I S S U E 2 © F E B R UA RY 2 0 1 9
THE LEGEND CUB
21ST CENTURY TAILWHEEL TRAINER
BUYING YOUR OWN AEROPLANE TEENIE II TEST FLIGHT
A SPITFIRE IN RAAus CLOTHES
RRP $8.80 inc GST
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 2
AUSTRALIAN SPORT PILOT | February 2019
CONTENTS
13 TABLE OF CONTENTS REGULARS 06 08 10 18 54 66
32
38
From the Chairman Calendar of Events Letters to the Editor Learning to fly Classifieds Final Approach
COLUMNS 36 50 42 54 64
Safety From the Ops Training High Speed Stall First Solos
FEATURES 13 20 26 30 38 42 46
Spitfire Owning an aircraft The Legend Super Cub Back in the Saddle Ron Lawford Bob's Teenie II Wedderburn
TRAVEL 52
20 3 / SPORT PILOT
Robe
AUSTRALIAN SPORT PILOT | February 2019
3
CONTACTS
AUSTRALIAN SPORT PILOT HEAD OFFICE 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 ACN 070 931 645
CEO
Michael Linke ceo@raa.asn.au CORPORATE SERVICES EXECUTIVE Maxine Milera admin@raa.asn.au HEAD OF FLIGHT OPERATIONS Jill Bailey ops@raa.asn.au 0400 280 087 INNOVATION & IMPROVEMENT EXECUTIVE Lea Vesic Lea.vesic@raa.asn.au 0418 445 652 HEAD OF AIRWORTHINESS & MAINTENANCE Jared Smith Jared.smith@raa.asn.au 0418 125 393 AVIATION DEVELOPMENT COORDINATOR Neil Schaefer Neil.schaefer@raa.asn.au 0428 282 870 EDITOR Mark Smith editor@sportpilot.net.au
AIRCRAFT AND MAINTENANCE Enquires: tech@raa.asn.au PILOT AND MEMBERSHIP Enquires: members@raa.asn.au DIRECTORS Michael Monck (Chairman) 0419 244 794 Michael.Monck@raa.asn.au
DON’T MISS OUT ON SPORT PILOT EACH MONTH
Tony King 0400 226 275 Tony.King@raa.asn.au
CONTRIBUTE
• Let us know about your event • Send in your story Email: editor@sportpilot.net.au Call: 0419 509 548 PO Box 60, Sebastapol 3351
Alan Middleton 0407 356 948 alan.middleton@raa.asn.au Trevor Bange 0429 378 370 Trevor.Bange@raa.asn.au
ADVERTISE
Find out about advertising prices. Email: editor@sportpilot.net.au Download our media kit www.sportpilot.net.au
Eugene Reid 0428 824 700 Eugine.Reid@raa.asn.au Rod Birrell 0422 446 622 Rod.Birrell@raa.asn.au
CONTACT RAA us TO SUBSCRIBE
Call: (02) 6280 4700 Web: www.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
UPDATE YOUR DETAILS to RAAus Call: (02) 6280 4700
FREE GIVEAWAY INSIDE
UST 2018
THE MAGIC
MBER 2018
ISSUE 8 @SEPTE
ISSUE 6 ©JULY
4
FREE GIVEAWAY INSIDE
THE LIGHTBUSTER – WEIGHT RV-9A
INTERESTIN
FEET NOT G ERCOUPE REQUIRED TIGER TR
IKE
Sport Pilot is published by M&M Aviation Media 12 times a year on behalf of Recreational Aviation Australia
THE EVOL CONTINUEUTION S
AND THE HORNET ILT THE HOMEBU TRALIA ACROSS AUS
DEPUTY EDITOR Michelle Smith
ENQUIRIES General Enquires: admin@raa.asn.au
CATEGORY
2018
MAGNUS
GYRO STYLE
ART DIRECTOR Melinda Vassallo
FREE GIVEAWAY DE7 ©AUG INSI ISSUE
DY FOR
ARE YOU REA
? AIRVENTURE
RT ‘BEBE’
JIM’S NIEUPO
A, BIG STORY
SMALL REPLIC 9 THE FKinc GST
ONALITY
ING FUNCTI
GERMAN FLY RRP $8.80
FROM RAAUS
RAAUS ELE
GET YOURCTIONS – VOTE IN
RRP $8.80 inc
WEIGHT INC
RE
OST HE REASE IS ALM
GST
RRP $8.80
inc GST
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 M&M Aviation Media 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.
