Sport pilot 79 mar 2018

RECREATIONAL AVIATION AUSTRALIA / MARCH 2018 VOL 79 [3]

RAAUS IPS SCHOLARSH NOW OPEN!

A NEW DAY DAWNS FOR THE GREAT EASTERN RRP $8.80 inc GST

A VAMPIRE COMES INTO DAYLIGHT

SNEAKY STALL PART 2

BIRDSVILLE VOLUNTEERS NEEDED

Garmin D2 Bravo Titanium Watch

Garmin G5 Electronic Flight Instrument for CertiďŹ cated Aircraft

Smart and sophisticated this watch has a premium titanium band, wrist heart rate and much more.

A premium aviation GPS smartwatch it combines contemporary design and sophisticated connectivity to bring pilots and aviation enthusiasts an elite timepiece.

Boasting a bright, 3.5 inch sunlight-readable liquid crystal display (LCD), the G5 is approved as a primary source for aircraft attitude or turn coordination information and secondary source for altitude, airspeed and vertical speed in a single instrument.

Icom IC-A15 Air Band Transceiver

The IC-A15 air band transceiver is compact, lightweight and has a high capacity Lithium-Ion battery pack, so it can be used all day and great audio output to cut through environmental noise.

It’s built extremely rugged... and rain-resistant too... enough for the rigours of the aviation market.

Lightspeed Tango Wireless ANR Headset The first premium wireless aviation headset, Tango blends outstanding noise cancelation, renowned Lightspeed comfort, and wireless convenience. Tango creates an entirely new level of flying enjoyment and untethered freedom.

Visit our website to see our full and comprehesive supplies of aviation products

Suppliers of all leading manufacturers

ON THE COVER 33 Evans above!

G A I TAY LO R

“The Great Eastern Fly-in at Evans Head continues to build its reputation as the go-to event over the Christmas holidays.”

A ghostly shape emerges with the dawn at the Great Eastern Fly-in. Photo: Richard Gates

REGULARS

Chairman’s report Calendar of events Letters to the Editor Happy Landings

7 8 10 66

COLUMNISTS 38

45

47

49

57

Tech talk DA RREN B A RNF IEL D T E C H M A N AG E R Right seat anecdotes DAV ID P. E Y RE Pilot talk T HE O P S T E A M Learning to fly M A R T IN C A ST EL L A Home builder DAV E ED M U ND S

NEWS

12 Parkes to celebrate proud history

WA RWI C K TO M 12 Aerodrome update

12

13 13 15 15 15

MARAP approved DA RREN B A RNF IEL D T E C H M A N AG E R Looking for Birdsville volunteers New legs for Gazelle Tecnam upgrades the P2008 Accident at Emerald New Rotax fires up

FEATURE STORIES

19 The Vampire comes into the daylight

A L A N B E T T ERID G E 30 Pipistrel electric goes cross country

B RI A N B I G G 50 The sneaky stall Part 2

RO B KNI G H T

READER STORIES 23

29

A great place to fly G REG O’ S H A NNE S SY Getting competitive LU KE B AY LY

42 Taking home the Little Red Devil

I A N H O NE Y

FLY-INS

17 Vale gathering honours club stalwart

T ERRY T R AV ER S 32 Evans above!

G A I TAY LO R

EXTRAS

7 Digital directions 24 RAAus Scholarships now open 26 New products - LED lights

M A R T IN H O NE 47 Professional Development Seminar schedule 54 Improvements to the member’s portal login 55 RAAus facts. Did you know?

59 Aviation Classifieds 65 Where is CAGIT?

30 Sport Pilot Magazine is an official publication of Recreational Aviation Australia Ltd and is published twelve times a year by Stampils Publishing.

19

EDITOR Brian Bigg editor@sportpilot.net.au All enquiries 1300 838 416 ADVERTISING SALES editor@sportpilot.net.au MAGAZINE SUBSCRIPTIONS Non-member annual subscription rates - postage included are available by contacting Recreational Aviation Australia Ltd, Po Box 1265, Fyshwick A.C.T 2609. (02) 6280 4700 or admin@raa.asn.au.

3 / SPORT PILOT

HEAD OFFICE ONE MAGAZINE TWO FORMATS

RAAus members get Sport Pilot free of charge online at www.raa.asn.au. But if you are not a member or would prefer a hardcopy magazine, here is how you subscribe.

Email RAAus headquarters at admin@raa.asn.au.

Prices include GST.

PO Box 1265 Fyshwick ACT 2609 Australia Unit 3, 1 Pirie Street Fyshwick ACT 2609 International: +61 (2) 6280 4700 National: (02) 6280 4700 Fax: +61 (2) 6280 4775 Email: admin@raa.asn.au www.raa.asn.au

NATIONAL SAFETY, RISK AND COMPLIANCE MANAGER Philip Fox safety@raa.asn.au 0418 445 652

ENQUIRIES

CATEGORY

6 MONTHS (6 ISSUES)

12 MONTHS (12 ISSUES)

24 MONTHS (24 ISSUES)

Member (flying)

$49

$69

$129

Member (non-flying)

$49

$69

$129

Maxine Milera admin@raa.asn.au

General Enquires: admin@raa.asn.au Aircraft and Maintenance Enquires: tech@raa.asn.au Pilot and Membership Enquires: members@raa.asn.au ACN 070 931 645

Non-member (Magazine Sub only)

$53

$100

$179

CEO

DIRECTORS

NATIONAL FINANCE AND ADMINISTRATION MANAGER

Michael Linke ceo@raa.asn.au

NATIONAL OPERATIONS MANAGER

AVIATIO RECREATIONAL

N AUSTRALIA

VOL / MARCH 2018

79 [3]

RAAUS PS RSHI SCHOLA EN! NOW OP RECREATIONAL

NS A NEW DAY DAW EASTERN T FOR THE GREA

AVIATION AUSTRAL

IA / MARCH 2018 VOL

2 SNEAKY STALL PART

ASSISTANT OPERATIONS MANAGER

Alan Middleton 0407 356 948 alan.middleton@raa.asn.au

Darren Barnfield techmgr@raa.asn.au 0417 942 977

ASSISTANT TECHNICAL MANAGER

RRP $8.80 inc GST

S NEEDED BIRDSVILLE VOLUNTEER

A NEW DAY DAW FOR THE GREAT NS EAST

A VAMPIRE COMES

Tony King 0400 226 275 Tony.King@raa.asn.au

NATIONAL TECHNICAL MANAGER

79 [3]

RAAUS SCHOLARSHIPS NOW OPEN!

INTO DAYLIGHT A VAMPIRE COMES

Jill Bailey ops@raa.asn.au 0400 280 087

Neil Schaefer ops@raa.asn.au 0428 282 870

iPad

INTO DAYLIGHT

SNEAKY STALL PART 2

Jared Smith jared.smith@raa.asn.au 0418 125 393 ERN

BIRDSVILLE VOLUN TEERS NEEDED

RRP $8.80 inc GST

Michael Monck (Chairman) 0419 244 794 Michael.Monck@raa.asn.au

Trevor Bange 0429 378 370 Trevor.Bange@raa.asn.au Eugene Reid 0428 824 700 Eugine.Reid@raa.asn.au Rod Birrell (03) 9744 1305 Rod.Birrell@raa.asn.au Luke Bayly 0421 463 967 Luke.bayly@raa.asn.au

FIND YOUR NEAREST FLIGHT SCHOOL OR CLUB www.raa.asn.au/schools

DON’T RISK MISSING OUT ON SPORT PILOT EACH MONTH

I want to subscribe or renew my subscription Call: (02) 6280 4700 Web: www.raa.asn.au I want to change the address of my subscription Call: (02) 6280 4700 Australia Post didn’t deliver my magazine this month Call: (02) 6280 4700

TERMS AND CONDITIONS

I want to provide a story or picture for the magazine Email: editor@sportpilot.net.au Call: 1300 838 416 I want the editor to know about my event Email: editor@sportpilot.net.au I want to find out about advertising prices Email: editor@sportpilot.net.au

All content in this magazine belongs to Stampils Publishing and is protected by Australian and international copyright and other intellectual property laws. You may not do anything which interferes with or breaches those laws or the intellectual property rights in the content. All rights not expressly granted under these terms of use are reserved by Stampils Publishing. Unless expressly stated otherwise, you are not permitted to copy, or republish anything you find in the magazine without the copyright or trademark owners’ permission. The magazine title, as well as the associated logo of Recreational Aviation Australia Ltd, are the property of RAAus. However, Stampils Publishing, Daniella Banco of Spank Design and Karin Middleton, of Cachekat, reserve the right to be acknowledged as the magazine’s designers.

While every reasonable effort has been made to ensure the accuracy of the content of this magazine, no warrant is given or implied. The content is provided to you on condition that you undertake all responsibility for assessing the accuracy of the content and rely on it at your own risk. Opinions expressed are not necessarily those of people named in this magazine. Recreational Aviation Australia Ltd and Stampils Publishing reserve the right to decline any article, letter or comment deemed unacceptable for whatever reason. No endorsement or responsibility is implied or accepted for any product advertised in this magazine. Advertisers and buyers are each responsible for ensuring products advertised and/or purchased via this magazine meet all appropriate Australian certification and registration requirements, especially those pertaining to CASA and RAAus. NOTE: All aircraft featured in the magazine are registered and legally permitted to fly. However, photographs of them may be altered without notice for editorial purposes. The Editor’s Choice column is designed to draw attention to potential safety issues through exaggeration and humour and is not meant to be historically accurate.

4 / SPORT PILOT

PARKES AERO SPECTACULAR 70th Anniversary Public Aerobatic Airshow

Saturday 14th April 2018 (10AM – 4PM) Aerobatics & aircraft handling displays, RAAF Roulettes, historic aircraft tours, helicopters, model aircraft, aviation and motoring exhibits, family friendly entertainment and catering.

TICKETS: Parkes Aero Club: https://www.facebook.com/ParkesAero/

NOTE: Online ticket purchasers eligible to win REX return airfares anywhere on the REX NSW network, excluding Broken Hill and Mildura.

Helicopter joyride and otherprizes, winners drawn on the day.

CH AIRMAN ’ S REPORT

Having a bleat

BY MIC HAEL MONC K

M

OST people enjoy having a good whinge. It can be therapeutic to have a vent. When we rant, our bodies release endorphins which relieve stress. Getting things off your chest is also a time honoured way of getting problems out in the open.

But at the end of the day, having a good whinge does no good to anyone if you don’t actually do anything productive once you are done moaning.

Part of my role as the Chair of RAAus is to listen to members venting. My job is to figure out when the problem is real, when the person just feels like they need to be heard and when the whinging is pure and utter rubbish. I feel like I have spent the past few days dealing almost exclusively with the latter sort.

It began with a series of posts on an online forum deriding RAAus and our attempts to gain additional privileges for pilots who do not hold a CASA qualification. For a start, the posts completely misrepresented RAAus by intimating that we had recently walked into the CASA offices, banged our fists on the table and demanded a weight increase. Interestingly, we have had conversations in recent days on this topic, but they were much more civilised than this post would have you believe.

We actually had a rational discussion with CASA about a transition plan and a potential path to achieving our goal. Our approach has been to develop a path to allow pilots to continue engaging in their passion, even when they no longer want to remain in the CASA system (no matter the reason). Our approach is one of cooperation, not conflict.

It does not help our argument when people generate rumours and innuendo. We should be working with each other. It seems ludicrous to me that individuals who purport to be in support of aviation set out to rip it apart by telling lies (yes ‘lies’ is a strong word -but it is also the most correct word to use when describing the things being said).

Following on from these online rants, I began to get calls from worried members concerned about the financial state of RAAus. It turns out that yet again, more lies were being told and posted in public places. Another so-called ‘source’ was suggesting RAAus was “on the verge of financial collapse with weeks”.

As Chair of the organisation, I feel it is important to maintain a level of transparency so members understand the current state of affairs.

RAAus publishes annual audited financial reports which are assessed by qualified accountants. They look at our accounts, bank statements and even the petty cash tin. They sign a legally enforceable document to tell the government that RAAus is trading solvently…that it is in good financial shape.

On top of this we publish an annual report each year, outlining all the other things going on in the organisation. As well, I keep members up to date through this column each month, Sport Pilot always has the very latest information from the office and the regular e-news email gets sent out to everyone each month. We also hold regular public forums, our professional development series for flying schools has now begun and so on. But despite all this flood of information, some people take pleasure in saying things which are demonstrably false.

I can only imagine some people derive satisfaction from the suffering of others. And when there is no suffering, they feel the need to create some. The Germans have a word for it – schadenfreude. It means taking pleasure in someone else’s misfortune. The problem for schadenfreude sufferers at the moment is that we have no misfortune, so they don’t get no satisfaction. Thus the need to spread false information.

In recent times RAAus has made significant progress streamlining its operations. Our systems have undergone massive improvement and we now have online access to many member and school resources. Our SMS continues to roll out, which will relieve the need for schools and clubs to invest thousands of dollars inventing their own. All in all, a lot of successes. Maybe that is what is attracting the attention?

We have spent the past few decades pointing the finger at CASA and telling the world that the demise of aviation is their fault. At the same time, we have run around pointing the finger at other aviation organisations, claiming they’re about to go broke or they’re throwing their weight around demanding things. All the while, aviation is crumbling around us.

I think the regulator does have things to answer for, but I also think there are individuals who need to take a good long hard look at themselves and ask themselves a simple question – am I part of the problem? Can they answer themselves honestly?

So while I could have been doing something positive and working to advance aviation in Australia this past couple of weeks, some people have been trying to distract me by throwing stones. It’s about time they (and we) grew up and realise we all have to accept some of the responsibility for the state of aviation in this country today. If I was a teenager, trying to decide whether to be a doctor or a pilot, and I saw the ridiculous behaviour of some in the aviation fraternity, I reckon I would choose to be a doctor. Encouraging people into aviation means leading by example, preferably a positive one.

So that’s my whinge. I do feel better having got it off my chest. Now I’m off to do something positive for aviation. What about you?

There are many ways to interact DIGITAL DIRECTIONS with RAAus these days.

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

7 / SPORT PILOT

CA LEN D AR OF EVEN TS

A. 11 MARCH CLIFTON FLY-IN

Lone Eagle Flying School’s annual fly-in includes International Women In Aviation Week. This has become an iconic event in the region and is the premier attraction for all types of aviation in southern Queensland.

See various types, shapes, sizes and models of recreational, ultralight and homebuilt aircraft including sport, vintage, general aviation and any other flying machines.

Come late pm Saturday, 11th for BBQ, drinks and hangar talk. Fly or drive in, see ERSA. On field camping, bring your swag.

Advise for catering. For more information www.loneeagleflyingschool.org.au, Facebook.com/LoneEagleFlyingSchool or Trevor Bange 0429 378 370.

D. 31 MARCH -1 APRIL HOLBROOK EASTER FLY-IN

Holbrook Ultralight Club invites you to fly-in for this unique recreational aviation event. Experience, learn and share with forums on Saturday afternoon and see an interesting collection of historic aircraft on display.

Stay overnight for an enjoyable dinner Saturday and breakfast Sunday– all at the airfield. Fly-in trophies will be awarded. Underwing camping and transport to and from Holbrook township for fuel and accommodation will be available. For more information, www.holbrookultralightclub.asn.au or John Harley 0456 357 735.

B. 11 MARCH TYABB AIRSHOW

An impressive day with some of the best performers. The Peninsula Aero Club has a proud tradition of supporting local community service clubs with the proceeds of its shows. All visiting aircraft should plan to arrive before 10:30 because access will not be granted after that time. For more information, http://www.tyabbairshow.com.

F. 13-15 APRIL DENILIQUIN AERO CLUB FLY-IN

C. 17 MARCH

CENTENARY OF FLIGHT AIRSHOW It will be 100 years since the first operational military flights in Australia.

These were conducted from Yarram in a FE2B aircraft out into Bass Strait looking for the German raiding ship The Wolf. This operation was flown by Capt.

Frank McNamara VC from the Australian Flying Corp. Yarram Aero Club will honour the centenary of the event. For more information, yarramcentenaryofflight. com.au, Brian Lucas 0428 527 237 or Facebook.com/YarramCOF.

E. 25 MARCH

WARBIRDS OVER SCONE Lots of noise and spectacular heavy metal thunder. Paul Bennet will also perform.

For more information, https://www.facebook.com/ WarbirdsOverScone.

8 / SPORT PILOT

Opening of the first stage of the recognition of WW2 No7 Flying School Deniliquin.

Weekend will include a mini air show, OzRunways presentation and hangar dinner. A highlight will be a presentation by Sky High Opera- CoOpera of ‘The Barber of Seville’ in a WW2 hangar. Stay for the famous Deni Aero Club Sunday breakfast. For more information, www. deniliquinaeroclub.com

CA LEN D AR OF EVEN TS

H. 14-16 APRIL

CLASSIC FIGHTERS AIRSHOW Omaka Heritage Fighters airshow in Marlborough, New Zealand. Lots of aussie pilots head across the ditch to see hundreds of classic aircraft on display and in the air. For more information, Facebook.com/ classicfightersomaka or http://www. classicfighters.co.nz.

A L K G I F M E C D B

I. 21-22 APRIL

L. 29 APRIL

Postponed from last year. Lots of flying activity in one of the most beautiful parts of the world. For more information, facebook. com/Coffs-Coast-Airshow.

This great community event will be back in 2018, bigger and better than ever before!

Bring the whole family along as the Mudgee Aero Club hosts a great day full of kid’s entertainment, market stalls, food and wine tasting, a car show and an action packed program of aerial displays. For more information, www.wingswheelsandwine. com.au.

COFFS HARBOUR AIRSHOW

J. 21-22 APRIL

TAVAS GREAT WAR FLYING DISPLAY

WINGS, WHEELS AND WINE

This will be The Australian Vintage Aviation Society’s third (and possibly final) event to commemorate all pilots of all wars over the past 100 years. The display in Caboolture is expected to attract tens of thousands of people, be the largest event of its type in Queensland and involve the only collection of flying pre-WWI and WWI type aircraft. The display will also feature aircraft from WW2, Korea and Vietnam and aircraft currently in service with the ADF. The 21st will also be the centenary of the shooting down of the Red Baron – so expect an appearance by the famous Fokker. For more information, www.tavas.com.au.

K. 28 APRIL

PORT MACQUARIE FLY-IN AND FLY & SPY

G. 14 APRIL

PARKES AERO SPECTACULAR Displays by the Roulettes, HARS multi engine aircraft and Paul Bennet aerobatics. Great aviation spectacle at Parkes Regional Airport. For more information, www.123tix.com.au/events/1131/ parkes-aero-spectacular-air-show.

Hastings District Flying Club invites all aviators to gather in beautiful Port Macquarie for a weekend of aviation fun and fellowship. On Saturday, aircrew can participate in the Fly and Spy fun observation trial or simply soak up the friendly club atmosphere. Fly and Spy involves teams answering questions as they fly a set course in the local area, but does not involve difficult navigation. A presentation dinner will be held afterwards in the clubhouse. The aim is to promote aviation activity and fellowship in the Hastings area. For more information, Rod Davison at roddavo194@gmail.com, 0419 632 477 or www.hdfc.com.au.

9 / SPORT PILOT

M. 5-6 MAY

WINGS OVER ILLAWARRA Solo and formation aerobatic displays, classic warbirds and amazing vintage aircraft. The Australian Defence Force will display loud, fast fighter jets and huge heavy transport aircraft. Also walk among the fullyrestored Super Constellation and record breaking Qantas 747, along with restored WW2 fighters. A new feature this year will be world class freestyle motocross displays throughout the day and a carnival with rides for young and old, all included in the entry ticket price. For more information, www. wingsoverillawarra.com.au.

J

L E T T ERS TO TH E ED ITOR

CASA RANT I just read Dave Edmunds rant about CASA (Sport Pilot November 2017).

Couldn’t agree more. What a waste of resources to achieve roadblocks everywhere. I have no faith that anything will improve in our PC world.

