It’s exciting to be getting ready for one fly-in event – but right now we’re getting ready for two!
The RAAus-organised Fly’n For Fun at Parkes is on 12th–14th April. Here you can fly in for a whole program of RAAus learnings, social fun and flying talk. Then two weeks later, we are proud partners with the ANZAC Weekend Airshow in Sale, Victoria on 27th–28th April, which will have the full Paul Bennet Airshows experience, RAAF displays, warbirds, jets, helicopters and all. Best of all, you as an RAAus member can fly in for free. Writer Tom Lyons and I will be at both events along with the RAAus team, and we look forward to catching up with many of you there.
A whole lot has changed since the last edition. RAAus CEO Matt Boutell has left to take up a senior role at CASA (more inside) and Maxine Milera – who previously managed corporate Services for RAAus – has been appointed.
I can’t think of anyone who knows more about RAAus and Maxine will be the first ever female head of RAAus, so a great outcome for members and the RAAus team. You can read Maxine’s RAAus journey inside this edition. Group G is on our doorstep finally – albeit with us yet to register the first aircraft. Our front cover shows a Group G candidate; the magnificent ERCO Ercoupe. Just one of many aircraft that potentially can now come across to the RAAus administration. MOSAIC is getting traction in the US – which is bound to impact here. While all this is going on in the background, most of this issue is dedicated to pilots and what they do. That’s probably how it should be.
Thanks for all your feedback – good and bad. This is your publication, so let us know what you like and don’t like. We always love to hear your stories, so send us your articles, images and letters.
Safe flying!
NICHOLAS HEATH Editor
(03) 5273 4777
editor@sportpilot.net.au
EDITOR
Nicholas Heath
DEPUTY EDITOR
Sophia Blakebrough
STORY
CO-ORDINATOR
Tom Lyons
(03) 5273 4777
advertising@sportpilot.net.au
ADVERTISING
DIRECTOR
Simon Larcey
ADVERTISING
CO-ORDINATOR
Monique Pakzamir
FINANCE
Christine Heath
SENIOR DESIGNER
Regina Mari
DESIGNER
James Conte
PROOFING
Sam McMillan
DIGITAL
Nick Jones
Budda Pile
Matt Dwyer
Nic Emanuele
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*.
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Thanks To RAAus
Dear Editor,
I just wanted to say many thanks to all the awesome people at RAAus. Sharon who normally answers the phones and always does everything she can to help, and Marty who has given me so much of his time twice now. These are people who really care. And Jill also, who I spoke to on one occasion and was a pleasure to speak to. Thank you all very much for being so caring and providing excellent service to your members.
Geoff Lohrere
Editor: Thanks Geoff. Yep, they’re good people. Best part about RAAus – in my humble opinion – is that you get real people on the phone. Just sayin’. — Ed
RE: Across The Guts (SportPilot 107)
Dear Editor,
I write to you regarding Issue 107 of Australian SportPilot and the article entitled “Across The Guts”. With all due respect to the author of the article, Mr Heath should have done a bit more investigation before publishing it. The statement that Forrest must have been named by a comedian is pathetic. A forest of trees is spelt with only one R. Forrest was named for the explorer and first Premier of Western Australia; Sir John Forrest. It is not an actual stopping point for the Indian Pacific train. The Indian Pacific stops at Cook and Rawlinna for passenger experiences plus water and crew changes at Cook. My wife and I have travelled from Perth to Sydney on the Indian–Pacific.
The other part of the article which annoyed me was the reference to the Fremantle Doctor. The Fremantle Doctor is a sea breeze which affects the metropolitan suburbs of Perth which are within a reasonable distance of the coast. The Fremantle Doctor does not cool down other areas of the WA coast, for instance there is The Albany Doctor.
In conclusion, I trust that corrections will be published in Issue 108.
Edward T Rees
Editor: Thanks Edward. Actually we were aware of that, thanks to the fantastic little museum at the old weather station you can visit in Forrest with two r’s.
Not everybody likes my sense of humour. Just ask my wife. Thanks for pointing out that it was not the Fremantle Doctor. Duly noted. — Ed
Dear Editor, Keith Nankivell expressed surprise to see his Jabiru (19-3352) in Issue 106. I was even more surprised and delighted to see my Jabiru (19-3352) in Issue 107!
This Jab was built in Caloundra, QLD in 2000 from a kit. The builder flew it for a short time before selling it to a GP in Goolwa, SA. This GP did not have his own practice but worked as a locum in numerous towns in SA, relieving the existing doctor for a holiday break. His mode of transport to/from these locations was his Jabiru. In April 2006 the aircraft was sold to me and I named her Jenni. I flew Jenni regularly around SA until April, 2013, when I sold her to Keith Nankivell. By then she had accumulated about 650 total hours.
The circumstances of the sale were quite interesting. I listed her in various aviation magazines and aero clubs for over two years, taking numerous would-be buyers for a ride but receiving no acceptable offers. Finally, I ran an eBay-style auction which ran for 3 months. Three days before the end, I received a phone call from Keith. He made a satisfactory offer and paid a deposit without even seeing Jenni in the flesh. He confessed he didn’t have an RAAus certificate but had taken a few lessons. He didn’t need me to deliver her, he would bring a pilot friend to Murray Bridge to collect her.
And, so it was, in April 2012, I bid goodbye to Jenni. It’s wonderful to learn that she is being looked after and still providing Keith with the joy of owning his own aircraft and flying it for fun.
J Chambers
Editor: Great to hear from you and lovely to hear some history on your aircraft! — Ed
RE: All The Way Up (SportPilot 103) & Across The Guts (SportPilot 107)
Dear Editor,
With reference to your adventures in “All The Way Up” (Issue 103) and “Across The Guts” (Issue 107).
Entertaining as these stories may be, they are of little practical relevance to me and, I suggest, the bulk of RAAus pilots.
The range, payload & performance of your GAregistered RV-6A, coupled with its fuel type (AvGas being readily available at most airfields, unlike ULP) mean that many RAAus pilots are likely to have very different, more complex & challenging experiences, should we attempt a similar journey.
If you happen to do this again or sponsor another expedition, please use a typical RAAus aircraft – there are many to choose from.
In addition, I note with no surprise that your ASIC was only interrogated once, yet you let the opportunity to make strong comment on its lack of relevance pass, with nothing more than a passive observation. Can I look forward to a strong editorial against ASIC, as it is applied to recreational pilots wishing to access the many small regional airports?
You seem a tad out of touch with the mainstream RAAus pilot. Your preference for larger aircraft, as evidenced in “The Perfect Plane” (Issue 107), an RV-6A, and your use of the same for the above trips, so different from most RAAus aircraft, combined with your lack of commentary on the failures that is ASIC (a program almost universally despised by RAAus pilots).
I wonder, is being the Editor of SportPilot, the “Official Publication of Recreational Aviation Australia”, a good fit for you?
Sean Griffin
Editor: Thanks Sean. You will be pleased to note (or possibly not) that we have an edition featuring the new Group G aircraft up to 760kg MTOW. Group G includes the Vans RV6, which we purchased with the intent to move to that category when it became possible to do so. We do have lots of stories covered in RAAus-registered vehicles – you’ll see the conclusion to Hayden McDonald’s circumnavigation of Australia in this issue. In regard to ASIC, I have a great dislike for them. The cost and the rigamarole which I am doing again right now is frustrating, but I also understand that we are part of a global aviation network that starts in our small airfields and we must meet the necessary requirements. It’s a love/hate thing. — Ed
Dear Editor,
As a young aviation enthusiast, I thoroughly enjoyed reading the “Across the Guts” article in Issue 107. The stories from Nicholas’ journey between Lethbridge (Victoria) and Shark Bay (Western Australia) were so comprehensive and personal. Being from WA myself, it was quite exciting to learn of the numerous rural airports dotted around the state. The personal experiences that Nicholas had throughout his travels made it a very entertaining read and certainly opened my eyes to the day-to-day life of a recreational pilot, someone whom I aspire to be in the future. I am currently fourteen and have yet to start my aviation journey, but when I do, I certainly want to be a part of RAAus.
Kian Cartmell
Editor: Hey Kian, I’m glad to hear someone enjoyed the article! Actually, we got quite good feedback from several people who enjoy this type of armchair adventure and if it inspires you to start your pilot journey then all the better, it’s exactly the result we hope to achieve. I hope to see you in the air one day soon! — Ed
Congratulations Kian, we hope you enjoy your SportPilot cap!”
MAXINE MILERA CEO
For nearly two decades, Maxine has been part of RAAus. As the organisation transitions, she is honoured to step into the role of RAAus’ first female CEO, supported by an exceptional team. Together, Maxine looks forward to continuing RAAus’ legacy of safety, community, and innovation, inspiring aviators for generations to come. ceo@raaus.com.au
For nearly two decades, I’ve had the privilege of working for Recreational Aviation Australia (RAAus), an organisation deeply entrenched in promoting and supporting recreational aviation enthusiasts across the country. Reflecting on this journey, it’s been a remarkable experience filled with passion, dedication, and a shared love for the skies.
At the heart of RAAus lies its vibrant and diverse community of aviation enthusiasts. From seasoned pilots to novice flyers, RAAus brings together individuals from all walks of life who share a common passion for aviation. Whether it’s through online forums, local fly-ins, or national gatherings, RAAus provides a platform for likeminded individuals to connect, share experiences, and forge lifelong friendships.
Throughout my 18 years with RAAus, I’ve witnessed a myriad of changes that have shaped the organisation into what it is today. From its transition from the Australian Ultralight Federation (AUF) to RAAus Incorporated and eventually to a Company Limited by Guarantee, the evolution has been nothing short of transformative. What began as a modest entity has grown
into a dynamic and forward-thinking organisation, adapting to the everchanging landscape of recreational aviation in Australia.
One significant change I’ve observed is the restructuring of the governance framework. From a board comprising 13 members to a more streamlined structure with 7 directors, the shift has allowed for greater efficiency and agility in decision-making. Additionally, throughout my tenure, I’ve had the privilege of working with seven CEOs, four Operations Managers and six Technical Managers.
Amidst these changes, one thing has remained constant; RAAus’ unwavering dedication to promoting safety, fostering community and empowering aviation enthusiasts. Despite the evolution in governance and
organisational structure, the core values that underpin RAAus’ mission have remained steadfast, serving as a guiding beacon for all those involved.
As I look back on my journey with RAAus, I am filled with a sense of pride and optimism for the future of recreational aviation in Australia. I am thankful for the experiences, the friendships and the opportunities that have shaped my career. From navigating regulatory changes to spearheading innovative initiatives, each moment has been a testament to the resilience and dedication of the RAAus community.
Reflecting on this journey, it’s been a remarkable experience filled with passion, dedication, and a shared love for the skies.
I’ve had the privilege of collaborating with exceptional CEOs, such as Michael Linke and Matt Bouttell, whose contributions were pivotal in moulding the organisation into its current form. Likewise, the guidance and backing from Michael Monck and other board directors have been invaluable in facilitating our transformation. Their unwavering support, coupled with their enthusiasm for RAAus, our team, organisational enhancements and initiatives, have significantly propelled RAAus’ trajectory of growth and success. I take immense pride in my journey within the organisation and I’m delighted to announce my appointment as the first female CEO of RAAus.
Moving forward, I am excited to help RAAus continue to evolve and adapt to meet the needs of its members. With a legacy built on passion, perseverance and a shared love for aviation, I am confident that RAAus will continue to inspire generations of aviators for years to come.
In conclusion, my 18 years with RAAus have been nothing short of extraordinary. From witnessing organisational transformations to playing a role in shaping the future of recreational aviation, it has been a journey filled with challenges, triumphs, and endless possibilities. As we soar towards the future, I am proud to be a part of this incredible organisation and look forward to the adventures that lie ahead.
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
The months are flying by, it feels as though 2024 is already halfway done! This year is racing, and with everything happening, I doubt things will slow down anytime soon.
As you all know, Matt Bouttell recently left his position as CEO to join CASA. While we’ll definitely miss his expertise and friendly face around the office, this move also has a silver lining. Now we have a strong RAAus advocate within CASA’s leadership. Our positive relationship with CASA can only get stronger as Matt works his magic there. We wish Matt all the best and look forward to working with him in his new role even if he has gone to the dark side!
Speaking of positive things, I had the pleasure of attending the RAAus Professional Development Program earlier this year. It was fantastic to
see 60 or so instructors gathered in person, with even more online. It shows just how much great work is happening in our flying schools and how passionate they are about supporting RAAus – and perhaps more importantly – the broader membership.
We covered loads of ground during those two days – better flight training, expanded maintenance training, updates on rule changes; the whole nine yards. But what stood out to me was the chance to really listen to our members. Even though not everyone could be there, the instructors we heard from are the ones on the front
lines, these are the people interacting with our member base every day. With this sort of insight into who our members are and what they desire, it would be folly not to listen.
It got me thinking – flying schools and RAAus really are like two sides of the same coin. Schools wouldn’t exist in their current form without RAAus. For a lot of them, operating under CASA’s rules just wouldn’t be possible. We provide a vital path, whether it’s so schools can earn a living or give back to their communities. This latter group is especially important to us.
Unlike other sectors, we’ve had stability for 40 years – that predictability is a big part of why people choose RAAus.
Many of our schools are run by highly skilled and professional people who are not paid for their services. They choose to give back to the community and introduce more people to flying that would otherwise be the case. These individuals have introduced many people to aviation that may not have gotten involved without the passion that drives these instructors.
Flip that coin, and RAAus wouldn’t be a thing without these schools. Where would we train new pilots, who would do those flight reviews, and how would we upgrade the skills of existing pilots? Flying schools keep our whole system going.
This whole interconnectedness makes me appreciate what RAAus stands for. We are a broad church made up of many moving parts that are dependent on one another. So many people rely on us for their livelihoods. They, in turn, shape the next generation of pilots – some who become instructors with us, others who go into professional aviation. And let’s not forget those who fly purely for the joy of it – something our approach to aviation makes way easier than some of the alternatives.
That’s something worth fighting to keep. Unlike other sectors, we’ve had stability for 40 years – that predictability is a big part of why people choose RAAus.
Of course, aviation never stands still. New aircraft, new ways of flying, new members – things are bound to change. The market itself pushes that evolution, just like when simpler machines broadened into the variety we see now. That pattern will keep repeating.
The one thing that won’t change is this: RAAus is the organisation advocating for the everyday general aviation pilots and maintainers in Australia, and we will continue to play a vital role in the future that is unfolding. We might see amazing shifts around us, but RAAus will keep doing what it does best – protecting the rights of members who simply love aviation.
We’re aiming to grow and share that love with more Aussies, but we’ll never stray from our roots. This is your organisation, and that means ongoing conversations with you to keep us on the right path. So, let’s keep talking with each other.
