airports.

Perfect. Clear Prop! The return trip to Meekatharra was an easy and smooth reverse of what I had experienced two days before. Other than my start/finish point, this was the only airport I would visit twice. Came in like an old hand. Fuel, water bottle fill and gone again.

After Meekatharra, the settlements get very sparse.

Within an hour I was just flying over open plains with the occasional station homestead on the map. There ain’t a lot else out there from 8500 feet. But lo, on the horizon! A big white thingy. Turned out to be Lake Carnegie. All 5700 square kilometres of it. But (and call me fussy here) there wasn’t a drop of water in it so... lake? Not really. But a great visual cue as to where Carnegie Station might be, right? Wrong. It was way past there, like 50 miles. God bless GPS, because dead reckoning to this location would be hard.

I began a descent and fair roared over the homestead as instructed before circling back to the strip. It’s a great big graded thing with lots of little shrubs sprouting from recent rain. No problem, left, left, and on final. Airspeed good, descent good, flare, let it sink and BOING! We bounce way back up. Ok, let it settle again and boing! Back up again. By this point the end of the runway and the strip looked pretty bushy down the end there and thought “Nope. Let’s try this again.” Throttle in, pitch up, flaps up slowly, climb away.

The second time I landed a little longer because that first couple of hundred metres had lost my trust. No problem. You know how I said I only visit one airport more than once on this trip? Put me down for two.

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Top: The Galli-Curci, a famous Shark Bay pearling vessel.

Bottom: Shark Bay Airport.

A station hand had been sent out to get me. I apologised for the delay caused by the go-around, he responded laconically, “yeah we probably need to grade that again”. Good to know.

Carnegie Station is an oasis at the start of the Gunbarrel Highway – the road that crosses the Gibson Desert, made famous in Len Beadell’s books. Read them, they’re great. The musterers quarters provided donga style accommodation, a large kitchen/dining

Top: Overflying Lake Carnegie. Bottom Left: A few campfire yarns. Bottom Centre: Carnegie Station’s airport taxi service is first-class. Bottom Right: Joey the Wallaby.

area/social hub and a store in the centre. Rustic, but that’s the vibe of the thing. All I knew was the station beef roast cooking smelled fantastic and proved to eat just as well that night. Joey, the orphan wallaby, adopted me and followed me around for my stay – including into the shower. A convoy of three vehicles pulled in and joined us for dinner. They were retired couples with LandCruisers and camper trailers headed across the Gibson to Warburton over the next three days.

They asked me when I would get to Warburton. I said about 8:30am if I left at 7pm. Hehe.

Carnegie Station and its associated pastoral leases are enormous – about 1.2 million hectares or almost 5 times the ACT. With 20-odd thousand cattle walking around, they have a similar amount of bull, too. The station hand told me the next morning that he was going to check the water down south today, a round trip of “about 300kms” for he and his dog. I left him to it.

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TUESDAY

DOWN THE GUNBARREL As I climbed out from Carnegie Station, I headed into the Gibson Desert proper. Weirdly, there were more features today than in yesterday’s coast to Carnegie trip. I didn’t know how many massive rock formations were out there. You know those days flying when you just sit back and get awestruck by the beauty? This was one of those days. Just as well, ‘cos it was going to be a long one. I was loosely following the route of the Gunbarrel Highway and I paused to think about those people blazing the first tracks through here. In the middle of this ancient landscape sits Warburton, an indigenous community which has a very nice airstrip and, more importantly, fuel. And not only that, driveway service! I guess at $4 a litre you get those sorts of benefits. So, while the very kind operator refuelled my plane I made my way to the facilities, passing under the Warburton International Airport sign. I didn’t see many international flights, but I wasn’t there very long, so who knows? Fill, empty, and roll again?

My inflight catering was getting a bit thin, so it was mostly Le Snak’s until dinner. Maybe there would be something at Ayers Rock? I say Ayers Rock and you’re probably thinking “Tsk, tsk, it’s called Uluru now” and you’re right, but the airport is still called Ayers Rock.

Anyhoo, I had learned that there was a purple dots route that took you over to Uluru, around Kata Tjuta and back to Ayers Rock (the airport). Plus, because it could get pretty busy, they have a CA/GRS, which turns out to stand for Certified Air/Ground Radio Services. Think of it as Air Traffic Control Lite. You tell them what you’re doing, they tell you what’s going on but they don’t tell you what to do. Sort of. I hope that clears that up.

Kata Tjuta came into view on the horizon. I have walked through it. In many ways, it’s more interesting than Uluru at ground level, but as it came into view there was no denying its iconic status as the heartstone of the country. It’s iconic, and I felt privileged to be seeing it from up here. Of course, I would have felt even more privileged if I hadn’t been bouncing all over in the midday turbulence under 5000 ft. On the ground, I made my way to the bowser and for the first time ever was carded for an ASIC. I felt pretty smug as I was Top: Warburton’s ‘International’ Terminal. Centre: Have a look at those prices!

Bottom: Overflying Kata Tjuta.

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Coming into Mt Dare station. The correct strip between the trees on the left, the more obvious choice on the right.

wearing my hi-vis vest and had my ASIC clipped on – mostly because it has the fuel card at the back, but anyway. I decided to skip the whole find-a-park-andschlep-to-the-café, favouring another Le Snak and half a bottle of lukewarm water before heading on to Mt Dare station – tonight’s destination.

Time was against me. As I headed east, I had lost 3.5 hours on the clock. Climbing back above the bumps, I headed southeast to intercept the SA border an hour and forty minutes later. Then I was descending to Mt Dare. On the way I passed Mt Conner, just south of Curtin Springs, which looks a lot like that mountain from Close Encounters of the Third Kind. Spooky.

Approaching Mt Dare I saw a huge and inviting landing strip on the east side and didn’t mess about landing it, taxiing, and getting gear out. Turns out I was at the wrong runway. Mt Dare has a second runway slightly closer to the house but the two don’t intersect. Don’t be tempted to taxi along the road to the other runway, if this happens to you as this is illegal. Just as well, because the wind picked up at dusk.

Mt Dare sits at the edge of the Simpson Desert and marks the western end of the crossing for most.

There’s a big shed that serves as a bar, restaurant, shop, and community hub, they call it the Mt Dare Hotel. Then there’s a bunch of portable cabins, the homestead, sheds and camping spots on the perimeter. I had been allocated a primo portable and I was very happy with that. I was also very happy with the cool drink. While Mt Dare is officially in South Australia, being just 10km from the NT border, it runs on NT time. I had moved from WA time, to NT, to SA, and back to NT time today. I really needed that drink.

After a night of good food and company, I was away again early the next day.

WEDNESDAY

BIRDSVILLE OR BUST I had originally planned for a rest day at Uluru, but school holidays accommodation shortages meant that didn’t happen. Instead, I put in a short hop to Birdsville with the intention of having a relaxed afternoon catching up on sorting, laundry and planning. Crossing the Simpson was even easier than the last two deserts.

Big sections of sparse dunes. Then I saw a weird shape ahead that looked like an alien artifact. As I approached, I realised I was seeing the footprint of the

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Left: The Simpson Desert. Right Top: Big Red and the remains of the Big Red Bash. Right Bottom: Bushfires in northern NSW.

Big Red Bash music festival and the famous Big Red sand dune. I was close to Birdsville.

As always, after an hour of radio silence, my inbound call prompted every person in the district to announce they were on long final. Some of them must have been very long finals, because I landed well before them. The prevailing wind meant that I landed to the east and rolled straight off the runway to the apron and parking area opposite the iconic Birdsville Hotel where I had a room booked. It was maybe 100 metres from the plane to the pub. If they could work on shortening that, I’d appreciate it? I was in time for lunch and it was the first real lunch I had since Sunday.

After a brief sojourn to the roadhouse to replenish the inflight catering supplies, I settled in to plan the next day’s travel. Tibooburra was the next intended port of call. But the weather forecast was for upward of 50km/h westerly winds when I got there. I don’t know if you’ve ever parked on a gravel strip overnight in 50km/h winds, but the peppering stones weren’t going to be good for the plane. I had to come up with a new plan. Those winds extended across most of Southern Queensland/NSW. I eventually spotted that they would be better at Moree in NSW. And they had fuel. And a bed at the Royal Hotel. Sold.

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THURSDAY

BIRTH OF THE SPEED DEMON The only problem was that it was a 600nm leg. In theory, I could manage 650nm provided there was no headwind, but every leg this week had a headwind.

The forecast 50km/h westerly gave me hope of not having to divert for fuel. As I climbed out of Birdsville it became apparent that the tailwind would be there. At 7500 feet, with the engine drinking about 28L/hr we were sitting comfortably on 180 or better knots – that’s a 33-knot bonus. I am speed.

I was through this region last year when I flew up to the edge of New Guinea and it was wet all the way.

What a change. It was dry, dusty, and burnt all the way across. Not good for the farming types and fire season.

Mostly I was just excited to be going fast. As I started my descent the groundspeed touched 200kts. Stuff happens quickly at 200kts. I was almost half an hour ahead of schedule as I came in over the piano keys.

There was stiff three quarters on crosswind, so half flap, but close to the ground it wasn’t too bad. Parked, locked up for the night and got a cab into town. Moree is like you called central casting for a big country town.

Big wide streets. Classic pubs. The Royal had redone their rooms but it was still classic Aussie pub style.

Bathroom down the hall, breakfast room on the right.

Coming into Ballina, the mainland’s easternmost airport.

FRIDAY

SEA TO SHINING SEA – BALLINA AND COASTAL TO YAMBA Today’s planning meant that we had to thread the coastal needle of red zones and controlled airspace to end up at Ballina – our easternmost destination – where there is a Mandatory Broadcast Area, overseen

by Airservices. After having the skies mostly to myself for the last week, I would have to start getting my head back into traffic and controlled airspace. OzRunways showed me exactly where I was in relation to the red zones and what was active. Kudos to all you people who navigated this stuff by dead reckoning with an E6B. I’m glad I don’t have to.

Tracking as I was, I flew in over Casino and Lismore, keeping a little south for courtesy and clearance before having to descend fairly smartly into Ballina.

The Pacific Ocean came into view and I was very pleased to see it. That Indian Ocean is all very well if you like that sort of thing, but give me the Pacific any day. A quick chat with the Airservices controller revealed it was mostly quiet and I had just one other aircraft to contend with. I landed on 24 which made for a short taxi to the GA area. Oops, wrong turn ended up in the RPT apron. Naughty. Beetled across to the GA area. And another first – had to hold at the

refuelling bowser to permit a helicopter to taxi beside me. And by taxi, I mean hover just above me and to the right. Windy. Very windy.

I took a moment to bask in the fact that I had done it. Westernmost to easternmost! But it wasn’t an extensive bask, because I had decided to jump down to Yamba for the night as I had family holidaying there.

A very relaxed coastal cruise of less than 20 minutes past Evans Head (most of which was taken up with the mandatory calls to the Airservices controller. “Hi, how are you?”, “What are you wearing?”, “Sounds nice”, etc.) found me peering ahead looking for Palmers Island/Yamba Airport. I knew it was there because it was on the map and I had spoken to them to organise access. But when it’s a green grass runway in a field of green grass surrounded by fields, it is kind of tricky.

The shed had a windsock though, so that’s a bit of a giveaway. I buzzed over to check it out and joined a downwind pattern. From overhead the runway looked narrow but on approach I could see there was plenty of width – and a group of people watching me land – so no pressure. I always do my worst landings when someone is watching. And guess what? I greased it on. It was like butter. A landing for the ages. Which naturally I just brushed off as what I always do on unfamiliar strips. I got a nice tie down spot organised

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SPORTPILOT

One of the museum’s two Spitfires.

between two hangars and finally got to use my heavy tie down stakes which I had been carrying.

Best of all, I would actually have a day off in Yamba!

Woot! Yamba is actually an as-yet-unspoiled northern coast town that has great beaches, a good river for the fishos, and warm weather. Plus, great food and a hippie vibe. Yes, I will be back. If you’re looking to do the plan, land, and stay thing, I reckon Yamba is right up there with Agnes Water/Seventeen Seventy as a top destination for an extended break.

SUNDAY

TOMORROW TEMORA... AND THE NEXT DAY While heading home at the end of an adventure has a certain sadness to it, I was bolstered by the fact I would be stopping at Temora to tour the museum. After a little dodging and weaving to avoid the airspaces on the coast, I climbed up for a very pleasant cruise to Temora over central NSW. The countryside turned green an hour later and continued that way south. Nice to see country that isn’t looking droughty. The price of that was broken cloud and an increasing headwind.

Descending into Temora, I realised that was going to be a stiff breeze. An extra-secure tie down was

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I always do my worst landings when someone is watching. And guess what? I greased it on. It was like butter. A landing for the ages. needed. Temora Aviation Museum has aviation-themed accommodation right beside it. I was in Bomber HQ, in the Canberra Room. Nice. The setup was four private rooms with an ensuite each and a central kitchen and lounge. Perfect for the fly-in pilot. Three propellors.

Highly recommended.