AUSTRALIAN SPORT PILOT | February 2019
AUSTRALIAN SPORT PILOT | February 2019
5
COLUMN
FROM THE CHAIR: MICHAEL MONCK
A NEW WAY OF THINKING I
was never really close with my father. My parents split up when I was about four or five so I didn’t really get to know him that well. A few years later my mother remarried and for some reason I never got that close to my step father either. Perhaps it was something unique to my life that made it so I didn’t form a strong bond, or maybe it was something that is inherently present in the DNA of young male kids that makes them push back against their parents. I’m not a psychologist so I can’t really pretend to understand why this happened but nonetheless it did. One thing is for sure though, both my biological father and my step dad loved flying and that rubbed off on me. I recall as a young kid, both before and after my mother separated and remarried, going to airports and airshows, building and flying model planes on the weekends and generally hanging around things that fly. This motivated me to get more involved and figure out how I could go flying and be in there instead of just watching others do it. I tended to make a nuisance of myself at local airports in the Hunter Valley and nag pilots to see if they could take me for a fly. From time to time after sweeping a hangar or cleaning a plane I would manage to get a ride and look out the windows dreaming of being able to do this for real one day. The first flight I ever took was at Cessnock and I remember it clearly. We took off to the north and did a standard left hand circuit before heading back towards the township. The pilot flew a few orbits and pointed out some of the local sights. I recall seeing the racecourse and the main road. Looking down at the township below I realised that flying was even better than I had imagined. It was a totally different perspective and created a way of looking at things
6
AUSTRALIAN SPORT PILOT | February 2019
that many others may never experience. Over time I scrimped and saved and took lessons. I flew whenever I could and didn’t spend money on anything but flying. Food and water were secondary to my survival at who point and as for a roof over my head? Well that didn’t matter much either. To my friends I had become this aloof character that would disappear on weekends and be boring by not partying with them. I would ask them to tell me why I should waste money on frivolous things like drinking and the reason I would get would be so I wasn’t so uninteresting. A little while later though and this all changed. I had a pilot’s licence and I was the most interesting guy in town! The girls would flock to me. My mates would look at me in awe. Everyone wanted to come flying. Well, the truth is the girls didn’t swamp me but everyone did want to come flying. It was something to aspire to. People would look at pilots at admire them. It was a qualification that others respected and for those who flew professionally, a profession that the public would look up to. When I think back to this time in my life I smile a little and have fond memories. Aviation wasn’t just a passion for me, it was a romantic vision. It was something that everyone seemed to want to do but only a special few of us managed to achieve. For some reason parts of this have changed while others have not. It seems to me that the romance has gone. Instead we favour the politics and the infighting. Battling with each other over who has the bigger patch of turf or who has the better system is more appealing than
just going flying and sharing our experience with others. Blaming everyone for the demise of aviation without asking ourselves what role we have played is the flavour of the month. There is much talk of a looming skills shortage in aviation that is fast approaching. We always hear about the pilot shortage and should probably keep an even closer eye on the looming maintainer deficit. At the same time as this there are ageing doctors, lawyers, engineers, accountants and so on that are approaching retirement age. With all this infighting and politics I wonder, as a teenager today, what would I rather do? Study to join a professional group in a vocation that gets on with it or join in with the rabble that is crying out that aviation is on its last legs. In others words, join a thriving profession or a dying one. The passion would have to be pretty strong to invest in something that is dying. It isn’t a good sales pitch. To be sure, aviation faces significant challenges in the coming years. Regulatory, technological, financial, and so on. But an industry that works together is one that can solve these problems while also creating an environment that is encouraging to new entrants. To me it is like a garden, it will die if we don’t tend to it but given the right attention, gardens thrive. My father died a few years ago and my step father died a few days before I wrote this article and I fear that they have taken a few things with them. The romance and respect for aviation. Unlike them however, some of these things don’t have to be lost forever. Michael Monck
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
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
AUSTRALIAN SPORT PILOT | February 2019
7
EVENTS 2019
IS YOUR CLUB HOLDING AN EVENT? Send the details to: editor@sportpilot.net.au
NEW SOUTH WALES TUMUT. SUNDAY 17TH FEBRUARY Monthly BBQ Breakfast/Brunch from 8am www.tumutaeroclub.org.au. CESSNOCK. SATURDAY 6TH APRIL The Hunter Valley Airshow returns in April 2019. See Australia’s finest solo and formation aerobatic displays and relive the past with spectacular displays of classic warbird and amazing vintage aircraft of yesteryear. www.huntervalleyairshow.com.au HOLBROOK. SATURDAY 20TH - SUNDAY 21ST APRIL Holbrook Easter Fly-in Holbrook Ultralight Club invites you to fly-in for this unique recreational aviation event. C Underwing camping and transport to and from Holbrook township for fuel and accommodation will be available.www.holbrookultralightclub.asn.au or call Bryan Gabriel on 02 6036 2601.