GORDON WILSON

BUGSMASHER BLUES I have just finished reading Dave Tonks’s letter on Dinosaur Glamping (Sport Pilot November 2017). Like Dave I also am a dinosaur (old school). However, I don’t drive a Drifter, I drive a bugsmasher (Quicksilver GT400). As I read through Dave’s letter I could relate to just about everything this man said. The bugsmasher, like the Drifter, is an open cockpit aircraft - a very open cockpit. Not the best place to be trying to read a chart or anything else that might be loose in the cockpit at 3,500ft. In saying this, I have not had a chart or NOTAM go through my prop as yet. But somewhere between Wiseman’s Ferry and Mt Quoid in a heap of tiger country, is one very good pair of polaroid sunglasses. Clean off my nose but I was not going to go back and look for them – too many trees.

Dave, you are blessed mate. You can put 2x20 fuel cans of extra fuel on your back seat.

I would love to be able to do that, but I only have one seat. In closing, Dave, don’t concern yourself about the washing, its large enough not to miss it! it’s the bloody pegs you leave on the line, going through the prop that does all the damage.

Thank you, Dave, for perhaps one of the best stories I have read in Sport Pilot. And thank you Editor for printing it. I have not laughed so much for such a long time and the tears are still running down my face as I type this reply.

BOB SIMMONS

GPS HEADACHES I’m responding to the letter to the Editor ‘GPS Leadership’ (Sport Pilot November 2017).

In a perfect world, you are right to say that nobody should get lost using a functioning GPS. However this is not a perfect world and there several reasons why CASA does not want pilots to rely totally on the GPS as a primary means of navigation. Simply, if your GPS fails or the GPS system in your region malfunctions, you will very quickly have no idea where you are going unless you have a map with you. So what can go wrong?

Your battery/power supply can fail; Your heavily trusted GPS can lock up (I have seen this happen); or Your GPS becomes subject to radio interference.

A weakness in a GPS is that the moving map picture is merely a representation of the calculated position (not where you physically are). So, if your GPS signal is electronically altered and the GPS calculates a position several hundred miles away (I’ve seen this happen as well), guess what you see on your electronic flight bag moving map?

According to technicians I know, GPS frequencies are the easiest of all to electronically jam and/or alter. Almost all military forces around the world have GPS jamming capability and, if someone ever pushes the button, they will not hesitate to fiddle with the GPS system to either take advantage of their enemy, or to deflect an attack. Then there are the terrorist groups.

Trust me, CASA has your safety in mind. The map never lies.

KEITH WHEELER

DODGY DOG RESPONSE The Editor should stand for election in federal politics. The reply to Dodgy Dog 1 and Dog 2 (Sport Pilot December 2017) would fit into what could be described as spin. I have written to the Editor on several occasions in response to some of his articles. Furthermore, he criticises CASA employees and condones entry into controlled airspace simply because you can. We are trying to get approval from CASA to change the regulations to allow some of us to enter CTA. I don’t believe criticising CASA will help. And please don’t try and tell me how to do crosswind landings!

Whether there are regulations regarding carriage of animals in the cockpit or not, common sense and a modicum of Airmanship, would dictate you leave your pet behind.

GIANCARLO BERTELLI

DOGGY STORY 3 In Fiji, I flew at least once a week to resupply and service a gold exploration company camp in the rough, jungle covered mountains behind Suva. This was in a Bell J2 four seat machine which had a three passenger seats across the back with the pilot sitting in front, close to the bubble, with the instrument console off to one side. Early on, I flew a caged cat and smart imported dog up to the camp. The geologists gradually spread their area of operations, so some days I visited a number of helipads on their lease.

The camp dog, a friendly creature, often followed the workers around the area.

One day I dropped in to an outstation helipad to collect a geologist and both he and the dog got in.

“Don’t worry, I’ll hold Taffy’s collar”, the man said.

After takeoff, I turned my head and saw Taffy 10 / SPORT PILOT

sitting quietly on the floor, unrestrained. I’m sure he attempted a smile to reassure me that he would behave. After that flight, Taffy often travelled with me, sometimes as the only passenger, using the helicopter as his personal transport. He often waited for me at outstation pads and, when I opened the door, jumped in and behaved like a perfect passenger. Sometimes he politely declined to get off for several stops, after I opened the door, before eventually leaving me to pursue his doggy interests. He never put a paw wrong, unlike some humans I have flown. As the Editor discovered (Sport Pilot September 2017), in the early days, the regulations were non-existent, flexible or open to interpretation.

PHIL LATZ

MEMBERSHIP EXPIRES I recently went on holiday and my membership ran out while I was on the cruise part, no internet. When I returned I could not access the portal because I had been ‘cancelled’ and could not renew over the phone because everyone was on leave (I don’t have a problem with anyone having holidays).

I have submitted a solution that would have helped and allowed me (and probably others) to renew through the portal if their circumstances warranted it.

I feel that a suspension with limited access to the renewal page, at least, for three months would have helped. A suspension and continued access would have allowed me to pay online. Because I had not notified you of my ending flying operations, I was annoyed it was automatic that I was cancelled without any thought to a member’s predicaments at the time.

MICHAEL SWAN FROM THE ADMIN TEAM / Since submitting this letter to the Editor, Michael has been called and the issue resolved. Ordinarily, if a membership expires, members have 30 days to renew without interruption. It’s important to renew within 30 days, after that time, you are no longer covered by RAAus insurance.

We have now introduced limited renewal only access for people whose membership lapses for longer than 30 days.

BE PREPARED

The article ‘Experience can be a killer’ (Sport Pilot November 2017) asks the question: Why are experienced pilots more vulnerable to accidents than other pilots?

The answer, in some cases, is quite simple we have forgotten the golden rule of our Boy Scout days “Be Prepared”. Some of the fault must go to poor training, where pilots have not been counselled in continuing awareness

L E T T ERS TO TH E ED ITOR

of flying conditions. Familiarity is another cause. I learned all that years ago.

Consider this example. We are flying along, minding our own business, when smoke belches out from under the engine cowling.

The pilot can hardly believe his eyes and now his mind must try and recall, “what was in the POH concerning engine fire?” If this is you, you are about to have a bad day. Immediate reaction is required if you are to survive.

Your body needs to react intuitively - Fuel off, Electrical power off, Nose down to increase speed to possibly blow out the fire. If you can’t see for the smoke, Right rudder to set up a skid. The POH for each aircraft type should detail what action to take.

If there is an option to land in the sea, on the beach or in a field, which do I take? The answer should have been decided years ago, not now. Each time you fly, you should be asking yourself these questions to bring the answer to the front of your mind. In other words, you have made the decision before the event occurs.

Quickness of reaction to an emergency is paramount. Unfortunately, many senior pilots have forgotten this and not kept up their familiarity with procedures. If you have to think about what to do, it will be too late.

Trainees and low hour pilots are more familiar with it because it is fresh in their minds.

On every flight pilots should be thinking, “if this or that happens what do I do?” And that should start as you taxi out for take-off.

Engine failure, wind effect, birds, airspeed indicator failure, these should be your thoughts when taxying. Be one step ahead of the aircraft and in an emergency, reflexes will take over.

OWEN BARTROP FROM THE OPS DEPT / Owen’s letter supports the key elements of the Pilot Talk article. Maintaining a “chronic state of awareness” of all the possibilities at any instant of the flight is fundamental to staying ahead of the aeroplane and not developing complacency.

WEIGHTY QUESTIONS There is concern about the articles on Weight and Balance (Sport Pilot September, November and December 2017) and the quiz.

I believe there is some material which is more

confusing than helpful.

Firstly, in Weight in Balance Part 1 (Sport Pilot September 2017) the description of the centre of lift moving forward applies only to rigid aerofoils, of certain cross sections, in particular parts of the alpha range, and ignores the much greater contributions from the tailplane and elevator.

Secondly, the lengthy discussion of moments is puzzling and unnecessary. All the pilot needs to know in this regard is: ensure the weight and balance (C of G) is within the specified limits, all controls have full movement and obey the specified flight envelope (including minimum speeds, maximum bank etc).

Thirdly, the calculations of C of G location show results accurate to 0.01mm (Sport Pilot November 2017) and 0.001mm (Sport Pilot November 2017). This is a tenth of the diameter of a human hair but may cause many readers to think their efforts to balance their plane are futile. The figures should be rounded to the nearest millimetre, which everyone can picture.

As regards the quiz, some questions need assumptions to answer. For example (Sport Pilot November 2017) “In a steep slipping turn to the left, the balance ball will be:” We don’t know which way the slip is; it depends on whether too little or too much rudder has been applied.

And “...A pilot reduces the angle of attack from 9 to 4 degrees … effect on the Centre of Pressure?” (Sport Pilot October 2017).

This depends on the large elevator input, and cannot be determined.

The second article on Weight in Balance (Sport Pilot November 2017) is much better.

If we leave the decimal places off the arms and moments, it is all good advice.

IAN BRYCE

FROM THE WEST I have read a bit about Part 149, which deals with approvals for organisations self-managing various aviation activities. So I am a little confused as to why the RAAus is running seminars all over the country for the members.

Will it have any effect on us??

It is always good to see and talk to the staff and board members over here in the west.

We rarely see them, especially in the country

areas, but I will need to be convinced that I need to attend and spend money on travel and accommodation.

Hopefully you will be publishing articles on Part 149 and its effects on the members. Not all members will attend the seminars, so you will need to spread the message.

I would also add that CASA has been talking about Part 149 for at least 20 years. The copy I have seen was only a few pages long. This says something about government efficiency.

Keep up the good work with the magazine.

MIKE TONKS FROM THE CEO / We look forward to getting to WA in June. Because Part 149 has been so nebulous for so long we haven’t spoken much about it. For members, essentially, there will be no change. For flight schools, Philip explains.

FROM PHILIP FOX, RAAUS SAFETY MANAGER / One of the main effects CASR Part 149 will have on schools is that RAAus must have a functioning Safety Management System in place. In reviewing your comments it is clear to me that the lack of communication on CASR Part 149 over the past six months from head office has, in part, been due to my focus on designing and developing a Flight Training School Safety Manual. This manual will enable schools to function within the SMS in a manner both scalable and responsive to the size and complexity of each school.

The good news is that all CFIs are set to receive an electronic Safety Toolbox during April which has been designed to guide them through the process of setting up a Flight Training School Safety Manual (which will come about 85% completed for you).

The manual is an integral part of the SMS and will enable the Accountable Manager (as part of CASR Part 149) to meet his/ her safety responsibilities. Rest assure you have at least six months to finalise and introduce this document, however those who prefer to be early adopters stand to gain the most personalised assistance and ultimately a better outcome. A small portion of the professional development program is dedicated to working through the Safety Toolbox with CFIs. This face-to-face time is designed to streamline the introduction of the Safety Manual and will enable schools to begin functioning within the SMS.

WRITE IN: EDITOR@SPORTPILOT.NET.AU The state of the organisation is reflected in the Letters to the Editor columns. The more letters – the healthier the organisation.

So don’t just sit there – get involved. Your contributions are always welcome, even if no one else agrees with your opinion.

The Editor makes every effort to run all letters, even if the queue gets long at certain times of the year.

(By the way – the Editor reserves the right to edit Letters to the Editor to shorten them to fit the space available, to improve the clarity of the letter or to prevent libel. The opinions and views expressed in the Letters to the Editor are those of the individual writer and neither RAAus or Sport Pilot magazine endorses or supports the views expressed within them).

11 / SPORT PILOT

IN TH E N EW S

PARKES TO CELEBRATE PROUD HISTORY

T

HE Parkes Aero Club will celebrate 70 years of flying with a spectacular air display in April involving the local community, flying clubs and professional organisations. Both the Historical Aircraft Restoration Society and Parkes Shire Council have given their support to the day. Negotiations are underway for the RAAF and other major service organisations to also participate in the display.

HARS has a satellite branch based in Parkes, at the Aviation Museum. Exhibits include an RAAF Caribou, a Harvard, a Jindivik drone and aviation military and civilian technology. A Convair CV580 recently completed its last ever flight to Parkes and an ex RAAF

BY WARWIC K TOM

14

Lockheed Neptune is currently pending and advanced recreational and gentransfer from Townsville for restoraeral aviation training in the central tion and display. west of NSW. PAC members participate in musethe years, PAC has organA P RIL isedOver um activities and HARS has committed and hosted numerous fly-ins, to providing full support to planning and competitions and national events, carrying out the PAC70 event, including ap- such as the Australian Aerobatic Champipropriate aircraft flypasts, on-ground aircraft onships, Major PAC airshows in 1985 and tours and museum exhibits.

1995, featuring the Roulettes. The Roulettes Parkes Aero Club was formed in 1948 and several multi engine planes from HARS, shortly after the RAAF station was decom- such as Caribou, Convair, DC3 and Neptune, missioned. It is a not-for-profit community will be on show as well as Paul Bennet’s sporting organisation, operating out of the aircraft performing their amazing routines. recently upgraded regional airport. The club We’d love to see you there. is one of the oldest continuously operated For more information, http://www.parkeaero clubs in Australia, supporting primary saero.com.au.

AERODROME UPDATE AIRSERVICES has asked for help to verify the accuracy of information they have about a number of aerodromes, aeroplane landing areas and helicopter landing sites.

Owners and operators of a number of locations are being asked to fill in a form confirming information such as contact details, aerodrome reference point and the number of movements.

Much of the information about aerodromes not in the Enroute Supplement can be decades old. CASA’s regulations require processes to be in place to manage the integrity of aeronautical information and this is now needed for aerodromes not in the Enroute Supplement and for aeroplane landing areas and helicopter landing sites.

According to Airservices, the information about these locations in the aeronautical information package is important for a range of reasons, particularly now it is used in CASA’s ‘Can I Fly There?’ drone app. Drone operators use the app to identify areas where aircraft are flying at low altitudes to avoid the risk of collisions. Pilots who use aerodromes or aircraft landing areas on the list are asked to bring the aerodrome data validation process to the attention of owners and operators of the locations. For more information, https:// tinyurl.com/ya2hd832.

MARAP APPROVED

BY DARREN BARNFIELD T EC H M AN AG E R DURING the CASA audit from years ago, it was discovered that a substantial number of RAAus Type Certified aircraft had undergone a range of modifications.

At the time, it was clear that various interpretations of the regulations, and sometimes even a lack of understanding of the regulations, had led to these modifications. None of them had any safety implications. They had been carried out in all cases to improve the safety of an aircraft.

But the modifications had been done without an appropriate approval process – because such a thing simply did not exist.

As a result of the CASA audit, the RAAus technical team came up with a process and concept for something we called the Modification and Repair Approval Process (MARAP). We asked CASA to allow us to approve such modifications in the future – all according to strict guidelines.

In October, following a formal review by the CASA Sport Aircraft section and the CASA legal department, the then CASA Director of Aviation Safety, Mark Skidmore,

12 / SPORT PILOT

signed an amendment to Civil Aviation Order (CAO) 95.55 approving the MARAP process.

RAAus received the following confirmation email: “I am pleased to advise RAAus that CASA has finalised the review of MARAP applications and hereby approves the application approval process. CASA wishes you well in your future application of the MARAP process”.

The RAAus Tech department would like to thank the members who participated in the process. We would also thank everyone who had pending applications who were understanding and supportive during the consultation process. Any time a big change is proposed, there are delays and extra scrutiny.

But the good news is now official. If you have a Type Certified aircraft on the RAAus register with potential legacy modifications and want to take advantage of the MARAP process, review it via the RAAus Technical Manual or contact the RAAus technical team.

IN TH E N EW S

LOOKING FOR BIRDSVILLE VOLUNTEERS

BALLINA Aero Club is looking for volunteers to help it manage the airspace in and around Birdsville during the famous horse racing carnival in September.

The club has managed the airport and airspace around Birdsville during the races successfully for a number of years.

Club members say it’s both a wonderful experience and proven revenue stream for the club’s chosen charity, a scholarship fund to assist deserving young people involved with studies within aviation and related fields.

The Birdsville Airport team operates on a roster system so volunteers will still get plenty of time to see the sights of the town during the race carnival.

For more information, www.ballinaaeroclub.org.au.

NEW LEGS FOR GAZELLE THE much loved Skyfox Gazelle CA25N now has a new suspension system.

The new design is a great improvement on the old shock strut system. Gone is the old bonded rubber strut system which wears out over time.

The new shock strut system is rubber free and easy to install. The new shock struts are very cost effective and maintenance is by simple replacement of Bungee rings.

For more information, contact the RAAus Tech department.

13 / SPORT PILOT

IN TH E N EW S

TECNAM UPGRADES THE P2008

TECNAM has announced EASA approval of an upgraded version of its popular two-seater, the P2008.

The P2008JC MkII will feature a number of enhancements, including a new avionics suite, a new design of both the dashboard and glare shield and the introduction of Garmin’s G3X Touch display with a MD302 attitude instrument.

The Garmin G3X Touch uses two large screens to provide a splitscreen mode with the option to view PFD, MFD and engine information

on a single display. Synthetic vision is standard on G3X Touch, which provides a three-dimensional depiction of terrain, obstacles, water features and the runway environment. Not that it has any application to RAAus. but the MkII is also available as Night VFR. Tecnam has upgraded the interior options, redesigned the doors and now offers an option of two or three bladed propellers, for pilots who fly on noise-restricted airfields.

For more information, visit www.tecnam.com.au.

NEW ROTAX FIRES UP Photo: ABC News

ACCIDENT AT EMERALD A SINGLE seat Flightstar aircraft, registration number 10-0780, was involved in an accident on Sunday January 14 in the Emerald area of Queensland.

The occupant of the aircraft, Tim White aged 54, died in the accident. According to preliminary reports, the aircraft departed Emerald airport on the morning of January 14 on a routine training exercise. The aircraft impacted with terrain 15kms south of the airfield at approximately 7.30am. At this stage it is too early to speculate as to the cause of the accident.

RAAus investigators are working with police and will prepare a written report for the coroner.

RAAus provides specialised subject matter expertise to assist police when investigating accidents of this nature. Areas of investigation typically include environmental, mechanical and operational factors. Should RAAus identify any safety related matters which apply to the membership, this will be notified as soon as possible.

RAAus also extends its deepest sympathies to Tim’s family and friends.

THERE’S a new Rotax on the way for light aircraft.

BRP has announced it has received a European Aviation Safety Agency Type Certificate for its new Rotax 915 iSc3 A engine.

General manager BRP-Rotax, Thomas Uhr said the new engine would allow the company to fulfil its customers’ requests for a more powerful engine with proven reliability.

“Not only has the certification been achieved within the promised time schedule, but the engine has been certified to even higher power than originally announced.” Thomas reported.

Instead of 100kW (136hp) maximum power, the engine will offer 104kW (141hp) maximum power and 99kW (135hp) maximum continuous power.

The increased power will be available up to at least 15,000ft. It will also offer the possibility for aircraft engineers to use the engine when designing a four-place aircraft.

So far 12 companies, including Tecnam, BRM Aero, NIKI Rotor Aviation, BlackWing and Zlin Aviation have integrated the 915 iSc3 A engine into their aircraft.

Rotax says it will now concentrate on getting certification for the engine from the FAA. Other countries will follow. For more information, www.rotax.com.

15 / SPORT PILOT

FLY -IN S

THE VALE GATHERING HONOURS CLUB STALWART

BY TERRY TR AVERS

N

ESTLED at the foot of spectacular Mt Roland in north western Tasmania, The Vale is a second home for the Devonport Aero Club. Property owners, Simon and Anna Hackett, operate a Pilatus PC12 from the more than one kilometre long grass strip and generously allow club members and visitors to use the facilities, including the clubhouse.

Previous owners, Philip and Nikki de Bomford, assisted by DAC, inaugurated a charity fly-in on Australia Day, which has rapidly grown to become a statewide attraction, each year raising thousands of dollars. Barry Bransden and Sandra Southwell, who hangared their Cessna 182 at The Vale, have been tireless

With Barry’s blessing, the fly-in went ahead as scheduled

workers behind the scenes.

Six days before this year’s gathering, Sandra, the Australian Women Pilots Association national vice-president, was killed in a crash in north east Tasmania. Barry was hospitalised.