The Temora Aviation Museum – well, all I can say is if you haven’t been there, go. For any warbird enthusiast it’s a must. The pictures speak for themselves. Two Spitfires. I apologise now for the drool puddle. After a thoroughly enjoyable afternoon I retired to Bomber HQ. While town is a walkable distance away, I decided to eat some of the rations I had packed for unexpected stoppages in the outback. I had some MREs – supposedly ‘Meals Ready to Eat’ and it was pretty good stuff, but the next day I was blaming them for my squirrelly stomach. Turns out I had a 24-hour bug.

Between that and the abominable weather down south,

I called it at 10am and said no flying today. I booked the room for an extra night and settled down to enjoy all the pleasures of my 24-hour thing.

TUESDAY

HOMEWARD BOUND The following day I wasn’t perfect but a whole lot better than the day before. Fortified with the thoughtfully provided breakfast, I headed south on the last leg.

The weather had turned glorious. Welcome to flying in the south. If you don’t like the weather, come back in an hour. Victoria feels very small after a trip like this.

No sooner have you crossed the border than you’re thinking about landing.

It was a tired but happy pilot that finally turned the mags off in front of the hangar back at Lethbridge.

4900 nautical miles. 36 hours of flying over 8 days, plus 3 rest days. A thousand litres of fuel at just over $3k. That’s not counting the cost of accommodation,

One tired but successful traveller.

food, plane preparation or anything else. But you can’t put a price on that experience. Well, you could, but I’m not doing the accounting.

Not that many people get to do what we do. During my life I have had several adventures that stick out in my memory. This will be one of them.

SPORTPILOT Following the bends of the Clarence River.

Credit: @_iflyjabiru_ (IG)

Credit: Bodie Heyward

THIS EDITION

IN PICTURES A beautiful day over Yamba. Credit: @_iflyjabiru_ (IG)

TAKE A LOOK AT SOME OF THE AMAZING IMAGES CAPTURED BY THE RAAUS COMMUNITY! SOME SHARED WITH US IN THE PAST FEW MONTHS, OTHERS DUG UP FROM THE ARCHIVES.

Submit your photos to editor@sportpilot.net.au or tag us on Instagram @sportpilotmagazine

Landing at Bustard Head Beach, QLD. Credit: @flythejack (IG)

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The Melbourne metropolis from the south.

Credit: Brendan Samson

caption

Credit: Bodie Heyward

Credit: Bodie Heyward

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SPORTPILOT

Pip Spence has been the CEO of CASA since 2021.

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Words Sophia Blakebrough

AN INTERVIEW WITH PIP SPENCE, CEO OF CASA As pilots, our natural instinct is to feel a little squeamish when the regulatory body enters the conversation.

The inherent turbulence in the pilot-regulator relationship stems from our desire for freedom to relish in our aviation pursuits. On the flip side, it’s the regulatory body’s job to be diligent in ensuring the safety of everyone in our skies. There’s a silver lining in this regulatory cloud though, when you discover the person leading the charge is actually warm, considerate and genuinely dedicated to her job.

In a recent encounter at the RAAus 40th Anniversary Gala, we had the unique opportunity to witness Pip Spence in action – the strong, dedicated leader at the helm of CASA (Civil Aviation Safety Authority) as well as the kind, down-to-earth woman with a healthy sense of humour. We sat down and had a chat with Pip to hear her backstory and quiz the CEO on some of the hot topics facing recreational aviation regulation right now.

AT THE HELM Pip traces her journey back to the early 90s when she embarked on a career in the public service. Armed with an economics degree from the University of Tasmania, she joined the Department of Transport & Communications where she immersed herself in aviation analysis. As Pip’s career soared, she took on a number of diverse roles in the public service that

exposed her to CASA’s operations and governance, all which would prove invaluable in her future role as CEO. When news broke that former CASA CEO Shane Carmody had announced his retirement, Pip leapt at the opportunity. Her wide-ranging experience in the sector, coupled with her vision and determination meant she earned the title of first woman CEO of CASA. “I had talked a lot about what I thought should be done at CASA and where I thought some of the opportunities were. It would also be the first time we had a woman as a CEO, so if I didn’t put my hand up for it, I’d only have myself to blame if it was another bloke that got the job,” said Pip as she reflected on her appointment in May 2021. Pip commenced her role at a time of significant change for the organisation, as the industry battled through the effects of the COVID-19 pandemic.

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Pip Spence joined us in celebrating 40 years of RAAus.

“Probably the biggest thing for me was taking a step back and looking at the amount of change the organisation was going through. We were introducing a whole new suite of regulations that has fundamentally changed our approach to just about everything that we do in the regulatory space.”

Over the past couple of years, the key challenge for Pip has been striking the right balance between challenging technical perspectives and trusting the expertise of her team, which she acknowledges is something she is still working through. “The other challenge is being clear about your priorities to an organisation, so that when something new comes up, you can balance and juggle things so you are focusing on what you most need to focus on,” she said. Looking ahead to the future, Pip is setting new horizons for CASA and Australian aviation. When describing her vision for the organisation, the words respect, transparency and consistency sprung to mind.

“Being in the risk space, our decisions need to be proportionate to the activities that we are regulating.

Looking at sports aviation, we’re already on that

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pathway in which the whole model is designed to be as light-touch as we can be, using self-administrative organisations to the best of our abilities,” she said.

“We make sure [RAAus] know what they are doing and can regulate the day-to-day activities of recreational and sport aviation. I’d really like to see that embedded in the way we operate and make sure that we’ve got the ‘administrative’ bar as low as we possibly can without really impacting the broader safety of the entire aviation community. The more that we can do on a collaborative basis with RAAus, I think the better the outcome is for everyone, so it’s more of a commitment to the way in which we’ll work with the sector than anything else.”

MOSAIC MATTERS Our conversation then turned to the topic of MOSAIC (Modernization of Special Airworthiness Certification), the collaboration between CASA and RAAus and how these concepts could be adapted in the Australian market. “We’ve got a team working through what’s in the proposed rulemaking to see what it would look like in an Australian context and we are starting to think

“The more that we can do on a collaborative basis with RAAus, I think the better the outcome is for everyone.” about which of the areas would most likely be easy to accommodate here,” she said.

The MOSAIC initiative aims to streamline and simplify the airworthiness certification process to make it more efficient and cost effective, particularly for smaller and lighter aircraft. The initiative has been designed to address the evolving needs and technologies in aviation and to adapt the regulatory framework to suit. This is being led by the FAA (Federal Aviation Administration) in the US; its Australian counterparts are watching things closely.

The FAA has also recently extended the timeframe for consultation on the MOSAIC initiative so we will have to wait patiently for more developments. “It’s been interesting to compare notes with Matt Bouttell and Michael Monck on just what they’re hearing and what they’re doing. Our big thing is trying to be as much in lockstep with what’s happening with the FAA so that we can move quickly to determine our approach once there’s a settled position in the US. It is complex and

incredibly wide ranging what’s being considered in the US. It’s exciting, but we’ve just got to make sure that we understand what the consequences of the changes might be. We will keep working with RAAus to make sure we understand the FAA’s thinking when they do get to a final position,” she said.

MORE AIRSPACE More recently, a discussion paper was released by CASA seeking industry comment on Class C & D airspace access for RAAus aircraft, which would effectively open up more airspace and aerodromes for RAAus members to enjoy (see our news section for details). RAAus has been advocating for this change for many years, so naturally we were keen to press Pip on the subject, including how CASA would expect this new regulation to work and when. When asked if it would likely be similar to a GA-equivalent endorsement, she explained that if you have demonstrated the competency and meet any other required standard to operate in that space, you would be able to operate in that type of airspace.

“This is a sign that the RAAus space is maturing, and in some ways it’s the logical follow-up to the increase in weight – which hopefully by the end of this year we will have bedded down. We are just going through the last pieces there.”

MOSAIC OBJECTIVES RISK BASED APPROACH: Assessing and categorising aircraft based on their complexity, performance and risk factors. This allows for more proportionate and tailored regulatory requirements.

PERFORMANCE-BASED REGULATIONS: Shifting from prescriptive rules to performance-based regulations that focus on desired safety outcomes rather than detailed design and operational standards.

LIGHTER REGULATORY BURDEN: Simplified and reduced regulatory burden on aircraft operators, particularly in the recreation and sport aviation sectors.

IMPROVED INDUSTRY ENGAGEMENT: Collaborating with industry stakeholders, associations and organisations to develop more practical and achievable regulations.

ENHANCED SAFETY: Maintaining a strong focus on safety while ensuring regulations are realistic and achievable.

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Pip with Rob Pulford of Helicopter Resources.

“What I’d like to do is see what feedback comes from the current consultation process, as long as there are no show-stopper issues that are raised. There are already some aerodromes where we have to support RAAus aircraft operating in controlled airspace, so we know it can be done. We think realistically that it’s definitely a towards-the-end-of-next-year issue, by the time we work through all of the steps.”

BEHIND THE CURTAIN One of the other things that stood out to me during this interview was that beyond Pip’s incredibly busy calendar of commitments, she always leaves time aside for things that are important to her. One of Pip’s greatest priorities is fostering the participation of women in aviation by attending events and ensuring that she is visible to younger generations of women coming through the ranks. She emphasises the need for women to put themselves forward and back their capabilities, as well as support their female colleagues. “The concept of ’You can’t be what you can’t see’ really resonates with me, so making sure that you’re out there is really important. It doesn’t come naturally to me, I’m quite the introvert... but I think if I don’t do it, we will miss the real opportunity of having a female as the head of this organisation,” said Pip.

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Our big thing is trying to be as much in lockstep with what’s happening with the FAA so that we can move quickly once there’s a settled position.

She emphasises an attitude of “demonstrating by doing” and not being afraid to put your hand up for new opportunities. “It’s really backing yourself to have a go at things, for speaking up and backing your female colleagues,” she said. Towards the end of the interview, Pip was able to remove her metaphorical CEO hat and tell us about how she balances her busy work schedule with interests outside of work. “I’m really lucky in the organisation that there are some great people, so if you have work dinners with a few of your colleagues, it can actually just feel like a nice evening out. I’m also quite disciplined about making sure I take time out for myself.” Pip’s two adorable Cavoodles, Buffy and Scout, means that she always has a reason to be home at a reasonable hour.

In an industry where safety is paramount, Pip has the right attitude, dedication and vision to help create a brighter future for Australian aviation. We look forward to seeing some of the regulatory discussions come to fruition soon.

SPORTPILOT

AVOIDING FATAL ACCIDENTS During the month of October, RAAus ran our annual National Safety Month, once again giving away over $10,000 worth of prizes to members who read our weekly safety content and entered weekly prize draws.

CODY CALDER Head of Safety Cody has been with RAAus for 4 years as Head of Safety. He holds a Postgraduate Certificate in Transport Safety Investigation, Diploma in Aviation, Diploma in Business, Commercial Pilot Licence and a Multi-engine instrument rating. Cody is passionate about all aspects of aviation, with experience in skydiving and charter operations (Fiji/NZ), gliding, aerobatics and warbirds. cody.calder@raaus.com.au

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This year, our content included a fatal accident series, breaking down some of the most common causes of fatal accidents within RAAus operations.

It’s often said ‘pilots don’t find new ways to kill themselves’. Whilst blunt, it’s certainly true that time and time again we see the same factors result in fatalities. In most cases, these occurrences are due to human factors and are often avoidable.

The following categories are the areas covered during our National Safety Month fatal accident series.

COLLISION WITH TERRAIN & WIRESTRIKES It goes without saying that collision with terrain or wirestrike (collision with powerlines or other wires), often results in fatal outcomes. Unfortunately, we continue to see these occurrences.

The most common cause of these accidents is unauthorised low flying, often in rural areas. Another common cause is collision with obstacles during take-off or landing, particularly from private airfields that lack the same obstacle clearance requirements as certified aerodromes. These accidents often result from nonstabilised approaches above 500ft or failure to ensure sufficient take-off or landing distance is available based on environmental conditions (wind, temperature, surface condition, etc.).

Our top tips to avoid a collision with terrain or wirestrike include: • Conduct a hazard assessment prior to flight, particularly from private airfields • Carry out advanced flight training in strip flying and low level flying • Always complete a weight & balance prior to flight • Always calculate take-off and landing distance required prior to flight • Never operate at low level without appropriate training and endorsements • Always maintain a stabilised approach and avoid turns below 500ft on final

MID-AIR COLLISIONS Mid-air collisions continue to be a priority focus for aviation safety globally, with a number of mid-air collisions in recent years recorded worldwide including in Australia, New Zealand, and the USA. As pilots, we all have a duty of care to work together to avoid the likelihood of mid-air collision. It is important to be aware of environments where a mid-air collision is more likely to occur, most commonly within the vicinity of a non-controlled aerodrome. Factors that may lead to an increased likelihood of a mid-air collision include aerodromes with mixed traffic operations (such as flight training, skydiving, gliding, helicopters, etc.), operating from aerodromes with multiple runways or failure to adhere to standard circuit procedures.