American heavyweights, Cirrus Aircraft, have launched the newest variant of their ever-popular SR22, dubbed the SR22 G7. Announced in January, the G7 features multiple updates aimed at making the aircraft more comfortable and convenient.
Included in the list of improvements is a Garmin Perspective Touch+ flight deck, with 35% larger screens operating at 3x higher resolution. Touchscreen controls allow for simple and intuitive functionality, designed to help pilots get to what they need as fast as possible.
Also highlighted in the launch announcement is a push-button starting system, automatic fuel switching capability, inbuilt USB-C charging and a stick shaker function
to warn of impending stalls. The interior design of the cockpit has also seen an upgrade, with luxury and ergonomics in mind.
The G7 looks to be a pointer as to where aircraft design is headed
Australian eVTOL company, AMSL Aero, has confirmed its first commercial order for their dual hydrogen-electric powered Vertiia aircraft.
Aviation Logistics, parent company of AirLink, AirMed and ChartAir, recently placed an order for 10 Vertiia aircraft, with an option for 10 more. It is expected that the aircraft will begin service in 2027, pending regulatory approval. AMSL Aero CEO, Max York, described the deal as one that “catapults Vertiia from world-leading development aircraft to commercial reality.”
The Vertiia is capable of taking off from helipads and can reach speeds of 300km/h, according to the AMSL Aero’s
moving into the mid- 2020s; intuitive avionics and comfortable interiors in a proven reliable, fast aircraft. We here at SportPilot are interested to see the effect this will play on LSA and ultralight aircraft going forward.
specification rundown. The company claims the Vertiia is capable of operating at up to 70% less cost than a comparable helicopter, and uses less energy per seat than a high-speed train.
It’s an exciting step forward in the eVTOL space, all happening right here in Australian skies.
Can’t get enough SportPilot content? You’re in luck!
We’ve recently launched our brand-new SportPilot website, where you can find even more fantastic stories, reviews, pilot profiles, news and discussions from across our great community.
In addition to our triannual print editions, you’ll now be able to find new content published regularly on the SportPilot website. The new website allows us to publish all the great pieces we simply can’t fit in our print editions, as well as deliver you timely news updates on everything happening in the world of recreational aviation.
New content isn’t the only thing you’ll be able to find online. The SportPilot website also serves as an archive for all our previous editions, with our entire back-catalogue able to be accessed and browsed at any time.
Our new online space also gives you more opportunities to have your story published. We love hearing from our readers, and are always looking for new submissions from the community. If you’ve got a story you want to share, we want to hear it!
We’re excited about our new ability to put out more regular content for our readers. Be sure to check it out!
sportpilot.net.au
When you heard about the approval of RAAus’ new Group G category, your mind probably raced through a quick list of aircraft you’d now be able to fly. If you’re like me, the Cessna 152, Vans RV range and a spate of different bush planes sprang to mind. But what about this stunningly beautiful little design that made its maiden flight before WWII?
Born out of a desire for an affordable, easy-to-fly aircraft that would appeal to the growing American middle-class of the time, the ERCO Ercoupe is something of an icon. First flown in 1937, this low-wing aluminium monoplane was one of the first true forays into developing an aircraft designed specifically for the civilian market. The Ercoupe first entered production in 1940 and enjoyed considerable success, with more than 5,600 models produced over its 29-year production run.
The key to this success lies in the Ercoupe’s simplicity. The Ercoupe features a unique control system, eliminating the need for rudder pedals. A two-control system links the rudder and ailerons, requiring only the control wheel to coordinate pitch, roll and yaw. It may sound far-fetched and confusing to established pilots, but the Ercoupe’s controls were deemed exceptionally safe, and of course, easy to learn. In fact, the Civil Aeronautics Administration (CAA) – precursor to the modern FAA in the US – certified the Ercoupe “characteristically incapable of spinning”, the first aircraft to receive such certification.
Of course, ERCO also found themselves in a favourable position post-WWII. With all their research and development completed before the breakout of the war, ERCO now found themselves with an inmarket, civilian-focused aircraft that they could market
Caption. Credit: Xxxxxxx
Born out of a desire for an affordable, easy-to-fly aircraft that would appeal to the growing American middle-class of the time, the ERCO Ercoupe is something of an icon.
aggressively to the thousands of men and women trained to fly during wartime. At its peak, the ERCO factory was producing 34 Ercoupes per day, but the civil aviation revolution that ERCO had hoped for never fully materialised. Eventually, the company sold its designs to a number of manufacturers, who kept the model in production until 1969.
As a result, there are a number of different models of Ercoupe flying in various places around the world
today. Each model is its own beast, but they all share the same basic design principles; simplicity and reliability. It’s because of this that the Ercoupe continues to maintain a loyal following of pilots, including Peter Ritchie, who flies an Ercoupe out of Tyabb (YTYA) in Victoria.
“It’s a really simple aircraft,” Peter told me, when I asked about how it flies. “Because the rudders and ailerons are interconnected, it’s always got a balanced turn.” Also adding to its reputation as an easy-to-fly aircraft, the Ercoupe maintains a negative angle of attack when on the ground. This means you must be applying backstick to get it to lift off the ground, but it also that it’s incredibly hard to bounce coming in to land. “Once you learn how to fly it, it’s a really nice plane. I can really see the appeal for RAAus.” Peter says.
As previously mentioned, there have been several different models of Ercoupe produced. Nevertheless, their performance characteristics have remained fairly similar. Looking at the Ercoupe 415-C (the model produced during the 1945-46 boom), the aircraft’s strengths become clear. Powered by the 75hp Continental O-190, the Ercoupe is able to achieve a 96kn (180km/h) maximum speed, cruising at around 83kn (153km/h). Coupled with a 260nm (480km) range, the Ercoupe makes for an extremely fun plane to fly. Granted, these performance stats aren’t where you’d expect a modern aircraft like the Blackshape Prime to be, but it isn’t a modern aircraft. “I’ve flown the Blackshape, which burns at 20L/h like the Ercoupe.” Peter tells me, “Yes, you’re cruising at 125, 130 knots, but you can only fit two lightweight people in it. The Ercoupe will take two adults, full fuel and enough left over to carry lunch.” For an aircraft design that’s pushing 90, it holds up remarkably well.
“The Ercoupe will take two adults, full fuel and enough left over to carry lunch.”
Of course, for that lack in performance, you gain a whole lot of cool. The Ercoupe is an undeniably beautiful plane, with lines and styling influenced by the art-deco era it was conceived in. The triangular fuselage shape, big front-grille air intakes and dual egg-shaped vertical stabilisers are all reminiscent of that golden age of aviation.
Inside the cockpit is like stepping back in time. You’re unlikely to find any digital avionics in one of these machines, and the uniquely-shaped control wheel is truly something to behold. The sliding glass canopy offers exceptional visibility however, almost on par with modern bubble canopies. Did I mention you can fly it with the roof open? Peter ensures me it’s fantastic on a hot sunny day, and I’m hard pressed to believe otherwise.
Of course, if you’re lucky enough to get your hands on one with a polished aluminium body, you can really complete the vintage pilot look. The one featured here belongs to James Good, you can check him out on YouTube (@jamesgood) or at ercoupetv.com. To me, there’s something so mesmerising about that polished aluminium styling. Watching a flash of silver cut against a blue sky, for some reason, really brings the awe of aviation back. Maybe it makes it easier to recognise that I’m watching a giant hunk of metal defying gravity up there. In any case, the Ercoupe really does bring a little bit of that childhood wonder back to flying, whether you’re in the cockpit or watching from the clubhouse.
Some models of the Ercoupe have actually always been RAAus registerable. With the introduction of Group G however, larger variants that were typecertified with a 1,400lb (635kg) MTOW can now find
The triangular fuselage shape, big front-grille air intakes and dual egg-shaped vertical stabilisers are all reminiscent of that golden age of aviation.
their way onto the RAAus register. For RAAus pilots looking for a taste of vintage aviation, you now have even more opportunity to fly one of these iconic aircraft.
Is the Ercoupe going to be the comfortable, longdistance travelling machine you’re planning to lap Australia in? No, probably not. But it’s a head-turner, a trophy aircraft and – most importantly – it’s fun. If you’re looking for a plane that will remind you why you fell in love with aviation in the first place, there’s not many better options out there.
ON BOARD FOR THE ILLAWARRA FLYERS’ 2023 AIR SAFARI
Words & Images Dave SmithLike many regional airports, Shellharbour Airport (YSHL) has its fair share of local aircraft and pilots. In Shellharbour’s case, this group is called The Illawarra Flyers (TIF) and includes owners of a full range of aircraft. We have roughly 60 RAAus and VHregistered aircraft owned by TIF members, and more than 100 pilots on our mailing list for regular weekly broadcasts.
Over the years, TIF aircraft owners have done many flying safaris and covered most of the country. Safaris used to be marathons of five weeks, flying almost every day, involving up to 14 aircraft.
Marathons meant flying every day and dealing with the weather. Because we had deadlines to meet, accommodation was prebooked and we would forfeit our money if we didn’t arrive on time. We were younger then too. It was about the flying; the journey more so than the destination
Now we tend to take our time and stay a few days at key spots, hire cars and do the tourist thing. There are now fewer TIF members who have the time, money, and inclination to do a safari, but we do at least one each year and will continue to do so while there is interest.
In 2023 we had three aircraft over five weeks, heading across to Western Australia to do The Warlu Way, an area of the Pilbara we had not covered properly before.
The crew consisted of Russ & Kay in their J230, Ben & Simone in a J230 and Maggie & Dave in a TL Sirius. Two others waved us off, so to speak, with Ben accompanying us to Cobar in his RV4 and Ray through to Tibooburra in his Piper Arrow.
Russ Pollock, the TIF chief safari organiser, wanted us to see the Channel Country, particularly the Georgina River that eventually feeds water into Lake Eyre. We’d hoped to see this country after heavy rains in northern QLD caused widespread flooding, with water working its way downstream to Lake Eyre.
In winter it’s sometimes difficult to get out of Shellharbour (YSHL) with a 2000ft sandstone escarpment to the immediate west, so we often give ourselves a meeting place west of the ranges. Dayone got us all together at Cobar and we were on our way. Tibooburra was the next overnight stop, then Innamincka for lunch and onto Birdsville for the night.
We tend to take our time and stay a few days at key spots, hire cars and do the tourist thing.
From Birdsville to Bedourie and Boulia, cross country to Barkly Homestead, was the first highlight of the trip. Country that is usually dry and barren had turned a brilliant green as the floodwaters slowly trickled south. The vast, usually yellow grassland of Mitchell Plains had come to life, for a few months at least. We used Roxborough Downs and Georgina Downs as waypoints across this vast empty space devoid of roads and other landmarks.
The Barkly airstrip is some distance from the roadhouse, but we taxied along a dirt track and parked under some gum trees. Campers were rather amused to see us park, get out our wheely suitcases, and go to the servo to pick up keys for cabins.
From Barkly Homestead, we had gained permission to land at Victoria River Downs (YVRD) for fuel. Ben’s J230 got a puncture on landing, and their resident LAME kindly did a tube change. The Victoria River Downs Station operates R22s for mustering, and there were about 12 helicopters on a well-kept grass area beside the main building. They are a friendly bunch and
offered us shade and cold drinks while waiting on the repair.
We flew onto Kununurra (YPFU) in WA later that day, where we had planned to stop a few days and do some touring. We travelled to Wyndham, the most northly town in WA, and took a boat trip down the Ord River.
As we had pre-planned four days at Broome, we flew from Kununurra to Derby to position ourselves to get into Broome (YBRM) before the tower opened at 8am. We found Broome actually busier than expected early in the day, with a number of Cessna C208 Caravans leaving for the Horizontal Waterfalls, Derby, Mitchel Plains and Bungle Bungles.
Ben’s aircraft had experienced intermittent radio problems in recent days, so going into Broome I used my standby frequency to stay in touch with him & Simone. I got a serve from ATC on landing for not listening out on the area frequency. ATC was dealing with all these departing aircraft and I was not monitoring this frequency as required.
Country that is usually dry and barren had turned a brilliant green.
From Broome (leaving early before the tower opened), we flew down to Port Headland (YPPD) where most of the Pilbara’s iron ore is loaded onto ships. We refuelled and flew onto Newman (YNWN), a major mining town. We had booked SUVs, and our three aircraft were tied down for four days while we did some sightseeing. The AROs at these secondary airports are most helpful. They can suggest where best to park and will keep an eye on your aircraft. They also generally know the best place to eat in town. With lots of helicopters based at YNWN, tying down away from the aircraft movement area was a key consideration and the ARO helped us out finding a suitable spot.
Onslow is where gas from Barrow Island comes onshore and is piped down to Dampier, liquified, and shipped overseas. It’s a lovely coastal town with an airport used almost exclusively for FIFO. That meant no 100LL, only Jet A1 and a modest terminal with only one private hangar. It’s also a popular getaway for WA Grey Nomads escaping the winter. The caravan park was full to overflowing with vans, boats, big Eskys and satellite dishes.
Timing is everything when crossing the Nullarbor in winter. You either leave before the ‘cold front’ hits Kalgoorlie, or you wait until the front passes and follow it.
Rio Tinto Access Road is a privately-owned rail access road that follows the train line taking iron ore from Tom Price to Karratha. It requires a valid permit to use the road, as ore trains are driverless and not going to stop for anyone at level crossings. That was an interesting day’s drive.
After about 2500km driving around the Pilbara we returned to Newman. We all did an oil change (having now done 25 hours’ flying) in readiness for flying down to Meekatharra (YMRK), another mining town further south. Meekatharra is a modest town and one night was all that we needed before flying onto Kalgoorlie (YPKG). We set off but needed to turn back due to rain
showers coming through. We sat it out in the terminal, waiting for conditions to improve. Sometime later, a Saab 340 twin-engine turboprop dropped in, and the crew suggested we might try again as the weather south was improving. Conditions improved and we got going, dodged some showers, and got through to Kalgoorlie with the odd rainbow to brighten up the trip.
Kalgoorlie’s open-cut gold mine dominates the landscape. Generally speaking, we book accommodation ahead of time, but because we were not sure of getting through, we winged it. As it turned out, accommodation was in short supply as the mines were closed for routine maintenance. All available accommodation was bulk-booked for personnel from Perth. We eventually secured lodgings in an old bank building, owned by the pub, after pleading that we three couples were too old to share single beds with our spouses.
Timing is everything when crossing the Nullarbor in winter. You either leave before the ‘cold front’ hits Kalgoorlie and keep going, or you wait until the front
passes and follow it. Being in no particular hurry, we stayed a second night and let the front pass.