SOUTH AUSTRALIA WUDINNA SATURDAY 13TH TO SUNDAY 14TH APRIL Eyre Peninsula Fly-In and Family Weekend. Dinner and activity weekend throughout Wudinna. Accommodation and camping available. Craig Midgley 08 8680 2002
QUEENSLAND CLIFTON. SATURDAY 10TH MARCH Lone Eagle Flying School Annual Fly-In at Clifton Airfield including 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
8
AUSTRALIAN SPORT PILOT | February 2019
machine. Come late pm Saturday, 9th for BBQ, drinks and hangar talk. Trevor Bange 0429 378 370 MURGON. SATURDAY 13TH APRIL The Burnett Flyers will hold their bi-monthly breakfast fly-in at Clifton Airfield. For $15 you get a hearty country breakfast with fresh coffee and tea, served in a country atmosphere at the airfield’s rustic ops centre.www.burnettflyers.org
VICTORIA AVALON TUESDAY 26TH FEBRUARY TO SUNDAY 3RD MARCH. The 2019 Australian International Airshow at Avalon. Trade days run from February 26 to March 1, with the show then being open to the public from 2pm on Friday March 1. Be a part of Australia’s biggest aviation event. www.airshow.com.au KYNETON. SATURDAY 2ND MARCG. The Kyneton gourmet hot dog brunch is on again. Enjoy the relaxed atmosphere and interesting aeroplanes that are a part of the culture of this lovely country airfield. ECHUCA SUNDAY 17TH MARCH. The famous Echuca Aeroclub roast lunch. Two roast meats (yes, you can have both), roasted pumpkin, honeyed carrots, roast potatoes, corn, peas, gravy, bread and butter, followed by a wonderful selection of homemade desserts. All this for only $20 a head. www.echucaaeroclub.com.au WAHRING. SATURDAY 27TH APRIL The Wahring frequent flyers annual bonfire night. Fly in and camp. There will be BBQ facilities for a BYO dinner or buy a spit roast roll for $7. Marty 0418 627 846
COLUMN
FROM THE CEO: MICHAEL LINKE
AND JUST LIKE THAT, IT'S 2019 T
ake yourself back to 1970, or 1980 and ask yourself does time seem to go faster today? It does for me. As our lives ebb and flow down the river of life, the river seems to flow a little faster, the stops a little shorter and the distant memories a little sweeter. In 1980 I remember lying in the pool at our home in Rockdale, NSW. Mum, rest her sou,l and Dad purchased a stone cottage in the 1970s and turned it into the family home for my three brothers and I. He did two years of landscaping, two more of internal renovations, the installation of a cricket pitch, football field and an in-ground pool. A dream backyard for four growing boys, eventually, after five years of living with the smell of paint (remember how it smelled?), an old bathroom and a hole in the kitchen floor that claimed me more than once! Anyway, as I was lying there a symphony played out above me as plane after plane landed at Mascot. Dad got the house cheap because firstly it was a wreck when he bought it and, secondly, it was located at the eastern peak of Rockdale in the direct flight line for Mascot. We would have to turn the TV up every five minutes, and ask people to wait on the phone as another Jumbo flew overhead. One thing though, the planes never stopped the cricket, footy or swimming. Furthermore, we never complained and over time the planes were just another part of living in Rockdale. Dad still lives there today and I visit as often as I can. During the day, I'd lie in the pool and look up and make up stories about the people on the plane. People coming home after a holiday in America, visitors seeing Sydney Harbour and its majesty for the first time, other Aussies visiting Sydney to see family or go to a cricket game. It was a wonderful time. At night, when the water was still, I'd
float and feel the rumble as the four engines passed overhead. Coincidently at about that time RAAus, or as it was known the AUF, was starting to form and reach out further and further into rural and remote Australia. In essence, taking light sport aviation to the masses. And just as I grew up, so did RAAus. RAAus grew from humble beginnings to now boast some 10,000 members spread far and wide across our great land. When I visit our members across our network I am often reminded of the good old days. As I have just written about, we all have good old days and we cherish them. I know I cherish my childhood and often reflect now with Dad as we talk about Mum. But I also say to my Dad, look at what lies ahead. His children have grown and have families of their own and their families have started families. He has created something wonderful with Mum. Just as RAAus expanded its network, so did my father. I started here almost five years ago and I often say that if you think your best days are behind you, what have you got to look forward to? Sure, my childhood was wonderful, but now in my 50s I can't wait to explore the next chapter. I always look forward. I respect the past, but I don't live in it. RAAus is on a journey and that journey will allow us to do some great things. Just as I peered into the sky, squinting under the hot sun as another silver bird passed me overhead, RAAus is now peering into our future. It is bright, it is exciting and our best days lie ahead of us.