With Barry’s blessing, the fly-in went ahead as scheduled, with 40 planes (several of which crossed Bass Strait) and 40 cars bringing in more than 200 people. As a poignant tribute to Sandra, a minute’s silence was held, then a memorial speech which acknowledged her aviation achievements; from her first trip after qualification, flying their Tecnam around Australia with Barry, through to her latest work with youth scholarships and the AWPA.

17 / SPORT PILOT

Clockwise from the top: Part of the fleet gathered on the property (Pic: Leigh Bryan); AWPA national Vice-President Sandra Southwell (Pic: Tony Hardwick); The Vale airstrip nestled in the valley below Mt Roland, NW Tasmania; Simon and Anna Hackett’s impressive Pilatus PC-12 making short work of the landing (Pic: Gary McArthur)

The Complete EFB for All Pilots OzRunways is the class leading Australian EFB, delivering a complete set of maps and AIP, plus detailed performance planning and briefing that’s second to none. It’s the first choice for many thousands of pilots from recreational to airline.

Brief. Plan. Fly. Special Offer NEW students* commencing training with an RAAus Flight Training School after 1 March 2018 will receive a FREE 6 month subscription to OzRunways. *New students must also be full financial flying members of RAAus. Offer is not available to existing holders of a pilot licence or certificate, non-flying members, or temporary members.

To claim offer email admin@raa.asn.au Offer may be varied at any time.

Electronic Flight Bag Apps

18 / SPORT PILOT

A I R C RAFT FEATU RE

VAMPIRE light

The

comes into the day

T

BY AL AN BE T TERIDGE

HE Sadler Vampire has been around in various guises and built by a number of different manufacturers over the years. Although the aircraft itself has an almost cult-like following, it has never really made inroads into the mainstream ultralight arena.

The aircraft was designed and developed in the U.S in the early 1980s by William Sadler and was a quantum leap forward in its design concepts.

Even today, the aircraft stands out in any crowd with its uncharacteristic layout and construction. It is an all-metal, mid-wing cantilever monoplane with a pilot pod and twin booms, joined by a common horizontal stabiliser.

It has a tricycle undercarriage, with trailing wheels and the wings fold to enable ground transportation in a pur-

pose designed and built trailer. Folding the wings does not require the control cables to be disconnected.

The original aircraft was powered by a 20hp, single cylinder Solo engine but most examples in Australia have been powered by either KFM107 or Rotax 447 two stroke engines. The engine is fitted to the rear of the pilot pod and drives a pusher prop.

By the late 1980s, Sadler was offering a militarised version of the design, known as the Piranha. This was equipped with an enclosed cockpit, a bullet-resistant fuselage pod made of Kevlar, machine gun mounts in the wing roots and a hard-point under each wing for disposable stores.

Power was provided by a converted VW engine, but a

Ray Tolhurst with a Vampire SV3

19 / SPORT PILOT

A I RC RAFT FEATU RE

Vampire SV2 - overseas model is similar to the SV3 model

It gets back to what ultralight aviation is all about

The popular Vampire aircraft are now back in limited production

A I R C RAFT FEATU RE WEDGETAIL VAMPIRE SV3 Single seat, enclosed cockpit Steerable nose wheel Toe brakes on main wheels ENGINE 60hp HKS four stroke LENGTH 5.33m WINGSPAN 8.53m HEIGHT 1.42m WING AREA 10.8 m² LOADING +6g -4g EMPTY WEIGHT 114kgs MTOW 350kgs FUEL CAPACITY 40Ltr (mogas) FUEL CONSUMPTION 13l/h MAX SPEED 100kts CRUISE SPEED 85kts STALL CLEAN 38kts STALL FULL FLAP 34kts

converted Chevrolet V8 automotive engine was eventually fitted. The Piranha was intended as a ground attack or counter-insurgency aircraft.

There was even a UAV model made, but it required a pilot to be on board for take-offs and landings, which really defeats the purpose of calling it a UAV in the first place.

A number of Australian manufacturers have obtained the rights to the aircraft over the years, but up to this point success has been a relative term.

Enter Ray Tolhurst, owner of Wedgetail Aircraft. The company itself was only established in 2016, but Ray has a long association with the aircraft industry.

He began his career in the 1970s as a trainee aeronautical engineer for Hawker De Havilland. Then he moved to Southern Sailplanes in the UK. It was there he gained his experience in the black art of fibreglassing.

He returned to Australia in 1979 where he set up his own company in his hangar at Camden Airport and he went to work building gliders and ultralights.

He was one of the pioneers of the ultralight revolution in Australia. He built the legendary Grasshopper and later designed and built the Stingray, the world’s first all-fibreglass cantilever winged ultralight.

Since those early days, Ray has focussed primarily on composite materials and specialising in commercial aircraft repairs.

His many clients include Careflight, Total Aerospace and Australian Aerospace. He is the certified Australian repairer for Grumbal Helicopters. For fun, he holds a glider licence and Sincehe has held a RAAus Instructor rating.

In forming Wedgetail Aircraft, Ray has now taken over the manufacturing of three of Australia’s well-known recreational and GA brands – the Morgan Sierra and Cougar and the Sadler Vampire.

Ray says a two seat LSA version of the Sierra, to be known as the Wedgetail Sierra 200, will be available next year (the Cougar 200 will not be available as LSA, due to its four seat layout). The Vampire is already on the flight line.

The Wedgetail Vampire SV3 has undergone a number of changes from the previous SV2 model, the most noticeable of which is the 60hp HKS four stroke engine.

Ray said he did consider other engine types, but the HKS was the best choice.

“It runs extremely smoothly and produces the horespower we need, at the economy we want,” Ray said.

“Going to a four stroke removes the problems and idiosyncrasies and pilot mistrust of two stroke engines.

“In saying that, I don’t mean modern two stroke engines aren’t suitable or reliable. But there is a world-wide trend away from those type of engines.”

Ray says the Vampire is for a particular

sort of pilot.

“The Vampire is an aircraft for the enthusiast. We do not try and convince people otherwise.

“It is an aircraft you could keep at home in the garage or carport, much like a boat and then tow it to the airport on its custom-made trailer when you want to go flying.

“It only takes about 10 minutes to fold the wings out and this can be easily done by one person,” he said.

There is no doubt the Vampire SV3 is an ultralight. Its empty weight is only 114kgs and the MTOW is 350kgs.

Its fuel capacity is 40 litres, giving it an endurance of three hours at a cruise speed of 85kts – not really an ideal cross-country machine unless you happen to enjoy landing at regular intervals along the way to your destination.

But then the Vampire is not intended as a cross country cruiser. It is designed and built for the pure enjoyment of flight.

Stall speed clean is 38kts and, with flap, this reduces to 34kts. Rotation speed is 45kts with a rate of climb of 800ft/min.

“The Vampire SV3 is type accepted under the exacting standards of CAA 95-25 here in Australia,” Ray said.

“It is a well-made all-metal aircraft which gets back to what ultralight aviation is all about.

“Although it has comprehensive instrumentation, you won’t find a glass cockpit or any other fancy electronic gear,” he said with a wry grin.

“We’ll leave all of that stuff for the Sierra and Cougar.”

Ray had a Vampire, which was awaiting delivery to its new owner, at the AirVenture Australia event at Narromine and it drew a lot of attention and admiring looks, which is pretty impressive for a design which is now nearly 30 years-old.

“AirVenture was good from an exposure point of view and I did get two customers who expressed an interest.

“But as in most things, it is often a long road between being keen to buy and actually making the commitment. We will see what happens.”

Ray made no mention of any plans to reintroduce the Piranha military version, but it just may have a place at some airports. You know the ones. Where the circuit is really busy and other aircraft are annoying you. I have a feeling the RAAus Tech department might have a few concerns about registering one in our category, to say nothing of what CASA would think of the idea of an armed ultralight.

Still you can only dream.

ED / I have asked a highly experienced ultralight pilot to put the Vampire through its paces in the coming weeks. Look for that flight review in an upcoming edition of Sport Pilot in a new section we’ll be calling ‘Fly my plane’.

21 / SPORT PILOT

Powerlines can pose a safety risk for recreational and general aviation pilots. Stay aware and stay alive.

The Essential Energy Public Safety team offers: • safety awareness sessions for low altitude flying • overhead maps showing general network locations • advice and installation of powerline safety markers.

For further information visit: essentialenergy.com.au/overhead or call 13 23 91 Like us or follow us for information during power outages.

R EAD ER STORY

A great place to learn to fly

BY GREG O’SHANNES SY

I

“The school is more like an old flying club”

HAVE heard stories that some flight schools are more about the money than about the flying. I hope this is the exception, rather than the rule.

I am very fortunate to live in Wollongong, not just because it is close to the beach and close to the bush, but it is also close to one of the best training airfields possible, YWOL or Wollongong Regional Airport.

The airport lies between Lake Illawarra and the escarpment, a piece of the Great Dividing Range which separates the southern coastal fringe from the Southern Highlands.

It is a CTAF airfield with light to moderate traffic, making it ideal for learning to fly, without the added distractions of a CTA but with enough traffic to make learning how to maintain separation interesting. I have been in the circuit totally on my own and I have been there with three others in the circuit, one taxying and at least one other inbound.

The cross strip, 08/26 is 930m long, giving me an option when the winds turn westerly.

The main strip 16/34 is 1.8km, long enough to land a 747. In 2015, Qantas’ City of Canberra landed here, with no passengers and next to no fuel on board. It was on its final flight to become an exhibit of the Historical Aviation Restoration Society.

The HARS museum on the field is a must see. The field also has aero-

batic joy flights and flight schools, the Australian Aerial Patrol and a range of tourism-related operations.

Once a year it is home to Wings Over Illawarra, one of the best air shows in the country.

The scenery is spectacular; the beaches are among the best in the world and have been described as a string of pearls along the coastline. From the air, so much of the amazing vista is accessible even if, like me, you are restricted to 25nm from the airfield (soon to change I hope).

The flight to the Sea Cliff bridge takes you over many of the beautiful beaches and along the escarpment as it comes closer to the coast and finally kisses it at Bald Hill. I have seen many whales on this trip and it is the favourite when I take friends and family for a fly.

Great scenery and a great airfield are not the only ingredients in a successful, and enjoyable, flight learning experience. You need to have experienced instructors, who understand the difference between just knowing their stuff and being able to get others to understand it as well. It builds confidence and competence, keeping the dream of flying alive. This is what I found in my instructors at Fly Illawarra, Bruce Robbins and Ned McIntosh.

The school is more like an old flying club than a money oriented business.

I’m not sure what my initial expectations were, but my experience has been nothing short of fantastic. What a great place to learn to fly.

23 / SPORT PILOT

RAAus Scholarship Program The RAAus Scholarship program supports the dreams of young aviators, maintainers, instructors, and financially and geographically disadvantaged Australians looking to start a career in aviation.

Each year RAAus awards scholarships to a number of young aviators to support them in their pursuit of a career in aviation.

Last year we gave a record $77,000 to 44 budding aviators.

This year we hope to double that number and we are seeking support from key RAAus partners to help us achieve our aim.

The aims of the scholarship program are to: • • • • •

introduce young people to the sport of recreational aviation; develop responsible and safe flying attitudes; offer a basis of aviation knowledge for advancement and careers in recreational, military or general commercial aviation; assist young and disadvantaged (economically and geographically) people to complete their flying training at minimal cost; and encourage young people to become active long-term members of the recreational aviation community.

Purchase of scholarships is a business tax deduction.

RAAus recognises your sponsorship through a variety of marketing channels.

RAAus recognises sponsorship in a number of ways and will tailor a package to recognise your level of support: • •

•

Recognition on the RAAus Scholarship webpage Recognition in the RAAus Sport Pilot magazine (digital and printed May 2018, combined circulation of 10,000 per month) Recognition in the dedicated RAAus digital magazine to be issued in June 2018 announcing scholarship winners (digital circulation of 22,000)

Patrick

Ryno

Sponsorship options Option 1: Purchase one or more $1,500 scholarships. These scholarships assist young flyers on their journey to flying solo.

Option 2: Purchase one or more $2,500 scholarships. These scholarships assist young flyers achieve solo status and also pursue important endorsements to allow them to further their flying career.

Option 3: Purchase one or more $3,000 scholarships. These scholarships assist experienced flyers realise their dream of becoming an instructor.

Option 4: Donate an amount of your choice to the scholarship program funding pool.

No donation is too small.

In the past, scholarship winners have gone on to work with Airservices as an Air Traffic Controller (ATC), Defence as an engineer, RAAF, Qantas, Regional Express, and a host of other exciting aviation careers.

Oliver

Connal M, 15, achieved his lifelong dream and won a scholarship and is pursuing his career as an ATC. Connal lives in remote Far North Queensland with limited access to advanced education.

Holly A, is now working with Qantas in a cadet pilot role following earning her RAAus wings at the age of 15. Holly lives in remote Narromine NSW with limited employment opportunities.

These are just two of the stories from dozens of kids who RAAus has helped realise their dream of learning to fly. We’d love it if you could get on board and make 2018 the best year yet for our scholarship program.

If you’d like to get involved and sponsor a young flyer, please email ceo@raa.asn.au or call 02 6280 4700.

Jorgia

Recreational Aviation Australia PO Box 1265 Fyshwick ACT 2609 02 6280 4700 admin@raa.asn.au raaus.com.au

N EW PROD U CT

An incredibly white light using only approximately 10% of the input power 26 / SPORT PILOT

N EW PROD U CT

The future is BRIGHT

BY MARTIN HONE

L

ED technology has progressed in leaps and bound over the past few years.

They are becoming the norm in aircraft applications due to their light weight, high output and low power consumption.

German sports pilot and avionic enthusiast Juergen Thiesen’s newly developed aviation LEDs provide all these benefits, plus integrated ‘wig-wag’ function (mechanical or electrical devices which cause a component to oscillate between two states) and automatic voltage overload protection within the state of the art, maintenancefree molding. This means reduced battery and alternator current requirements, as well as greater visibility to other airspace users.

The ELL80is landing light provides a powerful 150 watts despite its small size (80mm diam) and light weight (230 grams). With the new LED technology it gives off an incredibly white light using only approximately 10% of the input power compared with conventional lights. The casting in a high-optical plastic makes the ELL80 absolutely insensitive against water, vibrations and other environmental influences.

The efficiency of the output

is much higher than with conventional electric light bulbs. To avoid overheating, the heat balance is controlled electronically.

The ELL60 landing light, despite its small size (60mm diam), has an output equivalent to a halogen headlight of 180 - 200 watts.

With its newly developed central cooling, where air is passed through the landing light directly to the heatsink, it is now possible to implement this high performance in a small space.

Of course, because of its complete embedding, the ELL60 is absolutely vibration inured, as well as dust and waterproof, and can be installed anywhere on the aircraft.

The ELL50L comes in the common 50mm diameter, with the equivalent of a 90W halogen, is completely dust and waterproof and can be mounted anywhere on the plane, even in the wheel pants.

Each of these landing lights operates from 10-17 Volts DC. For more information, www.thiesen-electronics.com.

From left to right, ELL60, ELL50L-01 and below, ELL80is-01

27 / SPORT PILOT

Now available in Australia in kit build or factory build

Affordable | Simplistic | Rugged | Quality LSA | Fun

Contact: info@gap.aero, t 1300 659 228 / c +61 400 639 388 Join us at the "Oz-Kosh" Aviation airshow in Naromine, 19-21 Oct 2017

R EAD ER STORY

Getting competitive “A

NY monkey can fly a plane on a nice day. Only a skilled and practiced pilot can do it in degrading conditions or with limited flight parameters.”

What better way to enjoy a beautiful Sunday morning than flying with like-minded individuals.

And in such a company of proficient pilots, why not find out who among you is the best at what you do. Most flights merely involve running through the checks, cranking the engine and flying off on a straight and level sightseeing trip to show a friend the landscape or try to build up some hours. There aren’t many pilots who go out in an attempt to do something different from normal operations, such as stall practice or simulated engine failures. We tend to avoid these types of activities due to human nature making us avoid thinking about negative outcomes. It is a similar reason why we take better care of our cars than we do of our own health.

But in this instance, stalls or an engine failure are directly associated with causes of accidents and a precursor to some of the fatalities we have in our sport.

While we tend to push the negative activities to one side, there is one sure-fire way to make sure you are up to date with your crucial flying skills and even gives you a way to show off to your friends and family in a professional manner.

Taking part in local flying club competitions.

BY LUKE BAY LY

The experience you get out of these events comes down to the effort you put in

29 / SPORT PILOT

It can be a great and informal way to play within the boundaries of the aircraft, hone your skill and, more importantly, socialise with others in the community. The conversations held around the hangar while watching these types of events often lead to better education (such as “why did that plane sink during the flare?”), getting a tip on a plane which might be coming onto the market or simply making friends with the bloke who owns the Drifter and who might take you for a fly. At the end of the day, by participating in the competition, you are forcing yourself to fly within a certain envelope to practice and achieve a precision skill set, such as the ability to hit your intended touch down point.

The Mackay Aero Club has hosted a local flying competition once a month for the past several years and, through engagement with local pilots, has grown. The competition even attracts about 30 spectators on the day, mainly partners and children, but also non-flying locals interested in what all the commotion is about.

Ultimately, the experience you get out of these events comes down to the effort you put in. If you don’t have a local competition in your area, why not take it upon yourself to start one?

Even if there are only two or three pilots involved, at least you are guaranteed a place on the podium.

F EATU RE STORY

PIPISTREL ELECTRIC GOES CROSS COUNTRY T

HE new Pipistrel Alpha Electro electric aircraft completed the world’s first cross country flight of a certified electric LSA in January.

With commercial pilot Rob Bodley at the controls, the aircraft, operated by Perth company Electric.Aero, departed Jandakot airport on January 22, flew east over the Perth hills and landed at the Dale River bush airstrip. There, the aircraft was recharged by a portable generator connected to a dedicated Pipistrel supercharger. The aircraft then departed Dale River and flew back to Jandakot.

“This flight proves the Pipistrel Alpha Electro is capable of short cross country flights and can operate from a bush airstrip,” said Electro.Aero’s Chief Operations Officer, Richard Charlton.

“The 20kW dedicated supercharger requires three-phase power at 32 Amps for maximum

BY BRIAN BIGG

charging. The next step is to have these available at nearby airports, so the aircraft can easily conduct training exercises with students. It’s actually much cheaper than installing a fuel bowser.”

Since that historic flight, the aircraft has been available for Trial Instructional Flights out of Jandakot. The company believes it is the first time anywhere in the world the public has been able to book a flight in an electric aircraft.

The Alpha Electro has two lithium-ion batteries which give the aircraft up to 90 minutes endurance. The batteries have an expected life of 1,000 hours. It uses 60kW to take-off and about 20kW in cruise.

“Electric propulsion is a lot simpler than a petrol engine,” Electro.Aero founder Joshua Portlock said.

“Inside a petrol engine you have hundreds of moving parts, but here you have one switch to 30 / S P O R T P I L O T

turn the aircraft on and one throttle lever to fly.

“There is no gear box or moving engine parts — the plane’s motor attaches directly to the propeller.

The panel tells the pilot the amount of power left in the battery and estimated minutes of flight time remaining, based on the throttle position.”

Electric.Aero has reportedly held discussions with the Rottnest Island Authority to install a supercharger to tap into its solar array, allowing pilots to fly to the island.

Pipistrel says the Alpha Electro has been optimised for traffic-pattern operations, where 13% of energy is recuperated on every approach, increasing endurance and at the same time enabling short-field landings.

The company says the aircraft should cut the cost of ab-initio pilot training by as much as 70%.

F EATU RE STORY

Electric propulsion is a lot simpler than a petrol engine

Photos supplied by Electro.Aero

FLY -IN S Cam Rolph-Smith and his Yak 52

A CT-4 from BTS Tamworth

RAAus aircraft were well represented in all their shapes and sizes Paul Mitchel in his gyrocopter

Rodney Ginn’s Waco

FLY -IN S

EVANS ABOVE!

BY G AI TAY LOR PIC T URES BY JOHN NA SH & RIC HARD G ATES

T

HE Great Eastern Fly-in at Evans Head continued to build its reputation as the go to event over the Christmas holidays.