It was clear skies but cold when we loaded up for the 3-hour flight to Forrest (YFRT) due east of Kalgoorlie. Forrest is situated on the Indian Pacific rail line, making navigation a breeze. Before leaving Kalgoorlie, we rang to put the caretaker on notice three aircraft would be dropping in for fuel. Ben’s Jabiru proved difficult to start, but thanks to the helpful staff at Goldfields Aero Club and their battery cart, we got it going.
Forrest (YFRT) is a substantial airport literally in the middle of nowhere. It was a refuelling stop in the days RPT aircraft could not do the East Coast to Perth nonstop in strong westerly winds. Today it’s a convenient refuelling and comfort stop, for the likes of us. The caretaker couple sell fuel and provide limited accommodation and meals in some old DCA and BOM houses. We had previously booked motel rooms at the Nullarbor Roadhouse two hours further east, so it was a short stop for fuel only.
There was water on the ground at Forrest and we caught up with the cold front we had been following. The Nullarbor was flat and featureless and with showers still about, we headed due south for the coast to follow it along to the Nullarbor Roadhouse. The roadhouse has its own airstrip, sells AVGAS, has motel accommodation, cold beer, and a restaurant of sorts. Simone got a great photo of the Great Australian Bight when we got to the coast and turned east.
Two aircraft got away at Nullarbor Roadhouse, but Ben’s J230 starter would not engage. Being resourceful, Simone asked drivers heading east if they could get a lift to Ceduna. A sheep farmer and his son obliged, and they waited a day in Ceduna for a flight to Adelaide, then Sydney.
The other J230 and Sirius flew onto Port Augusta, where we needed to stay a few days until the weather cleared and we could continue east. We filled in time going to Whyalla and Quorn for a ride on the Pichi Richi railway steam train. Finally, the weather cleared enough to clear foothills of what becomes the Flinders Ranges. We were on the home run. First stop Wentworth for fuel, then onto Hay for the night. Next day onto Temora and home to Shellharbour. Five weeks in all.
These annual safaris are a great winter escape for us southerners. The weather in northern Australia is generally benign in June, July, and August with clear skies the norm. However, getting into and out of our home airport YSHL can be a bit difficult during winter months. So not being in a rush to leave or get home is important.
We have a few rules we follow to keep the group together. After getting airborne we all listen out so we separate ourselves vertically and horizontally. Quite often ATC sees us and check that we are aware of each other’s proximity, which is appreciated. Deciding who lands first is generally sorted out before getting onto the CTAF to self-separate our arrivals. Fuel throughout WA is mostly BP with no credit card option, so get a card before setting off. A couple of places now require the FuelCharge App too.
Flying around Australia is not as daunting as it might seem, provided you have a good GPS, preferably two. A transponder or SkyEcho is also highly recommended. ADSB and EFB with real time weather and traffic overlays are now a real asset for us RAAus pilots, and give other traffic like RPT and charter operators a heads up. Airspace boundaries are clearly shown and, most importantly, when a Restricted Airspace is activated, we are alerted to this in real time. All this technology has greatly enhanced our awareness and safety in the time that we have been doing these trips.
PS: Ray flew Ben across to Nullarbor Roadhouse in his Piper Arrow to pick up his J230. We have an unwritten policy of not leaving TIF members’ aircraft stranded. Planning is underway for our big next trip!
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Words Nicholas Heath
As you’re probably aware, Matt Bouttell has left RAAus as CEO to rejoin CASA in a senior role. Is it really only 3 years? It has felt like longer since he joined RAAus and a whole lot has happened in that time, even with COVID wreaking havoc.
Matt has had a great influence on RAAus. First of all, he came to the job as a true aviation enthusiast and pilot who had been working in aviation in senior roles for many years. That experience has set the tone for RAAus over the last 3 years. Importantly, Matt understands the intricacies of flying rules and regulations and the processes necessary to implement change. Personally, the various rules and regulations which apply to our segment leave me suffering MEGO (My Eyes Glaze Over). Matt, on the other hand, seemed to know them by heart. I can see why CASA wanted him back. To an extent it is our loss and their gain, but we now have a man on the inside, so to speak. That can’t be a bad thing.
Words Nicholas HeathSome highlights for me include catching up with him and the board in South Australia for a day, the RAAus 40th Anniversary Gala at the Australian War Memorial and of course seeing the culmination of Group G and aircraft up to 760kg shortly being administered by RAAus. A lot of other important work has been done behind the scenes too that will bear future fruit, thanks in no small part to Matt’s hard work.
Matt has been very supportive of SportPilot and continued to allow us to have editorial independence and to follow our aviation interests (and occasional whims) in writing stories. I think it has made for a better read for members and subscribers.
I will miss our regular chats about flying. From the whole team at SportPilot, we wish Matt fair skies and a tailwind.
TALES FROM OUR AVIATION COMMUNITY
IT WAS QUITE A WINDY DAY AT STANWELL PARK, JUST SOUTH OF SYDNEY, ON THE 12TH OF NOVEMBER, 1894. WIND SPEEDS REACHED 21MPH (33.7KM/H), BUT IT DIDN’T STOP A CROWD FROM GATHERING IN THE IDYLLIC LITTLE VILLAGE. SCEPTICAL AS THEY WERE, THEY WERE ABOUT TO WITNESS ONE OF THE MOST IMPORTANT MOMENTS IN AVIATION HISTORY. AIDED BY A TRAIN OF FOUR BOX KITES OF HIS OWN DESIGN, LAWRENCE HARGRAVE LIFTED HIMSELF INTO THE SKY.
Words Tom Lyons
When you think about the birth of human flight, your mind likely takes you to Kitty Hawk, North Carolina with Orville and Wilbur Wright completing the first powered, heavier-than-air flight. Almost a decade before however, Lawrence Hargrave was looking down at those previously-sceptical crowds from 16 feet in the air. It was a momentous achievement, but just one in a life filled with groundbreaking experiments and inventions.
Lawrence Hargrave was born in Greenwich, England in 1850, son of the to-be Attorney-General of the New South Wales colony, John Fletcher Hargrave. When he was 15, Lawrence emigrated to Australia and two years later began an apprenticeship with the Australasian Steam Navigation Company in Sydney. For the next 10 years he sailed with the company as
an engineer, particularly around the island of New Guinea on expeditionary teams. He later credited the experience as having a profound effect on his abilities as an inventor.
Returning to Sydney in 1877 and seeking a change, Lawrence joined the Royal Society of New South Wales, taking on a role as assistant astronomical observer at the Sydney Observatory. While he worked diligently in his time at the observatory, Lawrence left in 1883, determined to spend his life doing research work.
When John Fletcher Hargrave died in 1885, Lawrence inherited a considerable fortune, including his father’s property at Stanwell Park. While his father saw a
While his father saw a beautiful seaside property, Lawrence saw an area with excellent wind conditions for aeronautical experiments.
beautiful seaside property, Lawrence saw an area with excellent wind conditions for aeronautical experiments. It was here he decided to base himself as he dedicated his time to inventing a flying machine.
In his time at Stanwell Park, Lawrence produced a number of important research results, theories and inventions that came to heavily influence aviation as we know it. Among his first major breakthroughs was his study of aerofoils. In 1892, Lawrence discovered that curved aerofoils, particularly those with a thicker leading edge, produced lift more efficiently than flat designs. While his later work never particularly made use of this discovery, it was quickly adopted by his contemporaries and is considered to be a founding step in the development of all modern aircraft.
Instead, Lawrence began working with kites, convinced that optimising the efficiency of a kite would help create a viable flying machine. In 1893 he developed a Box Kite, with two separated “cells”.
He found this design to have the greatest stability and soaring power, two key elements required for his ultimate goal.
By tying multiple box kites together in a chain, Lawrence was confident that he could generate enough lift to carry a human off the ground. If it worked, his invention would go a long way toward producing a viable overall aircraft design. If not... at least there’d be no chance of broken bones. And so, on the 12th of November 1894, Lawrence Hargrave set out to alter the course of aeronautics for the generations of designers to follow him.
It was a resounding success, one that provided a theoretical model from which countless European and American contemporaries based their aircraft designs.
Notably, his work heavily influenced Alexander Graham Bell, whose tetrahedral kite designs were based off Hargrave’s own. In October 1906, aviation pioneer Alberto Santos-Dumont took off unassisted and flew for 60 metres in his “14-bis”, based on the Hargrave’s box-kite design. It was the first manned, powered flight publicly witnessed and filmed, and — thanks to its unassisted take-off — is considered by some to be the first true aeroplane.
Satisfied with his wing design, Lawrence turned to developing an engine that would work for aviation purposes. He developed one of the first rotary engines, driven by compressed air. Unfortunately, his design was heavily limited by the weight of materials and quality of machining available at the time. As a result, Lawrence was never able to produce his own independent flying
By tying multiple
box
kites together in a chain, Lawrence was confident that he could generate enough lift to carry a human off the ground.
machine. His work in the field culminated in an aircraft design published in 1902, one year before the Wright Flyer entered the history books, that never took form.
A keen inventor with an unbreakable resolve, Lawrence was never fazed by failures and setbacks. He was also an extremely modest man, who refused to ever patent his work. In an 1893 letter, Hargrave wrote: Workers must root out the idea [that] by keeping the results of their labours to themselves[,] a fortune will be assured to them. Patent fees are much wasted money. The flying machine of the future will not be born fully fledged and capable of a flight for 1000
miles or so. Like everything else it must be evolved gradually. The first difficulty is to get a thing that will fly at all. When this is made, a full description should be published as an aid to others. Excellence of design and workmanship will always defy competition.
It was thanks to this incredible generosity that, while his work had laid a foundation on which modern aviation has developed, his work went largely unappreciated during his lifetime. In July 1915, Lawrence suffered from peritonitis as a result of an operation, and passed away aged 65. To this day, Lawrence Hargrave is hardly a household name, despite the impact his many inventions continue to have on everyday life.
In 2002 – 100 years since his published design and 99 since Kitty Hawk – a group of students from the University of Sydney rebuilt Hargrave’s aircraft, replacing his too-heavy powerplant with a modern one. It flew.
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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
As the saying goes, “I think I see the light at the end of the tunnel” — this time it’s not an oncoming train, but the imminent launch of operations with Lightweight Aeroplanes, or Group G, as we have come to know it. So, what does this mean for you, the pilot and what training will you need to successfully transition to a Lightweight Aeroplane?
One hundred and sixty kilograms might not seem that much of an increase, but add that to your compact car or motorbike and see how you go. Trust me, despite the opposite of weight being lift — there’s only so much lift your wing can produce.
Before we dive down into skills and competency to operate with increased weight, let’s talk about primacy and human factors for a moment. For pilots who don’t already alternate between a range of aircraft of differing performance and weights, we have gotten used to the luxury of exceptional power to weight flying at relatively low wing loadings. Performance, weight and balance, air density and runway distance available were just swear words that we saw in an exam many years back, but in
our ultralight aircraft were hardly an issue. This is where expectation bias, normalisation of deviance and invulnerability will all get the chance to influence our aeronautical decision-making.
Fly-ins to short, obstacle-ridden and sometimes soft strips for a coffee or breakfast were just part of the fun and seldom if ever a challenge. So, our mindset has been cast. All our knowledge, application and interpretation are based on a simple performance paradigm, and we’ve probably done it a thousand times before.
One hundred and sixty kilos, let’s just call it 25% more weight. The effect of these numbers is not linear for all phases of flight, that 25% roughly
equates to a 45% increase in take-off distance required, roughly 20% decrease in acceleration rates and 12% increase in take-off speed! The numbers are not quite so bad for landing, but you hopefully get the point.
I did my early GA flying out of Armidale (YARM) in the New South Wales highlands — YARM was the highest registered airport in Australia at the time at 3,556ft.
I used to ride my 3-speed pushbike up that big hill to fly most weekends, so I already had an idea about human and aircraft performance, but I was young and fit! For me, I was normalised the other way — even the height from a winch launch at my local gliding club on a hot summer day wasn’t that great and the Pipers and Cessnas I flew would labour into the air every time, but going to the coast was magic. It was like the plane had doubled its wings. I also did the loading charts for East-West airlines as a 16-year-old as part of my casual job, so I had a healthy understanding of weight and balance and performance before I left school — of course it was drilled into everyone who learned to fly at the local flight school.
The new Lightweight Aeroplane category will challenge us all to go back to basics to really understand and apply the disciplines of correct and accurate flight planning. The new syllabus and aircraft knowledge workbook will be important tools to ensure all pilots have both the knowledge and demonstrated competence to operate in this long-awaited category of aircraft.
One hundred and sixty kilograms might not seem that much of an increase, but add that to your compact car or motorbike and see how you go.
Attaining Group G privileges will require the issue of a Group G Pilot Certificate. In addition to demonstrating competency for both Group A and G syllabus elements, pilots will need to be tested and recommended for issue of the certificate, no different to other RAAus group categories.
RAAus also lobbied vigorously to have the 45kt stall speed limitation removed from the group requirements, a battle we ultimately won with overwhelming support from you, the member. But be careful what you wish for. Now you will have to manage this as well as faster approach and take off speeds, discipline in manoeuvrability, and being that little bit further ahead of the aeroplane as consequences of increased weight.
Finally, most of the aircraft we will initially see in this category may have different types of subsystems in their design, different engines, ignitions, electrical and hydraulic systems, and vacuum systems. Not to mention differing avionics and in some cases propeller and undercarriage systems. Being familiar with your Group G aircraft in all respects will be both a challenge and opportunity as we move to this exciting new phase of operation.
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No category of aircraft, in the graveyard of failed designs, features more prominently than flying boats.
Positioning the engine to eliminate or minimise exposure to spray, while being able to control pitch with power changes, is just one of the challenges faced by designers that is absent in conventional aircraft. Another challenge, again peculiar to water aircraft, is designing a sufficiently strong hull that is both hydrodynamically and aeronautically adequate for the task. Lateral stability on water also needs to be addressed. This is usually achieved with wingtip floats or sponsons, positioned so that the wing tips remain clear of the water when manoeuvring. Complicating matters further is the need to correctly balance the centre of buoyancy with the centre of pressure to allow safe operation on water. No wonder that there has been such an attrition rate of flying boat designs.
I found the aircraft to be truly remarkable and significantly superior to any other I had flown in the same category.
In recent times, the design of small flying boats has greatly improved. The launch of the SeaRey saw a huge boost in the category’s popularity. With a fibreglass hull, fabric wings and availability in kit form, it initiated a new epoch of flying boats. The SeaRey’s design has continued to evolve, becoming a much more sophisticated aircraft. The consistent growth in popularity speaks volumes for its fundamental qualities I owned an early SeaRey for a number of years and even that early design was a quantum leap forward from any other amphibian available in kit or plans at the time.
Apart from the SeaRey, I have flown the Aventura II, Colyaer Freedom, Lake LA-4-200, Super Petrel 100, and Super Petrel LSA. I have not flown the SeaMax, but have had extensive discussions with an owner and from those discussions, it seems no more or less remarkable than other aircraft in the same category.