MATT HALL GETS OH SO CLOSE TO WORLD TITLE
THE PROPELLER SPECIALIST 3 Blade $1,125.00in
2 Blade $860.00in
4 Blade $1390.00in The all new
Brolga Sport & Magnum series 2,3 or 4 Blade Pitch Adjustable Carbon/glass Blades
Alloy Hub Hard ware kit Full warranty
Read more about RAAus and the new 2019 - 2023 Strategic Plan in the January Enews sent to members recently.
Michael Linke AUSTRALIAN SPORT PILOT | February 2019
9
COLUMN
LETTERS TO THE EDITOR
JOHN CAMPBELL HAS A QUESTION AFTER READING CHAIRMAN MICHAEL MONCK’S COLUMN IN THE DECEMBER EDITION
PETER OSBOURNE HAS SOME OBSERVATIONS ABOUT TRAVEL STORIES IN THE MAGAZINE.
I
I
n the December Sport Pilot (page 6) our Chairman Michael Monck writes of a desire among some members of the board to shift him away from the position of chairman and to change the organisation's approach. Presumably this approach is to do with how we deal with CASA. The chairman seems to me to be doing a good job and I see no reason for the board to sack him. As for RAAus changing its approach to dealing with CASA, I looked through the statements by candidates for election to board positions for the last three years. These were in Australian Sport Pilot magazine for August 2018, July 2017, and August 2016. In other words, I had a look at what the people who are now on the board said they would do if they were on the board. In my opinion the only current board member who left the door open for a more aggressive approach to dealings with CASA was Alan Middleton (statement of July 2017). I don’t know what Alan’s stand in board meetings has been but I believe that if he has been pushing for a change in approach, then that would be in line with what he said in his candidate statement and would be a reasonable thing to do. I would be interested to read any comments by any other board members who want a change to our approach in dealing with CASA. Perhaps they would like to describe how this squares with what they said on their candidate statements.
Send your letters to: editor@sportpilot.net.au
10
AUSTRALIAN SPORT PILOT | February 2019
enjoy reading the magazine. The story about Arkaroola caught my eye as have the other travel stories you are running. I owned a Jab for a long time but I had to let her go due to a change in my finances. I was wondering if there is any scope, possibly via the website, for clubs or individuals to post about upcoming flyaways and trips so that ground-bound pilots like myself may be able to steal an empty seat and still enjoy flying. I’m sure there are many people who may benefit from such a list. I also enjoy the flight tests, especially the lower priced RAAus aeroplanes that people fly. I still hope to own an aeroplane again one day. From the Editor: Nice idea Peter. I’ll see what I can do about setting that up on the Sport Pilot website – sportpilot.net.au. You can also add events in eNews and Sport Pilot.
PHIL YATES ALSO HAS AN OPINION ABOUT THE CHAIRMAN’S DECEMBER COLUMN.
I
read with great concern a recent report from the Chairman Michael Monck. RAAus has achieved an awful lot under Monck’s chairmanship and I fully support the continuation of the status quo. Confrontation is definitely not the way to go in the future. Why would you want to undo all the achievements in our previous years? One only has to look at the ranting of at least one other well-known opponent to realise that particular association is going nowhere. Not that it is a competition. I and many others are fully supportive of the progress made with the current board and Michael Monck as chairman. We don’t want to see any changed approaches.