This year, perfect weather along the east coast in the days leading up to the big day, as well as ideal beach weather during the fly-in, meant the crowds came through the gates and across the threshold in similar numbers to last year. As it does at this time of year, in this part of the world, it tended to get a bit too warm after lunch each day but that didn’t deter the holiday makers.

We estimate between 6,000 and 6,500

members of the public wandered among the exhibits and watched the air shows. There were up to 150 aircraft of all types – the variety is always amazing. RAAus aircraft were well represented as always in all their shapes and sizes and propulsion methods.

GA numbers were also strong this year, as were helicopters, vintage and warbirds.

Aviation business was also on display in strength. The public got to see the wide range of products offered by Global Aviation Products, including the Sling and its new Bushcat aircraft, Evektor Aircraft Australia, Tecnam, Sapphire Avionics and Poliglide, Byron Bay’s paramotor and 33 / S P O R T P I L O T

paraglide school.

We were also graced by a large number of flying groups who made Evans Head a destination over the holidays, Bush Fliers Downunder, Mission Australia, Casino Aero Club, Ballina Aero Club, Northern Rivers Aero club and AWAL. One of the main attractions of the Great Eastern is the chance for members of the public to go flying during the weekend. This year they had a huge choice offered by the Northern Rivers Aero Club in a Cessna, Air T&G in a helicopter, Byron Microlights and Autogyros. They could also opt for a thrill in a Mustang, Yak 3, Waco, Winjeel or Mustang.

FLY -IN S

Bill Finlen’s Gipsy Moth DH-60. Imported in 1929 for Qantas – sold to a gold mining company and called Golden Quest. Involved in the search for Lasseter’s Reef and crashed in 1930. Rebuilt and sent to NZ. Crashed again in 1935. Rebuilt in 2012. First flight on ANZAC Day 2016.

34 / S P O R T P I L O T

FLY -IN S

35 / S P O R T P I L O T

FLY -IN S

Tim Howes’ 75% scale Slepcev Storch

Mark Awad’s CA25 Winjeel

Richard Tabaka and his microlight

David Crowe’s DH82A Tiger Moth

On the ground, there was also lots to see. The Ballina airport fire-fighting truck did a display Sunday which proved very popular. The Evans Head Aviation Museum was usually full and the weekend markets were busy. The Sunday Car Clubs drive-in proved huge, about 300 cars and growing. Who knew there were so many classic cars around?

THANKS

Thanks to the many people who made the weekend a success, including Casino Aero Club which organised the dinner and Al Gordon from Scone, who flew in to entertain everyone with his music. Thanks also to the large grey nomad group who turn up each year to help us set up, organise and pull down. And to the members of the Casino and Ballina Aero Clubs who acted as marshals, display coordinators and information centre managers.

The Great Eastern is a success because of its focus on being a community event. The whole community benefits. Hope to see you next year. Bring a hat and sunscreen.

36 / S P O R T P I L O T

FLY -IN S

One of the main attractions of the Great Eastern is the chance for the public to go flying

A busy flight line

Cam Rolph-Smith’s P-51D

37 / S P O R T P I L O T

TE CH TA L K

Stopping in a hurry

BY DARREN BARNFIELD R A AU S T EC HNICAL M AN AG E R

A

IRCRAFT brakes operate under extreme stress and in a wide variety of conditions. So obviously they are susceptible to malfunction and damage. In many of the OMS reports received by RAAus, brakes have been a contributing factor leading to incidents and accidents, such as runway loss of control.

So stop for a moment and think about your brakes and what they need to work properly when you need them.

INDEPENDENT MASTER CYLINDERS

In general, small, light aircraft and aircraft without hydraulic systems, use independent braking systems. That’s a system not connected in any way to the aircraft hydraulic system. Master cylinders are used to develop the necessary hydraulic pressure to operate the brakes. This is similar to the system used in cars.

In most brake actuating systems, the pilot pushes on the tops of the rudder pedals to apply the brakes. A master cylinder for each brake is mechanically connected to the corresponding rudder pedal (i.e., right main brake to the right rudder pedal, left main brake to the left rudder pedal). When the pedal is depressed, a piston inside a sealed fluid-filled chamber in the master cylinder forces hydraulic fluid through a line to the piston(s) in the brake assembly. The brake piston(s) push the brake linings against the brake rotor to create the friction which slows the wheel rotation. Pressure is increased throughout the entire brake systems and against the rotor as the pedal is pushed harder as seen in Fig. 1.

Many master cylinders have built-in reservoirs for the brake hydraulic fluid. Others have a single remote reservoir which services both of the aircraft’s two master cylinders. A few light aircraft with nose wheel steering have only one master cylinder which actuates both main wheel brakes. This is possible because steering the aircraft during taxying does not require differential braking. Regardless of the set-up, it is the master cylinder which builds up the pressure required for braking.

A master cylinder used with a remote reservoir is illustrated in Fig. 2. This particular model is a Goodyear master cylinder. The cylinder is always filled with air-free, contaminant-free hydraulic fluid as is the reservoir and the line which connects the two together. When the top of the rudder pedal is depressed, the piston arm is mechanically moved forward into the master cylinder. It pushes the piston against the fluid, which is forced through the line to the brake. When pedal pressure is released, the return springs

Fig. 1

Fig. 2

in the brake assembly retract the brake pistons back into the brake housing. The hydraulic fluid behind the pistons is displaced and returns to the master cylinder. As it does, a return spring in the master cylinder moves the piston, piston rod and rudder pedal back to the original position (brake off, pedal not depressed). The fluid behind the master cylinder piston flows back into the reservoir. The brake is ready to be applied again, as indicated in Fig. 3.

Hydraulic fluid expands as temperature increases. Trapped fluid can cause a brake to drag against the rotor(s). Leaks may also result.

When the brakes are not applied, fluid must be allowed to expand safely without causing these issues. A compensating port is included in most master cylinders to facilitate this. In the master

Fig. 3

38 / S P O R T P I L O T

cylinder in Fig. 3, the port is opened when the piston is fully retracted. Fluid in the brake system is allowed to expand into the reservoir, which has the capacity to accept the extra fluid volume.

The typical reservoir is also vented to the atmosphere to provide positive pressure on the fluid.

The forward side of the piston head contains a seal which closes off the compensating port when the brakes are applied so pressure can build. The seal is only effective in the forward direction. When the piston is returning, or is fully retracted to the off position, fluid behind the piston is free to flow through piston head ports to replenish any fluid which may be lost downstream of the master cylinder. The aft end of the master cylinder contains a seal which prevents leakage at all times. A rubber boot fits over the piston rod and the aft end of the master cylinder to keep out dust.

A parking brake for this remote reservoir master cylinder brake system is a ratcheting mechanical device between the master cylinder and the rudder pedals. With the brakes applied, the ratchet is engaged by pulling the parking brake handle. To release the brakes, the rudder pedals are depressed further allowing the ratchet to disengage. With the parking brake set, any

Fig. 4 shows a common master cylinder with built-in reservoir. Illustration A depicts the master cylinder when the brakes are off. The compensating port is open to allow fluid to expand into the reservoir should temperature increase. In B, the brakes are applied. The piston rod-end seal covers the compensating port as it contacts the piston head.

Fig. 5

ing the top of a pedal causes the piston rod to push the piston into the cylinder, forcing the fluid out to the brake assembly. The piston rod rides in a compensator sleeve and contains an O-ring which seals the rod to the piston when the rod is moved forward. This blocks the compensating ports. When released, a spring returns the piston to its original position which refills the reservoir as it returns. The rod end seal retracts away from the piston head allowing a free flow of fluid from the cylinder through the compensating ports in the piston to the reservoir.

CLEVELAND BRAKES

expansion of hydraulic fluid due to temperature is relieved by a spring in the mechanical linkage.

A common requirement of all braking systems is for no air to be mixed in with the hydraulic fluid. Since air is compressible and hydraulic fluid essentially is not, any air under pressure when the brakes are applied, causes spongy brakes.

The pedals do not feel firm when pushed down because the air is compressing. Brake systems must be bled to remove all air from the system.

Instructions for bleeding the brakes are in the manufacturer’s maintenance information. Brake systems equipped with Goodyear master cylinders must be bled from the top down to ensure any air trapped behind the master cylinder piston is removed.

An alternative common arrangement of independent braking systems incorporates two master cylinders, each with its own integral fluid reservoir. The master cylinders are mechanically linked to the rudder pedals as before. Depress-

The Cleveland brake, common among Australian registered aircraft, uniquely features the ability to change the brake linings without jacking the aircraft or removing the wheel. On these assemblies, the torque plate is bolted to the strut while the remainder of the brake is assembled on the anchor bolts. The disc rides between the pressure plate and back plate. Linings are riveted to both plates. By unbolting the cylinder housing from the backplate, the backplate is freed to drop away from the torque plate. The remainder of the assembly is pulled away, and the pressure plate slides off of the torque bolts, as shown in Fig. 5.

A Cleveland brake disassembles once the four bolts holding the cylinder to the backplate are removed, while the aircraft wheel remains in place. The pressure plate slides off the anchor bolts and linings can be replaced by riveting on the pressure plate and back plate The rivets which hold the linings on the pressure plate and back plate are removed with a knockout punch. After a thorough inspection, new linings are riveted to the pressure plate and backplate using a rivet clinching tool. Kits are sold which supply everything needed to perform the operation. The brake is reassembled in the reverse order. Be certain to include any shims if required. The bolts holding the backplate to the cylinder assembly must be torqued according to manufacturer specifications and safetied.

The manufacturer’s data also provides a burn-in procedure. The aircraft is taxied at a specified speed and the brakes are smoothly applied.

After a cooling period, the process is repeated, thus preparing the linings for service.

39 / S P O R T P I L O T

CHATTERING OR SQUEALING

Brakes can chatter or squeal when the linings do not ride smoothly and evenly along the disc. A warped disc(s) in a multiple brake disc stack produces a condition wherein the brake is actually applied and removed many times per minute.

This causes chattering and, at high frequency, squealing. Any misalignment of the disc stack out of parallel causes the same phenomenon.

Discs which have been overheated may have damage to the surface layer. Some of this mix may be transferred to the adjacent disc, causing uneven disc surfaces which also leads to chatter or squeal. In addition to the noise, vibration may lead to further damage of the brake and the landing gear system. The technician must investigate all reports of brake chattering and squealing.

FLUID QUANTITY AND TYPE

As mentioned, it is important the correct hydraulic fluid is used. Seals in the brake system are designed for a particular hydraulic fluid. Deterioration and failure occurs when they are exposed to other fluids. Mineral based fluid, such as MILH-5606 (red oil), should never be mixed with phosphate-ester based synthetic hydraulic fluid such as Skydrol. Contaminated brake/hydraulic systems must have all of the fluid evacuated and all seals replaced before the aircraft is released for flight.

Fluid quantity is also important. The maintainer is responsible for determining the method used to ascertain when the brake and hydraulic systems are fully serviced and for the maintenance of the fluid at this level. Consult the manufacturer’s specifications for this information.

INSPECTION FOR LEAKS

Aircraft brake systems should maintain all fluid inside lines and components and should not leak. Any evidence of a leak must be investigated. It is possible a leak is a precursor to more significant damage.

Many leaks are found at brake system fittings. While this type of leak can be fixed by tightening an obviously loose connection, the maintainer is cautioned against over-tightening fittings. Removal of hydraulic pressure from the brake system followed by disconnection and

Aeroprakt A32 Vixxen www.foxbat.com.au

Cruise 115+ knots Stall 27 knots Carry 210+ kgs after full fuel Average under 20 litres an hour Believe it!

Search for Aeroprakt A32

ASIA PACIFIC LIGHT FLYING iEFIS Series

Comprehensive flight, engine and navigation instrument for Experimental and LSA aircraft • • • • • •

Vega Series

XTreme Mini EFIS

Accessories • • • • •

The XTreme

Compact, multifunction EFIS • Standard 3 1/8” aircraft enclosure • Multiple display screens (model dependent)

The Stratomaster Vega Range • • • •

12 versions Large backlit colour graphic display Standard 2 1/4” aircraft enclosure Multiple display screens (model dependent)

7”, 8.5” and 10.4” display Sunlight readable Touch screen Customisable interface Autopilot Integrate Radios and Transponder

Probes and Senders Wiring Harnesses Tubing and Fittings GPS and VHF antennas and fittings.

DYKEM® Cross-Check™

Want to know more?

(02)623 83665 or 0419 423 286 Paul@lightflying.com.au

www.lightflying.com.au

TE CH TA L K

Stopping in a hurry

BY DARREN BARNFIELD R A AU S T EC HNICAL M AN AG E R

inspection of the connectors is recommended. Over-tightening of fitting can cause damage and make the leak worse. MS flareless fittings are particularly sensitive to over-tightening. Replace all fittings suspected of damage.

Once any leak is repaired, the brake system must be re-pressurised and tested for function as well as to ensure the leak no longer exists. Occasionally, a brake housing may seep fluid through the housing body. Consult the manufacturer’s maintenance manual for limits, and remove any brake assembly which seeps excessively.

PROPER BOLT TORQUE

The stress experience by the landing gear and brake system requires that all bolts are properly torqued. Bolts used to attach the brakes to the strut typically have the required torque specified in the manufacturer’s maintenance manual. Check for torque specifications which may exist for any landing gear and brake bolts and ensure they are properly tightened. Whenever applying torque to a bolt, use a calibrated torque wrench.

SERVICING AND MAINTENANCE

Some maintenance of an aircraft brake assembly is performed while it has been removed from the aircraft. A close inspection of the assembly and its many parts should be performed at this time. Some of the inspection items on a typical assembly follow.

BOLT AND THREADED CONNECTIONS

All bolts and threaded connections should be in good condition without signs of wear. Selflocking nuts should still retain their locking feature. The hardware should be what is specified in the brake manufacturer’s parts manual.

Many aircraft brake bolts, for example, are not standard hardware and may be of closer tolerance or made of a different material. The demands of the high stress environment in which the brakes perform may cause brake failure if improper substitute hardware is used. Be sure to check the condition of all threads and O-ring seating areas machined into the housing. The fittings threaded into the housing must also be checked for condition.

DISCS

Both rotating and stationary discs in a multiple disc brake can wear. Uneven wear can be an

OVERHEATING

While aircraft brakes slow the aircraft by changing kinetic energy into heat energy, overheating of the brakes is not desirable. Excessive heat can damage and distort brake parts, weakening them to the point of failure. Protocol for brake usage is designed to prevent overheating. When a brake shows signs of overheating, it must be removed and inspected for damage. When an aircraft is involved in an aborted take-off, the brakes must be removed and inspected to ensure they withstood this high level The cause of all brake leaks must be of use. investigated, repaired and tested The typical post-overheat brake inspection involves removal of the indication that the automatic adjusters may not brake from the aircraft and disasbe pulling the pressure plate back far enough to sembly. All of the seals must be replaced. The relieve all pressure on the disc stack. brake housing must be checked for cracks, warpStationary discs can develop cracks, usually ing and hardness per the maintenance manual. extending from the relief slots, if so equipped. On Any weakness or loss of heat treatment could multiple disc brakes, the slots which key the disc cause the brake to fail under high-pressure brakto the torque tube must also be inspected for ing. The brake discs must also be inspected. wear and widening. The discs should engage the They must not be warped and the surface treattorque tube without binding. The maximum width ment not be damaged or transferred to an adjaof the slots is given in the maintenance manual. cent disc. Once reassembled, the brake should Cracks or excessive key slot wear are grounds for be bench tested for leaks and pressure tested rejection. Brake wear pads or linings must also for operation before being re-installed. be inspected for wear while the brake assembly is removed from the aircraft. Signs of uneven DRAGGING wear should be investigated and the problem Brake drag is a condition caused by the linings corrected. The pads may be replaced if worn be- not retracting from the brake disc when the yond limits as long as the stationary disc upon brakes are no longer being applied. Brakes which which they mount passes inspection. Follow the drag are essentially partially on at all times. This manufacturer’s procedures for inspections and can cause excessive lining wear and overheating for pad replacement. leading to damage to the disc(s).

Rotating discs must be similarly inspected.

A brake may drag when the return mechaGlazing can occur when a disc or part of a disc nism is not functioning properly. This could be is overheated. It causes brake squeal and chat- due to a weak return spring, the return pin slipter. It is possible to resurface a glazed disc if the ping in the auto adjuster pin grip, or similar malmanufacturer allows it. Rotating discs must also function. Inspect the auto adjuster(s) and return be inspected in the drive key slot or drive tang units on the brake when dragging is reported. area for wear and deformation. Little damage is An overheated brake which has warped the disc allowed before replacement is required. also causes brake drag. Remove the brake and The pressure plate and back plate on multi- perform a complete inspection. Air in the brake ple disc brakes must be inspected for freedom fluid line can also cause brake drag. Heat causes of movement, cracks, general condition and the air to expand, which pushes the brake linings warping. New linings may be riveted to the plates against the disc prematurely. If no damage has if the old linings are worn and the condition of been caused, bleed the brakes to remove the air the plate is good. Note that replacing brake pads from the system. and linings by riveting may require specific tools At all times, the technician should perform inand technique as described in the maintenance spections to ensure the proper parts are used in manual to ensure secure attachment. Minor the brake assembly. Improper parts, especially warping can be straightened on some brake as- in the retraction/adjuster assemblies, can cause semblies. the brakes to drag.

41 / SPORT PILOT

R EA D ER S T OR Y

e m o h g n i Tak e l t t i L e h t l i v e D d e R

BY IA N H ON E Y

A

FTER spending months looking for a suitable aircraft and deciding if I wanted to go fast or have STOL, I finally settled on a Savannah VG. I had a Savannah previously and loved its short take-off and landing capabilities.

The Little Red Devil I chose was living in an immaculate hangar at Jamestown in South Australia.

Remember the Friday when a Qantas 747 nearly fell out of the sky on approach to Hong Kong and 15 people were injured? That’s the day I flew 5566 back to LTV near Traralgon in Victoria.

After all checks were done, the Devil and I lifted off at 7:38 South Australian time, climbing and setting a course for Waikerie.

The weather was warm and rough right from the start with northerlies, mainly over my left shoulder.

The original plan was to maintain 3,500ft all the way home. The bumpy ride enticed me to try various levels from 2,000 to 5,500ft, however the answer was just the same until I got to the west of Healesville. The bumps prompted me to cut the power back to about 4,800 revs, with the beaut little 80 horse Rotax singing along happily.

The previous day, I’d done a test flight and landings at Port Pirie and the trim control had worked very well. This day, however, with very warm air and the trim control in full nose down position, the Devil still wanted to climb.

Conditions were so interesting at times, the lift on the dial was 500 to 1,000ft per minute and, of course, the potholes always came when least expected. In the interests of having a safe margin, I landed at Loxton to top up the tanks from my containers. Loxton members were having a fly-in at the time and made me feel very welcome but, after a short rest, it was time to head off again with my course set for a turn over Ouyen.

Ian and the Little Red Devil

As I approached the Victorian border, the terrain didn’t look appealing, with a broad expanse of mallee scrub and desert as far as the eye could see directly ahead. The sandy tracks below looked barely wide enough for a four-wheel-drive, let alone a nine metre wingspan. I had two GPS devices working including OzRunways and an Aware Airbox, together with the aircraft compass, of course. At home I had printed off an enlarged version of the WAC from OzRunways and kept that on my knee. I decided to cancel my planned 42 / SPORT PILOT

track of 106° to Ouyen and turned south, keeping Sea Lake in clear view on my left and Hopetoun coming up ahead. The bumps were still happening.

Very soon I was making my 10nm inbound call for Bendigo and making an approach for runway 35. What a confusion. Bendigo field was undergoing major reconstruction - one taxiway was closed and new parking areas were still sealed off. After calling into a corporate hangar and consulting with three blokes there, I was ad-

SPECIFICATIONS

FLIGHT TIME 7.35 hours FUEL CONSUMPTION 16 litres per hour TOTAL CONSUMPTION 123 litres GROUND SPEED Highest: 93kts GROUND SPEED Average: 67.23kts

It was now crunch time. Do I stay overnight or push on? vised to go out again and taxi along runway 35 to a second left-hand taxiway where there was a very modern card operated bowser between the recreational flying school and the Bendigo Aero Club.