The A5 had a prolonged and difficult gestation. Development seemed to go on forever, and with the significantly escalating anticipated purchase price, mounting frustration was suffered by those who had paid a deposit. Naturally, the aviation press was unrestrained in its use of superlatives. Nevertheless, Icon’s marketing department remained cheerful, positive and upbeat, so much so that the commonly held view was that if the design department was half as skilful as the marketing department, Icon was onto a world-beater.
To see for myself, I visited Icon’s base in Tampa, Florida in early November, where I undertook a conversion course. I found the aircraft to be truly remarkable and significantly superior to any other I had flown in the same category.
The quality of the training offered by Icon matches that of its product. Although the principal market is in the
The Icon A5’s dash is designed to mimic a sports car’s. Credit: Icon Aircraft There remained the Icon A5.
US, I was readily accommodated in the training regime. I was given access online to extensive material to prepare for the two-day course.
Three standard courses are on offer at the Tampa base. A Flight Experience which ranges from half-day to several-day options. The second, the TX-L course is designed to enable qualified pilots to transition to the Icon and add the ‘LSA Sea’ endorsement to their land qualification. The course duration is four days. Finally, there is the TX-S course for qualified seaplane pilots. It is essentially a conversion course over two days of theory and flight instruction. Incidentally, in the US, there are not separate endorsements for floats and floating hulls. One endorsement covers both.
There are Icon training partners in the US which offer ab initio training for the ‘Sport Pilot’ and ‘Private Pilot’ licence as well, but the Tampa base focuses on new and potentially new owners, instructor training, and transition training.
The Icon Tampa base is ideally located. Most of Florida is not higher than 25ft AMSL, and is teeming with lakes and waterways suitable for seaplane operations. Weather is generally ideal and the huge Tampa Bay is almost twenty times the size of Sydney Harbour. Although the course occupied only two days, I stayed in Tampa for five, and on every day the weather and water conditions were ideal.
The area is steeped in aviation and maritime tradition. The world’s first heavier-than-air airline service was operated by a two-seat Benoist flying boat from nearby St. Petersburg to Tampa in 1914. The Peter O’Knight airport, where Icon is based, is on the fringe of busy shipping lanes. The AWOS, equivalent to our ATIS, exhorts pilots to watch out for and give way to shipping in the shipping channels, one of which lies just off the end of runways 36 and “4” (no zero). I thought it probably unnecessary to advise pilots that no happy outcome was to be expected if they did not plan to avoid a Carnival-sized cruise ship on climb-out.
After a comprehensive ground briefing by CFI
Sean Stamps, I was assigned to Andy Jackson for the balance of theory and flight training. Although essentially a recreational pilot, I have acquired most of the available ‘gongs’ over many years flying, including an ATPL, Multi-Engine Instrument Rating, Grade 2 GA Instructor Rating, and RAAus CFI
Approval. My bank account and I have had quite a bit of exposure to ground and flying instruction, delivered by many flying schools over the years. The quality of ground and flying training offered by Icon was second to none. The atmosphere was utterly professional, yet relaxed and genial. The curriculum was superbly structured both as to content and delivery. Andy Jackson has 20 years in the military, flying huge tankers as well as instructing. He has around 1000 hours on the Icon.
The quality of ground and flying training offered by Icon was second to none. The atmosphere was utterly professional, yet relaxed and genial.
The initial walk-around suggested that the lengthy development period was justified. The optimal aircraft design was aspired to before a commitment to manufacture, a fact reflected in little change having been made in the aircraft since manufacture commenced. I recall inspecting mock-ups at Oshkosh over the years of design development and seeing proposals for incorporation into the design which were abandoned. A couple of examples were a powered wing-folding mechanism and unusual-looking propeller safety guide.
The first impression was of quality and attention to detail in construction. The design is innovative with a simple and quick one-person wing folding mechanism, along with the tips of the horizontal stabilizer being easily removed for transport. The advantages of the wing folding mechanism were evident when I looked into the Icon hangar and saw that close to four aircraft can be accommodated in the space taken by one aircraft with its wings spread.
The cockpit design is both ergonomically and functionally ideal, particularly the seats which are probably the most comfortable of any light aircraft I have flown. Despite (or perhaps because of) the fact that the layout of the instrument panel is said to have been designed to reflect that of a sports car, it works very well. Everything is where it should be and an annunciator panel with lights indicates any specific engine or fuel problem, incipient or actual.
One of the innovations is an angle of attack indicator which I regarded with some scepticism when I read about it, but it seems to work well. It is, in effect, a gauge to indicate how hard the wing is working and how much ‘energy’ is in reserve. The needle range flow is from green to yellow and finally red. The pilot configures the power, pitch and roll so that the indicator needle is placed on the white line located in the middle of the green, safe energy range to achieve best climb rate, best range cruise, best angle of glide or normal approach angle of attack, as the case may be. The glassy water landing technique requires the needle to be just into the yellow. Its position reflects pitch, airspeed, and rate of descent for such a landing, augmenting the airspeed indicator and the VSI. Holding a rate of descent of the typical 100-150ft/min can be a challenge in most aircraft, especially in other-than-calm conditions. The
A.O.A indicator gives a more easily monitored trend indication without the need to carefully watch and collate the indications of two separate instruments.
A criticism of the panel is the altimeter which has only one hand. It works well enough and there is the GPS-derived altitude available, but its precision is not as great as the two-handed instruments. The undercarriage has a couple of features which could be improved on, and for an aircraft of this price, it is unfortunate that they exist. There is no “fail safe” system, if the gear lever is accidentally raised or the master turned on with the gear lever in the “up” position while the aircraft is on the ground, trouble could ensue. There is also no emergency gear lowering mechanism, so that if the battery power falls below a certain level, the undercarriage may not extend or fully extend. The potential for this problem to arise is largely overcome by the indications on the annunciator panel. If the battery warning light illuminates, the protocol is to lower the undercarriage.
The useful load of about 430lbs (195kg), although somewhat on the light side at first glance, is competitive with some other identically powered lighter amphibious flying boats. The aircraft is not intended as a cross-country machine. With two on board, fuel was limited to around a half-tank. However, by LSA
The cockpit design is both ergonomically and functionally ideal, particularly the seats which are probably the most comfortable of any light aircraft I have flown.
amphibian standards, this is fairly typical. Despite the fact that we were near gross, the aircraft performed very well both on and off the water with a respectable climb and cruise performance.
Icon emphasises the benign stall characteristics of the aircraft and the claims are justified. Stall entry is a very gentle transition and the aircraft can be banked up to about 30 degrees when stalled while under full control. An audible stall warning device is fitted.
Controls are light yet the aircraft has the momentum not associated with LSA aircraft which allows for a smooth and seamless transition to land or water. The
capacity for steep turns, guided by the AOA indicator is astonishing. On the water, the efficient hull design is apparent. “Steep” water turns on the step are impressive, with little difficulty in keeping the wing tips clear. Apart from the lightness of controls, the overall handling characteristics are those of a heavier aircraft. Gross pitch changes with sudden applications or reductions in power are absent.
Overall, a docile, exciting machine with no vices, at least none which declared themselves in the “very extensive workout it had during my training; one which amply demonstrated the strength of the aircraft and its components. The aircraft is complex, and I suspect that will be reflected in maintenance costs. If the very comprehensive and thoughtful design process reflects the maintenance regime, the cost should be no more than of other aircraft of similar sophistication.
NOTE: While classified as an LSA by the FAA in the US, the Icon A5 has not been approved by CASA and is not currently registerable in Australia.
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NICHOLAS HEATH UNPACKS THE FATE OF AVIATION FUEL AND ALTERNATIVES TO TRADITIONAL, CARBON-HEAVY FUELS.
Words Nicholas Heath The Porsche eFuel Plant in Chile.
One of the biggest threats to our future enjoyment of light aviation is availability of fuel. There’s a perfect storm of forces brewing that can potentially threaten future fuel supplies for aviation. The most obvious is the imminent removal of 100LL fuel. The US is moving to replace 100LL with an unleaded alternative by 2030. In 2022, the US approved G100UL. I know for a lot of you that won’t matter; Avgas can be replaced with Mogas or G100UL. But it isn’t that simple for all. CASA has advised that you can only use a fuel if it is specified for that engine. And here’s the rub; engines have a life in decades. So much of the changing technology won’t even be on the horizon when an engine is developed and sold. Let’s not even get into the fact that so many aviation engines date their origins back to the postwar period, back when lead was a good thing. Now we know better and leaded fuel is on the naughty list. If this was the only cloud on our horizon, it would be smooth flying. But it’s not. Whether it’s unleaded or not, aviation fuel has a large carbon footprint and even
those of us living in a cave appreciate that the change is on for carbon heavy fuels.
In Australia, the target is net zero carbon emissions by 2050. By 2030, we are meant to have reduced it by 43%. Currently, we have achieved less than 25%. You can imagine that aviation fuel will come into the sights of politicians very soon. For a last kick in the pants, there will come a point at which supplying gasolinestyle aviation fuels may not be viable. Most commercial aviation uses kerosene-based jet fuels. That leaves recreational and smaller commercial operators on Avgas as a minority. At the very least, you can expect gasoline-based fuels to dramatically increase in price. Isn’t that great? In short, we need to find an alternative to traditional, carbon-heavy fuels and we need it sooner rather than later.
So, where to from here? Well, there’s some contenders on the horizon. For cars it appears that electric vehicles will be the path forward. But cars aren’t as
There are electric aircraft flying right now, but to do that they compromise on range.weight-sensitive as aircraft, so that heavy battery is the stumbling block. An electric car has typically between half and three quarters of a tonne of battery in it. Sure, there’s some weight savings in the engine. But that might be 50 kilograms. There are electric aircraft flying right now, but to do that they compromise on range. The Alpha Electro by Pipistrel is claimed to be the world’s first certified electric aircraft and has an endurance of 50 minutes. That might be suitable for training flights, and short hops, but not much more. Sure, as battery technology improves, we will see that improve. But under the current chemistry we will hit a point where efficiencies are approaching a maximum. At that maximum, we still won’t see capacity for multiple hours of flight. Short of a paradigm shift in battery technology – and whoever comes up with it will be the richest person on earth – we won’t see electric aircraft replacing combustion aircraft anytime soon. And that still won’t help the existing fleet.
Whether it’s unleaded or not, aviation fuel has a large carbon footprint and even those of us living in a cave appreciate that the change is on for carbon heavy fuels.
Another much-vaunted technology is hydrogen. It’s a combustion process like gasoline. It’s green because you make hydrogen by splitting water and when you burn it, it goes back to being water. If you can make that with green energy like wind or solar (and yes, I know there is a carbon cost to those) then you have a notionally green or at least carbon-reduced fuel. Hydrogen when liquified has three times the energy density of Jet A-1 fuel. Hydrogen is indeed a potential wonder fuel but it has one major stumbling block: storage. To compress and liquify hydrogen you need to reduce its temperature to -253 degrees centigrade. That is cold. Ironically, to compress it they use something that resembles a jet engine. Once compressed it needs to be stored which requires high pressure – say up to 800 bar – and cryogenic insulation. Think a giant thermos with enough pressure in it that if it decompresses the explosion from that will
leave a crater. But that will pale in to insignificance if it ignites and you will get something that looks a lot like a rocket exploding at launch. That’s probably not going to be a great outcome for aviation.
There is one other tricky way to store hydrogen – you get it to bond to a substance like a metal latticework with a huge surface area. The problem for aviation is again our old friend weight. Even if this methodology passes from the lab to application – and that’s not a guide – then we probably won’t see it used in planes. Ships, heavy tracks and similar vehicles might be the beneficiaries of hydrogen fuels this century. Once again, not much help to the existing fleet.
We need to find an alternative to traditional, carbon-heavy fuels.Releasing CO2 into the atmosphere
Creating renewable, synthetic crude
So where does that leave us? Well, right back where we started with liquid gasoline fuels. It’s easy to see why it’s hard to shift. We have a fleet of aircraft designed to use them. We have a delivery system designed around those fuels and much of our education and air law enshrines their use. But do internal combustion fuels have to be carbon producers? The answer is definitely maybe. One way to at least reduce the amount of carbon produced significantly is with so-called bio-fuels. That is fuel which has been blended with a fuel created from a source like vegetable oil and/or ethanol – both of which can be grown as crops. E10 pump fuel available across Australia has 10% ethanol. But at its best, for gasoline-based fuels, blended biofuels will only reduce a portion of the carbon footprint – not forgetting there is a carbon cost to producing them too. You can make something very close to diesel as a 100% biofuel with a combination of ethanol and oil which could be a substitute for Jet A-1. There’s a whole bunch of quality
and preservation issues to overcome, but it’s possible. However, it still won’t help the gasoline-based fleet.
Back in WWII when fuel supplies were so critical that they were rationed, Australia started making synthetic fuels to address the fuel crisis brought on by the war. The process for making synthetic fuel had been developed by a German, Friedrich Bergius back in 1913. The process took coal as a feedstock and converted it in to fuel. Not surprisingly, it was Germany with limited fuel sources that was most advanced in synthetic fuel production, with aviation fuel being the top priority. That process used coal. Not great for a carbon reduction program. But it doesn’t have to be coal. Any carbon heavy feedstock could be used, including (drumroll please) carbon dioxide. You know, that thing that is killing the planet? Don’t get too excited though. It’s not like we aren’t going to burn the fuel eventually and turn it back in to carbon dioxide. The important thing is that it can be a closed carbon circuit.
Synthetic fuel could be the answer to cheaper, more sustainable flying. Capturing CO2 from ambient air and biogenic sourcesWith the right amount of resources, money and willpower you can make an Avgas substitute that will work in our existing aircraft.
Jump forward nearly 80 years and everything old is new again. Synthetic fuels are back as a hot topic. And yes, with the right amount of resources, money and willpower you can make an Avgas substitute that will work in our existing aircraft. Better still, it can – with suitable testing and approval – go straight into the existing fleet using the existing delivery system. You can even use synthetic valve lubricants and anti-knock additives that will replace the role of tetraethyl lead. The product will be a synthetic aviation gasoline, which they have called SynAvGas (how long was that meeting?) and it promises the solution we all hope for. But – and it’s a mighty big but – can it be done at a reasonable
price? That’s the real question. In theory yes. Particularly if you are using cheap renewable energy to run the process and your feedstock is, say, hydrogen and carbon dioxide. The bi-product is oxygen. And who doesn’t love oxygen? That deals with the existing fleet, but what about moving forward? Annoyingly, it is far easier to make jet fuel substitute than gasoline – partly because it is a much less refined product and partly because it has a simplified chemistry. So, the best hope for Avgas based engines and ultimately Mogas based engines – because that stuff won’t be around forever either – is that synthetic fuels become both available and affordable. Secondly, given the ease with which synthetic jet fuel can be created and the dependance of commercial aviation on it, you can guarantee that there will be synthetic jet fuel available cheaper and sooner than synthetic Avgas – sorry SynAvGas. If I was a betting man and I was buying a new aircraft, I’d be looking for a diesel option that can run on JetA1/AvTur.