Our top tips to avoid a mid-air collision include:

- Avoid distractions in the circuit, including the closure of EFBs and briefing of passengers - Fit safety equipment such as ADS-B, but also understand the limitations of these devices

VISUAL FLIGHT RULES (VFR) INTO INSTRUMENT METEOROLOGICAL CONDITIONS (IMC) Research from the USA shows that 76% of VFR into IMC accidents involve a fatality. VFR into IMC is also the cause of approximately 1 in 10 fatal accidents in Australia. Avoiding these accidents relies on pilots being equipped with the necessary pre-flight weather information prior to flight and always avoid the temptation to press on into deteriorating weather conditions, particularly near rising terrain.

Of particular importance here is the human factor leading to pressure felt by pilots to proceed with a flight. This is likely to occur when flying to an arranged event, such as a fly-in, or when attempting to arrive at a pre-determined time. This may include pressure to get home in time for work, or to attend a club’s weekend flying breakfast. All pilots should be aware of factors that may result in added pressure to continue with a flight despite poor weather conditions. Once airborne, pilots are much less likely to make the difficult decision to turn back.

Top tips to avoid a VFR into IMC accident include: • Obtain the required weather (even for a local or regular flight) from an approved source prior to flight

• Build a picture of the location and intentions of other aircraft in the vicinity of an aerodrome

• Avoid complacency relating to weather, particularly when operating in the local area

• Always maintain standard circuit procedures and join overhead wherever possible

• Be aware of, and avoid pressure to arrive at a particular destination and/or time

• Maintain regular, thorough 2-way radio communication and prioritise active listening

• Review weather conditions regularly and make early decisions to turn back or divert

• Know how to conduct an effective look-out and keep your eyes outside in the circuit • Understand the needs of other airspace users and exercise positive airmanship

Remember, a precautionary landing into a field resulting in aircraft damage is a better outcome than pressing on into cloud resulting in an unrecoverable loss of control.

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LOSS OF CONTROL By now, all RAAus members should be aware of our Loss of Control Video Series, released in 2022.

This three-part series breaks down key areas Loss of Control accidents occur; take-off, in-flight, and landing. Loss of Control is the most common cause of fatal aviation accidents worldwide. It is also the most common cause of aircraft damage and injury within RAAus occurrences.

Pilots operating from private airfields and in rural areas should be particularly vigilant of loss of control events, particularly when engaged in any form of spotting or inspection flying which can distract from the primary task of flying. All pilots should be particularly aware of weight and balance limitations and calculate take-off and landing distances prior to each flight. Pilots should also closely monitor environmental conditions which may lead to loss of control, particularly during take-off or landing.

Top tips for avoiding a loss of control event include: • Always ensure weight and balance is within limits and performance calculations are suitable • Seek additional training prior to conducting farm spotting or inspection flights • Familiarise yourself with the stall characteristics of the aircraft • Always maintain a stabilised approach • Make an early decision to conduct a go-around, if required • Always monitor local environmental conditions, particularly during take-off and landing • Regularly practise go-around procedures, particularly stall prevention • Avoid turn-backs in the event of an engine failure after take-off • Seek Upset Prevention and Recovery Training (UPRT) • Be aware of the increase in stall speed with the increase in angle of bank

AIRCRAFT MAINTENANCE AND AIRWORTHINESS Ensuring an aircraft is airworthy with all maintenance requirements carried out prior to flight is essential for safe aircraft operations. In addition, it’s extremely important that any incidents involving aircraft get reported, ensuring relevant post-flight maintenance inspections can be carried out. This includes hard landings which require a heavy landing inspection to ensure future aircraft users are not put at risk.

Before carrying out maintenance, maintainers must ensure they are appropriately qualified and competent to carry out the work. If you are not competent to carry out the required functions, a qualified L2 maintainer should be sought to assist. All maintenance must be carried out in accordance with manufacturer requirements and the RAAus technical manual. This includes the mandatory completion of service bulletins, 100 hourly/annual inspections, and instrument calibration requirements.

Further tips to aircraft owners include: • Always ensure your aircraft is airworthy and all maintenance is up-to-date prior to flight • Maintainers must ensure they are competent to complete any work required, or seek assistance from a qualified L2 maintainer • Avoid distractions during maintenance and ensure duplicate inspections are carried out

Scan QR code to visit Loss of Control video series

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• Ensure appropriate and calibrated tools are used to conduct aircraft maintenance tasks

• Ensure repairs and modifications are carried out with approved data and required approvals

• Complete regular engine condition reports to identify warning signs before a failure occurs

Thank you to all members who participated in National Safety Month 2023 and of course to all of our members who comply with their requirement to report occurrences. The collection of occurrence information allows RAAus to monitor safety trends and distribute important safety information.

• Ensure all maintenance requirements, due dates and hours are clearly recorded and checked

National Safety Month would not be possible without the continued support of our sponsors.

• Regularly inspect your aircraft for signs of ageing, including wear-and-tear and corrosion

• Never cut costs or corners when it comes to maintenance

More content and information is available from www.raaus.com.au/nsm

National Safety Month would not be possible without the continued support of our sponsors.

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8 in 10 pilots say the best way to learn new things is from other pilots, and your stories of narrow escapes can serve as valuable lessons.

• We’re looking for first-hand accounts of a close call you’ve had in non-controlled airspace • You may be eligible for a free gift just for submitting your story • Get $500 if we publish your close call • You can remain anonymous.

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SPORTPILOT

SAFETY SUMMARY 2023 JUL-OCT

SAFETY DATA

Words RAAus

1

FATAL ACCIDENT

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2

AIRCRAFT DESTROYED

26 3 25 AIRCRAFT DAMAGED

INJURIES

FLIGHT TRAINING OCCURRENCES

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PRIVATE OPERATION OCCURRENCES

MOST COMMON OCCURRENCES BY PRIMARY CAUSE Hard Landing Runway Excursion Near Collision Loss of Control Engine Failure or Malfunction Depart/Approach/Land Wrong Runway Airspace Infringement Undercarriage Number of Occurrences

0

1

LANDING OCCURRENCES Over the month of October there has been an increase in landing occurrences reported, including hard landings and runway excursions.

Pilots are reminded of the importance of monitoring environmental conditions, ensuring they remain within their personal minimums, particularly during take-off and landing. Moving into summer, there will be an increase in thermal activity and turbulent conditions, increasing the likelihood of an occurrence during these critical phases of flight.

Pilots should also ensure they are current and meet the type training requirements for the aircraft type they’re operating. A number of take-off and landing accidents result from pilot inexperience on aircraft type and may be avoided by seeking dual instruction prior to acting as pilot in command.

NEAR COLLISION OCCURRENCES Near miss and separation continues to be one of the most common occurrence types reported to RAAus. Pilots should stay up to date with safety information on how to avoid a mid-air collision or near miss, particularly when operating within the vicinity of a noncontrolled aerodrome.

2

3

4

5

6

7

In addition to near collision reports, RAAus has received several reports of pilots operating contrary to the established circuit direction or landing on closed runways. Pilots should brief themselves on aerodrome procedures at unfamiliar locations, check NOTAMs for runway closures and avoid operations from conflicting runways when traffic is established within the circuit.

WEATHER For the past three years, our members have been impacted by La Niña conditions bringing cool temperatures, widespread cloud, and wet weather.

The Bureau of Meteorology have officially announced we are now in an El Niño event. Whilst this might bring a sigh of relief, it is not without challenges for pilots.

Hotter, drier weather brings increased thermal activity and turbulence. Authorities are already warning of increased fire danger, with bushfires already burning in some areas of the country. Bushfires present significant risk to aviation safety, with aerial firefighting operations and smoke reducing visibility. VFR into IMC accidents not only occur due to flight into cloud, but from smoke too.

RAAus reminds pilots of the importance of conducting thorough pre-flight planning, including obtaining weather forecasts prior to every flight. Fatal VFR into

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IMC accidents regularly occur within close proximity to the pilot’s home airfield. In addition to avoiding areas of reduced visibility, hot conditions increase density altitude, resulting in increased take-off and landing distances and reduced climb performance.

There is also an increased likelihood of thermal activity, including dust devils (or willy-willies). Each year RAAus receives a number of accident reports that report ‘a gust of wind’ resulting in collision with terrain, particularly during landing. Keep a close eye out this summer for signs of thermal activity, windshear and turbulence, particularly during take-off or landing. Hot temperatures may also require engine temperature management such as step-climbing to prevent overheating.

Of course, hot, dry weather also presents human factor risk! Pilots should stay hydrated and, where possible, avoid flying in the hottest part of the day.

Be aware of increased fatigue, reduced cognitive ability and decision making due to heat. Maintenance personnel and instructors should also be aware of the impacts this may have on their ability to safely conduct operations.

Fly safe this summer and keep those gauges (and performance calculations) in the green!

COMPLIANCE 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. Flying without a current BFR 2. Operating an unregistered aircraft 3. Flying without holding current RAAus membership 4. Conducting maintenance on an aircraft without current maintenance authority Maintenance Non-compliances 1. Failure to complete biennial instrument and transponder calibration requirements 2. Failure to comply with mandatory service bulletin requirements 3. Unapproved modifications carried out on aircraft

OCCURRENCE SUMMARIES Occurrence Classification: Impact with Terrain Operation type: Private Injuries: Serious Damage: Destroyed A pilot was airlifted to hospital with serious injuries after their aircraft collided with terrain.

The pilot was conducting stock moving operations and last recalls flying while providing directions to motorbikes on the ground at approximately 500 ft AGL. The exact cause of the accident could not be determined.

Serious and fatal accidents occur regularly within rural and farming operations. Pilots should be aware of the dangers of carrying out any activity which may distract

ADSB REBATE PROGRAM EXTENDED UNTIL MAY 2024 NEAR MISS EVENTS ARE ONE OF THE MOST COMMON OCCURRENCE TYPES REPORTED TO RAAUS: The Australian Government are 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.

Accident, Incident and Defect Reporting is a mandatory requirement. Report at reporting.raaus.com.au

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from the primary task of flying, including stock spotting, farm inspections, or flying around a point of interest.

Pilots engaged in stock spotting or farm inspection flying should seek additional training prior to carrying out these activities.

Occurrence Classification: Animal Strike Operation type: Private Injuries: Serious Damage: Substantial

LOSS OF CONTROL:

During take-off from a private airfield, the aircraft collided with a horse. The aircraft received substantial damage and came to rest inverted. The passenger was airlifted to hospital with multiple injuries.

Review of the incident identified that the pilot failed to ensure livestock was not a threat prior to flight. All pilots operating from private airfields are reminded of the dangers of operating from noncertified aerodromes, including increased likelihood of encountering wildlife or livestock. Additional hazards, including runway surface conditions and obstacles on the take-off or approach path, must also be considered prior to operating from a private airfield.

Occurrence Classification: Near Collision Operation type: Flight Training — Dual Injuries: Nil Damage: Nil An instructor and student were conducting dual circuits when another aircraft joined the circuit behind the training aircraft. The student made a radio call on

3 PART SERIES

SCAN TO WATCH NOW base leg for a touch and go. The second aircraft then turned base, number 2, as the training aircraft was turning final.

The second aircraft failed to provide sufficient separation from the training aircraft on final approach.

During the student’s touch and go, the second aircraft made a radio call intending a go-around. Following the go-around, the second aircraft came within close proximity of the training aircraft. The instructor took control and initiated an immediate left hand turn to provide sufficient separation. The second aircraft maintained runway heading with no heading adjustments.

Pilots are reminded of the importance of sufficient circuit separation from other aircraft. Aircraft commencing a go-around should do so as early as possible and modify heading to ensure sufficient separation, avoiding potential conflict in the circuit.

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PILOT PROFILES

TALES FROM OUR AVIATION COMMUNITY

SOMETIMES AGE IS JUST A NUMBER REMEMBERING DAVID SERCOMBE Words Marius Neser

Left and Above: David Sercombe across his incredible six-decade career.

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AGE:

32

39 12,718

NAVIGATOR

TOTAL HOURS

23 March 1961

5 August 1964

First flight as trainee navigator with British United Airlines (BUA)

Seconded to Qantas and is crew on Electra and B707.

22 June 1961

Serves as navigator with Qantas until 10 September 1971. As technological advances begin to replace the need for navigators, retrains as a pilot.

Qualifies as a navigator and is crew on Britannia, DC4, DC6 and Electra

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PILOT

29 October 1976

15 March 1988

20 September 1988

8 May 1989

B747 conversion – now flying the “Queen of the skies”

Last flight at Qantas on B747

Commences with Instructor course at Coffs Harbour Aeroclub

Qualifies as instructor Grade 3

David Sercombe is a name that can be found in many logbooks all over the world. He was a mentor to many aspiring young pilots who rose up the professional ranks, and simply enjoyed the magic of flying recreationally.

David was laid to rest on 28 July 2023, aged 91 years “young”. The remarkable thing was that in March 2023, he was still a practicing instructor with RAAus. On his 90th birthday, it was confirmed that David was the oldest practicing instructor in RAAus, probably in Australia and certainly one of the oldest in the world.

David was a passionate aviator and golf player and was still playing in competitions at his home club at Coffs Harbour, NSW before he became ill earlier in 2023.