It was now crunch time. Do I stay overnight or push on? After careful consideration of the daylight left and the distance of 137nm I still had to travel to reach home, I decided the margin was safe and quite doable in the Devil. The visibility through the Kilmore Gap was CAVOK all

the way. With my plan to keep well left, I could clearly identify Arnie Exton’s potato farm down there at Kinglake further along. The turbulence finally died down as I passed Healesville and picked up the high tension power lines, giving me a certain track to the valley.

But there was another surprise. The forestry people had been burning off and there was a solid wall of smoke across the valley before home. I made a precautionary circuit and contemplated an overnight stay on a friend’s 43 / SPORT PILOT

farm strip just below. But then the fading light brightened and I decided it was safe to continue home. Following the freeway at 2,000ft put the Devil in line for a downward approach for runway 21.

As I turned onto final, I noticed the sock was at right angles to the runway and horizontal. A quick radio call for Latrobe traffic and I made a correction onto approach for runway 27 and landed safely. The Little Red Devil was finally at its new home.

THE GREAT AUSSIE FLY IN IS COMING. AirVenture Australia 2018 is landing soon.

An event for aviators, by aviators.

Seminars. Trade Hall. Static display. Open and full airfield access. Limited Airshow.

Enquiries: info@airventureaustralia.com.au Join the mailing list: www.airventureaustralia.com.au Seminar enquiries: ceo@raa.asn.au

“AirVenture is the real deal. This is what fly ins and events of this nature are about. Grass roots aviation.�

Matt Hall

at in e r g e Thssie fly Au

RI GH T S EA T A N E CDOT E S

Flying by numbers

BY DAVID P. E Y RE

A SERIES OF STORIES FROM FLYING INSTRUCTORS. THEY ARE DESIGNED TO BE EDUCATIONAL, AMUSING OR SERIOUS – SOMETIMES ALL THREE. THEY CARRY A MESSAGE ABOUT SAFE OPERATIONS.

P

ORT Moresby Airport in New Guinea was formerly known as Jackson’s Field. It is an interesting airfield in that it has one main airstrip and one using Marston Mat. Marsden matting, as it is incorrectly known, was developed in the US and consisted of perforated steel planks which could be linked together to form a relatively smooth surface over rough ground.

The airfield also had very deep paruts dug alongside these two strips to cater for the run-off from the monsoonal rains. A parut is the New Guinea word for ditch.

There was a pilot, let’s call him Joe, who owned a beautiful Beech Staggerwing aircraft. For those of you who do not know the Staggerwing, it is a biplane with negative stagger (the top wing) is set back from the bottom wing. The aircraft is a tailwheel type

and has a huge radial engine up front which makes it rather difficult to see forward while taxiing and taking off.

Joe was only a little bloke so I once asked him how he could see to keep straight on take-off. Joe replied, “Well David, what I do is carefully line-up, making sure the aircraft is pointing straight down the runway. I then open the throttle and start counting. When I get to five, I move the stick forward and then I can see out and complete the take-off.”

Late one afternoon a group of us was sitting outside the aero club enjoying some light refreshment when we saw Joe crank up his aircraft and zigzag taxi out onto the runway. There was a pause and then we heard the roar of the big radial increasing its power.

We watched as the Staggerwing started to accelerate, when suddenly it swerved off the

45 / SPORT PILOT

runway and ended up with a dreadful crash into the deep parut running alongside the runway.

Our group rushed out to the airstrip to render assistance and managed to beat the fire crew to the scene. And, what a scene!

The Staggerwing was a complete crumpled wreck but, fortunately, no sign of fire.

Surprisingly, Joe was sitting slumped on the side of the parut and disconsolately holding his head in his hands. He showed no signs of being injured and when asked what went wrong, he moaned, ‘’I don’t know, I was counting to five and only got to three when all hell broke loose!”

Lesson: You can’t fly by numbers.

David welcomes your own aviation anecdotes.

Email them to editor@sportpilot.net.au

SO YOU’VE HAD A CLOSE CALL? Why not share your story so that others can learn from it too? If we publish it, we’ll give you $500.

Email us at fsa@casa.gov.au Articles should be between 450 and 1000 words.

If preferred, your identity will be kept confidential.

If you have video footage, feel free to submit this with your close call.

Please do not submit articles regarding events that are the subject of a current official investigation.

Submissions may be edited for clarity, length and reader focus.

INSURANCE AND SAFETY PARTNERSHIP FOR RAAUS MEMBERS PSB Insurance Brokers is pleased to provide a tailored insurance program exclusive to RAAus members, underwritten by QBE Insurance and Agile Aviation Underwriting Services.

The partnership has safety at it’s core with Australian Red Bull pilot and RAAus member, Matt Hall delivering a number of safety initiatives.

For a range of Aviation insurance solutions, including Aircraft Hull, Top Up Liability visit psbgroup.com.au for instant cover* or call (08) 8271 9677 | (03) 8841 3303.

• ONLINE INSURANCE QUOTING AND DELIVERY

• DISCOUNT OPTIONS INCLUDING NO CLAIM BONUS AND HIGHER EXCESS

• INSTALMENT PAYMENTS AVAILABLE

• CASH BACK TO RAAUS FOR POLICIES PURCHASED ONLINE

PSB Insurance Brokers, together supporting RAAus and its members. *Subject to acceptable underwriting criteria - AFS241402

agile aviation

UNDERWRITING SERVICES

PI LO T TA L K

Fun & games in 2018

BY THE OP S TE AM

THE RAAUS PROFESSIONAL DEVELOPMENT SEMINAR SERIES FOR ALL INSTRUCTORS, MAINTAINERS AND SAFETY PERSONNEL IN UNDERWAY.

T

HE seminar series will run until June.

The programs are structured to include important information on flight training practices, school management, maintenance and airworthiness along with introducing staged integrated Safety Management Systems for flight school operations.

Part of each seminar includes a forum, intended to be an opportunity for members to ask questions directly to RAAus staff and Board members, along with a chance to enjoy some food in a relaxed environment.

Full details can be found on these pages or at https://members.raa.asn.au/e-learning/ professional-development-program/

DON’T LOSE YOUR COOL

The summer heat has well and truly arrived and with it the inevitable weather conditions, including dust storms, thunderstorms, thermals and more. These conditions can add to increased turbulence, reduced density altitude performance and associated Human Factors for pilots and aircraft.

Operations continues to receive reports of a significant number of Loss of Control accidents and incidents. The Australian summer is often a significant contributor to these occurrences.

Smart pilots carefully access aviation forecast

weather for flight planning and add appropriate safety margins for factors such as take-off and landing performance distances, approach speeds and profiles, and their personal fitness for flight.

A 50 degree cockpit will be the last place you could expect to have a cool head when you need it most.

THE NEW GAFS

The new Bureau of Meteorology Graphical Area Forecast and Grid Point wind and forecasts have now been operational for a while and Operations has received mixed feedback from pilots and operators. The most common feedback relates to the significant weather information now being at the bottom of the composite report. Previously the text-based system provided this information at the top. While this can’t be changed by user selection, it is possible to select Special Met briefing or General Met forecasts to simplify the displayed information.

Pilots are encouraged to discuss the changes with their local CFI and review the excellent video presentations provided by BOM to better understand this important part of flight planning data. Remember it is the pilot’s responsibility to obtain official aviation based weather

for flight planning purposes and review relevant NOTAMs for the planned route, prior to flight.

Check out the BOM website http://www. bom.gov.au/aviation/gaf and eNews 38 on the RAAus website.

FUN AND GAMES

The 2018 Commonwealth Games will be held on the Gold Coast and greater Brisbane area in April.

Pilots intending to operate in the region must be aware of airspace restrictions which will be in force from 2-18 April. The key changes relate to airspace within 90nm of the Gold Coast to ensure an appropriate level of security. This will include increased activity by the Australian Defence Force and Queensland Police Air Wing, in addition to potential remotely piloted aircraft, model aircraft and drone activity. Any pilots planning to fly in or around the area can find out more in AIP SUPP H183 17 including Temporary Restricted Areas (TRA) and Air Defence Identification Zones (ADIZ). Maps and plain English information is also available by reading 17-0067-BRO-Commonwealth Games airspace. Check this link for more AIP SUPP H145 17. http://www.airservicesaustralia.com/flight-briefing/airspace-proceduresduring-2018-commonwealth-games/

PROFESSIONAL DEVELOPMENT SEMINAR SERIES DATES AND LOCATIONS 8-MAR Launceston PDP

23-MAR Latrobe PDP

4-MAY Wagga PDP

16-JUN Serpentine PDP

9-MAR Launceston PDP

5-APR Gawler PDP

16-MAY Calboolture PDP

27-JUN Townsville PDP

16-MAR Lethbridge PDP

6-APR Gawler PDP

17-MAY Calboolture PDP

28-JUN Townsville PDP

17-MAR Lethbridge PDP

7-APR Aldinger PDP

19-MAY Tamworth PDP

30-JUN Rockhampton PDP

18-MAR Lethbridge PDP

8-APR Aldinger PDP

14-JUN Bindoon PDP

22-MAR Latrobe PDP

3-MAY Wagga PDP

15-JUN Serpentine PDP

47 / SPORT PILOT

Log into the member's portal for full details and to register

DENILIQUIN AERO CLUB FLY-IN 13th - 15th April 2018 Opening 1st stage of the recognition of No7 Flying School Deniliquin WW2 Mini Air Show Oz Runway Presentation

AVIATION INSURANCE

EXPERIENCED AVIATION INSURANCE SPECIALISTS Stewart & Gladys Smith would like to assist with your Fixed Wing, Helicopter, Hangarkeepers and Public Liability needs.

We have recently been joined by Grant Gerni who not only knows aviation but also excellently handles all other types of business and personal insurances. Our team is friendly & helpful to deal with and we normally obtain for you multiple competitive quotes from all suitable insurers.

We service clients in all parts of Australia!

WE’RE ON YOUR SIDE

Hangar Dinner

Sky High Opera South West Music and CoOpera present The Barber of Seville in a WW2 hangar Famo us De ni Aer o Club Sunda y Brea For more details kfast regarding the program accommodation Opera and dinner tickets visit

www.deniliquinaeroclub.com

Cerni Kalser Insurance Pty Ltd t/a Insure Planes

Phone: 03 9816 3264 Email: aviation@insureplanes.com.au Web: www.insureplanes.com.au Stewart Smith 0433 278 700 Gladys Smith 0425 759 322 Grant Cerni 0427 779 649

AVIATION FINANCE

Australian Commercial Credit Pty Ltd in affiliation with Phillips Basile Equipment Finance Pty Ltd may be able to assist with funds from prime lenders. Good bank fixed rates, normally over 5 years with security over only the plane.

Ring Stewart Smith for an obligation free initial discussion.

WE’RE ON YOUR SIDE

LEAR N ING TO FL Y

Turning the brain to mush

BY MARTIN C A STILL A

A

NOTHER day, another lesson. This time, some of the GYFTS scholarship money I received from RAAus was going to be spent on crosswind landings.

First up was a comprehensive briefing from my Adelaide Biplanes instructor, Riz, involving whiteboard drawings and desktop (like, ‘real’ desk top) explanations using a scale model C172. Then we went outside where I pre-flighted the SportStar SL and strapped in for take-off.

It was a great flying day with relatively calm winds. That also meant it was a busy airfield. Coming and going were Cessnas, Jabirus and several of the school’s Cubs and biplanes taking people on joy flights. On one of my circuits, we extended the downwind leg to make space for an arriving King Air which, compared to the other small aircraft in the circuit, looked menacing and massively fast on a straight in approach to runway 03. Quite a sight.

Looking for crosswinds, we first tried runway 14, while the rest were on runway 03. From the start we were giving way to others and timing our base and final to fit in with the prevailing traffic. Despite my best efforts, over the next few circuits we had to make two go arounds because of untidy approaches and mishandling the wing down into the wind.

The wind wasn’t consistently strong, so I found it tricky to counteract.

To feel the wing down into a side air current. It meant I was often messy over the threshold, ended up slow and was ordered to go around. More than once, I heard Riz in my ears “Watch your speed!” and noticed we’d slowed below the aimed for 60kts, down to 54kts, so in went the throttle and around we went.

The wind was variable. After a couple of circuits on runway 14, we noticed the socks were now pointing in a different direction, so we changed runways to be across it.

L

On another circuit, we practiced emergency procedures – engine failure after take-off – and just how being on a cross runway added to the thinking load.

Approaching from a different side to the prevailing traffic also made it a challenge to accurately blend in. I was thankful for the experienced instructor alongside who made the “SportStar changing to runway XX crosswind practice” calls. My mind was a stretched tight to fit it all in. I made all other standard calls.

After a couple more circuits using that runway, we noticed the wind had continued to move around so we changed runways with it again, still looking for crosswinds. It was the third runway change within an hour, the traffic hadn’t lessened and we now were on right hand circuits. My concentration was at a premium.

This time we practiced sideslipping, dropping the wing into wind while balancing with opposite rudder to keep tracking straight. At touchdown, we aimed to land on the wind-side main wheel first, then the opposite main wheel, then the front wheel, while keeping the stick pushed full to the wind side to keep the wing planted. Then we’d roll on for a bit, push the throttle in and take off, slowly bringing the stick back to the centre to balance against the crosswind as we climbed.

The entire exercise was as exciting as always to be practicing new things with an instructor aboard. It felt safe knowing if I overcooked it, the bloke next to me would grab the stick and get us back up or gently down. Best thing is, I’ve never felt near that moment.

A challenging and big learning curve day, one of those when the brain felt mushed when I taxied back at the end of the flight.

With just $90 remaining unspent from the $1,500 RAAus scholarship money, I plan to book another lesson ASAP to keep up momentum.

49 / SPORT PILOT

FEATU RE

THE

SNEAKY STALL PART 2

BY ROB KNIGHT

I

N Part-1 of this series (Sport Pilot Februprogressively ease the stick (or yoke) back to inary2018) I examined the cause of the stall crease the angle of attack just enough to keep and demonstrated that it is purely a functhe lift constant and thus maintain height. tion of the angle of attack on the aerofoil.

As Fig. 1 indicates, as the lift from the airIn this part, we look at the responses of the speed diminishes, we replace it by increasing the aeroplane to a stalled condition and provide an lift from the CLby increasing angle of attack. That understanding of why these responses occur. is, until we reach CL MAX, the stalling angle of atFig. 1 Firstly, though, let’s look at the factors protack. ducing the lift an aeroplane is experiencing. The form, a pilot can modify the lift being produced However, as the speed decays and the angle formula for lift in level flight looks confusing in its by an aeroplane’s wing by changing just three of attack rises, the symptoms of the level flight normal form: factors :– stall appear – a loss of noise, a rising nose atLift = weight = CL ½ PV2S (and, yes, this used to · The angle of attack; titude, the controls becoming lighter and less make my eyes water, too). · The indicated airspeed; and effective and the stall warning if one is fitted.

So let’s simplify it. It is saying that, in level flight, · The wing area (only by applying certain types of But with the rising angle of attack, another thing lift must equal weight which is surely under- flaps when fitted). is taking place we cannot see, hear or feel - the standable. Then we have the factors in designer centre of pressure, the point on the aerofoil chord THE BASIC STALL talk. Let’s see what they mean. through which all the lift may be considered to act CL - The co-efficient of lift. The angle-of-attackLet’sthe begin with a basic stall – nolift power As the sketch on right indicates, as the fromand theno – moves up the chord line. factor which is the amount of lift being provided flap. Wewe simply select a reference point on the the lift Fig. 2 depicts the position of the centre of airspeed diminishes, are replacing it by increasing by the aerofoil. CLMAX is the maximum lift the horizon in front of us to keep straight on and from the CL by increasing angle of attack. That is, until apwe pressure in normal flight. Notice that, in Fig. 3, the aerofoil can produce and occurs at the stall. ply full carburettor heat (if fitted) and gently close centre of pressure has advanced forward along reach CL MAX, the stalling angle of attack.

1/2P - This factor is pronounced, ‘half Rho’, the throttle. With the closing of the throttle, the the chord. It is this advancement with increasing where Rho represents the ambientHowever, air density. reducing willand seethe theangle aeroplane yaw isangle of attack which makes flying with a Centre as the speedslipstream is decaying of attack As far as we are concerned, on itsrising, own, itthe is asymptoms slightly -of wethe must keep straight on the reference level flight stall appear – a loss ofof Gravity aft of the aeroplane’s limits so dangerconstant (K). point using just rudder. noise, a rising nose attitude,sufficient the controls becoming lighter ous. If the angle of attack advances to a point forV2 - This is True Airspeed (TAS) the factor repreThe wings are level so no aileron input is ward of the Centre of Gravity, all the forces acting and less effective, and the stall warning if one is fitted. But with the rising angle of attack another senting the effect of airspeed on the lift the aero- required. Drag reduces the airspeed and thus on the aeroplane will be pitching the nose up and occurrence is taking place that we cannot see, hear or feel - the centre of pressure, the point on the foil is developing. the lift it produces so we will need to gently and there is no way a pilot can regain control.

S - The surface or plan area of aerofoil chord through which all the lift may be considered to act – moving up the chord line.

Fig. 2 the wing.

Fig. 3 Note that when the two factors 1/2P V2 - are taken together, their combined effect is indicated airspeed – IAS – the speed on the IAS dial (excluding instruThe sketch above depicts the position of ment errors, of course).

The critical angle The equation below represents the centre of pressure in normal flight. of attack - 15° e n li Notice that, in the sketch on the right, the d r the formula after this change.

Cho centre of pressure has advanced forward Lift = weight = CL x IAS x S 15° angle of attack Relative airflow This means that, in its simplest along the chord. It is this advancement

- Brisbane Valley Flyer -

A pilot can modify the lift by changing just three factors

with increasing angle of attack that makes flying with a Centre of Gravity aft of the aeroplane’s limits so dangerous. If the angle of attack 50 / SPORT PILOT advances to a point forward of the Centre of Gravity, all the forces acting on the aeroplane will be

indicated airspeed is providing sufficient liftisto counter Is there anything else that can change the weight of an aeroplane during a flight?

The answer both a yes and a no. Yes, weight can be other reducedmust by dropping mass from it such as a cropto duster spreadinga consta proportionally increase maintain FEATU RE fertiliser or spraying liquid, or parachutists playing, “Race-you-down”, and leaping from the opened mutualthearrangement stalldirection, because we c doors. OR, and this is a BIG OR, wethis can increase loading (apparentstops weight)at bythe changing either we by turning, or pulling up. And has theeffect faster the of angle of direction the greater lustration, can see thatthe thenose combined ofrate the aerofoil reached its Cchange L MAX.of attack and the will be the apparent weight increase. The sketch below relates to turning.

- Brisbane Valley Flyer -

s providing sufficient lift to counter the weight and, if one is diminished, the Fig. 4 However, the C is also influenced by two other devices The left is a vector IN A sketch TURN onally increase to maintain a constant value ofL lift. However, as we now can see, diagram displaying there anything else whichthe can change the are Flyer the trailing edge flaps Isweight (when fitted and are lowered - Brisbane Valley of an aeroplane during athe flight? The anment stops at the stall because we cannot get any more lift from the C , increasing forces required to L swer is both yes and no. Yes, weight can be reIf we take off at a heavier weight, then the stalling speed will be greater if we took off at a two devices Let’s seethan how these can lower the stall spee turnbyandropping aeroplane when it isduster in duced mass, such as a crop lower weight. Remember, if we are heavier, then for any given angle of attack we will have to be d its CL MAX. spreading Fertiliser, sprayingSLIP liquid,OR or parachutflying faster to maintain height. Over the period of a flight, fuel is burned and thus weight is reduced. balance – i.e.–NO fitted with leading edge flaps but these are outside this It is a fact that, all other things being equal, the aeroplane will have a lower stalling speed at its ists playing “Race-you-down” and leaping from SKID. destination than it did at departure. It may not be much, but, nevertheless, the principle applies. the opened doors. Or, and this is a big or, we can lso influenced by two other devices which may be fitted to the aerofoil.