The
152 is just one aircraft that is now RAAus-registerable.
Well, it’s almost here. By the time you’re reading this, RAAus will be only weeks away from officially launching the new Group G category. It’s a monumental step in the progression of recreational aviation in Australia – one that has been years in the making. Now that it’s here, let’s dig deeper in to what Group G really means for the RAAus community and beyond.
From May of this year, RAAus will start registering aircraft in the Group G category, which has been established to allow for larger and heavier aircraft to be flown with an RPC. The new category allows RAAus
to administer aircraft with MTOWs between 600 and 760kg, regardless of stall speed. The move opens up a wealth of opportunities for RPC-holding homebuilders, GA pilots and aircraft manufacturers. For each of these parties, Group G offers a number of exciting benefits.
For RAAus pilots who are building their own aircraft, Group G allows for stronger and sturdier aircraft, without having to sacrifice useful load. Previously, builders were having to make a decision between enhanced sturdiness and the amount of weight they can carry, often electing to drop fuel capacity in order to comply.
With the implementation of Group G, the days of having to artificially restrict MTOW to 600kg, despite a kit having approval for a higher MTOW, are over. This is obviously a huge win for RAAus pilots, offering the potential for additional range and better peace of mind. Safety outcomes are also likely to see a positive effect, as pilots are no longer making sacrifices in order to comply with an arbitrary number.
Group G also enables CASA-licensed pilots with eligible aircraft to consider re-registering with RAAus. Most type-certified VH-registered aircraft with an MTOW below 760kg will be eligible for Group G. This means aircraft like the Cessna 152, Piper Tomahawk and Vans RV-6 can now be found with an RAAus number on their side. For pilots of these aircraft, registering with RAAus can bring savings, such as the public liability insurance built into RAAus membership. In this way, Group G is making flying more affordable and accessible for a range of already-qualified pilots. It also helps our community to grow, as new members are welcomed into the fold. As we’re all aware, stronger membership gives RAAus more power when negotiating with other bodies, helping to deliver even more positive change going forward.
Whether you’re a long-time RAAus member, a new recruit or a recent GA convert, we can all be grateful for an organisation that continues to fight for us.
For manufacturers, Group G is a breath of fresh air that is likely to impact the types of aircraft offered in the Australian market long-term. One of the best examples of how Group G can affect manufacturers is our very-own Jabiru J230. The J230 is a modified version of the Jabiru J430, that comes with two less seats and a restricted MTOW of 599kg (100kg less than its 4-seat counterpart) in order to meet the Light Sport Aircraft (LSA) standard. While the two-seat limit must remain, Jabiru could theoretically re-certify the J230 (or launch a variant) without the arbitrary MTOW restriction. This would make the J230 an RAAus registerable aircraft with an empty weight of 370kg and an MTOW of 699kg. That’s a jaw-dropping 330kg of usable weight, just enough room for the kitchen sink!
Piper PA-38 TomahawkSituations like this could occur across the manufacturing industry, ushering in a new era of stronger, more capable RAAus aircraft. Of course, a larger global market for these types of machines would need to develop for worldwide manufacturers to see the benefit. As it happens, the FAA’s Modernization of Special Airworthiness Certification (MOSAIC) proposal may just achieve exactly that. The discussion, in this early stage at least, looks promising.
With an MTOW increase secured, and once implementation of Group G is reviewed, RAAus will turn their attention to access to controlled airspace, based on feedback from members. Recently-held CASA consultation supports this. It’s something the community has repeatedly expressed a desire for. No matter where the next progression lies, it truly is an exciting time to be an RAAus pilot. Our world is expanding, our opportunities multiplying. After relentless hard work from too many individuals to name,
RAAus has found itself one significant step closer to its mission to Inspire and Connect People Through Aviation. Whether you’re a long-time RAAus member, a new recruit, or a recent CASA convert, we can all be grateful for an organisation that continues to fight for us. Group G is just one jewel in the crown that RAAus has built, dedicated to making recreational flying in Australia an increasingly accessible and enjoyable experience.
• Cruise 40-108 knots
• Stall 27 knots
• Carry 290kg including fuel
• Fuel capacity of 113L
Jared Smith is Head of Airworthiness and Maintenance at RAAus. He holds a Graduate Certificate of Aviation, Bachelor of Technology (Aviation) and Business Management, a CPL, an instructor rating and L2 maintenance authority. Jared has been with RAAus for the past five years, initially working as the Assistant Technical Manager for three years. jared.smith@raaus.com.au
Aviation maintenance is a critical aspect of flight safety. For RAAus members, understanding and performing pilot maintenance tasks is not just about compliance but also about ensuring the longevity and reliability of your aircraft.
The next version of the RAAus Technical Manual (V4.2) will permit pilots to carry out pilot maintenance tasks on aircraft used for flight training and/or hire, provided they have approval from the aircraft owner and are competent to do so. Previously, only an individual with a Level 2 or higher maintenance authority was permitted to carry out maintenance on such aircraft. This change has brought the ruleset in line with those for VH-registered aircraft.
Pilot maintenance tasks encompass a range of inspections and minor repairs that pilots can perform without needing an aircraft maintenance engineer. These tasks are designed to ensure that pilots are actively involved in the condition and upkeep of the aircraft they fly.
The principle of the General Competency Rule is that regulations allow a pilot with the necessary training and demonstrated competency to perform certain maintenance tasks on an aircraft. This rule emphasises the importance of competency over strict regulatory compliance, enabling a pilot to apply their skills and knowledge in maintaining their aircraft’s operational status.
However, just because the rule allows for certain maintenance tasks to be carried out does not mean that you should do so, unless you are competent. So, what are these tasks? And how can RAAus members skilfully execute them?
Let’s dive into some of the listed tasks that RAAus members can carry out under the General Competency Rule.
Pre-Flight Inspections: Every flight should begin with a thorough pre-flight inspection. This includes checking the airframe, engine and controls for any signs of wear, damage or other issues that could affect aircraft safety.
Oil and Fluid Checks: Regularly checking and topping up oil and other fluids is essential to maintain engine health and performance. Pilots should be familiar with the type of oil their engine requires and the correct levels to maintain.
Tyre Inspection and Pressure Adjustment:
Ensuring that tyres are in good condition and properly inflated is crucial for safe take-offs and landings. Pilots should inspect tyres for wear and damage and adjust the pressure according to the manufacturer’s specifications.
Battery Maintenance: Batteries should be checked for correct type, secure mounting, clean terminals and adequate charge. A failing battery can lead to electrical system issues.
Replacing Bulbs: Lighting is vital for visibility and communication. Pilots can replace navigation, landing, and cockpit bulbs to ensure that all lights function correctly.
Spark Plug Cleaning and Gapping: Clean and properly gapped spark plugs are essential for efficient engine performance. Pilots can remove, clean, gap or replace spark plugs in accordance with the aircraft manufacturer’s instructions as part of regular maintenance.
Control Cable Tension Checks: Control cables should be inspected for fraying and checked for correct tension to ensure responsive and reliable control of the aircraft.
Safety Wire and Cotter Pin Replacement:
These components are critical for securing parts of the aircraft. Pilots can replace damaged or missing safety wire and cotter pins to prevent parts from loosening during flight.
Performing these maintenance tasks requires not only technical knowledge but also a commitment to safety and precision. Here are some best practices for RAAus members undertaking pilot maintenance tasks.
Follow Manufacturer Guidelines: Always refer to the aircraft and component manufacturer’s maintenance manuals and approved data for specific instructions and recommendations.
Use the Right Tools: Employ the appropriate tools for each task to avoid causing damage to aircraft components. Ensure tools are correctly calibrated if required, within its calibration tolerance and test period. Calibration ensures the accuracy of tools, such as torque wrenches, used to maintain aircraft and aeronautical products.
Maintain Records: Log all maintenance activities in the aircraft logbook (and/or maintenance release or hours and maintenance record), including the date, details of the task, and the pilot’s name and RAAus membership number. This record-keeping is vital for regulatory compliance and future maintenance reference.
Seek Training: If unsure about any maintenance task, seek additional training or guidance from a qualified maintenance engineer.
Know Your Limits: While the General Competency Rule empowers pilots to perform certain tasks, it’s crucial to recognise the limits of your competency and knowledge. For complex issues or tasks beyond pilot maintenance, consult a Licensed Aircraft Maintenance Engineer (LAME), an RAAus L2 maintainer or RAAus itself at tech@raaus.com.au.
For RAAus members, the ability to be involved in the maintenance of aircraft is a privilege and a cornerstone of safe and enjoyable recreational flying. The pilot maintenance tasks, underpinned by the General Competency Rule, offer pilots the opportunity to apply their skills in a practical and meaningful way. By adhering to best practices and maintaining a commitment to safety, RAAus pilots can ensure their aircraft is maintained as the manufacturer intended and will be ready for flight.
As a nation, Australia has produced a number of incredible aircraft. From iconic warbirds like the Wirraway and the Boomerang, to well-loved light aircraft designs from the likes of Jabiru and Brumby, it’s fair to say we punch above our weight. Too often though, we forget the men and women that bring these machines to life, their stories lost as we continue to fly their legacies. However, in the case of legendary Victa Airtourer designer, Henry Millicer, there lies a story far too interesting to be forgotten.
Henryk Kazimierz “Henry” Millicer was born in Warsaw, Poland in 1915 and quickly developed a keen interest in aviation. By age 9, Henry had entered and won an aero-modelling competition, which earned him a joy flight over Warsaw, cementing what would be a lifetime love of the sky. A dedicated and motivated soul, he built his first full-size glider at age 14 and qualified as a pilot three years later.
Too often though, we forget the men and women that bring these machines to life, their stories lost as we continue to fly their legacies.
After graduating from secondary school, Henry went on to study aeronautical engineering at the Warsaw University of Technology. This allowed him to find work with the Polish National Aircraft Establishment from 1936 to 1937, where he contributed to the designs of the PZL.37 Łoš and the PZL.46 Sum bombers. In 1939, he left to join the DWL (Experimental Aeronautical Workshops) in Warsaw, and began work on the RWD-21 sport aircraft, the RWD-22 seaplane and the RWD-25 fighter, a design which never saw completion due to German invasion in September that year.
A member of the Polish Air Force Reserves, Henry flew recon missions over the invaders which earned him the Polish Air Force Cross. Of course, this invasion was not to be repelled, and by early October Poland had fallen. Henry was given the task of flying the presidential papers out of Poland to Romania.
From here, Henry escaped to France and then England, but on hearing of the death of his mother and brother, returned to France to fight the advancing Germans. Luck was still not on his side though, and as France fell Henry escaped back across the channel on the last boat to England. A proud Pole with a fighting spirit, Henry joined a Polish bomber squadron of the Royal Air Force and flew seventeen missions before being injured in a training exercise.
Upon leaving the RAF in 1942, Henry was granted a scholarship at the Imperial College in London, where he achieved his Masters Degree in aeronautical engineering. With this new qualification under his belt, he joined Hunting Percival, founded by another famous Australian designer, Edgar Percival. Henry designed
The Victa Airtourer has become an Australian icon. Credit: Phil Vabre
the Percival Provost in this time, a military trainer that saw a production run of 461 aircraft.
In 1950, Henry accepted the position of Chief Aerodynamicist at the Government Aircraft Factory (GAF) in Australia, and packed up his young family to emigrate to Melbourne. At GAF, he quickly made his mark, working on projects such as the Canberra bomber, Sabre jet and Jindivik pilotless target aircraft. As if working on these iconic machines wasn’t enough, Henry continued to design light aircraft in his spare time.
In 1952, with the help of colleagues GD Bennett and JM Tutty, Henry entered a design into a competition held by the Royal Aero Club in London. The challenge was to design a light aircraft, with the winner to be
given funding to produce two prototypes. Henry’s design, which he dubbed the Airtourer, beat out 102 other contestants to take the top prize. The Royal Aero Club failed to honour the terms though, and funding was not received.
Never one to give up easily, and with a strong belief in his design, Henry sourced funding independently and built a wooden prototype (VH-FMM). Henry displayed his prototype (and the follow-up all-metal VH-MVA) in Melbourne and the Latrobe Valley, eventually catching the interest of Mervyn Richardson, chairman of Victa. Yes, that Victa.
Known all over Australia for their lawnmowers and garden products, Victa had their eye on the aviation industry, considering it a logical step to take given
their expertise in light, two-stroke engines. Henry took a position as Chief Engineer and Technical Manager at Victa, refined his design, and in 1961 the Victa Airtourer went into production.
More than 200 Airtourers were produced in its 9-year production run, hindered somewhat by the closure of Victa’s aircraft division and the subsequent sale of the manufacturing rights to Aero Engine Services Ltd in New Zealand. Nevertheless, the Airtourer was considered a success and can be seen flying at airfields around Australia to this day.
With his design moving production overseas, Henry turned to teaching. He became the principal lecturer of Aeronautics at the Royal Melbourne Institute of Technology (RMIT), and aimed to establish his faculty as Australia’s premier school for Aeronautics.
Henry remained at RMIT until his retirement in 1980, after which he founded Millicer Aircraft Industries and bought the rights back for his Aircruiser, a 4-seat variant he had been working on at Victa. In 1984
Henry maintained a level of passion and dedication most of us can only aspire to.
he received an honorary doctorate of Aeronautical Engineering, and in 1992 Henry was made a Member of the Order of Australia for his services to aviation.
On 28 August 1996, Henry Millicer passed away, leaving behind his wife, three children and an extraordinary legacy of contributions to aviation. From escaping war-torn Poland to moving to the other end of the world, Henry maintained a level of passion and dedication most of us can only aspire to. His ashes were scattered from one of his beloved Airtourers over the coastline at Anglesea, Victoria, where he had come to live in his later years.
If you ever come across a Victa Airtourer in your travels around Australia’s airfields, be sure to stop for a moment and give a thought for the man that brought it to life.
The Percival Provost that Millicer helped design. Credit: neillanwarne on FLICKR
Over the past quarter, RAAus has identified a number of serious and fatal accidents involving pilots operating newly purchased aircraft or unfamiliar aircraft types.
Prior to operating as pilot in command of an aircraft, all pilots must self-assess their capability to conduct the operations safely. Pilots who intend to operate a new or unfamiliar aircraft type are strongly encouraged to seek type familiarisation training with an instructor prior to operating as pilot in command. Pilots who are operating an aircraft type for the first time in an extended period should also seek recurrency training with an instructor prior to flight. It is essential that pilots ensure they meet all compliance requirements, including the issue of a Recreational Pilot Certificate, current membership and BFR, and any ratings or endorsements for the flight to be conducted.