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In the period leading up to his funeral, I had insight into the seven logbooks David kept throughout his six-decade career. His journey would be difficult to replicate. In fact, to my amazement, I found that David was a “late bloomer”. You would expect someone that has amassed more than 25,000 hours aircrew experience would have started on that journey as a youngster. In fact, David only commenced his journey in aviation as a 29-year-old, and didn’t stop until he was just short of turning 92.

David’s story is a fascinating one, and one that has surely intertwined with many of our own across the years. David George Sercombe was born in Wales on 22 September 1931. He did national

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PILOT 29 November 1965

3 April 1968

27 January 1972

First flying lesson – effects of controls in a C150. David funds his flying training privately, taking out a 5000 pound loan.

CPL test

Commences as pilot with Qantas after doing B707 endorsement

Hours building on Victa, Mooney, DC3 and DH82

28 April 1966 PPL test on C150

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87

91 11,925 TOTAL HOURS

13 March 2009

22 February 2012

7 December 2018

10 March 2023

Endorsed as RAAus instructor

CFI (RAAus) at Coffs Harbour Aeroclub

“Retires” as CFI and remains as RAAus Senior Instructor

Last flight as an instructor at Coffs Harbour Aeroclub

David was the oldest practicing instructor in RAAus, probably in Australia and certainly one of the oldest in the world. service in the RAF and at 22 years old joined the merchant navy with P&O. He married Heather in Yorkshire on 31 October 1959 at age 28. They would later have two sons – Tim and Ian. At 29 years old, David embarked on his six-decade aviation career – initially as a navigator. When technological advances began to replace the need

for a navigator in an aircrew, David transferred into a career as a pilot. The timeline I got from his logbooks are as follows: David amassed a total of 24,643 hours of time as aircrew. Despite only having started instructing at 59 years of age, he transferred his immense knowledge — underpinned by his time as a navigator — to hundreds of students over 3,600 hours. David even trained 39 flight instructors in his time. David was a true gentleman and a shining example of someone that simply loved aviation in all its forms. His dedication to flying and to encouraging others to do the same is something we can all take inspiration from.

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PILOT PROFILES

TALES FROM OUR AVIATION COMMUNITY

BREAKING DOWN BARRIERS A LAP AROUND AUSTRALIA WITH HAYDEN McDONALD Words Christine Gibbon | Photos Hayden McDonald

This is a story about a young man who does not see himself as special or different and wants acceptance and understanding, rather than awareness. He is a young man attempting to fly around Australia, stopping along the way to talk to community groups and schools about the fact that with the right attitude and support, there should be no barriers to what we can all achieve in life.

Hayden was inspired by his grandfather to learn to fly when he was just 15 years old.

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Hayden is out to prove that it is not acceptable to have a blanket rule that ostracises every autistic pilot in Australia.

Hayden McDonald started his social media platform Wings Without Barriers to lobby for acceptance and change. He wanted to show young people that no matter what challenges they face in life, they can overcome them. Wings Without Barriers combines Hayden’s passions for both aviation and promoting real inclusion for people on the autism spectrum.

But Hayden’s social media platforms are not just about selfies and inspirational quotes. At just 22 years old, Hayden is determined to make a difference by proving that autism is not a one-size-fits-all diagnosis. Hayden says “people with autism don’t want to be cured, they just want to be accepted”. He has a mantra that if there are no opportunities available to you, you have to make your own.

We caught up with Hayden in Bundaberg on his way flying solo around Australia, having left his home in Esperance, WA on September 8th in his Jabiru J120 (Callsign: Jabiru 7315). Hayden was inspired by his grandfather to learn to fly when he was just 15 years old.

He met Jabiru 7315 when he was about to turn 16 and says she was “a lot of [his] firsts.”

“She was my first take-off and landing, my first solo in the circuit and into the training area, and my first flight with my RPC”. Hayden passed his initial flight training with her, and has continued to fly with Jabiru 7315 ever since.

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Hayden successfully got his RPC at 17 years old, with a dream to pursue a career in aviation. When he started the medical process to apply for commercial training however, he received an email from CASA stating that his application had been denied on medical grounds.

This was because Hayden was “on the spectrum”, which apparently created an unacceptable risk for aeronautical navigation. Hayden is out to prove that it is not acceptable to have a blanket rule that ostracises every autistic pilot in Australia. He is frustrated by what seems to be few mechanisms for seeing the person behind the paperwork.

Back to Jabiru 7315. Being a flight training aircraft, she has had a hard life. She had endured countless hard landings and been thrown about by student pilots.

She had crashed twice in three years doing simulated engine failure after take-off and she was so battered and bruised, she ended up in a shipping container in Bundaberg. She was rebuilt firstly by Jabiru and then by a local L2 maintainer, who kindly offered her to Hayden at half price. Hayden’s mum and his grandfather bought her for Hayden on the condition he pay for the maintenance and costs himself.

Hayden says he sees her story as his story, and he is now pushing himself and 7315, as he refers to her, to their limits by flying around Australia. Hayden

Hayden set out to travel around the country, visiting 28 towns, covering more than 8000 nautical miles and over 80 hours of flying. says aircraft ownership is like a marriage – there are good times and bad times, but having the ability to fly anywhere together is worth it. Hayden is a big believer in speaking about your ability, not your disability. He set out to travel around the country, visiting 28 towns, covering more than 8000 nautical miles and over 80 hours of flying.

Hayden tells me that one of his favourite landings was at Glenroy Station, his grandparents’ sheep station in Orroroo, SA. It has been his dream to land there since he started flying. Taking off with only a 700m runway was challenging, especially as it was 30 degrees and the density altitude was 2000ft. His next stop was Broken Hill to check out the Royal Flying Doctor Service Visitor Centre, then down to Victoria via Mildura for a flying visit to Tocumwal.

From here, Hayden journeyed onto Parkes for a tour of the Historic Aircraft Restoration Museum, a speaking engagement, and a catch up with some of the RAAus team. Then it was onto Warnervale on the outskirts of Sydney. It was a turbulent day that took Hayden close to restricted airspace. He made it as planned, but due to the weather, ended up staying in Sydney for a few days. It was then meant to be on to Dubbo, but the forecast was for a 20-knot crosswind, severe turbulence and a landing temperature of 36 degrees, well beyond 7315’s capabilities. Hayden made the tough decision to skip Dubbo and only stop in at Moree to refuel.

7315 landed safely and was now on her home turf and ready for a checkup.

In Bundaberg, Hayden again visited the Royal Flying Doctor Service which made him even more determined to become a pilot with the RFDS. He wants his passion for flying to be for a purpose and to make a difference – not just be something he does for fun.

With 7315 having received some TLC in Bundaberg with Jabiru, the next stop was Longreach — Hayden’s longest leg at just over six hours flying in a day. He made the sensible decision to stay an extra day in Longreach as he was exhausted, which gave him time to look at the Qantas Founders Museum, where he also spoke to a small crowd.

On to Mount Isa, which was busier than Hayden expected. A QantasLink flight has just departed and another was in the circuit, so Hayden joined the circuit for 34 which is right-handed, but he did it on the lefthand circuit. He says this mistake “messed up the traffic flow for the other two aircraft on a long final” which he apologised for. Thankfully things worked out okay and Hayden, always eager to learn and improve, asked what he could have done better.

Hayden noticed on his last few legs that the oil pressure had been jumping around and on checking the plane while refuelling in Moree, found a crack in the speed fairing which meant increased drag around the landing gear. Another call to Jabiru to check if he was safe to fly, which he was, and Hayden landed in Dalby, QLD for the night.

Hayden says his flight from Dalby to Bundaberg was rough and took him close to controlled airspace, but

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Hayden’s original planned route around Australia.

A good lesson for all pilots. As Hayden correctly points out “gaining your RPC does not mean you stop learning – you gain it to learn further”.

LESSONS WERE LEARNED. HAYDEN SAYS: Things I did right:

Hayden then made it to Kununurra but unfortunately had his dreams put on hold due to the bushfires across Western Australia and the Kimberley in late October.

He had clearance to leave Kununurra and checked visibility, but he wasn’t confident. Visibility was 10km but after take-off Hayden realised that it was much worse than expected and made the tough, but sensible decision to turn around and return to Kununurra.

• Overflew the AD

The pilot’s mantra of “take offs are optional – landings are mandatory” was obviously playing loudly in Hayden’s head. You can always take off and change your mind if you are feeling uncomfortable, which is exactly what Hayden did.

• Go with the traffic flow

After returning to Kununurra and waiting for eight days, regularly assessing the smoke situation, Hayden made the difficult decision to put his flight on hold as he deemed it not safe to fly. Hayden reluctantly returned to Esperance at the end of October after making arrangements for his beloved 7315 to stay in Kununurra. Hayden returned to Kununurra in lateNovember with his sights now on his return voyage to Myrup.

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• Was in constant communication with the aircraft in the area Things I could have done better: • Be more thorough with my prelanding briefings and go over the facility’s aerodrome chart in more detail during my planning • If in doubt, pull out, hold and take a breather

Interestingly, when we spoke to Hayden, he commented that none of the groups he had spoken to in his travels were particularly interested in his autism – they just wanted to hear about his flying. It seems that his point is being made, valuable lessons have been learnt and Hayden is receiving the acceptance and understanding he is seeking.

Hayden is well on the way to achieving his dreams and we hope that we will be writing about the final legs of Hayden’s journey in our next edition.

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CYLINDER COMPRESSION TESTS

PISTON ENGINE AIRWORTHINESS REQUIREMENTS

Tracking engine performance over time is vitally important for aircraft owners. Regular testing ensures the ongoing safety of your flying, and early detection of issues can save you money on costly repairs. Let’s take a look at what’s involved in compression testing and passing RAAus’ Piston Engine Airworthiness Requirements.

DARREN BARNFIELD Airworthiness and Maintenance Darren Barnfield has worked all across the aviation industry and served in the Australian Navy. He holds a CASA Part 66 engine and airframe license, has been a CASA Authorised Person for over 20 years and has issued a number of Standard, Experimental & Light Sport Certificates of Airworthiness both locally and abroad. Darren has been working with RAAus for over 10 years. darren.barnfield@raaus.com.au

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Detecting low compression early can save you thousands on a complete engine replacement. It’s a simple process that determines if the valves, piston rings within the cylinder head, and pistons are adequately sealing the combustion chamber. If pressure leakage is excessive, the cylinder cannot deliver full power.

Best practice is to perform a compression test as soon as the engine is shut down and warm, so the parts are freshly lubricated. Be sure the ignition switch is in the ‘off’ position, remove necessary cowling and the most accessible

spark plug from each cylinder.

When removing spark plugs, identify them to coincide with the cylinder.

Close examination of plugs aids in diagnosing problems within the cylinder. Review maintenance records of the engine being tested. Records of previous compression checks help in determining progressive wear and in establishing the necessary maintenance actions.

DIFFERENTIAL PRESSURE TESTER The differential pressure tester checks the compression of aircraft engines

REGULATED PRESSURE GAUGE SHUTOFF VALVE CYLINDER PRESSURE GAUGE

Figure 1. Differential compression tester diagrams

METERING ORIFICE TO AIR COMPRESSOR PISTON ON TRUE TOP DEAD CENTRE

by measuring leakage through the cylinders. It’s capable of detecting minute valve leakages, allowing the replacement of cylinders where valve burning is starting.

If low compression is found on any cylinder, turn the engine through with the starter, or restart and run the engine to take-off power before rechecking.

Cylinders with compression below the specified minimum should be further checked to determine whether leakage is past the exhaust valve, intake valve, or piston. After valve blow-by, the most frequent cause of low compression is excessive leakage past the piston.

CYLINDER REPLACEMENT Engine cylinders are designed to operate for a specified time before normal wear requires an overhaul. If the engine is operated correctly and properly maintained, cylinders normally last until the engine has reached its Time Before Overhaul (TBO). Incorrect operation of the engine, or poor maintenance, can exacerbate wear and lead to premature cylinder replacement.

Cylinders are always replaced as a complete assembly, including the piston, rings, valves, and valve springs.

Order the cylinder assembly under the part number specified in the engine parts catalogue. Parts, such as

valve springs, rocker arms and rocker-box covers may be replaced individually.

Normally, all the cylinders in an engine are of the same type. The size of the cylinder is indicated by a colour code around the barrel. In some instances, air-cooled engines are equipped with chrome-plated cylinders. These are usually identified by a paint band around the barrel, usually in international orange.

When installing a cylinder, the assembly will include the correct piston rings, however if a piston ring is broken during installation, check the cylinder marking to determine the correct ring for replacement.

Correct procedure and care are important when replacing cylinders. Careless work or using incorrect tools can damage the replacement cylinder or its parts. At the end of the day, you want to get the most out of your engine. Committing to proper care and maintenance throughout your engine’s lifetime will keep you in the sky for longer, with a heavier wallet too.

RAAus members should always consult the engine manufacturer’s approved maintenance manual prior to any maintenance. This article is for broad reference and guidance only.

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WE’RE GOING TO

BONNIE Action shot of the Vans RV-6A flying above Lake Eildon.