These increase the loading (apparent weight) by chang-part of Is there anything else that can change the weight of an aeroplane during a flight? The answer isare both hinged surfaces Trailing edge flaps that form Ofdirection, particular interest to usthe is nose ing either by turning or pulling a yes and a no. Yes, weight can be reduced by dropping mass from it such as a crop duster spreading flaps (when fitted and are lowered), and slats forming slots, (also when fitted). fertiliser or spraying liquid, or parachutists playing, “Race-you-down”, and leaping from the opened up.

And the faster the rate of change of direction, the apparent vary in design and effectiveness and,increase wheninlowered, cha doors. OR, and this is a BIG OR, we can increase the loading (apparent weight) by changing direction, the greater the apparent weight increase. two devices can lower Note that heavy aeroplanes may also weight angle ofdisplaying bank be either by turning, or pulling the nosethe up. Andstall the fasterspeed. the rate of change of direction the greater Fig. 4 iswith a vector diagram the inaerofoil generates at any given air speed.

The C will be the apparent weight increase. The sketch below relates to turning.

L increas creasing forces required to turn an aeroplane increase. The left image on the dge flaps but these are outside this discussion The sketch left is a vector it is in balance – i.e. no slip or skid. Of parby the aerofoil. also,when that lowering flaps increases sketch shows no bank andin weight diagram displayingNote, the ticular interest is the apparent increase increasing forces required to here the just support re hinged surfaces that form part of theturninboard trailing edge ofwings a wing.

They an aeroplane when it is in balance – i.e.–NO OR the 600 kg aircraft shows anSLIPaeroplane in a 45° bank. For us, the TURBULENT FLOW weight. The right side image SKID.both the amount of lift (CL) and drag the ffectiveness and, when lowered, change We now reach a very our deimportance liesimportant in the point lastinline of the details – the load factor of 1.41. From this we can calculate the Of particular interest to us is

piction of the aerofoil stall. If we imagine for a stall speed of this aeroplane banked turn.

Theto calculation is simple.increase The new stalling speed apparent increase in camber increase isthedue the experienced t any given speed.

CinL atthis moment weair are flying level, withThe the aerofoil weight with angle of bank willthe beaerofoil the islevel flight stall speed providing all the lift it can from in this configuration, multiplied by the square root of the load increase.

The leftof imageattach on the e, also,15°, that lowering flaps increases the angle at the time of lowering. its C (current shape and angle of attack). Should no bank factor. In other words, if the aeroplane has asketch stallshows speed ofand 45 knots, the new stall speed is 45 X L

the angle of attack be increased any further, the here the wings just support Fig. 6 √1.41 (or 45 upper X 1.187).

This equals 54 knots, ina a945°knot airflow across the surface willside break away the 600 kg aircraft weight.

The right image shows an aeroplane bank. increase For us, the which is notable. As all aircraft in a 45° into turbulent flow, the lift produced will diminish importance lies in the last line of the details – the load factor of 1.41.

From this we can available calculate the to everyone. Following on, because turn will have a load factor of 1.41, this is a calculation stall speed thisdrag aeroplane in this banked turn.

The calculation is simple. The new stalling speed greatly and of the will rise substantially.

So, load factor for all only aeroplanes a 60° turn is 2, root so,ofintheaload 60° banked LEVEL turn, it will stall at 45 X will the level flight stall speed in thiscome configuration, by the square ifthe we be needed more lift, it could from inmultiplied factor.

In other words, if the aeroplane has a stall speed of 45 knots, the new stall speed is 45 X either increasing the IAS or The increasing thestall wing speed during the turn will be √2 (or 45 X1.187).

1.414.) new 64 knots, an increase of 19 knots. Now √1.41 (or 45 X This equals 54 knots, a 9 knot increase which is notable.

As all aircraft in a 45° area. As the wing area is a fixed quantity in this turn will have a load knowing! factor of 1.41, this is a calculation available to everyone. Following on, because THIS part of is theworth discussion, we have only indicated the load factor for all aeroplanes in a 60° turn is 2, so, in a 60° banked LEVEL turn, it will stall at 45 X airspeed to play with. More weight would need √2 (or 45 X 1.414.) The new stall speed during the turn will be 64 knots, an increase of 19 knots. Now more at the stall: i.e., our aeroplane would THIS IAS is worth knowing!

See the sketches above to explain the change in a

Slats, on the other hand, are fitted above and forward o they are a mechanical/physical guide or fence that force of the slat and the upper surface of the leading edge to hes above to explain the changeupper in angle of attack flaps lowered. with angleare of bank increase. The left image surface of thewhen Aerofoil instead of breaking away. shows no bank and here the wings just support the 600kgs aircraft weight. On the right the aeroand, are fitted above and forward of the leading edge. Their – wi plane is function in a 45° bank. Forisus,simple the importance lies in the last line of the details – the load facde If the weight or loading The lift that forces With the The IAS air passing between the lower surface al/physical guide or fence the tor of IAS 1.41. From this we can calculate the stall the weight The With the The isIfincreased, then, to or loading must be angle lift of must be speed of this aeroplane in this banked turn. The increased, attack at increased maintain height… pper surface of thethen, leading edge tobechange flow and over thespeed will be is increased, to must angledirection of must be ispass calculation simple. The new stalling to provide so, .. its MAX, .. be the level flight stall speed in this configuration, the extra increased, attack at increased ot e Aerofoil maintain insteadheight… of breaking away.

The interchanged multiplied by the square root of the load factor. In lift. term slat is sometimes Fig. 5

Page 4

so, ..

its MAX, ..

have a higher stall speed.

So what factors can modify the IAS at the stall, the Vs? There are six.

1. Changing the aeroplane’s operating weight, or loading Page it4by changing direction; 2. Flaps; 3. Slats/slots; 4. Power applied or otherwise; 5. Flying with slip or skid (crossed controls); and 6. Using aileron close to the critical angle.

to provide other words, if the aeroplane has a stall speed of

with slot. In truth, the slat is thestalladded 45kts, the new speed is 45 Xphysical √1.41 (or 45 X the extra speed will be greater than if we took off at a low- 1.187). This equals 54kts, a nine knot increase, lift. device, and slot is the er weight.

Remember, if we the are heavier, for any whichpassage is notable. As all created aircraft in a 45° turn will given angle of attack we will have to be flying have a load factor of 1.41, this is a calculation between the thetoaerofoil surface.

In faster to maintain height.

Over device the duration ofand a available everyone. Following on, because the Issue 53 November – 2017 flight, fuel is burned and thus weight is reduced. load factor for all aeroplanes in a 60° turn is two, words, slats Itother is a fact that all other things being create equal, so inslots. a 60° banked level turn, it will stall at 45 X

Issue 53If we take off at a heavier November 2017 weight, –the stalling

the aeroplane will have a lower stalling speed at its destination than it did at departure. It may not be much, but, nevertheless, the principle applies.

√2 (or 45 X 1.414.) The new stall speed during the turn will be 64kts, an increase of 19kts. This is worth knowing. See Fig. 5.

So we can see that the combined effect of

The upside of slats is that they delay the stall flaps and slots angle of attack is achieved, their until a higher Device 5 1 / S P O R T P I LEffects OT downside - they almost inevitably cause a

Th un do pe So

Re

fitted with leading edge flaps but these are outside this discussion

See the sketches above to explain the change in angle of attack when

Trailing edge flaps are hinged surfaces that form part of the inboard trailing edge of a wing. They vary in design and effectiveness and, when lowered, change both the amount of lift (CL) and drag the

FEATU REfitted above and forward of the leading edge. T Slats, on the other hand, are they are a mechanical/physical guide or fence that forces the air passing bet of the slat and the upper surface of the leading edge to change flow directio upper surface of the Aerofoil instead of breaking away. The term slat is som See the abovethe to explain Fig. 7the change in angle of attack when flaps are lowered. the angle of sketches attack and that this improves 1.12 with slot. toInC truth, the indicated is are providat the same angle of attack Slats, on theairspeed other hand, fitted above and forward of the leading edge. Their function is simple – device, and Adding the slot is t ing sufficient lift to counter theguide or fence that forces the air passing between the lower surface with the flaps down. they are a mechanical/physical weight and, if one diminished, power decreases the stall of the slat and the is upper surface of the leading edge to change flow direction and pass over the between the device an the other must proportionally speed. As Fig. 10 depicts, upper surface of the Aerofoil instead of breaking away. The term slat is sometimes interchanged with slot. In truth, the slat is the added physical increase to maintain a constant power will support someslats of other words, crea

aerofoil generates at any given air speed. The CL increase is due to the camber increase experienced by the aerofoil. Note, also, that lowering flaps increases the angle of attach at the time of lowering.

L

value of lift.

However, as we now can see, this mutual arrangement stops at the stall because we cannot get any more lift from the CL, ). the aerofoil has reached its CL MAX. ). However, the CL ). is also influenced by two other devices

the weight. In the last few paragraphs we have determined that adding weight (or loading) raises the stall The upside of slats is that they delay the stall speed so, if something deuntil a higher angle of attack is achieved, their creases the weight the wings downside - they almost inevitably cause a have to support, the stalling permanent and considerable drag increase. speed will decrease. The So lets see a table of the beneficial effects of reason the wings sense a deflaps and slots crease in weight lies in the inclination of the aeroDevice Effects Result(s) plane’s longitudinal axis causing the propeller’s Stalling angle unchanged, Lowers stall speed a • Same stalling angle, Simple flap thrust to pull both forwards and upwards. The little and increases drag • Increased camber forward thrust opposes drag, and the upwards • Same stalling angle, Stalling angle unchanged, Lowers stall speed thrust supports some of the weight. With the Fowler flap • Increased camber, considerably, & substantially increases drag weight reduction comes a stall speed reduction.

• Increased wing area In theory, with enough power an aeroplane could • Increased stalling angle of Lowers stall speed considerably. Adds Slats hang vertically, its thrust supporting all its weight. substantial drag in all stages of flight. attack (increased CL).

The comparative effects of flaps and slats can best be realised a graphic comparison However, thein power is coming from the rotating Fig. 8 device, and the slot is the passage created between the device and the aerofoil surface. In other words, slats create slots.

The upside of slats is th until a higher angle of downside - they almos permanent and consid So lets see a table of th

flaps and slots Device Effects Result(s) Stalling angle unchang • Same stalling angle, Simple flap - Brisbane Valley Flyerlittle - and increases dra • Increased camber • Same stalling angle, Stalling angle unchang Fowler • Increased camber, which may be fitted to the aerofoil. These are theflap considerably, & substa trailing edge flaps (when fitted and are lowered) November – 2017 Issue 53 Page 5 • Increased wing area and slats forming slots (also when fitted).

Note that heavy aeroplanes may also be • Increased stalling angle of Lowers stall speed con fitted with leading edge flaps, but these are Slats outside this discussion. Trailing edge flaps are substantial drag in all attack (increased CL).

November – 2017

depicts, power will support some of 5 2few / SparaPORT PILOT the weight. In our last graphs we have determined that

Fl ap sU P

Fl ap sd ow n

Co-efficient of Lift (CL)

hinged surfaces which form part of the inboard trailing edge of a wing. They vary in design and effectiveness and, when lowered, change both the amount of lift (CL) ). and drag the aerofoil generates at any given air speed. The CL ). increase is due to the camber increase experienced by the aerofoil. Note, also, that lowering flaps increases the angle of attack at the time of lowering (Fig. 6).

Slats, on the other hand, are fitted above and forward of the leading edge. Their function is simple – they are a mechanical/physical guide or fence which forces the air passing between the lower surface of the slat and the upper surface of the leading edge to change flow direction and pass over the upper surface of the aerofoil, instead of breaking away. The term slat is sometimes interchanged with slot. In truth, the slat is the added physical device, and the slot is the passage created between the device and Fig. 9 the aerofoil surface. In other words, slats create slots (Fig. 7). flaps and slots.

Thethe graph shows that our CL value is 0.8 at 8.8° anglepropeller of attack the flaps but notice The upside of slats is that they delay andwith the torque from UP, the prop is tryingthat this Fig. 9 shows the comparative effects of stall until a higher angle of attack is achieved. roll flaps the aeroplane DOWN. away from the propeller’s improves to CL 1.12 at this same angle of attack withtothe flaps and slats in a graphic comparison.

Their downside is they almost inevitably cause direction of rotation. To stop the roll, aileron must Fig 9. shows thatthe thestall CL value is 0.8 at 8.8° Adding power decreases a permanent and considerable drag increase. be applied, socomponent one wing will have a higher angle Vertical angle of attack with the flaps UP, but notice speed. of to thrust Fig. 8 is a table of the beneficial effects of As the illustration to the right of attack just stop the roll fromruprop st torque.

Issue 53

007

Th Horizontal component of thrust

Weight supported by thrust

FEATU RE

e is 0.8 at 8.8° angle of attack with the flaps UP, but notice that this

angle of attack with the flaps DOWN. Vertical component of thrust

ght of

Fig. 10

hrust

ously, in this event, we have induced a complete

- Brisbane Valley - control and left stick no reversal Flyer of stick/aileron longer provides left roll (Fig. 12).

T In conclusion, note that that the reverse also applies and power willbyINCREASE stallat a Wedecreasing can induce a stall applying the aileron Horizontal component speed from what it was before the power was decreased. high angle of attack, such as when flying slowly in

007

of thrust

flight. themiddle) slower one flies,the thespeed gentler How does flying out of balance (with slip, or skid, or level the ball notSo, in the change at on the controls you need that to be.is flying out of the stall? This supported is of primary concern by its very insidiousness.

An aeroplane Weight by thrust balance will have a higher stalling speed than if that aeroplane was being flown without slip or skid.

NEXT MONTH What the aeroplane does when thea The reasons are twofold. To fly out of balance but without roll, one aileron must be raised to hold Weight supported by wings stall and how it can best wing down whilst the other lowered to hold that wing up.occurs This means that one influence wing has the a higher technique getting unstalled. you the havewing any angle of attack than the other so will stall first, before the wingfor with the up aileron. If Also, questions about this series email Rob kni.rob@ with the down aileron is shielded to some extent by the fuselage and so has less effective area to bigpond.com. carry its share of the weight so it will require further down aileron.

Total weight the ases port OUTthat OF BALANCE he reason the wings sense a decrease in weight lies in the Note that that the reverse also applies and degitudinalcreasing axispower causing thethepropeller’s will increase stall speed from thrust to pull both forwards what it was before the power was decreased. opposes drag, and the upwards thrust supports some of the How does flying out of balance (with slip, or or the ball not in reduction. the middle) change n comesskid, a stall speed Inthetheory, with enough power an speed at the stall? This is of primary concern by its ts thrustverysupporting its weight. the power is coming insidiousness. Anall aeroplane flying out of However, balance will have a higher stalling speed than if that he torque from the prop is trying to roll the aeroplane away from aeroplane was being flown without slip or skid.

Thethe reasons are aileron twofold. To must fly out ofbe bal-applied so one wing will have a on. To stop roll, - Brisbane Valley Flyer ance but without roll, one aileron must be raised the rolltofrom prop - Brisbane Valley Flyer hold a wing downtorque. while the other is lowered

In this situation, the pilot is holding right rudder and left stick and, if the angle of attack is raised to hold that wing up. This means one wing has because the speed decays, the right wing will stall before the left, at a higher speed than the left a higher angle of attack than the other, so will In this situation, the pilot is holding right rudder and left stick and, if the angle of attack is raised wing. The reasons for the right wing stalling first are that the wing area around the right aileron has stall first. Also, the wing with the down aileron is because the speed decays, the right wing will stall before the left, at a higher speed than the left a higher angle of attack because of the lowered aileron. shielded to some extent by the fuselage and so wing. The reasons for the right wing stalling first are that the wing area around the right aileron has Flying out of balance, may be the result of several things including deliberate control inputs as when has less effective area to carry its share of the a higher angle of attack because of the lowered aileron. doing a slipping turn to lose height on approach, poor flying skills resulting in a lack of coordination Flying out of balance, may be the result of several things including deliberate control inputs as when weight, so it will require further down aileron. entering and exiting turns, failing to correct yaw with rudder when changing power or airspeed, or doing turnNovember to lose height on approach, poor flying skills resulting in a lack of coordination In Fig. 11 theIssue pilot is holding 53 right rudder and failing toa slipping 2017 stop yaw when one wings stalls–before the other. entering and exiting turns, failing to correct yaw with rudder when changing power or airspeed, or left stick and, if the angle of attack is raised befailing to stop yaw when one wings stalls before the other.

The primary use of aileron is for roll control and we develop the natural response of rolling level cause the speed decays, the right wing will stall whenever our wings are not level.

HOWEVER….. this is NOT an ideal response when our aeroplane is before the left, at a higher speed than the left The primary use of aileron is for roll control and we develop the natural response of rolling level stalled or even close to the stall.

Let’s see again how ailerons work. wing. The reasons for the right wing stalling first whenever our wings are not level. HOWEVER….. this is NOT an ideal response when our aeroplane is are that the wing area around the right aileron When stalled eventoclose stall. seeaileron again how ailerons work. our camber and this provides weorwant raisetoathe wing we Let’s put the down.

This increases has a higher angle of attack because of the low- us with more aerodynamic lift and the wing rises. However, moving the aileron down, also increases When we want to raise a wing we put the aileron down. This increases our camber and this provides ered aileron. our of attack because itliftchanges linerises. of the chord –moving the chord Thus, applying aileron us angle with more aerodynamic and thethe wing However, theline. aileron down, also increases Flying out of balance, may be the result of close to theofcritical can itinduce a stall one whilst–moving theline. other wing furtheraileron from our angle attackangle because changes thein line ofwing the chord the chord Thus, applying several things, including deliberate control inputs the stall.

Obviously, in this event, we have induced a complete reversal of stick/aileron control and close to the critical angle can induce a stall in one wing whilst moving the other wing further from as when doing a slipping turn to lose height on left stick no longer provides left roll. stall.

11 Obviously, in this event, we have induced a complete reversal of stick/aileron control and approach, poor flying skills resulting in a lack of theFig. left stick no longer provides left roll. coordination entering and exiting turns, failing to correct yaw with rudder when changing power or No pitch change but the angle of attack now airspeed, or failing to stop yaw when one wings considerably exceeds the stalling angle. The wing No pitch but the angle of attack now November – 2017 Issuechange 53 Page 7 stalls because aileron was applied stalls before the other. considerably exceeds the stalling angle. The wing The primary use of aileron is for roll control stalls because aileron was applied rd Ch o and we develop the natural response of rolling rd level whenever our wings are not level. However, We can induce a stall by applying Ch o aileron at a high angles of attack this is not an ideal response when the aeroplane We However, moving thebyaileron down, can induce a stall applying as increases when flying Relative airflow is stalled or even close to the stall. Let’s see such also theslowly angle oflevel attack aileron at a high angles ofinattack flight.

So, the slower one flies, the such as when flying slowly in level again how ailerons work. because it changes the line of the Relative airflow Fig. 12 gentle onThus, the controls one needs to be. flight.

So, the slower one flies, the When we want to raise a wing, we put the ai- more chord line. applying aileron close to the more gentle oncan theinduce controls one needs to aeroplane be. leron down. This increases the camber, provides Next critical angle a stall onethe wing while month we will be looking at in what does when the stall occurs and how they can us with more aerodynamic lift and the wing rises. influence movingthe the best othertechnique wing further from the stall.

Obvifor restoring the aeroplane to unstalled If you and havehow questions Next month we will be looking at what the aeroplane does when theflight, stall occurs they can relating to this piece on stalling, please don’t hesitate to email me on kni.rob@bigpond.com. influence the best technique for restoring the aeroplane to unstalled flight, If you have questions 3 / on S P stalling, O R T P I L Oplease T relating to this 5piece don’t hesitate to email me on kni.rob@bigpond.com.

Happy Flying

IMPROVEMENTS TO THE MEMBER’S PORTAL LOGIN IF you’ve visited the RAAus member’s portal recently, you will have noticed quite a few improvements in the way you log in. The changes went live on December 5. Now when you first go to the member’s portal, an orange pop up box will appear explaining how to log in.