Other recommended actions include:
• Seek assistance from an experienced flight instructor
• Review the Pilot Operating Handbook (POH)
• Understand any differences in performance compared to other aircraft types flown
• Ensure familiarisation with all equipment onboard
Further information on aircraft type training can be found in the Recreational Aviation Advisory Publication (RAAP) 1 – Type Training, available from the RAAus member portal.
Over recent years, RAAus has seen an increase in the number of serious and fatal accidents involving low-level flight resulting in collision with terrain such as powerlines (wirestrike), trees, and other obstacles. Whilst many of these accidents appear to have occurred due to intentional low-level flight, further cases have involved non-stabilised approaches and low-level circuits.
Pilot decision making is vital in preventing low-level accidents. Low-level flight requires specialised training to understand the risks involved and how to safely operate an aircraft at low level. Low-level flight also requires the pilot to hold a low-level endorsement, and pilots should also take into account their currency with low-level flying. Low-level flight is extremely unforgiving and requires an assessment of any relevant hazards and obstacles prior to take-off. An impulsive decision to carry out flight below 500ft AGL could result in fatal outcomes – it’s not worth the risk!
All pilots are reminded of the importance of operating in accordance with legal minimum height requirements and ensuring that any low-level flight activities are conducted following a suitable hazard assessment, with landowner permission, and whilst holding all required endorsements.
Extreme weather conditions have become a normal part of life for Australians. Over recent months we have seen extreme flooding, bushfires, cyclones and heatwaves, sometimes simultaneously across different states and territories. These weather patterns are far from suitable for flight activities, but whilst many of these environmental factors may result in an easy decision to cancel a planned flight, pilots can also be caught out by weather on days where they don’t expect it.
RAAus reminds pilots of the importance of conducting thorough pre-flight planning, including the requirement to obtain weather forecasts prior to each and every flight. Fatal VFR into IMC accidents regularly occur within close proximity to the pilot’s home airfield. Hot conditions present reduced performance and increased density altitude, resulting in increased take-off and landing distances and reduced climb performance. This is essential for all RAAus pilots to consider who intend
to operate Group G aircraft up to 760kg, as well as the potential for more complex weight and balance requirements in order to maintain operation within aircraft limitations.
Each year RAAus receives a number of accident reports where it is reported that ‘a gust of wind’ resulted in collision with terrain, particularly during landing. Keep a close eye out for signs of thermal activity, windshear and turbulence, particularly during take-off or landing. Double check take-off and landing calculations prior to flight.
Pilots should also know their requirements and the dangers of operating near bushfires. Bushfires can present a significant risk to aviation safety with aerial firefighting operations and smoke presenting reduced visibility. VFR into IMC accidents not only occur due to flight into cloud, but also flight into smoke.
RAAus would like to remind all pilots, aircraft owners, and maintainers to regularly review their compliance requirements prior to operating or maintaining an aircraft.
The following non-compliances are commonly identified within RAAus operations:
Member Non-Compliances
1. Conduct of flight by pilot without a current BFR
2. Operation of an aircraft without holding the appropriate certificate, rating or endorsements
3. Operation of an unregistered aircraft
4. Flight conducted without holding current RAAus membership
5. Maintenance of an aircraft without holding a current maintenance authority
Maintenance Non-Compliances
1. Failure to complete instrument and transponder calibration requirements, required every 24 months
2. Failure to comply with mandatory service bulletin requirements
3. Unapproved modifications carried out on aircraft
All members are reminded to check their certification details from the RAAus member portal to confirm they hold all approvals, ratings, and endorsements required prior to operating or maintaining an RAAus aircraft. Alternatively, a copy of your membership certificate can be obtained via download from the member portal, or by contacting the RAAus office.
Occurrence Classification: Fuel Starvation
Operation Type: Flight Training — Dual
Injuries: Nil
Damage: Nil
Shortly after take-off, it was identified that fuel pressure was dropping. The pilot returned to the departure airport where fuel quantity was confirmed
to be sufficient, and run-ups were carried out with fuel pressure remaining stable.
The aircraft departed a second time, however, shortly after take-off the fuel pressure once again dropped and engine vibrations were experienced. The aircraft again returned for a safe landing and the during touchdown the engine stopped. The engine was then restarted and the aircraft taxied off the active runway.
During review of the occurrence, no technical fault was identified. Temperatures at the time of the incident were reported to be 40 degrees Celsius. Based on this, it is considered most likely that the loss of fuel pressure and subsequent engine failure was a result of fuel vaporisation leading to vapor lock.
A review of the aircraft Pilot Operating Handbook (POH) identified that the aircraft was operating beyond the maximum approved outside air temperature at the time of the incident. All pilots are reminded of the importance of familiarising themselves, and complying with, all aircraft limitations and operating procedures as listed within the POH for the aircraft being flown.
Occurrence Classification: Runway Loss of Control
Operation Type: Private
Injuries: Nil
Damage: Substantial
During take-off, the pilot lost directional control of the aircraft resulting in the aircraft departing the right side of the runway into a drain. The aircraft received substantial damage including undercarriage collapse.
A review of this incident with the pilot-in-command identified a number of contributing factors that likely
resulted in the runway loss of control. The pilot was operating an unfamiliar aircraft, and whilst they owned and operated the same aircraft type and had completed a currency flight in their own aircraft the week before, the aircraft involved in the accident had a shorter wingspan and different camber to their personal aircraft, resulting in different performance and handling characteristics. The environmental conditions at the time of the accident included high temperatures and a gusting crosswind, which likely contributed to the accident. The pilot also hadn’t considered the possible effect of fatigue on their performance.
All pilots are reminded of the importance of considering aircraft type and familiarisation differences prior to acting as pilot in command and ensuring that weather conditions are suitable for flight, particularly when operating an unfamiliar aircraft. All pilots should complete the IMSAFE checklist prior to operating, and consider human factors including the effects of fatigue on pilot performance.
Occurrence Classification: Hard Landing
Operation Type: Flight Training — Dual
Injuries: Nil
Damage: Minor
A student and instructor were conducting circuits as part of a preparation flight prior to the student sitting their Recreational Pilot Certificate flight test. During the final circuit the wind exceeded the aircraft crosswind capability, as well as the capability of the student.
The aircraft touched down and the landing resulted in multiple bounces with some lateral load on the nose
leg. A go-around was conducted and the aircraft landed safely on the following circuit. Following the flight the student identified that the nose leg was bent.
Instructors are reminded of the importance of maintaining appropriate control management to prevent situations which may lead to an incident. In this occurrence the decision to conduct a go-around is commended, as failure to do so may have resulted in a nosewheel collapse and more significant aircraft damage.
All pilots are reminded of the importance of operating within aircraft limitations, including crosswind limits, and operating within conditions suitable based on personal minimums and experience levels. Pilots are reminded to ensure a hard landing inspection is conducted on all aircraft following a suspected hard landing to ensure that any damage can be rectified in order to prevent possible undercarriage failure on future flights.
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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When confronted with a full-bellied pelican hitting your Jabiru J160 while travelling at 100 knots, not many would expect to walk away unscathed. Fortunately, that’s exactly what Richard Mudge and his father Frank did.
“At the first bang, I thought we were going to die, but then all the emergency flight training my CFI drummed into me just kicked in.” Richard said.
The father and son’s flight along the picturesque Murray River in Renmark, SA started like any other morning. The adventurous duo had regularly embarked on similar scenic flights over the previous six months. A Renmark local, Richard had purchased the Jabiru J160 after gaining his RPC just six months earlier with local CFI Tim Laidler.
Thirty minutes into the flight, while following the bends of the Murray River as they had done many times before, disaster struck.
“Bang! It was so noisy. The wind was roaring and thumping in my face, the whole airframe just shook.” Richard recalled. “I reduced power to best glide to prepare for an emergency landing, found a paddock and landed. Luckily the pelican missed all the control surfaces, and the engine was fine.”
Richard landed in a farmer’s paddock, 1.8km from incident to landing. Other than a few rocks, he described the landing as uneventful.
On seeing the damage, it was clear the pelican had hit the Jabiru from above, impacting the top lefthand side of the windscreen and roof. The stinking contents of the bird’s full belly had exploded into the cockpit on impact, showering Richard and Frank with whole fish, feathers, and Perspex-like projectiles.
“We’re bloody lucky it missed the prop! Things could have gone very differently if the pelican had been just an inch or two lower.” Richard said.
Upon reflection, Richard said he didn’t have time to think, he was just so grateful for his training that kicked straight in. He was able to refer to all the emergency procedures and practice glide approaches his CFI Tim Laider had included in his training.
The biggest takeaway from the incident for Richard and Frank was the incredible support shown by the local RAAus aviation community.
After their emergency paddock landing, Richard called CFI Tim Laidler. The call went something like this:
Richard: “Hi Tim. Ah, we’ve had a bit of a problem.”
Tim: “Do you need a hand mate?”
Within the hour, the Renmark RAAus aviation community had rallied to the rescue.
Tim called local L2 Peter Humphries and between the two of them they organised a trailer, tools, straps, empty fuel containers and padding, then hit the road.
Richard found a suitable paddock and brought Little Jay back to earth. Credit: Richard Mudge“Bang! It was so noisy. The wind was roaring and thumping in my face, the whole airframe just shook.”
In the meantime, Richard and Frank – still stinking of fish – had found their way into the home of the local farmer whose paddock they’d landed in. A few cups of tea later, their nerves finally began to settle.
It was a sad sight to see “Little Jay” wingless and loaded up on the trailer.
The four aviators were all very fond of this special little Jabiru. She had a long history teaching thousands of students to fly in her previous life with CFI Cliff Banks.
The word started to spread amongst the RAAus community, including to one previous owner; the author of this article. I must admit, after the initial relief that Richard and Frank were okay, I did shed a tear for this magnificent aircraft that took me on so many adventures.
There are many take home lessons from this incident. Yes, we can discuss the safety factors of flying over rivers and the importance of ‘watch, see and avoid’. For this story though, I believe the biggest take home is the local RAAus community’s response.
Everyone involved in this incident dropped everything to help without question. The rescue and retrieval took over 10 hours and a 500km round trip. It was hot and from all accounts a very smelly rescue, but everyone was just thankful that their friends were okay.
We are all thankful that Little Jay – despite the vibration caused from the loss of a windscreen –could still fly and was such a strong aircraft. We are also thankful that Richard’s response to the emergency was so calm and well managed, and that the training he received from his CFI was so ingrained in him. He didn’t have to think about what to do in an emergency, it just came naturally.
Luckily for Richard and Frank, the damage has been deemed quite repairable in the hands of a skilled maintainer, Scott Taylor, RAAus Composite Repair Specialist, who has joined the recovery team.
Scott has fond memories of this very same Jabiru J160. He completed many hours of his own training in it, even completing his navigation endorsement with CFI Cliff Banks many years ago.
Scott said the windscreen replacement and the specialist composite repairs would only take a few days to complete. He said he was impressed with how this aircraft had held up to such an impact. “This is a testament to how tough Jabiru aircraft are.” he said.
No matter what you fly, it’s challenging events such as this that make it clear we’re all part of the same community. We fly for fun, we are all kindred spirits, and there’s no denying that when the proverbial pelican hits the plane – and luckily not the fan – our incredible RAAus community do rally the call.
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
Australia is a mobile nation. More than 90% of Australian adults now own a smartphone, as they have become deeply ingrained in our everyday lives. Many pilots tend to use their phone while airborne, as an aviation tool and to record flights. But what are the considerations for having a mobile phone in a cockpit during a training flight?
There are a number of possible pitfalls, challenges, legal and operational considerations to ensure the safe and effective use of mobile devices in the cockpit, particularly in the training environment.
Instructors were quick to recognise the advantages of mobile phone use in the cockpit. While airborne, instructors can engage with clients, manage schedules and track progress during navigation training using software such as Electronic Flight Bags (EFBs).
However, there is serious potential for distraction by using a mobile device during delivery of flight training, with
possible impacts on safety. For example, at a busy CTAF, it might be tempting for the instructor to turn the radio volume down while a phone call or text message is responded to. We have all heard stories of flights where the volume has not subsequently been turned back up, leading to missed radio calls and an increased potential for mid-air conflict.
If the instructor is scrolling through their phone, returning text messages or making and receiving phone calls, they are distracted. How can they effectively monitor the student, continue to deliver good quality flight training and ensure all eyes are being used for effective scanning of traffic and other conflicts? Are they sending the wrong message to
students; that it is ok to use a mobile phone while flying an aircraft?
The flip side of this discussion is the benefit for traffic awareness if the phone has EFB capability and traffic advisories. Additionally, in the event of a serious incident, a correctly mounted device that is recording video and audio can provide investigators with critical information.
RAAus has been made aware of a number of solo flights where the pilot has been flying while holding their mobile phone. This includes one specific flight with footage showing the solo student holding the phone in one hand and attempting to effectively manage the aircraft with the other. During departure and landing, the phone was simply laid on the seat, which could have had disastrous consequences if the phone was to lodge in a control system, under rudder pedals or if it fell and the pilot attempted to retrieve it. RAAus has also received footage showing aircraft flying under power lines, at low level, over people aboard boats and in other unsafe manners. This footage had been posted to social media.
Additionally, if a mobile phone or tablet is placed near a remote compass module (which can be fitted near passenger seats, luggage areas or the instrument panel), or a compass, a significant error could be induced, with potentially disastrous outcomes on a navigation exercise. Errors of 50° or more can be induced by the proximity of a mobile device to a remote compass module or the compass itself.
It’s safe to say, not all pilots are aware of the consequences of mobile phone distractions, possibility of induced errors in compasses and the public nature of social media. If the flight activity recorded has serious safety implications, CASA may elect to investigate such footage with serious consequences for the pilot.
For these reasons, CFIs could consider creating Standard Operating Procedures (SOP) restricting the use of mobile phones for certain training
operations. This may reduce the temptation to interact with the phone or attempt to produce some dramatic footage while flying.
CFIs could also consider developing SOPs about the carriage and use of mobile phones during solo navigation exercises. While a mobile phone can be beneficial in emergency scenarios, a thorough briefing may help to clarify appropriate times for mobile phone usage. Likewise, requiring all mobile phones to be stowed in aircraft pockets or lockers may prevent a disaster.
It is safe to say that if mobile phones are not permitted to be used freely in cars, the same logic could be applied to aircraft. In the circuit, pilots are kept quite busy, leaving little time to fiddle with a mobile phone. Circuits at airports have the highest rate of proximity and near miss events. Best to leave the mobile phone on the ground or stowed away safely.
While the student might not be as busy while solo in the training area, it is another area where additional traffic might conflict and again, the phone is probably best left in the office or stowed.