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DOON

WHY LAKE EILDON AND MANSFIELD IS THE PERFECT FLYING WEEKENDER Words Tom Lyons

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Tucked away in Victoria’s magnificent High Country lies an underrated jewel in Australia’s jam-packed crown of touring destinations. Lake Eildon is a stunning sight from its bushy shores or the deck of a houseboat, but from the sky this beautiful lake becomes absolutely jaw-dropping. It’s not all about rolling hills and glassy lakes though, there’s so much more that makes Lake Eildon and Mansfield the perfect weekender for the adventurous pilot.

Twisting and turning through valleys of rolling green hills, Lake Eildon is an adventurer’s dream. There are countless coves, inlets and bays to discover, with something new quite literally around every corner. Only 100km from Melbourne and a comfortable half-day’s flight from Sydney or Adelaide, this is one you’ll want to add to your must-see list.

As pilots, we can sometimes take for granted our unique ability to survey the land from above, but I can promise that a flyover of Lake Eildon will flood you with a sense of wonder and awe. Looking down on the complex shoreline and thriving bushland that rolls down to meet it, you’ll want to follow the lake’s winding sprawl down every nook and cranny. It can be hard to take it all in at once, so best plan for an extra pass or two!

When you’ve picked your jaw up off your lap and are ready to touch ground, landing at the nearby Mansfield Airport (YMFD) is a cinch. The beautifully maintained 15/33 grass strip is 1.3km long, giving plenty of room to touch down. From here, a 10-minute taxi ride will get you into Mansfield.

This area is ripe for exploring both on the ground and in the air. If filling your days with scenic flights sounds like your thing, Mansfield makes for the perfect base to explore the Victorian High Country in detail.

Spend a day heading east from Mansfield, deeper in the Victorian Alps where you’ll get the best taste of mountain flying you’ll find in Australia. At the right time of year, you’ll be looking down over snow-capped mountains and taking in the sheer beauty of Australia’s alpine region. It’s worth noting that there’s no fuel at Mansfield Airport, so a short leg to nearby Benalla (YBLA) may be on the cards.

Top: Flying over the northern end of the lake looking towards Bonnie Doon.

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Twisting and turning through valleys of rolling green hills, Lake Eildon is an adventurer’s dream.

Bottom (Left to Right): All Seasons Mansfield, Honcho & Eild Marina.

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The way the early morning sun hits the hills is a sight to be seen.

Being a ski town, there are accommodation options aplenty within walking distance of the town centre, giving you the ability to explore Mansfield’s leafy main street when you’re not in the air. If you’re looking for more of a quiet country getaway, there are multiple spots within a few minutes of town that will give you that secluded escape you’re craving. Perhaps the best of both worlds is the All Seasons Mansfield resort, located on a beautifully landscaped 5-acre property within walking distance of Merchant Coffee Roasters café, Ros Ritchie Wines Cellar Door and Buller Road Brewery, famous for their delicious wood-fired pizzas.

Craig at All Seasons is always happy to pick up pilots flying in, so just call ahead and let him know when you plan to land.

When you get hungry, be sure to check out the brand-new Honcho restaurant, serving up modern Mexican cuisine including fresh tacos, tequila, and more. If burgers are more your style, George & Al Roy will satisfy your cravings with deliciously overloaded American-style burgers. There are a range of other options, from casual eating to fine dining, so be sure to do your own exploring too!

For those looking for a more grounded adventure, pick up a car from Mansfield Tyre Service + Rent a Car and make your way to the lake. Enjoy a lunch at the iconic Bonnie Doon Hotel and make sure to get all your obligatory The Castle quotes in while soaking up the serenity. From here, wind your way down to the south end of the lake and visit the township of Eildon.

Take in some of the best views of the lake you’ll get

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Take in some of the best views of the lake you’ll get from the shoreline, surrounded by the deep green of thick bushland. from the shoreline, surrounded by the deep green of thick bushland. By now you’ll surely be itching to see what’s around that next point, so be sure to hire a boat and head out onto the lake, exploring at your own pace.

Of course, Lake Eildon is famous for its houseboats, perhaps the very best way to take in the scenery and completely relax. If spending the weekend on the water sounds like you, make a beeline down to Eildon and pick up a houseboat. Eild Marina is your go-to spot, with a range of comfortable houseboats for hire and the fantastic El Lago restaurant and café to keep you warm with hot coffee and an open fire.

Before heading back to the airport, make sure you check out Foggs Lookout just outside of Eildon. From here you’ll get some of the best views of the lake and the spillway, that is at least before you jump back in the cockpit.

Over the weekend, you’ll no doubt have familiarised yourself with this incredible lake. On departure, make sure you fly back over your favourite coves and inlets, soaking in the beauty one last time before heading home with incredible memories and a camera full of breathtaking photos.

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BIRTH OF THE

GYROCOPTER CELEBRATING THE 100TH BIRTHDAY OF AVIATION’S MISUNDERSTOOD MACHINES Words Nick Jones

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One of the most successful early autogyros, the Cierva C.30.

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Left: Juan de la Cierva, father of the gyro. Right: The ill-fated W.11 “Air Horse”.

I think it’s fair to say that innovation doesn’t always travel in a straight line, which is arguably what makes it so exciting. When I first saw that this year was the centenary of the gyrocopter (aka autogyro), it prompted me to do a deep dive into the early history, and a few lessons that were learnt along the way.

The origins of the gyrocopter can be traced back to the early 20th century, a period when aviation pioneers sought innovative means to conquer the skies. In 1923, Spanish engineer Juan de la Cierva achieved a milestone by introducing the world’s first autogyro, the C.1, revolutionizing rotorcraft design. The significant engineering advancement lay in the incorporation of a hinge mechanism within the rotor structure, granting autonomy to the rotor blades. This distinctive feature set Cierva’s gyrocopter apart from earlier endeavours in rotary-wing aircraft, proving to be a pivotal innovation that greatly enhanced the stability and control of gyrocopters. The hinge mechanism facilitated automatic adjustments, allowing the rotor to adapt to changes in airflow, thereby promoting safer and more efficient flight.

Juan’s original idea underwent continuous refinement and prototyping, eventually culminating in the creation of the Cierva C.30 by 1933. This marked a significant milestone as it emerged as the inaugural massproduced gyrocopter, with a total of 148 aircraft eventually manufactured. The gyrocopter’s niche in

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the aviation domain remained somewhat ambiguous, yet it achieved modest success in mail delivery and air ambulance applications. The autogyro’s unique capability to operate in confined spaces for take-off and landing, coupled with its relatively slow and stable flight characteristics, rendered it well-suited for medical evacuation purposes. Especially when you consider that the only other air transport at the time were relatively heavy planes requiring significant runways.

In the 1930s, a surge in innovation was underway, fuelled in part by Cierva’s influential designs, inspiring numerous pioneers to explore similar groundbreaking innovations. Among them was Igor Sikorsky, who introduced his visionary design, the VS-300 helicopter, taking to the skies in September 1939 and marking a pivotal moment in aviation history as the first successful helicopter flight. This transformative development in flight would likely have faced significant delays had it not been for Cierva’s progress with the gyrocopter and the introduction of “direct control”, enabling pilots to directly manipulate the rotor system for adjustments in pitch, roll, and yaw. Unfortunately for Cierva, he never got to witness the fruition of his pioneering efforts.

Tragically, he passed away in 1936 due to a plane crash in a DC-2 that entered fog, shortly after take-off near Croydon, south of London.

Following Cierva’s death, his company merged with G & J Weir Ltd, persisting in the development of both the gyrocopter and helicopter. Sadly, substantial

The Fairey Rotodyne in service.

The Rotodyne, classified as a ‘compound gyroplane’, fused elements of helicopters and fixedwing aircraft. investment in further advancements ceased in 1950 after the crash of their W.11 “Air Horse”, a three-rotor helicopter powered by a single Rolls Royce Merlin engine, killing both pilots and the flight engineer.

Despite Cierva’s unfortunate demise and the subsequent restructuring of his company, the legacy of his groundbreaking ideas endured, capturing the imaginations of many. Dr. Edward “Teddy” Petter, the chief designer at Fairey Aviation, stood as a testament to this spirit. Entrusted with the task of designing the Rotodyne, he embarked on a venture that pushed the boundaries of what was considered possible in aviation. The Rotodyne, classified as a ‘compound gyroplane’, fused elements of helicopters and fixedwing aircraft. Envisioned as a vertical take-off and landing (VTOL) aircraft capable of high-speed forward flight, it aimed to revolutionise short to mediumrange passenger and freight transport. Marketed as a groundbreaking innovation, it promised the agility

of a helicopter for vertical landings and the expansive capacity of an airplane. However, as events unfolded, the Rotodyne was never able to fully realise these ambitious expectations.

To achieve vertical landings, an innovation known as ‘tip jets’ was introduced, involving small jets affixed to the rotor blade tips. These jets ignited jet fuel and compressed air, providing additional downward thrust during takeoff and landing. In normal forward flight, these jets could be deactivated, allowing the rotor to function freely, akin to a standard gyrocopter.

Remarkably, this concept transcended the realm of theoretical ideas. Fairey Aviation turned this innovation into reality, constructing a prototype aircraft capable of carrying 40 passengers at approximately 160 knots over 370 nautical miles. The aircraft successfully completed 350 flights, attracting attention, including that of numerous UK Parliamentarians who sought to showcase the country’s technological prowess.

This keen interest from members of the government in aviation advancements echoes a similar memorable image of pilot James G. Ray, who landed a gyrocopter on the White House Lawn to meet then-President Herbert Hoover, who awarded him the Collier Trophy.

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James G. Ray taking off from the White House Lawn, 1931.

The Rotodyne, despite its remarkable accomplishments, faced formidable obstacles that hindered its path to commercial success. The high operational costs associated with its innovative design, particularly the incorporation of tip jets, presented a significant economic challenge. The ear-piercing noise emitted by the tip jets, reaching 96 decibels, not only raised concerns for public acceptance but also posed a practical hurdle, limiting its viability in urban and densely populated areas. Financial strains and changing dynamics in the aviation industry further complicated Rotodyne’s fate. Mergers became a strategic necessity for many aircraft companies reliant on government funding, and Fairey Aviation found itself absorbed by Westland Aircraft. This restructuring had implications for ongoing projects, and the Rotodyne, caught in the midst of these corporate changes, faced uncertainties about its future development and funding.

Moreover, the 1960s witnessed substantial progress in helicopter technology and the broader commercial aviation sector. These advancements not only increased the competition but also highlighted alternative and more efficient modes of VTOL aircraft.

The evolving landscape of aviation technology created a challenging environment for the Rotodyne, ultimately contributing to the project’s cancellation in 1962.

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In retrospect, the Rotodyne serves as a testament to the intricate interplay of technological innovation, economic considerations, and market dynamics in shaping the destiny of ambitious aviation endeavours.

While the Rotodyne garnered considerable attention, quieter but equally impactful strides were being taken by an American aeronautical engineer named Igor Bensen. He conceptualised the Bensen B-8 series, a design that played a pivotal role in popularizing gyrocopters for personal and recreational use. The B-8 series, available as a kit, empowered hobbyists to purchase, assemble, and customize their gyrocopters, democratizing access to this form of aerial pursuit.

Advancements in gyrocopter design have seen subtle refinements since Igor Bensen’s groundbreaking B-8 series. Contemporary gyrocopters commonly incorporate lightweight and durable composites, enhancing both performance and durability. The evolution also embraces a spectrum of experiences, from the elemental joy of flying with the wind in your face to more modern preferences for enclosed cockpits, offering enhanced comfort and protection. While the B-8 series opened the door for gyrocopter enthusiasts, the

contemporary landscape includes diverse designs catering to various preferences and needs. Some models prioritise agility and open-air sensations, providing a nostalgic nod to the roots of gyrocopter flight. Others emphasise sophisticated features and advanced technologies, appealing to a new generation of aviation enthusiasts seeking a blend of tradition and modernity.

When assessing the commercial standing of gyrocopters, it’s important to acknowledge their distinct appeal. Among private pilots, many hold a deep affinity for gyrocopters, choosing them as their preferred aircraft. It is also worth pointing out that gyrocopters have secured niche roles, particularly in aerial mustering, where they compete favourably with helicopters in terms of operating costs while fulfilling similar functions.

The past 100 years of gyrocopter history is such a good example of the strange journey that innovation will take. Juan de la Cierva, while not initially aiming to invent the helicopter, significantly contributed to its foundational concepts. Today, we stand at the brink of a similar transformative era, especially with the integration of electric technology into aviation, evoking

Gyrocopters have secured niche roles, particularly in aerial mustering, where they compete favourably with helicopters. a sense of futuristic ideas reminiscent of the visionary thinking in the 1950s and 1960s.

At the annual pilgrimage to Oshkosh, you’d usually expect to see similar things; some old historic warbirds, a few new plane designs announced from the major manufacturers and maybe a few provocative ideas from the experimental category. But in recent years that is just not the case. The word eVTOL gets thrown around, but sometimes ‘flying machine’ seems more fitting; each with radically different takes on how electric design will work and fit into aviation.

I’m not sure what the path is for the next 100 years.