ONCE logged in, another pop up box will appear asking you to verify your details in the ‘manage my membership’ section.

You will also be asked to hit ‘ok and go to ‘my member account details’ to verify that your name, email, phone numbers and postal address are correct.

AFTER the pop-up box, you will be taken to the login screen, you will notice it will ask for your member number/email. Obviously enter either your member number or the email you normally log in with, then your password.

IF you have any issues logging in contact the office on (02) 6280 4700 or email websupport@raa.asn.au.

54 / SPORT PILOT

?

DI D Y OU KN OW ?

RAAUS FACTS DID YOU KNOW...

1

ALL RAAUS AIRCRAFT ARE REQUIRED to have a

2

IT IS A MANDATORY REQUIREMENT that all RAAus

3

IT IS MANDATORY to have completed and passed the

4

logbook which lists all maintenance work, history and operations. aircraft have an annual or 100hrly maintenance inspection.

5

AN AIRCRAFT LOGBOOK MUST CONTAIN:

6

AN AIRCRAFT CONDITION REPORT (Tech form 013),

L1 Online Maintainer exam to be able to maintain your own aircraft.

N EXPERIMENTAL AMATEUR-BUILT AIRCRAFT IS A NOT REQUIRED TO COMPLY OR MEET WITH ANY KNOWN DESIGN STANDARDS. The regulations allow a person to construct an aircraft for their own education and recreation. It means a builder can use materials which need not comply with legislation or be tested to any standard.

Bumblebee

ate and hours flown, maintenance carried out, any D modifications, components changed and special instructions.

which must be completed as part of any sale, provides an initial statement about the responsibility of the aircraft owner and that the airworthiness or otherwise of the aircraft is not, and should not, be assumed.

RE ME MB ER

IF IN DOUBT ASK!

Scout modified

Stolaero

Grasshopper

Wasp

55 / SPORT PILOT

KIT BUILD OR FACTORY ASSEMBLED TO YOUR PERSONAL WANTS AND NEEDS Breaking boundaries and taking you places! Sling Aircraft for Light Sport or General Aviation.

Pure performance, Absolute quality. License required: the 2 seater Sling 2 - RPC (Recreational Pilot certificate) or RPL or PPL. The 4 seater Sling 4 - RPL (Recreational Pilot License) or PPL.

1300 659 228 or Errol 0415 072 498 | sales@aero.gap

www.gap.aero or visit The Airplane Factory (Pty) Ltd website at www.airplanefactory.co.za

Sport aircraft sales SELL YOUR SPORT

FOR SALE

CALL 03 9531 1018

m. 0466 649 868 e: sportaircraftsales@gmail.com

HURR Y! 1 LISTI st 20 AIR C NGS A RE FR RAFT EE!**

AIRCRAFT WITH US! Our flexible options:

We know that you’re passionate about your aircraft! And so are we.

Australian Lightwing GR 912

Your opportunity to buy an Aussie icon Airframe / Engine TT Condition In/Out

2523.9 / 311.7 V.Good in/out

$28,000

Jabiru 160

Stunning Rotax-powered Jabiru Airframe / Engine TT Condition In/Out

1600 / 1600 Excellent in/out

$47,000

So, when it’s time to move it on (and get the best price in the fastest time) we offer you 3 easy options. And as we don’t sell other aircraft types, Sport Aircraft buyers always come directly to us.

Thruster Microlight

1. ONLINE LISTING $49.00 (OFFER: 1st 20 FREE!)

Airframe / Engine TT Condition In/Out

Unlimited time online listing with multiple photos (until sold!) You handle your sale and the enquiries come straight to you!

$8,500

2. ONLINE + PRINT ADS $149.00 (OFFER: 1st 20 FREE!)

Sling 2

Let us take all the heavy lifting from you. All enquiries come through us directly, so we screen the buyers and ensure they are keen to buy your aircraft. And you get print advertising in multiple publications FREE for the first month!. Ask us for more!

Airframe / Engine TT Condition In/Out

3. ONLINE, PRINT ADS & FULL BROKERAGE SERVICE Let us list your aircraft and continue advertising in a selection of Aircraft Magazines and Aviation Websites for you UNTIL IT’S SOLD* ! We advertise, field enquiries, negotiate and broker the best deal, based on our instructions from you.

Proven design for beginners & experts 150 / 150 V.Good in/out

Superb flying aircraft & genuine value 160 / 160 Excellent in/out

$115,000

Gyrocopter - Single Seat

ASRA Registered. Subaru EA81 Motor

You pay no commission until your aircraft is sold. No hidden advertising costs!.

Airframe / Engine TT Condition In/Out

112.3 / 112.3 Excellent in/out

We also buy aircraft. Ask us for more information, or for a valuation.

$18,000

*Full brokerage based on an agreed valuation. Max 12 months free advertising. Not included in this Free Listings Offer. ** Offer available until 20 listings are booked.

Contact Nicholas Christie for a confidential, no obligation discussion.

Visit www.sportaircraftsales.com.au for more!

HO M E B U IL D ER

Flying high T H E B E S T B I T S ABOU T BU ILDIN G YOU R OWN BY DAVE EDMUND S

F

OR as long as I have had an interest in aviation, I have avidly read crash reports. I have also watched every episode of Air Crash Investigation. The most striking thing is that an accident is never just one thing. While mechanical things happen, the most interesting things are those which are within the control of the pilot.

There are numerous stories of pilots of small aircraft, some distance from home, who suddenly feel crook and make compounding mistakes.

Often it turns out that they have come down with a case of flu, and have taken something they bought from the pharmacy to control the symptoms. Until recently I had little sympathy.

As a proud baby boomer, I have generally lived a life of no pain and little medication, until now. Many years ago, I injured a knee, and this has resulted in a recent knee replacement. The one common piece of advice from the swarm of doctors who have taken an interest in me is that my recovery is constrained if I do not control the pain. So it is that, as I write this, I am dosed up with Targin, a slow release form of oxycontin used for this sort of condition. Oxycontin is a very powerful narcotic. It is great stuff. For the first time in my life, I have experience of a drug which really does affect my behaviour. I can also understand why a pilot in a tight spot might think they could get away with just a little flight home, if they are careful. After all, perhaps the symptoms have disappeared.

It is very hard to tease out the effect of such a drug. Under my circumstances, it makes the pain go away, and so makes me feel normal.

I also have a tendency to doze off with little warning.

I am sure we all know theoretically that flying while under the influence of such a drug is a nono. We have had that reinforced through the Human Factors test, and yet pilots continue to push the boundaries. This experience has given me the personal understanding that under no circumstances will I be flying with any drug which lists ‘may cause drowsiness’ as a possible side effect.

Kitplanes has published its annual aircraft engine directory. There are no dramatic changes, just a reinforcement of existing trends. There is a drift to fuel injection and more comprehensive engine control in traditional boxer-style fourstroke aircraft engines. The majors, Lycoming, Continental and now Rotax, are moving in that direction. These systems will improve fuel consumption considerably, should improve reliability, but rely on an electrical system to work at all.

For many years Lycoming fitted a clever mechanical Bendix fuel injection system which did not require electrical power, but this seems to have

been bypassed by digital systems. It is not clear why some sort of hybrid system could not be developed which used a digital control, but allowed for manual control in the event of an electrical failure. Some EGT-CHT gauges have a function which allows you to optimise mixture manually. It is not a big stretch to use such instrumentation to drive a mixture control directly.

I have written before about my fascination with Corvair-derived engines, and still think that, if I were to build another aircraft, this is where I would look first. It seems that some of the cowboys who were operating in this area have dropped out and the remaining vendors sell highly-developed professional products at very good prices. The power range is from 100HP to 120HP. I believe that 100HP is the sweet spot for a light two-seat aircraft. Harley Davidson motorcycles are fitted with fuel injection and engine management systems designed to drive the emissions down to legal levels, not a trivial engineering exercise with such a large air-cooled engine. There is a considerable market in the US for carburettors to replace fuel injection systems, and one ingenious solution for the Corvair engines is to fit these cheap, redundant Harley Davidson injectors.

The VW derived engines are now pretty much a grandfather’s axe. There is not much left that had anything to do with the Volkswagen factory.

They retain the general conformation but not much more. The prices are excellent for welldeveloped engines.

The question for all direct drive automobilederived engines is the adaptation for the propeller drive. As the prop transfers large gyroscopically-developed loads to the crankshaft, it is very desirable an appropriate thrust bearing is fitted to cope. I would not consider any such engine 57 / SPORT PILOT

without one.

There are a few products which use modern auto engines with a prop-speed reduction gear box. There seems to have been a bit of a shakeout here too. Subaru engines used to be quite popular, but the most suitable ones are now old and probably not the target they used to be.

The engines of choice now seem to be standard in-line four cylinder engines from Honda and Suzuki. The prices are good and there are very well-developed packages using excellent modern cores, fuel injection and custom engine management systems.

Increasingly, Lycoming and associated traditional engine suppliers are moving into the 120HP space with lighter and cheaper engines, albeit two to three times the price of an equivalent Corvair.

I wrote, again, last month about electric engines. Pipistrel sells a package, but it is expensive (See Pipestrel electric story elsewhere in this edition). I am still sure we will see rapid developments in this space, but for now it remains an area for enthusiasts who like to tinker. More on this next month.

There are a few two-strokes still on the market, but they are not for me, so I didn’t bother to read up. I know they have great power to weight ratios and work well for some, and in my humble opinion there may be no better technology for a lawn mower, but there are better technologies for aviation.

And another thing. I continue to hear bad things about the ASIC processes. It seems they are becoming even further divorced from reality. It would be interesting to hear from readers about their renewal experiences. Have you found that your passport is not sufficient identification? What on earth are they on about?

When you are up here you need to know what is happening at a glance.

Glance EFIS

Proudly brought to you by Ph: 0412 702 680 E: info@sapphireavionics.com.au W: www.sapphireavionics.com.au

www.airparkgoolwa.com.au

A VI A TION CLASSIFIED S

5016 SONEX 3300

286 Airframe Hours, 626 Engine Hours, RV-3A. RV performance with Lycoming reliability. Lycoming O-320-A2B 150HP,150-160kt TAS cruise @32lph.

New prop, instruments & paint. A/C can be registered VH if aerobatics required, and can be delivered anywhere in Australia for cost.

PRICE $55000 CONTACT PETER GILBERT 0428 719 639

5208 ROTEC RALLY

6.5 Airframe Hours, 6.5 Engine Hours, Sonex. Sonex taildragger, 3300 jabiru, sensenich prop, MGL velocity avionics, engine management & radio. May be able to arrange delivery.

PRICE $38000 CONTACT TONY MESSENGER 0400 610 076

5080 JABIRU J120

1191 Airframe Hours, nil Engine Hours, Rally. Rotec Rally/Pather, slight damage to one wing strut via transport. A strong built, easy to fly aircraft, cruises at 75 kts, 50Ltr long range tank.

PRICE $2700 CONTACT CHARLES DARMANIN (02) 6496 7254

5032 MORGAN CHEETAH

326.2 Airframe Hours, 55 hours Engine Hours, Cheetah. Morgan Cheetah, Camit 2200 engine, 55 hours on the motor, 350 airframe, no accidents, 115 KTS cruise.

PRICE $28000 CONTACT JOHN TERENCE MURPHY 0409 308 232

5231 ACROLITE 1B 450 Airframe Hours, 114 since Zero timed Engine Hours, J120. Engine 114 since Zero Timed.Many new parts used. Crankshaft magnetic particle checked. Aircraft could go back into commercial work with check. 1/2 share in Steel Hangar near Bega/ Merimbula available cheap PRICE $38000 CONTACT NEVILLE JOLLANDS (02) 6494 4125

5140 PARADISE P-1

5039 RANS COYOTE II S6ES

94hrs Airframe Hours, 94hrs Engine Hours, Acrolite 1B. Single seater bi-plane. 2200 Jabiru solid lifter.

Disk brakes, Matco tail-wheel, new tyres & battery.

Always hangared, covers. Timber spars. 85kt cruise, 50litre alloy tank. Ailerons upper and lower.

Reluctant sale.

PRICE $21500 CONTACT DENNIS WALKER 0427 555 727

5237 SEAMAX AMPHIBIAN 286 Airframe Hours, 286 Engine Hours, P-1.

PRICE $85000 CONTACT JOHN DARBY 0402 210 913 270 Airframe Hours, 270 Engine Hours, S-6ES Coyote II. Registered till June 2017. Rotax 582 UL engine 260hrs. New BRS recovery chute installed December 2015. Large roomy cockpit with sliding seats. Folding wings for easy storage/trailering. All VFR instruments.

Search Youtube for “Tuflux RANS Coyote”.

PRICE $22000 CONTACT GORDON JAMES BAILEY 0409 348 293

743 Airframe Hours, 743 Engine Hours, MC. FLIGHT DESIGN MC. 2010 MODEL. 743 TT. MAF OWNED SINCE NEW. VH-REGISTERED. (OPTION TO LSA) 100 HP ROTAX. ALL GARMIN. G430W GPS/NAV/COM. 2ND COM. EFIS x 2. MODE S TRANSPONDER. AUDIO / ICOM. ELT. FDR. NIGHT VFR. COMFORT PACK. SIDE BY SIDE SEATS. PRICE $89500 CONTACT DAVID O’CONNOR 0407 522 346

5057 RV-3

HorsHam aviation services ABN: 65 007 339 451

Now Importing the eurofox AircrAft: • • • •

5202 FLIGHT DESIGN MC. 2010 MODEL. 751 TT. PRICE REDUCED. GARMIN 430W GPS

Quality Factory Built Quick folding wing design Glider Tow certified to 750Kg Short take-off & landing

32 Airframe Hours, 32 Engine Hours, M22. Compare this Seamax with any other amphib LSA. 100kt IAS in cruise. 18L/hour 95 octane mogas. Reverse thrust and water rudder for water handling. 279kg useful load. Salt water friendly composite /stainless steel, no alum frame like searey.

PRICE $145000 CONTACT TERRY O’BRIEN 0400 747 401

5268 JABIRU J250 2004

To subscribe email RAAus admin@raa.asn.au

And Dynon Avionics Products:

• Now with Autopilot capability • Solid state sensors • Checklists • Audible alarm capability PH: 03 5381 1727 Email: info@horshamaviation.com.au

SUBSCRIBE OR RENEW

and get a 10% discount voucher in the RAAus shop

59 / SPORT PILOT

Graemeswam@gmail.com

0413 374 680

A VI A TION CLASSIFIED S

345 Airframe Hours, 345 Engine Hours, J250. Jabiru J250 2004. Solid Lifter eng. VGs, Elect Flap, Trig Mode S Txp, Area 500 GPS, Microair VHF, Area 500 GPS, All 10 Ply Tyres, Gt Touring A/C $55,000 ono Contact: 0427 997 441 PRICE $55000 CONTACT IAN WILLIAM BERRY 0427 997 441

5285 JABIRU 230C

360 Airframe Hours, 6 Engine Hours, J230c. 2007 J230 New zero timed solid lifter fine fin engine with o hrs total and full Jabiru warranty. Airframe 350 hours.

EMS with egt - cht on all cylinders, gps 296, icom 210, Garmin intercom, Transponder c, new 10 ply tyres. Always keep in hangar.

PRICE $65000 CONTACT JAMES GEALE 0418 449 856

5297 RV6 VH-MJH FOR SALE

290 Airframe Hours, 290 TIS Engine Hours, RV6. TT AF/ENG/Prop 290 Hrs LYC. 0 360 180 HP. Metal FP prop. Nil accident. Best SAAA ‘All Metal Aircraft’ in 2006. CRZ 160 KTAS on 30 ltrs. CoA, Day/Night VFR with NO flight over built up area restrictions. $100K. E: rv6mjh@bigpond.net.au PRICE $95000 CONTACT MIKE HORNEMAN 0417 931 872

5326 JABIRU J230C (24-5013)

5309 SHARE IN AEROPRAKT A32 VIXXEN AT CABOOLTURE QLD

575.6 Airframe Hours, 575.6 Engine Hours, J230C. Factory built 2007. Excellent condition. All AD’s up-to-date. Glass cockpit: Dynon D100 EFIS, AvMap EKP IV, GPS, Sentient AirNav GPS touch screen. Lots of extras. Hangered at Warwick (Qld). $75,000 or nearest offer. Phone (after-hours) 0438 66 3371.

PRICE $75000 CONTACT GWENITH TYBURCZY 0421 322 618

300 Airframe Hours, 300 Engine Hours, A32 Vixxen.

A share is available in The Davewood Syndicate Vixxen based at Caboolture. Long running syndicate dedicated to providing a low hour high (currently 150) standard machine at reasonable rates of $85 per hour wet and $100 per month fixed.

PRICE $10000 CONTACT IAN MCDONELL (07) 3886 5828

5310 JABIRU J160-C IMMACULATE CONDITION

560 Airframe Hours, 290 hours (18th April 2008) Engine Hours, J160-C. Jabiru J160-C - Immaculate condition. Garmin 296 GPS, Transponder, iPad holder, Illuminated Compass, Electronic T&B indicator (for Auto Pilot) PRICE $48000 CONTACT DAVE LLOYD 0417 328 435

5318 WAIEX FOR SALE

260 Airframe Hours, 5 since rebuild Engine Hours, Waiex. Kit built plane. Recent winner Avalon Air Show, Best in show, light recreational aircraft.

PRICE $47500 CONTACT KEITH JEFFS 0438 508 576

5334 JABIRU J200 19-5073

624 Airframe Hours, 240 Engine Hours, J200. Build 2003, Owner purchased 2010, Airframe TTIS 644 Hrs, nil accidents, repainted at Factory 2013, GA analogue instruments, vacuum pump, A/H, D/G, Electric T&B, voltmeter, keyed ignition, Microair radio, dual headsets and 2 x GPS’s, 140 lit fuel PRICE $57500 CONTACT JEFF NOTT 0418 843 954

5335 TYRO MK 2

60 Airframe Hours, 30 Engine Hours, Tyro MK 2. Tyro MK 2 fully refurbished 4 years ago with stits polyfibre.

VW 1600 twin port aero engine (30 hours) with new Ark tech propeller. Holds 50L of fuel, with a burn of 7-10L/hour in cruise. Call Les 0438 017 256.

Located in South East Tasmania.

PRICE $8500 CONTACT LES SKINNER 0438 017 256

5338 SLING FOR SALE

5321 THRUSTERT300

1420 Airframe Hours, nil Engine Hours, T300. 1988 Thruster T300 25-0238 1420 Hrs 582 grey head, electric and pull start, 74 lt. tank,alloy wheels, fluorescent yellow wings, red tail and pod. Good looking aircraft, great to fly, always hangared and currently hangared at Lethbridge Victoria.

PRICE $6500 CONTACT PAUL BERNARD FALLON 0423 966 756 OR 98733701

60 / SPORT PILOT

61 Airframe Hours, 61 Engine Hours, Sling 2. 912 ULS engine, Automatic carburettor heat, Cabin Heater, Strobes, Efis, Altimeter, Airspeed indicator, Turn and bank indicator, Factory leather interior, Lame assist build.

PRICE $115000 CONTACT GEOFF SCOTT 0435 248 483

5348 JABIRU 120C - 24-5453 - PRICE REDUCED

A VI A TION CLASSIFIED S

1050 Airframe Hours, 180hrs Engine Hours, 120C. Reduced to Sell. 2200 engine, full rebuild 180 hrs ago L.2 maintained, oil and filter changes every 25hrs, A/D and service buletins , Std VFR intruments, Garman GPS wheel spats, always hangared.

PRICE $33990 (NO GST) CONTACT ARNOLD NIEWAND 0429 857 275 MARK GRIFFEN 0427 887 311

5397 BUCCANEER2 ULTRALIGHT FOR SALE

nil Airframe Hours, nil Engine Hours, nil. Near New, fully-enclosed steel hangar at Scone Airport. 12m x 12m concrete floor. Full width 3.6m high doors on rollers. Bitumen-sealed apron and taxiway to 1400m bitumen runway. FREEHOLD (Torrens) Land Title - no annual lease payments.