While on solo navigation flights, a mobile phone can be a means of contact as a last resort. However, it is important to remember mobile phone use has the possibility to make a loss of situational awareness even worse.
If a student or pilot is lost, the best possible action is to call ATC on the relevant area frequency, squawk the required transponder code and ask for help from professionals. Using a mobile phone to ask for help is probably not the answer. Students need to be confident in their ability to apply the correct lost procedure to regain situational awareness.
In summary, students, pilots, instructors and CFIs need to be thoughtful about when it might be appropriate to use a mobile phone and when it is better to either leave it on the ground, or stow it in an appropriate place, so it doesn’t cause other issues.
In Edition 107, you might recall that we followed Hayden McDonald’s solo circumnavigation of Australia. Hayden left his home in Esperance in September and flew towards the East Coast of Australia. He then flew up the East Coast to Bundaberg, all the way across to Kununurra, stopping along the way to talk to community groups and schools about his passion for flying while advocating for inclusion for people on the autism spectrum.
Unfortunately, due to the residual smoke haze caused by bushfires in the Kununurra region, Hayden was forced to put his journey temporarily on hold. Hayden reluctantly left his beloved Jabiru 7315 in Kununnura and returned home to Esperance in early November. However, his determination to finish his mission saw him return to Kunanurra a few weeks later to resume his journey. Although it had only been a few weeks, his beloved 7315 looked like it had been abandoned for years and was in much need of some TLC. After some thorough cleaning and removal of a pesky ant nest, he was ready to take off again.
His first leg was Kununurra to Halls Creek for a quick fuel stop then on to Derby which was a 6-hour day without any proper break. After a month without flying, Hayden says he was completely exhausted and went straight to bed. He had a 3:45am rise the next morning with a 5:30am engine start in order to make it to Broome before the tower opened at 8am. For those who aren’t aware, after 8am the Broome airport becomes Class D controlled airspace and as Hayden is not endorsed to land in controlled airspace, he would not be allowed to land. Hayden was hoping for his favourite over-water approach coming into Broome, but the winds didn’t allow it. Other than a helicopter that didn’t hear his call and crossed the hold short line, the landing was smooth and he landed with an hour to spare.
“On these long days you tend to think a lot. What if I make a mistake?... Where do I go if this is all for nothing? What happens if the project fails? Where is the best place to force 7315 down if my engine quits?”
Hayden had the perfect plan for leaving Broome – up at 4:45am, taxi at 6am and leave by 7am as he was flying into more controlled airspace at Port Hedland International Airport. Hayden had not prepared himself for the fact that phonelines for the Broome taxi service do not open until 6am and the taxi did not arrive until 7am, leaving him an hour behind schedule. To comply with the controlled airspace rules, Hayden had to be out of Broome by 7.30am at the latest, so he sprinted to his plane, did his run up and take-off checks in record time and took off with only minutes to spare!
Port Hedland does not sound like the location for an international airport, but it actually serves as an important hub for FIFO workers coming and going from the Pilbara region. Hayden says it is still Class G airspace, but has the services for an Air Traffic Controller with advice being provided by the Airport Flight Information Service (AFIS). Hayden describes
HAYDEN MCDONALD COMPLETES HIS LAP AROUND AUSTRALIA
Port Hedland as being a controlled airport but uncontrolled. Luckily there were tail winds the whole way from Broome, so he did not need to refuel at all.
Another early departure from Port Hedland was required to comply with the controlled airspace regulations and then onto Karratha with 10 minutes to spare as Karratha has the same airspace rules as Broome. Talk about a tight schedule! Hayden had to spend an extra day in Karratha due to being clouded in and then had to leave early bound for Onslow. Onslow does not have Avgas, so Hayden made sure he had extra reserves in his fuel bladder so he could make it safely to Carnarvon. Carnarvon was gusty and had wind shear by the time he arrived, but Hayden says he managed okay! Hayden flies without autopilot, so when the batteries go flat on his headset he has to think quickly. But people do help along the way and Hayden seems well-prepared and calm when making his flying decisions. He is also very self-aware, quick to admit his mistakes and learn from them.
The next leg was going to be Hayden’s longest and most complex leg for the entire circumnavigation — Carnarvon to Geraldton, then tracking along the coast
around Perth at under 2000ft to comply with their Class C airspace regulations, on to Murrayfield then to Bunbury for the night. There was lots of preparation involved – checking, rechecking and having to wear a lifejacket while flying over the water with 20 knot headwinds to boot. Hayden said that Perth was very busy and has four different routes depending on which restricted airspace was active, so he had to check and recheck which route to take. He was aware that if he was even a tiny bit out, he would have been in all sorts of trouble.
Hayden says in his blog, “On these long days you tend to think a lot. What if I make a mistake?... Where do I go if this is all for nothing? What happens if the project fails? Where is the best place to force 7315 down if my engine quits?”
Hayden says after six hours of flying he made an inbound call to Murrayfield and was made aware of a student flying in the area. He says instinct took over and he took a steep descending turn to avoid the beginner pilot. No call, no warning and no apology from them. It was complex flying that took some quick decision making, but Hayden took it all in his stride.
“Be it building aircraft, flying aircraft against the odds or enabling those that otherwise wouldn’t have the chance to spread their wings, RAAus enables many people to live out their dream of getting amongst the clouds.”
After landing in Murrayfield and refuelling, he pushed on to Bunbury where he landed at 5PM, exhausted and with a headache, but relieved to have landed safely. He then departed Bunbury for Albany and climbed up to 9,500ft, but a weather report came in that there were clouds and wind at 4,400ft which called for a quick descent to 3,500ft. There was a bit of confusion upon landing in Albany, so it sounds like a rest was in order after a few very long days. Hayden sensibly spent some days resting and getting his mojo back, ready for his final leg. It was a late departure from Albany to Esperance and when Hayden was about to land on Runway 21 in Esperance, there was an “All Stations Esperance New NOTAM” for his runway which meant he had to set up for Runway 11, with a 10kt crosswind. When he landed, he was told that the NOTAM was for the next day. Hayden takes the positives out of everything and said “Well, better safe than sorry and I needed the crosswind practice!!”
There was one final landing at Myrup which he says was a smooth but an emotional landing. Hayden wrote in his blog, “Let’s just say it took some time for me to leave the cockpit. I was the first autistic pilot to fly around Australia (unofficially).” Hayden is very humble about what he has achieved. Other than circumnavigating the country on his own, he has spoken to countless groups about his journey, became an ABC trailblazer, spoken at Parliament House and met Dick Smith. Although he has achieved the flying part of his mission, he is by no means done. Hayden is absolutely determined to work with CASA to sort out a pathway for autistic pilots. RAAus are proud to be able to facilitate the dreams and passions of aviators from all walks of life and have reflected on Hayden’s journey.
“After hearing of Hayden’s story through the ABC Trailblazers, we were so thrilled to see our organisational value of ‘inclusivity’ being demonstrated. RAAus exists for everyone and anyone that has a passion for aviation. From RAAus’ early days we’ve been a platform for pioneers. Be it building aircraft, flying aircraft against the odds or enabling those that otherwise wouldn’t have the chance to spread their wings, RAAus enables many people to live out their dream of getting amongst the clouds.
Hayden is a pioneer and has been supported wonderfully by his family and community to make his dream of being a pilot a reality. RAAus is a community of people just like this and therefore it’s only natural that we support Hayden delivering his message around the country, because it is a very worthy one.”
We are sure that this will not be the last we will hear from this remarkable young man, so stay tuned.
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
Beaufort fires, Victoria. March 2024.
In the lush, vibrant heart of Queensland’s Fraser Coast, an extraordinary project is unfolding, one that promises to redefine luxury living and personal aviation in Australia. This is the Aquila Estate and Flying Club, a $65 million initiative by VFR Developments. It’s a project that is a realisation of a profound vision that intertwines the modern living with the boundless freedom of flight.
Aquila is more than a residence; it’s a lifestyle, a community, and a sanctuary. Spanning 50ha of the Fraser Coast’s most scenic landscapes, the estate offers an unparalleled living experience. With 19 of the 62 lots already sold, the community is quickly taking shape, attracting a diverse group of residents who share a common appreciation for luxury, nature, and aviation. The lots, varying from 2400m² to 4000m², are priced between $315,000 and $450,000, making the dream of living in such an idyllic setting a reality for many.
At the heart of the Aquila community is the clubhouse, serving as a central hub for socialising, relaxation, and recreation. Here residents can gather, forge friendships and enjoy the estate’s serene beauty, reinforcing the sense of community that is vital to Aquila’s ethos.
Aquila’s defining feature is its aviation facilities. The estate is designated with the airport code YAQA and features two meticulously designed runways; the primary 840m asphalt runway 05/23, and the secondary 700m grass runway 09/27. These facilities ensure that residents’ flying experiences are seamless and enjoyable, providing an unmatched level of freedom for pilots. Situated outside controlled airspace, Aquila offers residents the unique opportunity to fly in daylight hours without the constraints typical of commercial routes.
While the estate is a haven for aviation enthusiasts, it welcomes all who are drawn to this unique lifestyle. Each home is designed with an attached hangar space, catering to current and future aviators, yet flexible enough to serve various purposes for those who do not fly.
Aquila’s strategic location offers residents a gateway to adventure. Nestled near Hervey Bay and K’gari (Fraser Island), the estate is perfectly positioned for residents to explore Queensland’s natural wonders. Whether it’s beachcombing, exploring the world’s largest sand island, or simply enjoying the local flora and fauna, Aquila provides a lifestyle filled with discovery and beauty.
In developing Aquila, the commitment to safety, sustainability, and architectural excellence is unwavering. The estate adheres to the highest safety standards and embraces eco-friendly practices, ensuring a harmonious balance between luxury living and environmental stewardship.
The realisation of Aquila has been made possible through the support of Lederer Private Capital, ensuring the project’s financial stability and success. This partnership underscores the confidence in Aquila’s vision and its commitment to setting new benchmarks in luxury and aviation.
Leading this groundbreaking endeavour is Justin Miller, CEO of VFR Developments. Miller’s journey from the skies of South Africa as an airline pilot to the forefront of Australian real estate development embodies a life dedicated to transcending limits. “This project has been about two years in the planning but about 25 years in the dreaming, and now it is a reality” Miller stated, capturing the dream that Aquila represents.
Complementing Miller’s visionary leadership is Victor Stark, the operational genius ensuring the meticulous planning and execution of the Aquila project. With a background in civil construction and project management, Stark brings unmatched precision and expertise. His passion for aviation, demonstrated by his Recreational Pilot Licence, ensures that every aspect of Aquila caters to the needs and aspirations of aviation enthusiasts.
Completing the team is Russel Segal, the marketing and sales strategist with a history of success in Queensland’s competitive Gold Coast real estate market. Segal’s deep market insights and strategic marketing approaches are crucial in presenting the unique lifestyle of Aquila to those who seek a blend of coastal tranquillity and aviation excitement.
As the Aquila Estate and Flying Club evolves from vision to reality, Miller, Stark and Segal extend a warm invitation to those seeking more than just a home. “We’re not just offering residences; we’re offering a way of life that’s been a dream for many,” says Miller. With 19 lots already sold, the community is rapidly growing, and the opportunity to be part of this exceptional lifestyle is now.
Welcome to Aquila Estate and Flying Club – where dreams soar, and life is lived on your terms. Join us, and let your dreams take flight in a community that celebrates luxury, freedom, and the spirit of adventure.
Aquila Estate spans across 50ha of the Fraser Coast’s most scenic landscapes.If you or your club has an event you would like to advertise, please send the relevant information to editor@sportpilot.net.au
27 – 28 April 2024
Fly your way into the ANZAC Weekend Airshow, back again in 2024! Returning to picturesque Gippsland, the ANZAC Weekend Airshow is a wholehearted celebration of all things aviation, from microlights to military and everything in-between!
The ANZAC Weekend Airshow is a fly-in friendly event, and the best possible way to enjoy the two-day extravaganza. Touch down at West Sale Airport and be instantly among the action with likeminded pilots and aviation enthusiasts.
The best part? Flying in is completely free!
With performances from the likes of the RAAF and Paul Bennet Airshows, countless static displays, live music, local food, trade stalls and more, you’re guaranteed a full weekend of jaw-dropping, aweinspiring fun at the ANZAC Weekend Airshow! Tickets and fly-in registrations available through the event website.
saleairshow.com.au
25 – 26 May 2024
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
12-14 April 2024
Celebrate the world of recreational aviation at Fly’n For Fun! Back again in 2024, RAAus has teamed up with AMDA Foundation to provide an expanded program, with more than double the aircraft of the inaugural event. Catch incredible aerobatic displays from Paul Bennet Airshows, static displays, seminars, trial introductory flights and vendor exhibitions at Parkes Airport this April. Pilots will also be able to camp under-wing over the weekend, giving you the chance to catch up with fellow aviators, swap stories and talk tactics around the campfire!
flynforfun.aero
16 – 18 August 2024
After the overwhelming success of the inaugural event, the Pacific Airshow Gold Coast is returning in 2024! The unique event offers three days of worldclass aerobatics and jets, showcasing thunderous power and speed. The event promises a mix of heartpounding excitement and family-friendly entertainment, stretching around 1.5km of the Surfers Paradise Esplanade and beachfront. Mark your calendars, this is not one to be missed!
pacificairshowaus.com
Over the last ten years, Garmin have been continually improving their aviation-focused D2 smartwatch range. The D2 Mach 1 Pro is a culmination of this research and development, and is arguably the best pilot’s watch on the market today.
Comfortable, elegant and packed with features pilots will love, the D2 Mach 1 Pro is the perfect companion on any flight. The stunningly crisp 1.4” AMOLED display can deliver a number of important tools for pilots, including Direct-To Navigation, Movable Maps, Flight Plan Data, Weather Reports, Barometric Altimeter and Flight Logging. All of these features can be configured to best suit your needs as a pilot, including setting vibration and audio alerts for desired altitudes, fuel switching times and other important time-critical events.
Also new to the Mach 1 Pro model is an inbuilt LED flashlight which can be set to red or four levels of white light, perfect for completing thorough inspections and hunting through the cockpit. The improved battery will also please cross-country pilots, with up to 25 days’ battery life on smartwatch mode.
Available in a sleek black titanium finish, the Garmin D2 Mach 1 Pro sets a new standard for aviation smartwatches.
$2,399 from flightstore.com.au
Carbon Monoxide poisoning is a serious threat, but a simple one to avoid. This little device will sense when there’s a certain amount of carbon monoxide inside the cockpit and sound an audio and visual alarm, giving you the warning you need before things turn bad.
Traditional colour-changing CO monitors are effective as long as you keep an eye on them. This alarm will actively alert you to an issue, letting you keep a closer eye on the skies.