Who knows, maybe it will be just like my 5-year-old dream and we’ll all go to work in flying cars like the Jetsons. All I know is that as long as we are able to remember some of the lessons of our past, I will be excited to follow along and watch innovation play out.

The Bensen B-8 design is still in widespread use today.

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INSPIRING THE NEXT GENERATION OF PILOTS Do you remember looking through the fence at the airport, watching aircraft take off, wishing you were in them? Were you one of those people who looked up every time an aircraft flew over? Did you obsessively read about planes in magazines and pilots in books? With all the activities and interests on offer for the next generation, how do we inspire them to consider aviation as a hobby or career?

JILL BAILEY Flight Operations Jill Bailey has been Head of Flight Operations for over 10 years. Jill holds a CASA PPL (A), has RAAus Pilot Examiner and Instructor Training Approvals, was a former RAAus CFI and has been an instructor with RAAus for over 15 years. Jill and her husband Norm previously owned a music store for 20 years and built a Jabiru taildragger kit which they flew all over Australia. jill.bailey@raaus.com.au

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Aircraft are much more part of our society now than they were even 40 years ago. Back then, people (mostly men) assembled aircraft from kits and plans, dreamed of flight and committed aviation mostly on a shoestring budget.

Nowadays there are many competing interests, with a plethora of interesting and exciting things for the next generations to become involved in.

As an organisation, we are committed to inspiring the next generation to consider flying as a career or a hobby. RAAus is developing new ways to reach new members and is participating in a range of activities in many states to attempt to reach a new generation of potential pilots.

Many RAAus Flight Training Schools also conduct inspirational programs with primary and high schools. They may deliver aviation-themed lessons in classrooms, take students flying to experience the world of aviation, work with students to build aircraft kits, and prompt students to consider not only becoming a pilot, but other aviation careers like maintenance, air traffic control and Defence Force careers.

There are clubs that have developed aircraft simulator programs to introduce the next generation more affordably to aviation, which lead to scholarship programs like those provided by RAAus and Airservices Australia.

We certainly still need enthusiastic RAAus members to play a significant role in encouraging new members.

Our members act as ambassadors for flying, for RAAus and their clubs. By becoming involved in club activities, giving talks at careers days and promoting RAAus, members become a stepping stone to the aviation world.

As an organisation, we are committed to inspiring the next generation to consider flying as a career or a hobby.

There are a range of factors which form barriers to the next generation becoming involved in aviation, including cost, access and a perception that flying requires a degree or high-level of education. RAAus hears stories from many pilots who were told they were not smart enough to fly by career advisors, or that flying was too dangerous.

CREATING WELCOMING SPACES Take a moment to look around the clubroom, the hangar or training space next time you’re there. Try looking at it with the eyes of a newcomer. Is the space welcoming or slightly shabby, dirty, even cobwebby? Are there interesting posters on the wall and magazines to read? Is it male-dominated or is it welcoming to women as well? Is the hangar full of old aircraft wrecks, dirty engines or politically incorrect posters and calendars? Is the conversation about the fun and challenges of flying, or complaints about poor piloting, accidents or aircraft wrecks?

Is there a regular “try flying” activity day, where members take people flying to introduce them to aviation? Is there a brag wall, with photos of happy first solo pilots and people being awarded their wings? Does the club or flying school reach out to local primary and high schools to see what aviation programs they run or might be interested in running? Is there a men’s shed (not exclusively the domain of men nowadays) which might be interested in assisting with an aircraft building project?

Is the perception that flying is expensive stopping people from taking up the sport? While cost of living pressures are certainly being felt all over the country, there should still be an opportunity to wash aircraft with an eye to earning flight time.

While the minimum 20-hour Recreational Pilot Certificate is still there, many people take longer due to family, work and other commitments. Other activities take prospective students away from flight training and need to be considered and managed. Is there a brochure available to newcomers which explains these things? Is the website for the club or school up to date?

AGE IS JUST A NUMBER Age should not be a factor or limitation when it comes to pursuing that dream of becoming a pilot. While many might assume one needs to start young to become a pilot, the truth is that aviation welcomes individuals of all ages who have the passion and determination to take flight.

Traditionally, the path to becoming a pilot involved starting flight training early. However, as the aviation industry evolves and diversifies, people are pursuing their flying dreams at different stages in life. Whether it’s a career transition, a lifelong aspiration, or simply a newfound interest, age should never serve as a barrier to taking flight.

With advancements in technology and improved accessibility to training programs, people regardless of their age can undertake pilot training and obtain necessary certifications. What truly matters is the dedication, commitment, and willingness to learn.

Age brings with it a wealth of experience, maturity, and valuable skills that can enrich the aviation community.

Older individuals may have developed exceptional problem-solving abilities, strong communication skills, and a keen sense of responsibility – qualities that are highly valued in the aviation industry.

There are many things we can all do to encourage people of all ages to consider flying. Ask yourself, what can you do?

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SPORTPILOT

TECH TALK

THE SCIENCE OF VELOCITY VERSUS SPEED

HUMMERCHUTE’S

NEW HEART

THE JOURNEY TO REPLACE THE ROTAX 582 Words Tom Lyons

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The Hummerchute boasting the new Fiate MZ 202.

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SPORTPILOT

The MZ 202 delivers a marked performance improvement

Like many, the news that Rotax were discontinuing production of their venerable 582 model hit Aerochute International hard. The exceptionally reliable engines came standard on all of the company’s models. More than 30,000 Rotax 582s had been sold between 1989 and 2001, helping to power a large swathe of ultralight and microlight aviation around the world. After a thorough and detailed search, a successor was nominated and is set to bring the Hummerchute into a new era of performance. Introducing the Fiate MZ 202.

While the discontinuation of the Rotax 582 presented a challenge to Aerochute, it also presented an opportunity. This was the time to revolutionise the Hummerchute with a brand new powerplant, ushering in a new era of powered parachuting performance.

A worldwide search for the perfect successor was sparked, looking for an engine that could not only match the 582’s performance characteristics, but exceed them.

Originally designed by Zanzottera Technologies of Italy, the MZ 202 is a twin-cylinder, in-line two-stroke engine. It is fan air-cooled, reed valve-controlled,

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boasts dual carburettors and Nikasil-coated cylinders for optimised performance. The MZ 202 has been in production since 2000 with a stellar reputation, and is now manufactured by Fiate Aviation, based in Anhui, China.

Aerochute undertook comprehensive testing and compliance measures to ensure the MZ 202 met requirements and would perform as desired on the Hummerchute. Rigorous evaluations of power output, fuel consumption, durability and overall performance were conducted. Upon completion of this process, Aerochute received official MARAP approval for installation of the Fiate MZ 202 on the Hummerchute.

The successor became official, but does its performance stack up?

In terms of power the MZ 202 matches the Rotax almost identically, claiming 63hp against the 582’s 64hp number. Identical power? Yes. Identical performance? No. It’s the weight saving where the MZ 202 begins to really shine. Weighing in at 42kg, the MZ 202 is a whopping 7kg lighter than the 582, delivering a class-topping power-to-weight ratio that drastically improves performance.

TYPE

Identical power? Yes. Identical performance? No. It’s the weight saving where the MZ 202 begins to really shine.

Fuel efficiency was another important factor for Aerochute to consider, as the Hummerchute carries a strong reputation of being an economical, affordable aircraft to own and fly. Thankfully, the MZ 202 also delivers very similar fuel consumption and endurance numbers as its predecessor.

Another improvement the MZ 202 has on its predecessor is a fully electronic ignition system and electric starter motor. This will minimise maintenance and improve reliability, helping you get from the hangar to the skies faster. On the topic of maintenance, the MZ 202 has a recommended Time Between Overhauls (TBO) of 500 hours on condition. A 200-hour improvement on the Rotax, the MZ 202 ensures a more economical lifetime service and reduced maintenance costs.

All in all, the Fiate MZ 202 has proven to be not only a competent replacement for the Rotax 582, but a marked improvement on it. Offering better performance at a reduced lifetime cost, it is a promising step forward for the powered parachuting community and beyond.

TWO-CYLINDER TWOSTROKE (INLINE)

Displacement

626cm3 (38.2cu in)

Stroke

69mm (2.72in)

Bore

76mm (2.99 in)

Max. Performance

46.3 kW (63HP) at 6250 rpm

Max. Torque

84 Nm (61.9 ft. lb) at 5200 rpm

Carburation

2 x Bing54 carburettors

Ignition System

Dual ignition, CDI programmable

Generator Power

180W, 13.8V

Cooling

Fan cooling

Weight

34kg (74.96lb)

Starting Device

Electric starter

Running Direction

Counter-clockwise, view to output shaft

Fuel Mixture

Mixture 1:50, 2-stroke oil, fuel min. 95 RON

In partnering with Fiate Aviation, Aerochute International is now also the exclusive distributor for the MZ 202 in Australia and India. The MZ 202’s capabilities go beyond powered parachutes, serving as a fantastic option for ultralights, gyrocopters, light experimental aircraft and even hovercrafts. For those builders and enthusiasts lamenting the end of the Rotax 582, it appears your prayers have been answered.

The MZ 202 could become the go-to replacement for the Rotax 582.

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MOSAIC EXPLAINED Words Tom Lyons

It’s a word that’s popping up everywhere. At the hangar, in the clubroom and all throughout this edition of SportPilot. So, what does MOSAIC mean?

Let’s clarify.

The Modernization of Special Airworthiness Certification (MOSAIC) rule is a new proposal by the Federal Aviation Administration in the US. MOSAIC is designed to update the 2004 Light Sport Aircraft (LSA) rule, which laid out the regulations surrounding the aircraft flown by the “Sport Pilot” category of pilots in the American industry, effectively the American equivalent of RAAus. Where the LSA rule was quite restrictive in its regulations, MOSAIC seeks to redefine the term “LSA” in the US to include almost any aeroplane with a stall speed under 54 knots, with no prescribed MTOW.

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It’s a progressive proposal that many believe will bring regulation in line with modern safety standards and aircraft capabilities.

So, what changes will MOSAIC bring? There is plenty of speculation out there, but the general consensus is that MOSAIC is significant enough to usher in a new era of recreational aviation. There are three factors that experts are pointing to as evidence.

Firstly, and perhaps most obviously, a post-MOSAIC industry would see a drastic increase in the number of aircraft available for recreational pilots to fly.

Several legacy aircraft would seamlessly fit into the new regulatory framework, including models from big players like Tecnam and Cessna. This gives pilots more freedom of choice, and provides a boon to the industry who suddenly have a larger market to sell to.

MOSAIC seeks to redefine the term “LSA” in the US to include almost any aeroplane with a stall speed under 54 knots, with no prescribed MTOW. Secondly, training opportunities are set to explode, as training providers currently offering Private Pilot courses will be able to offer RAAus training on the same aircraft type. This could see training providers pop up across the country, enticing more potential pilots into the fold.

Finally, eased restrictions will likely spur on a new wave of innovation in the industry. With much more weight to play with, we’re likely to see faster, roomier and more sturdy aircraft come out of our favourite factories.

MOSAIC also recognises the importance of electric powerplants. The LSA rule failed to foresee this, and

was later addressed by ASTM 2840-14. This kind of regulatory greenlight could massively increase the level of innovation in the electric space.

While the reaction has been overwhelmingly positive to the proposal, there have been a few questions raised from the community. The main point of contention is around the stall speed, the large majority of comments on the proposal recommend raising this to either 56 or 58kts, to allow aircraft like the Piper Cherokee, one of the most popular trainers of all time, to be allowed as well.

The proposed rule is still under deliberation in the US, and is not expected to be published until late 2025.

Nonetheless, what the US does often has significant flow-on effects around the globe. Australian pilots and regulators alike are watching closely for what comes of this proposal, as it may mean significant changes to Australian operations in the coming years as well.

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SPORTPILOT

EVENTS

CHECK OUT WHAT’S HAPPENING AROUND THE COUNTRY

If you or your club has an event you would like to advertise, please send the relevant information to editor@sportpilot.net.au

Credit: Tim Lashbrook

1st – 3rd March 2024

AIRSHOWS DOWNUNDER SHELLHARBOUR With a new name and a new look, Airshows Downunder Shellharbour is set to bring a new standard of flying entertainment to the Illawarra region! Formerly known as Wings Over Illawarra, the two-day event will showcase the full extent of the aviation spectrum. Expect to see cutting-edge defence force aircraft, civil aerobatics displays, historic warbirds and an abundance of ground displays featuring aircraft of all shapes and sizes.

Family-friendly fun will be front and centre at Airshows Downunder Shellharbour, with free carnival rides for kids, delicious food and drink and a wide range of stalls selling everything for aviation enthusiasts young and old.

New for the 2024 event, your Airshows Downunder Shellharbour ticket will get you access to the Historic Aviation Restoration Society (HARS) Museum. See a fascinating display of beautifully maintained and restored aircraft, including the CAC Sabre, English Electric Canberra and General Dynamics F-111.

Get your tickets today and start planning your journey to Albion Park, Airshows Downunder Shellharbour is not to be missed! airshowsdownundershellharbour.com.au 10th March 2024

TYABB AIRSHOW Enjoy an incredible array of unique and historic aircraft take to the skies over the picturesque Mornington Peninsula at the Tyabb Airshow!