PRICE $0 CONTACT GEOFFREY PINFOLD 0429 810 008

5355 MINICAB J14

342 Airframe Hours, 342 Engine Hours, 1996.

Updated electric actuators and Tundra wheels and tyres. Brand new icon A210. Needs some work on the tail-wheel for water landings. Condition report included. Registered until September 2018 PRICE $29000 CONTACT IVAN LIZARRALDE 0409 660 716 EMAIL BLUEPEACE24@YAHOO.COM.AU

5417 J6 KARATOO

168.5 Airframe Hours, 168.5 Engine Hours, J14.

Minicab J14 built by K Jarvis in 2002. 95 knot cruise @ 2800 rpm. Fuel 13 litres per hour. Reliable solid lifter 2200 Jabiru Engine S/N 744. TT only 168 hours.

Exceptional condition and easy to fly. Contact Ian for details 0419838925 Aldinga SA. PRICE $27000 CONTACT IAN JARVIS 0419 838 925

5373 SPACEWALKER SW1

5401 TECNAM P96 GOLF AIRCRAFT 24-4143

1302.6 Airframe Hours, nil Engine Hours, P96 Golf.

Tecnam P96 Golf 100 aircraft. 24 registered.

Awesome and reliable aircraft in great condition.

Dream to fly. Rotax 912 S. engine PRICE $65000 CONTACT MICHAEL VAN DER HEIDEN 0412 393 334

0 Airframe Hours, nil Engine Hours, J6 Karatoo. J6 Karatoo unfinished project, 2 seater side by side, 32’6” wing span, 20’ long, wooden spruce wings, hydraulic disc brakes, fabric for covering, all plans and instructions included, many hardware parts and tools included also, all in good condition PRICE $5000 CONTACT ROBERT STUART (03) 5854 8377

5424 ZENAIR ZODIAC CH601 FOR SALE

5410 JABIRU 430 unk Airframe Hours, nil Engine Hours, Spacewalker SWI. Single seat SW1 Spacewalker. Restoration job.

All structure complete, condition 6/10. Outer wing panels OK, Centre section requires rebuild. Engine mount for A65. Located Sydney.

PRICE $5000 CONTACT NEALE DUNSTAN 0424 944 697

5386 QUICKSILVER GT400

106 Airframe Hours, 106 Engine Hours, J430. 2015 registered VH can transfer to RA. Immaculate condition suit new buyer. Airframe/eng TTIS 106hrs, Cruise 120ktas @ 20l/hr. SDS fuel injected CAMit 3300, IVO IFA Prop, Glass panel, Auto Pilot. Contact Simon 0417793902 sccoombs@westnet.com.au PRICE $75000 CONTACT SIMON 0417 793 902

800 Airframe Hours, 800 Engine Hours, Zodiac CH601. tricycle under cart, low wing, 2 person, full instrumentation,100 litre fuel capacity, 3 blade Bolly Brolga propeller, set of speed wings, wing tanks and lockers. always hangar-ed. Delivery available by qualified CFI. suziandlawrie@gmail.com PRICE $28000 CONTACT LAWRIE BARTON-JOHNSON

5425 MICROLIGHT

5414 SUPAPUP MKII 317 Airframe Hours, 99.6 Engine Hours, GT400.

Quicksilver GT400, single seat, very good condition, always hangared, pleasure to fly.

PRICE $6800 CONTACT MARK BARTLEMAN 0407 344 466

MEMBERS’ MARKET ADS CAN NOW ALSO BE PLACED ONLINE. VISIT AVIATION CLASSIFIEDS.COM.AU

348 Airframe Hours, 348 Engine Hours, XT. Airborne XT912 CRUZE WING, 2006.

PRICE $30000 CONTACT GREG OLDFIELD 0424 195 317 202 Airframe Hours, 186 Engine Hours, SupaPup MkII. SupaPup MKII , single seat, Fab. covered molyb. tube frame/Fibreglass cowls/Alum. L.Edge. Powerfin Prop. Rotax 503 DCDI TT186 Hrs. Wings removable and custom open trailer avbl.. Can be inspected at Rylestone Airpark NSW $9900. Garry 0400 709 801 PRICE $9900 CONTACT GARRY DUKES 0400 709 801

5415 HANGAR FOR SALE - HUNTER VALLEY

61 / SPORT PILOT

5427 JABIRU 230 FOR SALE

500 Airframe Hours, 1000 Engine Hours, 230 - was a 430. Airframe J430 built to GA standard. Eng 914Rotax turbo +hyd con prop. Full cockpit. 2 radioes. Transponder. DG gyro. 2GPS”s. Autopilot.

Dynon FFIS-DIOA. Altimeter. 2 airspeed indicators. All engine guages+turbo boost. Always hangared PRICE $70000 CONTACT RAY ALLEN 0416 204 472

A V I ATION CLASSIFIED S

5428 CESSNA SKYCATCHER 162

35 Airframe Hours, 35 Engine Hours, Catalina NG. The Fly Synthesis Catalina NG seaplane is an economic & safe entry to the wonderful world of seaplane flying. It’s probably the easiest seaplane to fly and store, with its folding wings. With 5 hr. water training and balance of factory warranty.

PRICE $78800 CONTACT GREG DOYLE 0400 114 747

98 Airframe Hours, 98 Engine Hours, 162. CESSNA SKYCATCHER 162 2011 TT 98 hrs. Australian delivery. One owner. Dual screens PFD and EGT, all options. Currently registered GA but can be registered RA. 10/10 $90,000 plus GST Contact Alan 0439 805 540, alank454@hotmail.com PRICE $99000 CONTACT ALAN KIRWAN 0439 805 540

5447 JABIRU J170-D

5434 SAVANNAH VG XL FOR SALE

348 Airframe Hours, 348 Engine Hours, J170-D. JABIRU J170-D FACTORY BUILT IN 2013. ALWAYS HANGARED, NO ACCIDENTS. 348 HOURS ON BOTH ENGINE AND AIR FRAME. MICRO AIR TRANSPONDER & RADIO. LEATHER SEATS, MAP POCKETS, STROBE LIGHT. 2 BLADE JABIRU CARBON FIBRE PROPELLER, REPLACED 38 HRS AGO PRICE $65000 CONTACT MARGARET 0401 365 989

5454 WANTED - WIZARD 3 HANG GLIDER WING FOR TRIKE, ANY CONDITION

nil Airframe Hours, nil Engine Hours, nil. Wanted - Wizard 3 hang glider wing for trike, any condition.

PRICE $1234567 CONTACT GLENN STALLARD 0434 558 038

5457 BALLISTIC RECOVERY SYSTEM, HEADSETS

430 Airframe Hours, 430 Engine Hours, XL VG. Savannah VG XL built maintained by L2 2011 TT430 hrs std Sav instruments strobes micro radio tspdr long range tanks nil accidents always hangared making way for new project ideal STOL cruise 85kts Rotax ULS 912 3 blade Bolly $65k PRICE $65000 CONTACT ROD RIDDLE 0428 843 062

5448 SAVANNAH XL VG

5437 JABIRU 230D GEN 3 ENGINE 24-7491

130.0 Airframe Hours, 130.0 Engine Hours, SAVANNAH XL VG. SAVANNAH XL VG For Sale -8326 First reg. 18/12/13.

PRICE $70000 CONTACT KEVIN 0477 222 344

nil Airframe Hours, nil Engine Hours, nil. Ballistic recovery system suit aircraft up to 476kg $2000.

Micro avionics UL-200 VOX ( voice activated) headsets x 2. New-Used once. Purchased for open cockpit but not suitable without face helmet. Bargain at $850 for both.

PRICE $2000 CONTACT IAN HOLMES 0409 156 931

5458 HANGARS HOLBROOK AIRFIELD

5451 JABIRU LSA 55/3J

2000 Airframe Hours, 350 Engine Hours, J230D. Nice mix of Dynon D10 IFIS, analog instarments, 2 radios, GPS and Transponder. 10 ply tyres fitted and there is a collection of spares. CHT / EGT about to be fitted. Fuel lines and undercarriage bolts will be replace before sale.

PRICE $70000 CONTACT RENE SMIT (+61) 437 272 645

5439 HANGAR SPACE FOR RENT

nil Airframe Hours, nil Engine Hours, nil. Secure Hangar space for rent in Dixalea Central Qld $100 per month, with 1700m grass runway PRICE $100 CONTACT ADRIAN PAINE 0400 157 833

5442 SEAPLANE SUMMER FUN - LOW HOURS CATALINA LSA 24-8662

nil Airframe Hours, nil Engine Hours, nil. Hangars at Holbrook Airpark. Freehold Title blocks (18m X 18m) or new Hangar and blocks available. Serviced by sealed taxiways. Blocks only available from $25,000.

Phone 0413990400.

PRICE $25000 CONTACT JOHN FERGUSON 0413 990 400 2149 Airframe Hours, 445 Engine Hours, LSA 55/3j.

Jabiru LSA 55/3j Easy and fun to fly. Good condition L2 maintained, solid, factory built aircraft. Cruises at 95-100kts, 12-13L/hr fuel burn, 65L tank. MTOW 430kg, EW 248.3kg. Always Hangered (YBCM), full aircraft covers provided.

PRICE $28500 CONTACT ANTHONY ELMS 0403 777 852

5459 RANS S-14 AIRAILE FOR SALE

367 Airframe Hours, 367 Engine Hours, S-14 Airaile.

For Sale 2003 80hp single seat Rans S-14 in VGC with 367 hours on Engine and Frame.

PRICE $20000 CONTACT CRAIG 0427 967 193 OR MICHAEL PATRICK COSGROVE 0414 517 856

MEMBERS’ MARKET ADS CAN NOW ALSO BE PLACED ONLINE. VISIT AVIATION CLASSIFIEDS.COM.AU 62 / SPORT PILOT

5460 2014 3K NOSE WHEEL GLIDER TOW EUROFOX 24-8415

A VI A TION CLASSIFIED S

78.4 Airframe Hours, 78.4 Engine Hours, Eurofox 3K. 78.4 A/F Hrs. 100Hp Rotax ULS Engine & new DUC Prop. Dynon SkyView 10” EFIS with full Engine Monitoring and Synthetic Vision, second GPS (Garmin Aera 500) in panel and Garmin VHF COM. Always hangared and presents like new.

PRICE $110000 CONTACT TONY BRAND (03) 5381 1727

5461 JABIRU 430

823 Airframe Hours, 10 Engine Hours, J430. 4 seat Jabiru J430, 823 hours airframe, 10 hrs on new engine, Jabiru 6 Cylinder Gen 4, excellent condition, always hangared. Glass cockpit, 2 x MGL Voyager EFIS, back up batteries, fuel flow monitor. Full engine monitoring, spare prop, covers.

PRICE $100000 CONTACT ANDREW STRAUME 0457 857 578

5462 MICROLIGHT

5468 TECNAM BRAVO AND FAMILY HOME FOR SALE

5474 FULLY RESTORED LUSCOMBE 8A

1199.8 Airframe Hours, 1199 Engine Hours, Bravo.

TREE change that includes an awesome aircraft as well! Tecnam Bravo with low hours and five bedroom family home, three bathrooms. Large undercover entertainment area with huge workshop. Offers over $495000 considered.

PRICE $495000 CONTACT WAYNE DILLON 0438 551 198

4077 Airframe Hours, 1503.9 HTR Engine Hours,.

Silvaire 8A. Fully restored Luscombe 8A FOR SALE with maintenance release (MR). Always hangared, condition 9/10. All metal, imported from USA Dec. 2013. MTOW: 571kgs. TT 4077. Eng: A-65-8. TSO: 361.7. HTR: 1503.9. Prop: McCauley. TBO: 1934.5.

PRICE $35000 CONTACT GLENN DARLINGTON 0404 864 033

5472 THRUSTER ULTRALIGHT

5475 AIRBORNE MICROLIGHT

150 hrs Airframe Hours, 150 Engine Hours, T 500. T 500 Rotax 503 motor, very clean, low hours. Always stored in Hanger, good condition fabric. One owner. comes with custom made Trailer PRICE $8500 CONTACT HENRI

5473 REBUILD A CARBON CUB FOR UNDER $100K

1000 Airframe Hours, 20 Engine Hours, Classic.

Microlight for sale. New engine, just run in 20 hours old. Upgraded wing from original wizard wing to Streak 1. Many extras. Includes travel fuel panieres, helmets, radio. Log books available. Excellent condition.

PRICE $17000 CONTACT MARTIN BRAATZ

460 Airframe Hours, 460 Engine Hours, Carbon Cub. PRICE $30000 CONTACT ARTHUR JOHNSON 0418 777 156

225 Airframe Hours, 225 Engine Hours, Edge X. Airborne Edge X 582 Rotax 225 hours engine and base. Excellent condition always hangared. includes GPS and radio.

Wing rarely folded.

Includes trailer.

Located near Benalla Vic. PRICE $11900 NEG CONTACT ROBERT 0418 205 215

MEMBERS’ MARKET ADS CAN NOW ALSO BE PLACED ONLINE. VISIT AVIATION CLASSIFIEDS.COM.AU

TERMS AND CONDITIONS FOR ADVERTISING ONLINE AND IN THE MAGAZINE To advertise online and in Sport Pilot magazine Visit: www.aviationclassifieds.com.au/

| Call: (02) 6280 4700

|

Email: sales@aviationclassifieds.com.au

Advertising rates start at $33 (incl GST) per month for online advertising. You can include up to 5 photos and 1000 words of text online. Advertising rates include an ad in Sport Pilot Magazine, which is limited to one photo and 50 words. Advertisers are responsible for cancelling their ad. No refunds will be issued for ads where the advertiser sells a product and fails to cancel their ad. RAAus offers advertisers the opportunity to auto-renew ads, it is an advertisers responsibility to turn off this feature. The deadline for ads to appear in Sport Pilot is the 15th of the month prior to the cover date of the issue.

The Aviation Classifieds section in Sport Pilot is subsidised by RAAus and its members and is for non-commercial sales only. As such, even though your ad is guaranteed to be online, inclusion in the magazine will be at the discretion of the Editor. Before purchasing any aircraft/engines/equipment which appears in the Aviation Classifieds, make sure the technical details and registration information is correct for that type and model of aircraft/engine/equipment. RAAus and Stampils P/L take NO responsibility for the technical accuracy of the details and information attached to each ad online and in Sport Pilot magazine and may not be able to transfer the aircraft purchase. RAAus also reserves the right to edit or delete advertisements deemed inappropriate or misleading. RAAus and Stampils P/L reserve the right to withdraw from publication, without refund, any ad deemed unsuitable, including low quality or faulty images. Neither RAAus nor Stampils P/L accepts responsibility for advertising errors or omissions. Advertisers are also responsible for assessing both the integrity of potential buyers and the risks which attend online transactions. The long standing principle of caveat emptor (https://en.wikipedia.org/wiki/Caveat_emptor) applies.

Since phishing scammers may contact advertisers using the RAAus website, you are strongly encouraged to familiarise yourself with the ACCC’s guidelines for recognising and guarding against online scammers (https://www.accc.gov.au/consumers/consumer-protection/protecting-yourself-from-scams).

63 / SPORT PILOT

So you don’t think you

need an Insurance Broker?

SAFETY Robust construction and four point safety harness STRENGTH Built like a light G.A. aircraft, slid & all metal Large cockpit width with adjustable seating SIZE

Aviation Insurance can be complex!

Don’t just wing it… Talk to our team

07 4052 1000 broker@billowen.com.au

|

www.billowen.com.au

BRUMBY AIRCRAFT AUSTRALIA 112 AIRPORT ROAD, COWRA AIRPORT NSW 2794 TEL: +61 2 6341 1635 | FAX: +61 2 6341 1636 EMAIL: info@brumbyaircraft.com.au WEB: www.brumbyaircraft.com.au

IN D EX

John Reymond (L) hands the CAGIT to Tony Messenger

WHERE IS

CAGIT?

CAGIT PAUSED IN PINGELLY? HMMM! DESPITE Sport Pilot’s quiet word that the Come And Get It Trophy would soon be on the move again, it appears to be temporarily parked in Pingelly.

In early January, Tony Messenger swooped in to John Reymond’s property

at Karakin in southern W.A, where the CAGIT had rested since last year, and made off with the prize.

He took it as far as Pingelly, still in W.A. The inside information had told Sport Pilot that the trophy would perhaps

not be perched permanently in Pingelly, but would probably be pinched post haste and pushed to more populated pastures.

But despite the clever alliterations, there’s been no movement so far.

If you, or your crew, are contemplating a high-speed heist of recreational aviation’s most coveted prize, it’s best to keep up-to-date with its latest location by checking the CAGIT hunter’s Facebook page, administered

by Dexter Burkill, Peter Zweck and David Carroll. Facebook.com/cagithunters.

For a full list of rules about how you can grab CAGIT for yourself, check out the RAAus website.

ADVERTISERS INDEX Airborne Flight Training

68

D-Motor Australia

67

Parkes Aero Club

AirCreation

48

Deniliquin Aero Club

48

PSB

Asia Pacific Light Flying

40

Essential Energy

22

Recreational Flying Co Gympie

67

Atec Aircraft Sales

58

Foxbat Australia

40

Australian Lightwing

28

Goolwa Airpark 58

Sapphire Avionics

58

Bert Flood Imports (Rotax)

16

Horsham Aviation

22,59

SEQFTA

67

Bill Owen

64

Insure Planes

48,67

Sling

56

Bolly Props

67

Jabiru Aircraft

14

South West Aircraft Maintenance

59

Brumby Aircraft

64

Leading Edge Aviation

67

Sport Aircraft Sales

56

Bushcat

28

Mendelssohn Pilot supplies

2

60 54

CASA 46

MKY Tours Oshkosh

64

Coominya Flight Training

OzRunways

18

Tecnam

65 / SPORT PILOT

46

Sport Aviation Tocumwal Starfox Aircraft

64

6

5

HA P P Y L A ND IN G S

Big dreams for Daniel

BY FRED NOL AN

16

-YEAR-OLD Daniel Palmer is a long way from his home town of Kununurra in WA. He’s just completed his RAAus Pilot Certificate, studying full time at Moree. He was staying with his grandmother, Helen Palmer at Bendygleet, West Moree.

Daniel was aboard Jabiru J230D 24-7597 when he flew his first solo on January 16.

Departing off runway 01 at 06:55, he turned in an uneventful circuit. He subsequently flew a further four solo flights. Daniel was planning to have achieved his Pilot Certificate by end of January (which he did), in time to return home to start his final Year 12.

After that he plans to aim for a commercial flying career.

SEND IN YOUR STORIES Got an aviation moment you’d love to share? Your kids or maybe your club get-together? You’ve probably noticed Moree’s Fred Nolan likes to tell everyone how well his students are doing. Your school can do the same with your students. Simply send in a photo as a jpeg attachment and a short explanation to editor@sportpilot.net.au Daniel plans to pursue a career in commercial aviation

AVIATION INSURANCE EXPERIENCED AVIATION INSURANCE SPECIALISTS

Stewart Smith, Gladys Smith, and Grant Cerni would like to assist with your Fixed Wing, Helicopter, Hangarkeepers, and Public Liability needs. Grant can also quote you on all other types of business & personal insurance. Our team is friendly & helpful to deal with, and we obtain for you multiple competitive quotes from all suitable insurers.

We service clients in all parts of Australia!

WE’RE ON YOUR SIDE

Cerni Kalser Insurance Pty Ltd t/a Insure Planes

Phone: 03 9816 3264 Email: aviation@insureplanes.com.au Web: www.insureplanes.com.au Stewart Smith 0433 278 700 Gladys Smith 0425 759 322 Grant Cerni 0427 779 649

AVIATION FINANCE

Australian Commercial Credit Pty Ltd in affiliation with Phillips Basile Equipment Finance Pty Ltd may be able to assist with funds from prime lenders. Good bank fixed rates, normally over 5 years with security over only the plane.

Ring Stewart Smith for an obligation free initial discussion.

WE’RE ON YOUR SIDE

Gympie Queensland 07 5483 5112 recreationalflyingco.com

68 / SPORT PILOT