$95.00 from raaus.com.au
Can’t get your hands on this edition’s cover aircraft? Not to worry, the Seagull Models eRCoupe has you covered. This high-quality balsa and plywood RC plane is a semi-scale model of the iconic ERCO Ercoupe, which like its bigger brother is easy to fly and certain to catch the eye.
The eRCoupe has a 98” wingspan and a 33cc engine, capable of producing hours of flying fun. The shock absorbing landing gear allows for excellent ground operations, ensuring your model will be flying for years to come. Its two-piece wing design also allows for quick assembly and disassembly, making it easy to transport to and from the field.
$899.99 from modelflight.com.au
THE NEW ADSB IN AND OUT UNIT MAKING AUSTRALIAN SKIES SAFER
Microair Avionics is the epitome of Australian ingenuity and one of the very few Australian-based manufacturers of aviation instruments, their establishment and growth is almost a sister story to Jabiru. The company has built their stellar reputation on functionality and value for money, epitomised in their distinctive panel mounted radios and transponders. While perhaps best known for their fantastic radios, Microair’s new range of ADSB transponders are quickly making a name for themselves.
Now entering into the world of ADSB transponders, Microair are sticking true to their principles. Their latest model, the T2000ADSB-IO is a fine example of Microair’s exceptional design and craftsmanship.
Building off other models in the T2000 series, the IO’s greatest strengths lie in its simplicity. It seamlessly integrates GPS position and altitude without any additional configuration or purchases, and it’s incredibly easy to install too. The unit fits in a standard 57mm (2.25 inch) panel hole, with a 160mm housing depth. All you have to do is plug this compact unit in and you’re ready to broadcast your position through ADSB Out.
For the Sherlock Holmes-types out there, you might’ve noticed that “I” in the model’s name. That’s right, the new T2000ADSB-IO handles both In and Out data. The unit is capable of receiving ADSB data from all aircraft within a 50nm radius, and is compatible with all GDL90 apps for iOS and Android. This means
you can hook it up to your OzRunways or AvPlan and receive real-time flight data, drastically improving your situational awareness in the sky.
Of course, there’s the hip pocket to consider too. Thankfully, the T2000ADSB-IO is among the lowest cost panel-mount ADSB In and Out solutions on the market, and that’s before you factor in the current government rebate. From now until the 31st May, the Australian Government is offering a 50% rebate (up to $5,000) for the purchase and installation of ADSB equipment, in an effort to improve safety in Australian skies. With the rebate, you can get a T2000ADSB-IO for just $3,097.50. That’s a pretty attractive idea. For those who have a previous model, you also have the option to return it and have it upgraded to the new model, and still be eligible for the rebate.
50% off on an integrated ADSB In and Out solution. It’s surprising how much they can fit in such a small package.
We’ve come a long way from spruce frames and canvas coverings. Today, you can find aircraft constructed from a wide variety of materials, including aluminium, titanium-based alloys and various composites. You may have heard the term “composite” thrown around when talking about airframe construction, but what does it actually mean?
In the simplest terms, a “composite” material is any material that is produced by merging two or more individual materials. Composite materials are engineered to blend the positive properties that multiple materials may have, creating a product that is of greater benefit than either material alone. Oftentimes, this process is used to create materials with high tensile strength, that are also lightweight. Composites are used across a wide number of industries. You’re probably familiar with a number of everyday composites, like plywood and concrete, that have helped us build stronger, more efficient products
and structures for centuries. In terms of aircraft design, there are a number of composites that are often used throughout the industry. Some of the most common materials include fibreglass, carbon fibre reinforced polymers (CFRPs) and Kevlar composites. Let’s take a look at each of these and find out what our flying machines are really made of.
Fibreglass is one of the most-commonly found composite materials in aircraft manufacturing, although it has largely been superseded by other materials. Fibreglass is constructed from a plastic matrix, usually epoxy or polyester resin, that has been reinforced with glass fibres. Commercially available since the 1930s, fibreglass is known for its strength, flexibility and its ability to be moulded into complex shapes. This made fibreglass an attractive choice for any would-be aircraft designer, along with a wide variety of other uses. As a result, you’ll find many gliders and light aircraft from the 1960s to the 1980s using fibreglass composites in their designs.
Now, for those of you out there sweating that your aircraft is built from the same material as a circuit board; don’t fret. There is a specific type of fibreglass used for aircraft construction, known as “S-Glass”. It’s an epoxy-based composite, with the highestrated tensile strength of any fibreglass type. The prominence of fibreglass in the aviation industry began to fade from the 1980s onward, thanks in large part to the emergence of a new composite; carbon fibre reinforced polymers (CFRPs). Commonly referred to simply as “carbon fibre”, CFRPs are made by combining carbon fibres with a polymer matrix –usually epoxy.
With manufacturing technologies improving at a rapid rate, the future of composite materials in the aerospace industry is bright.
CFRPs have a higher strength-to-weight ratio than fibreglass, offering improvements in durability and overall efficiency in aircraft design. As the technology required for large-scale production of CFRPs matured in the late 80s and early 90s, CFRPs became widespread in the aerospace industry. Light aircraft began adopting the composite in droves, and even the likes of Boeing and Airbus began making heavy use of CFRPs in their airliners. The Airbus A350, first flown in 2013, is constructed from 52% CFRP. Many popular light aircraft from the late 90s to the present are constructed from CFRPs. Manufacturers such as Tecnam, Jabiru, Pipistrel, Flight Design and TL Ultralight have all made extensive use of carbon fibre composites in their designs.
production techniques currently under development that have the capacity to revolutionise light aircraft manufacturing.
One of the greatest challenges we currently face with composites is the difficulty in joining them with metals in complete aircraft builds. There are currently two methods for joining composite components to metal ones. Mechanical fasteners can be used, which require holes to be drilled into parts, damaging load-bearing fibres. Adhesive bonding can also be used, although this often adds considerable weight and can nullify the potential benefit of using composites in the first place. Recent research into the use of thermoplastics has produced exciting results in this area. Unlike epoxy and other polymer matrices, thermoplastics can be welded and thermoformed to fit metal parts perfectly. It’s still early days, but successful, scalable experiments in this field may give rise to lighter, stronger airframes across the aerospace industry.
For recreational pilots, particularly those flying on their own dollar, the efficiency improvements that composite aircraft offer is exciting. It remains to be seen where the next innovation in aircraft materials will be, but it’s clear that designs will continue to evolve into the future.
Recently, aerospace designers have begun making more use of Kevlar-reinforced composites. Kevlar 149, the highest grade of the material available, has a higher impact strength and resistance to heat than carbon fibre. As such, it’s often added to a CFRP composite in components such as the wing leading edge, to provide better protection against bird strikes and other impacts. With manufacturing technologies improving at a rapid rate, the future of composite materials in the aerospace industry is bright. There are several composites and Kevlar-based
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.
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
$95,000
Thruster T85 Single Seater
638 Airframe Hours, 14 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 Vlasak — 0412 784 019
$9,750
Aeroprakt Foxbat A22LS
270.95 Airframe Hours, 270.95 Engine Hours. A22LS Foxbat, single owner, 270hrs engine & airframe, 100hp Rotax ULS, always hangared, Airmaster CS 3 blade prop, electric trim, microair dual radio & transponder G5 Garmin and aera 500 GPS. Flys perfectly.
David Anderson — 0427 188 313
$114,000
Aircraft 28-0471
86 — RAAus, 156 total Airframe Hours, 86- RAAus, 131 total Engine Hours. Vintage Luton Minor LA4 for sale. Original Aeronca — J.A.P. motor. Best offer.
Kallan Gregory Dennis — 0439 596
408 $14,500
Airborne T-Lite with Core wing and Bailey 200 motor
71.5 Airframe Hours, 71.5 Engine Hours. Excellent condition, kept rigged and hangared. New TinyTach r.p.m. and engine temp meter.
Strobe, ASI. All log books, manuals and maintenance records since new.
Parachute repacked 2022. New harness, tyres, rubbers.
William Ditcham — 0421 339 399
$9,000
Allegro 2000
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 11,5 L per hour at 4100 RPM. Rotax 80hp. Cruising 90 knots.
Miroslav Pekar — 0426 613 113
$65,000
Rotax 912 ULS, Jabiru 2200B engine and Cessna 310R parts
13048.5 Airframe Hours, nil Engine Hours. Amber Aero Engineering is an aerospace/aviation maintenance and spare parts components distribution company based at Tooradin Airport in Victoria.
Pipistrel Virus
1060.6 Airframe Hours, 1060.6 Engine Hours. Pipistrel Virus with Dynon D1000 and autopilot. Highly optioned. 2011 Build. 120kts on 14/ hr. Rotax 80HP. Delivered with fresh annual. Can deliver Australia wide. Ab-initio training included. Price is negotiable.
Paul Christian — 0419 611 711
$130,000
Eurofox 3K
1942 Airframe Hours, 373.6 SMOH 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
Jabiru SP 470
570 Airframe Hours, 570 Engine Hours. Prop 120 hours. Jabiru 4 cylinder, solid lifters. Upgraded undercarriage. Large rudder. Icom A200 and 40ch UHF radios. 2 prs Lightspeed noise cancelling headphones.
Rick Bee — 0400 014 924
$30,000
2017 Aeros 2 Microlight
135 Airframe Hours, 135 Engine Hours. Total time of the aircraft and Rotax 582 engine is 135 hours. Unable to fly since arm injury. Currently hangared at YSYN and registered with RAAus until late Oct 2024. Happy for test flights and inspections. No joyrides and no time wasters.
Shane Michael Neaves — 0457 295 861
$20,000
Vixxen A32
168 Airframe Hours, 168 Engine Hours. Vixxen A32 for sale. Nr 89. 168hr. Aircraft in perfect condition. Hangared at Wedderburn. Basic instruments, GPS 660, Trig radio, transponder. Strobe, position, landing lights. Well maintained. Perfect condition.
Voytek Josef Romanowski — 0455 535 050
$152,000
Paradise P1
650 Airframe Hours, 650 Engine Hours. Paradise P1 LSA aircraft. Recent annual. Hangered since new. 140L long range tanks. Cruises at 100kt, 14-15L/h. Selling due to upgraded to a new plane.
James Goodwin — 0428 771 044
$135,000
Jabiru LSA 55/3J
1264 Airframe Hours, 2.0 Engine Hours. Registration 55-4179. Registered until 8th September 2024. Manufacture date 27/08/2004. Serial No. 623. Engine rebuilt to late Gen 3 specifications, roller cam. Engine TSO 2.0hr. All log books.
Brendan Reidy — 0427 057 447
$40,000
Zenith Zodiac XLB
370 Airframe Hours, 370 Engine Hours. 2010 Zenith Zodiac for sale. 120hp Jabiru motor. Excellent condition. All glass cockpit.
Matt Lovric — 0427 383 504
$42,000
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 14 lph 60lts plus 20lts ferry tank. Stuart Trist — 0410 561 371 $34,000
Corby Starlet Aircraft 197636
246 Airframe Hours, 268 Engine Hours. Corby Starlet 19-7636
Thomas Graham Leech — 0400 900 903
$25,900
Synthesis Storch S LSA 770 Airframe Hours, 770 Engine Hours. 2007 model - factory built as a photo/display aircraft. 70hrs TTISDocile, well behaved 32kn stall. Full dual controls. Good STOL performance. Exceptionally reliable 80Hp Rotax. Good climb and cruise performance.
Andrew Elliot — 0413 220 911 $58,000
Cessna 150L
6849.9 Airframe Hours, nil Engine Hours. Selling due to moving overseas. Excellent recreational aircraft, registered under RAAus. Registration number 24-7133. Engine: Continental O-200-A. Propeller: McCauley 1A100. Registration until 11/07/2024. Joel Kay — 0421 852 582
$30,000
BRS Chute Brand new BRS chute for sale. Unopened, still in original packaging. Designed for Kitfox/Skyfox Gazelle. Paid AUD $12,000. Sold my Gazelle before BRS was installed. BRS no longer required.
Alan Phelan — 0411 253 156
$9,000
$5,000
Taylor Monoplane 0 Airframe Hours, 0 Engine Hours $20,000 in receipts. US imported Great Plains VW 1915cc 76hp aeroengine. Full instrument package from Aircraft Spruce USA etc. Gordon Palmer — 0473 351 309
$8,000
Scone Aero Club is seeking a qualified flight instructor for RAAus/ GA to rent our modern training facility to operate their own flying school in the Upper Hunter. Scone is the home of the Hunter Warbirds and horse Capital of Australia, a fast growing regional town.
Graeme Reichel — 0428 496 958
BY NICHOLAS HEATH
There are many things I don’t like. Surly waiters, the price of fuel and pretty much all music from the last 10 years, just to name a few. But I have a new thing I really don’t like at all: hand cranking props.
I guess it all started back in the model airplane days when I tried to deli-slice my thumb with an OS 25 remote control engine. It required many stitches and the end of that thumb is still numb. That and some physical and mental scarring.
I’m old enough to remember when Jack Newton ruined his golf handicap by walking into a prop. There’s just something very unnerving about spinning what looks like a giant chopping blade just in front of your face. Make it a 160hp slicing machine and it makes my skin crawl. Does that make me a coward? Maybe. Or maybe it means I have a good instinct for self-preservation. Actually, on thinking about that and my other activities, this would be one of the few areas where I behave sensibly.
Anyhoo, when I got in the plane at Broken Hill to fly home the other day, I was met with a click and nothing more. Rack up another thing I hate. Oh, and parmigianas. I don’t know why. I just don’t like them. It’s all that tomato and where the hell do they get a chicken that big? So, here I am in February, stuck on the GA apron at Broken Hill, temperature climbing to
a balmy mid-30s and click, click, click. Choices from here were either hand crank it or fix it. Maybe.
Some time later, we got the damn thing going. I found the local LAME who came out on a Saturday morning (big thankyous) and established... it was working perfectly. It was completely fine when we pulled it apart and put it back together. No explanation. Now, I have already mentioned an intense dislike of hand cranking engines and contemporary music. Actually, that Gotye song wasn’t bad. But I’m not hand cranking engines by choice.
We could have motored on and seen what happened. That model of starter is known for being a little less reliable. But the next week we went back to our friendly LAME at Horsham to replace the starter and relay. With the places I fly – where even the remote guys say is remote – I don’t need a dodgy starter. I also rely on the aircraft to work when I need to go somewhere. And hand towing the aircraft across 200 metres of tarmac on a mid-30s day to get it to the hangar underscored my resolve. Sometimes you have a choice in maintenance. I’ve decided to err on the side of safety. The main reason we don’t undertake this sort of ideal maintenance is money. I look at some of the things I’ve wasted money on (for a complete list of money wasting with excruciating details, talk to my wife), and not many of them would save my life. Once you realise that, the choice is easy.