Back again in 2024, the Tyabb Airshow offers patrons the opportunity to see the likes of World War II fighters, Cold War-era jets and current RAAF aircraft both in the sky and on the ground. Experience thrilling displays by the RAAF Roulettes, CFA water bombers, Paul Bennet airshows and more. tyabbairshow.com

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12th – 14th April 2024

FLY’N FOR FUN

Celebrate the world of recreational aviation at Fly’n For Fun! RAAus’ iconic event is back in 2024, featuring an expanded program.

This will include static displays, seminars, trial introductory flights, and vendor exhibitions. Additionally, under-wing camping will be available behind the HARS Parkes Aviation Museum, allowing campers to park their aircraft on-site. The event aims to bring together the recreational aviation community, providing a social gathering and recovery opportunity post-COVID pandemic. RSVP today to ensure you don’t miss out. flynforfun.aero

27th – 28th April 2024

25th – 26th May 2024

Presented by Wellington Shire Council, Pace Events and Paul Bennet Airshows, the ANZAC Weekend Airshow is back in 2024, bringing amazing aircraft, aerobatic demonstrations and displays to West Sale Airport, Gippsland. Showcasing wings of all shapes and sizes, get up close and personal with some incredible machines including RAAF, aerobatic, commercial and recreational aircraft. Whether you’re a veteran pilot or a budding enthusiast, the ANZAC Weekend Airshow is sure to provide hours of jaw-dropping, awe-inspiring fun. Building off the success of the inaugural 2022 event, patrons can expect to see more, hear more and feel more heart-racing action both in the sky and on the ground. The two-day extravaganza also offers a wide range of non-aviation attractions too. Vintage car and motorcycle displays, live music, local produce, business exhibits, trade stalls and vintage fashion displays ensure that there truly will be something for the whole family at the ANZAC Weekend Airshow! saleairshow.com.au

Experience the rumble in the skies of the beautiful Central Coast region at the Central Coast Airshow! An hours’ drive from both Sydney and Newcastle, the Central Coast airshow is the perfect way to spend a weekend with family and friends. See a range of vintage and modern military aircraft in the air, including the Supermarine Spitfire Mk VIII, CA-18 Mustang, L-39 Albatross and operational RAAF aircraft. With car and vintage machinery displays, fantastic street food and amusement rides for the kids, it’s bound to be non-stop fun at the Central Coast Airshow. centralcoastairshow.com.au

ANZAC WEEKEND AIRSHOW

CENTRAL COAST AIRSHOW

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SPORTPILOT

WHAT’S HOT

COOL PRODUCTS & REVIEWS FOR FLYERS

Design4Pilots Pilot CO Charger A handy little unit with a variety of helpful tools, the Pilot CO Charger is a must-have cockpit upgrade. The Pilot CO Charger provides 12-28V charging via USB-A and USB-C ports. In addition to charging, the Pilot CO Charger features a carbon monoxide detector, that will warn pilots of high CO levels with visual and acoustic alarms. Just when you thought it couldn’t get more useful, the unit also functions as a safety hammer escape tool for emergency situations! $79.95 from flightstore.com.au

Cabin Crew Emergency Hammer Finding yourself trapped in a cockpit you need to get out of is an all-too-common emergency scenario. Thankfully, the Cabin Crew Emergency Hammer has been designed to get you out of there with ease. The tungsten point head on the Emergency Hammer is ideal for breaking through safety glass and plexiglass, while the built-in seatbelt cutting blade will get you out of a seized seatbelt with ease. $25.99 from supercheapauto.com.au

Jotron AQ-4 MK II LED Strobe If you’re heading cross-country, it’s always a good idea to pack an emergency strobe. Should you end up grounded somewhere, a good-quality strobe will ensure you can be spotted. The Jotron AQ-4 is a portable, tough, highintensity LED strobe that’s perfect for stowing in the cockpit. Working on a single C-cell battery, the AQ-4 provides flash or fixed light for up to 8 hours.

The AQ-4 was originally designed for divers and is waterproof up to 500m, so you know it can handle any conditions you might find yourself in. $165.00 from ozpilot.com.au

Prices are correct at time of publication.

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BOOK REVIEW

Girls of Flight City – Lorraine Heath Inspired by true events, a novel of WWII, the Royal Air Force and Texas.

While the Germans bomb London relentlessly, the British seek American assistance to train RAF pilots on American soil in civilian schools. This story portrays the impact of these young cadets on a small-town community in Texas, and the efforts made to accommodate and welcome them. This is a well-researched novel which follows the lives of three women, before and after America’s involvement in the war.

Set in 1941, this story reveals a little-known part of history where American women served in the British RAF. It celebrates the bravery, triumphs and hardships of women pilots and elevates their profile in aviation history. In this reader’s opinion, the inclusion of letters sent back home to family from pilots at the battlefields lends a poignant authenticity and sorrow that only war can bring.

Credit: HarperCollins US

The inclusion of Author’s Notes and photographs at the back of the book give further insight and realism to the historical facts woven into the storyline. A worthwhile read for those who enjoy historical fiction.

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SPORTPILOT

CLUBS & RUNWAYS

McIntyres Airfield, NSW (YPLI)

FACILITIES McIntyres Airfield is a private, familyowned airport with an immaculately well-kept 914m grass runway.

The airport was established by Bob McIntyre who went to council and said “I want to build an airport”... and the council even lent him the equipment to do it. Bob recently passed away, but his family are continuing the legacy and maintaining the airport to Bob’s very high standards.

Visitors are welcome any time by prior arrangement. There are comfortable club facilities including a kitchen, lounge, and bathroom facilities. Short term hangarage is available and you can hire a car for a modest fee to help you explore. Your landing fee of $10 goes directly towards fuel for the

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Palmers Island/Yamba (YPLI)

070 4NM YAMBA

STAY Base yourself in Yamba for the best accommodation options including holiday parks, serviced apartments, and boutique waterfront hotels overlooking the magnificent coastline.

EXPLORE Slow down and enjoy the feeling of the sand between your toes! Most of the action happens on the water here, so hire a boat, kayak, fishing rod or surfboard if you’re up for some adventure. A few laps in the Yamba Ocean Pool is a bucket-list activity. The Yuraygir coastal walk and a visit to the Yamba lighthouse is also a wonderful way to explore the epic coastline.

EAT & DRINK If you can drag yourself away from the beach, Yamba has a seriously good food scene. Locally sourced prawns are the top pick, with no shortage of quality seafood restaurants and shops around town.

914

27

tractor that keeps the grass runway in top condition.

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Dubbed as the Editor’s new favourite airport, McIntyres Airfield is just a few kilometres from the relaxed haven of Yamba in northern NSW. Known for its laid-back beach and fishing scene, it’s a great place to land for a sneaky coastal escape.

ELEV: 15m LAT/LONG: S29˚ 26.72, E153˚ 16.0 RWY: 09/27 914m 90c Grass COMMS: FIS Brisbane 120.3 Multicom 126.7 RWY LIGHTING: PTBL PPR (by prior arrangement) AD OPR: The McIntyres 0407 034 282 Prior permission required by phone REMARKS Pilots OPR RWY 27 requested to fly neighbourly tracking N of RWY centreline on departure FUEL Nil

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SPORTPILOT

TECH TALK

THE SCIENCE OF VELOCITY VERSUS SPEED

UNDERSTANDING AIRCRAFT

Credit: Pawel Kierzkowski, Wikimedia Commons

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SPINS STALLS REVISITING THE BASICS OF CAUSE, PREVENTION AND RECOVERY Words James Heath

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STALL RECOVERY Accelerating Dive

Pitch Up

Out of Stall

Trade altitude for speed, potential kinetic eneregy

Transition to level flight, avoiding secondary stalls or overstressing structure

Establish level flight or climb

h

Nose down, wings level, apply thrust

Back to trim condition or execute go-around

Pitch up but stay below maximum pitch limit, avoid high load factors Trade off between total altitude loss and safety buffer for alpha and load

On June 1st 2009, Air France Flight 447 took off on a long-haul flight from Rio de Janeiro, Brazil, to Paris, France. 3 hours and 40 minutes into the flight, the aircraft encountered severe weather conditions with ice crystal formation in thunderstorms. This resulted in the aircraft’s pitot tubes becoming obstructed, leading to a temporary loss of airspeed data.

A lack of clear communication and coordination among the cockpit crew ensued, and a series of incorrect control inputs exacerbated the situation. This loss of accurate airspeed information caused the aircraft’s autopilot and autothrust systems to disconnect, leaving the aircraft in manual control.

At 38,000 feet Air France Flight 447 entered a highaltitude stall.

In the realm of aviation, the term “stall” carries a weight of seriousness that sends shivers down the spine of pilots and passengers alike. Often associated with catastrophic crashes, stalls are a critical and often misunderstood phenomenon. In this article, we will

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explore what stalls are, why they happen, and how pilots are trained to deal with them. We’ll also look at the stall’s bigger, scarier brother; the spin. We’ll discuss its causes and recovery methods.

STALLS What Is a Stall?

A stall occurs when an aircraft’s wing loses its liftproducing capacity due to the wing exceeding the critical angle of attack. In simple terms, it’s when the wing fails to generate enough lift to keep the plane airborne. Contrary to what many outside the aviation community might believe, a stall doesn’t involve the engine cutting out or the plane suddenly falling from the sky. Instead, it’s a loss of control that can lead to dangerous situations if not handled correctly. A stall is, most times, a manageable event that can be recovered from with the correct processes.

The Aerodynamics Behind a Stall To comprehend a plane stall, one must delve into the basics of aerodynamics. Aircraft wings generate

ATTACHED FLOW

In the realm of aviation, the term “stall” carries a weight of seriousness that sends shivers down the spine of pilots and passengers alike. lift when air flows over and under them, creating a pressure difference that keeps the plane aloft. As a pilot increases the plane’s angle of attack, the airflow over the wings becomes disrupted. If the angle of attack exceeds the critical angle, the wings can no longer generate enough lift to support the aircraft’s weight.

SEPARATED (STALLED) FLOW

The Warning Signs Recognising the early warning signs of a stall is essential to preventing it. Common indicators include a sudden loss of altitude, increased rate of descent on the VSI, and – if equipped – a distinctive audible warning from the plane’s stall warning system.

Furthermore, the control surfaces may become sluggish, making it challenging to maintain the plane’s orientation.

Types of Stalls There are three categories of stall; configuration stalls, maneuver-related stalls and power-related stalls. For this article, we’ll look at the two subtypes of powerrelated stall.

1. Power-On Stall: This type occurs during take-off or climb when the engine is producing power, and the angle of attack becomes too high. It’s a situation where the pilot pulls the yoke or stick back too aggressively, leading to a stall.

2. Power-Off Stall: This type of stall takes place when the power is reduced, such as during landing or during practice for a landing. A power-off stall can occur when a pilot doesn’t manage the descent properly.

Recovering from a Stall The key to surviving a stall is knowing how to recover from it. The fundamental procedure is straightforward:

Cross-reference of an airfoil at a safe angle of attack and at a stall, respectively.

1. Reduce the Angle of Attack: To regain lift, the pilot must decrease the angle of attack by gently pushing the control stick or yoke forward.

2. Apply Full Throttle (if power-off stall): If the stall occurs during landing or low-power settings, applying full throttle can help the aircraft regain airspeed and climb.

3. Level the Wings: The pilot should level the wings to prevent an uncontrolled roll or spin.

4. Climb: Once the plane has recovered from the stall, the pilot should establish a positive rate of climb to regain altitude.

5. Assess the Situation: After recovering from the stall, it’s crucial to assess the situation, address any altitude loss, and continue the flight safely.

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SPORTPILOT

ENTRY INTO A RIGHT HAND SPIN 2

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1 Spin entry commences with an uncoordinated right hand turn at low airspeed. Excessive rudder results in too much yaw and a skidded turn.

2 The skid, low airspeed and high angle of attack cause the right hand wing to stall. With the left wing still flying the plane rolls sharply to the right. Increased drag on the right wing causes the yaw angle to increase further.

Depiction of an aircraft entering a spin.

3 The increasing angle of attack and decreasing airspeed stalls both wings, with the loss of lift and extreme altitude the aircraft starts to descend and autorotate entering a fully developed spin.

SPINS Spins are one of the most feared aerodynamic phenomena in aviation. Often depicted as dramatic spirals to certain doom, the reality of a spin is far more manageable with the right knowledge and training.

What is a Spin in Aviation?

In aviation, a spin is a specific type of uncontrolled descent where an aircraft no longer produces sufficient lift to maintain height, and rotates around all three axes (pitch, roll and yaw) at varying degrees. During a spin, the aircraft will rapidly descend in a vertical path.

A spin can be highly disorienting and, if not promptly recovered, can lead to a loss of control and, in extreme cases, a crash.

Conditions Leading to a Spin A spin can occur when a number of factors come into play. Firstly, the start of autorotation is initially brought on by an asymmetric stall, that is, one wing has stalled first or deeper than the other. Lack of recognition of yaw and balance is ultimately where the spin starts and can rapidly develop. Other contributing factors are us; the human. We often react negatively when startled by the realization of a developing spin, only making the situation worse. Unfortunately, this often happens in phases of flight where we are not ready for it are unable to recover such as take-off, landing or low-level

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maneuvering where angle of attack awareness is compromised.

Recovering from a Spin Recovering from a spin is a critical skill for pilots, and the process can be quite different depending on the aircraft type. Here are the general steps for recovering from a spin: 1. Power Idle: Reduce the throttle to idle to eliminate any additional thrust that may be sustaining the spin.

2. Ailerons Neutral: Ensure that the ailerons (control surfaces on the wings) are in a neutral position, as applying aileron input can exacerbate the spin.

3. Rudder Opposite to the Spin Direction: Apply full opposite rudder (opposite to the direction of the spin) to stop the yaw rotation.

4. Elevator Forward: Gently push the control stick or yoke forward to lower the aircraft’s nose, reducing the angle of attack and breaking the stall.

5. Recovery: Once the rotation stops, and the descent is under control, recover to level flight by using coordinated control inputs.

Recovering from a spin requires training and practice, as it can be a disorienting and potentially frightening experience for a pilot.

Often depicted as dramatic spirals to certain doom, the reality of a spin is far more manageable with the right knowledge and training.

Spin Prevention The best way to manage spins is to prevent them from occurring in the first place. Pilots are trained to maintain coordinated flight by ensuring that their control inputs (rudder and ailerons) work together to keep the aircraft’s movement smooth. A lack of coordination, especially during slow flight or while manoeuvring at low speeds, can increase the risk of a spin.

Early in the morning on June 1st, 2009, Air France Flight 447 disappeared from radar. There was no distress call. All crew and passengers were assumed dead. It was not until almost two years later than the black box was finally recovered.

The black box revealed panic onboard amongst the pilots as the aircraft’s instruments became incapacitated. At 35,000 feet the pilot put the plane into an aggressive climb to escape the poor conditions.

At 38,000 feet, the aircraft began to stall. No longer in control, the Airbus A330 began to fall at a rate of 10,000 feet per minute. All lives onboard were lost.

The crash of Air France Flight 447 highlighted the importance of pilot training, especially in managing unreliable airspeed situations, and the need for advancements in cockpit automation and pilot awareness. The recovery of the aircraft’s flight data recorders from the ocean floor helped investigators piece together the events leading up to the tragedy and provided valuable lessons for aviation safety.

We’ve only just scratched the surface of the information there is to know about stalls and spins. If you’re interested in learning more, check out the “Loss of Control” video series on the RAAus YouTube channel.

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SPORTPILOT

AVIATION MARKETPLACE

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

AIRCRAFT RECOVERY SYSTEMS Supply, Repacking and Parts

P : 0 2 8 3 5 5 7 0 0 9 - E m a i l : i n f o @ L E A V 8 . c o m / w w w. L E A V 8 . c o m

P&M Quik Weightshift Microlight 912ULS

Pioneer 200 Hawk

533.5 Airframe Hours, TTIS 533.5 TTSO 19.4 Engine Hours. Full service history, vgc. Overhauled March 2023 by Wal – BertFloods.

Owned from new, we imported this aircraft from P&M UK. Will be flown until sold so hours will change.

Kevin Macnally — 0447 829 161 $52,500

850 Airframe Hours, 850 Engine Hours. 2010 Pioneer 200 Hawk 850 hrs TT one owner 9/10 inside & out, nil accidents. Cruise 110 to 120 knots Climb 1000’ / min +, beautifully coordinated aircraft to fly.

Fitted with tinted canopy, snap vents, Dual Microair VHF’s, Transponder, Spares & more.

Robert John Keen — 0429 639 770 $92,000

Australian Lightwing GR-582

Fantasy Air Allegro 2000

358.0 Airframe Hours, 46.0 Engine Hours. Robust Australian taildragger which has been fully refurbished in 2022 to a very high standard by a L2/LAME with new engine and prop, new instrument panel with modern lightweight electronic avionics, new fuel systems, new wiring throughout, refurbished cabin interior for added comfort, turf tires for unimproved strips.

Ross Prebble — 0407 083 016 $32,000

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411 Airframe Hours, 411 Engine Hours. Popular European trainer.

Beautiful low hour Czech Republic factory-made Light Sport 2 seater.

Now USA based. Easy to maintain, composite & Kevlar fuselage aluminium wings very economical to run. Fuel consumption is 11.5L per hour at 4100 RPM. Rotax 80hp.

Cruising 90 knots. VNE 119kts, STOL 35 knots. 55L fuel tank gives you 4.5 h.

Miroslav Pekar — 0426 613 113 $76,000

Aeropro Eurofox 3K

Replica Sopwith Camel

Airborne Outback Microlight X582

2021 Aeroprakt Foxbat A22LS

2017 Sonex A

Thruster T85 Single Seater

1942 Airframe Hours, nil Engine Hours. Meticulously maintained and managed example of this beautifully balanced aircraft! 24-4844 is an AeroPro 3k Eurofox first registered in 2007 now fastidiously managed and maintained by the exceptional team at Strike Aviation.

Matthew Service — 0412 343 389 $88,000

525 Airframe Hours, 125 Engine Hours. Always hangared. Wizard 3 wing 525 hrs, Brolga 4 blade prop 525 hrs, Trike base 525 hrs, Engine 125 hrs (new at 400 hrs) Rotax 582 Blue Head, eng oil injection, E gearbox. Cruise 42 knots, burns 13 l/ hr. Aircraft & Maintenance logbooks.

Peter Tunbridge — 0408 724 963 $7,500

353.5 Airframe Hours, 353.5 Engine Hours. Sonex A tailwheel, cruises comfortably at 120kts, can fast cruise at 135kts if needed.

Carefully maintained by Istria Corp.

Transponder with ADSB Out, dual watch radio, full engine monitoring.

Optional climb prop.

Michael Holding — 0407 508 971 $52,000

50 Airframe Hours, 50 Engine Hours Airdrome Aeroplanes Sopwith Camel. Full size replica with Rotec 2800 7 cylinder engine. Great fun to fly and a real eye catcher. Featured in the soon to be released Australian film “Before Dawn”.

Peter Graham Mitchell — 0427 544 202 $35,000

820 Airframe Hours, 820 Engine Hours. Rotax 912ULS. Dynon Skyview HDX with ADSB in & out and Dual VHF. Backup ASI and Altimeter. Side baggage door, handcontrol rudder option for wheelchair pilots. Excellent condition.

Sheldon Jones — 0477 985 678 $132,000

638 Airframe Hours, 10 Engine Hours. Beautiful classic ultralight single seater taildragger Thruster for sale to good Pilot. This is a reluctant sale as I purchased Skyranger V Max and two aeroplanes are too many for me. Very good condition, new engine, new gearbox, new carbs, refurbished.

Milan Anthony “Tony” Vlasak — 0412 784 019 $9,750

Sonex Trigear 2200

720 Airframe Hours, Total 220hrs Engine Hours. Completed 2007 with 720hrs on airframe and 220 hrs on Camit 2200 engine. Dual controls, Grand Rapids EIS, Garmin GPS, aerobatic (+6-3), cruises 110kts at 14L/h 60L plus 20L ferry tank.

Stuart Trist — 0410 561 371 $34,000

Arion Lightning XS Project

0 Airframe Hours, nil Engine Hours.

Arion Lightning XS project. Airframe completed and painted at Arion builder assist facility. Requires panel and firewall forward. Value of kit, build, paint, interior and shipping to Australia is US$80k+ (A$120k+).

Dave Limmer — 0481 394 968 $69,000 ono

Jabiru SP500

225 Airframe Hours, 22 Engine Hours. After agonising over this for a number of years and precipitated by a pending interstate move, I have made the decision that my aeroplane should be owned by someone who will actually fly it on a regular basis.

First flight Oct 2002.

Roger Garment — 0411 214 106 $39,000

WA Hangar Plot For Sale

Approx. 1 hour from Perth CBD at Bindoon Hill Airfield (YBHL). Join our club and purchase your own hangar plot licence to build a hangar of your choice up to 20mx20m. T&Cs apply.

Paul Goodhew — 0492 930 303 $22,000

Pipistrel Alpha

1014 Airframe Hours, 1014 Engine Hours. 2012 Pipistrel Alpha with 1014 TT, Excellent condition, always hangared. Fresh 100hrly inspection and 5 yearly hose AD completed.

Call for more details.

Nigel Kingston Wettenhall — 0418 362 428 $110,000

Aeroprakt A22 Capetown Amphibious Float Plane

411 Airframe Hours, 411 Engine Hours. Factory built in beautiful condition.

Philip Ward — 0418 970 200 $80,000

Rotax 912 ULS, Jabiru 2200B engine, Cessna 310R parts

Rotax 912 ULS 100hp

13048.5 Airframe Hours, nil Engine Hours, Cessna Rotax Jaribu Amber Aero Engineering is an aerospace/aviation maintenance and spare parts components distribution company based at Tooradin Airport in Victoria.

Alvin Prasad

2000 Engine Hours. Replacing engine with new engine to put plane in flying school. Good condition no problems good leak down results.

Jon Bown — 0410 264 702 $5,500

Bat Hawk

Aeroprakt Vixxen A32

Corby CJ-1 Starlet

Jabiru SP500

Sonerai Stretch

Vans RV4

Corby CJ-1 Starlet

Jabiru J400

351 Airframe Hours, 351 Engine Hours, Bathawk. Rotax 912 powered Bathawk. Open air flying with side by side seating. 75 knots cruise. South African built, see YouTube.

Hugh — 0428 400 737 $47,500

600 Airframe Hours, 600 Engine Hours. Sport Aircraft, well presented, low hours, taildragger.

Michael Seccombe — 0439 568 508 $48,500

168 Airframe Hours, 168 Engine Hours. Aircraft in perfect condition.

Hangared at Wedderburn. Basic instruments, GPS 660, Trig radio, transponder. Strobe, position, landing lights. Well maintained.

Voytek Josef Romanowski — 0455 535 050 $158,000

239 Airframe Hours, TTIS 739 TTSO 239 Engine Hours. Great performer, cruise prop fitted. 160TAS @ 75%.

34L/hr, 117L useable.

Greg Blades $110,000

18 Airframe Hours, 18 Engine Hours. Spruce frame, Hoop Pine ply covered with Stitts covering. Jabiru 2200 engine with Jabiru Prop. Hand operated floating disc brakes. Vertex radio with Avcomm headset. 105110 knots cruise. Always hangared.

Stephen Graham — sig57lcg@live.com.au $30,000

246 Airframe Hours, 246 Engine Hours.

Thomas Graham Leech — 0400 900 903 $25,900

986 Airframe Hours, 100 Engine Hours. Refurbished interior, new Garmin 660 GPS. New Gen3, 6 cylinder fitted late 2015. Upgraded wheels and brakes. Situated Renmark SA with fresh annual.

Tim Laidler — 0427 839 500 $36,000

514 Airframe Hours, 612 Engine Hours, J400. Owner Builder. 1 Owner. Interior/Exterior 8/10.

John Lincoln Jackson $60,000

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SPORTPILOT

FINAL APPROACH

BY NICHOLAS HEATH

THE PERFECT PLANE I don’t know about you, but I spend a lot of time looking at planes on the internet. I’m constantly thinking “what could I buy that would suit me better?” I look back at the aircraft I have a reasonable familiarity with, and evaluate what was good and bad. A lot of my early flying was in a Cessna 172. A great, stable, and forgiving platform. Good internal space. Four seats (sort of) and about 100 knots cruise at thirty-ish litres an hour. But the airframes were older than me.

I then moved to RA and started flying Tecnam Echos.

Similar airspeed to the 172 with a 20% reduction in fuel consumption and some digital instruments. A nice plane to buzz around in and very pointable. But I wanted to go faster and further. My typical flight is 400 nautical miles, so speed was a requirement. But I’m on a budget, so fuel burn had to be in 172 territory. Plus, I wanted to stay RAAus. I got crafty and selected the RV6 to purchase – same engine as the 172, 150 knots airspeed and long,

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long legs – with a view to putting it in Group G when that happened. I keep thinking that bigger and faster would be a better option. A bigger Vans would work.

Or maybe I get an older Cessna 182 RG Turbo or a Bonanza and refurb it with modern instruments. Better still, get one that some other poor fool has poured their time and life savings into and now has to get out.

Four seats would be nice. 170 knots or more would be nice. But the truth is, I rarely fly with more than one passenger – even when I was in four-seaters. I can think of maybe two occasions. And, while 170 knots (or more) would be fun, it means more fuel and money.

In fact, a lot more fuel and money usually.

I keep coming back to what I have and realising that for my mission, the mix is about right. The other answer is that any plane you have access to is probably your best choice right now. Like most of us, I just need to get out there and fly more. But that’s not going to stop me from drooling over exotic planes on the internet. Hmm, looks like there’s a P40 Warhawk for sale...

SAL

I R O T C E, VI

A 27-2

IL APR 24 20

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

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