AUSTRALIAN SPORT PILOT | February 2019
11
Nose Wheel/Tail Wheel VIP Propellor Spacious Cockpit Leather Upholstery . 118 Knot Cruise . 120 L Tanks
Australian LightWing SP2000-S Aircraft $50,000 . Offers Welcome
www.lightwing.com.au . fly@lightwing.com.au . (02) 6686 8658 12
AUSTRALIAN SPORT PILOT | February 2019
FEATURE
LARGE OR SMALL, A SPITFIRE IS A SPITFIRE Mark Smith meets an airline pilot who has his own recreation of history.
I
f you are a member of RAAus it goes without saying you love to fly, and the flying chariot you choose to lift into the air is merely a vessel to get you off terra firma and into the realm only pilots, and at times their lucky passengers, get to enjoy. But within the boundaries of aeroplanes that must meet an arbitrary weight limit of 600kg there is the scope to get you airborne and fly something that goes beyond an airframe that is merely an aerial conveyance and instead becomes the pilot in command’s only chance to pay homage to young men who fought a series of small battles over the skies of London and ultimately prevailed. Those ‘small battles’, when put together became The Battle of Britain though it’s doubtful whether the brave aviators who were a part of that operation in a huge world war understood the role they were playing in history. More than 22,000 Spitfires were built yet only a handful are still flying, and to buy one requires either a private oil well,
14
AUSTRALIAN SPORT PILOT | February 2019
a shopping centre empire or the elusive ability to forecast six random numbers from a pool of 45. Having established that buying a full-size Spitfire is in the realm of owning anything built from ‘unobtainium,’ the next best thing is buying one that is a bit smaller than the original. Less ‘unobtainium’ means more aeroplane. Enter Neil Cooper. He’s a check and training captain with Virgin so his day job is guiding the 737 across the country. But flying is in his blood so operating the 737-800 doesn’t fully satisfy his need to be in the air, though he does admit to doing a lot of hand flying in the Boeing. At the same time he’s always had a love of R.J Mitchell’s iconic fighter but even as a senior airline pilot he couldn’t afford a fullsize original version, unless he bought into a syndicate with 1000 members and got to fly at 0320 on a Tuesday morning. So a scaled down replica became the answer. He found a project that was being scratch built by a fastidious craftsman who
realised early in the build that his height wouldn’t allow him to fly the aeroplane without extensive modification, hence his need for someone to take over the project. “I took the aeroplane over in the later stage of the eight year build and I’ve had it for two years. Chris Weber, who started the project and has become a good friend, was happy I wanted to keep it as K 5054, and not make it, dare I say, just another camouflage painted replica.” Neil says. “I’m trying to make this a tribute to the prototype that spawned the aircraft which became a legend. I wanted to try and keep everything as close as I could. The aeroplane’s serial number is K 5054 and RAAus gave me the registration 19-5054. I’ve tried to keep the cockpit as authentic, or to put another way, as rustic as possible with the spade grip control from a full-size Spitfire as well as original master and mag switches. There’s no EFIS but rather all analogue gauges. The pitot head is from Mk V Spitfire.” “It’s amazing what you can find on
Photos: Mark Smith
Neil Cooper (left) and Chris Weber
A very distinctive shape, no matter the scale.
overseas EBay sites. Chris is brilliant at hunting out unique aircraft parts.” An important part of the build was finding the correct paint colour given K 5054 was the original test airframe. The colour was designed to help provide camouflage against the sky. But given no records exist about exactly what pigments created the exact colour Neil and Chris had to do a bit of detective work. “All of the surviving pics of K 5054 are in B/W but R.J Mitchell gave his son a model truck painted with the same paint as the full size aircraft. We were able to make that paint by contacting the Spitfire museum in the UK, where the toy is held, and getting the colour scanned,” he says. The aircraft is a genuine one-off, with only a small number of parts sourced from one of the many Spitfire kits available. “We’ve done a lot of work since I joined the project. Some of the wing panels and some of the fuselage structure are from the Sullivan kit, but apart from that it’s all custom built from the ground up, including AUSTRALIAN SPORT PILOT | February 2019
15
Captain Cooper and his pride and joy.
the undercarriage. It’s a constantly evolving thing.” “I’ve kept the Rotax in so I can keep it in RAAus. Then I can work on it. It does about 130kts which isn’t bad for a little 100hp engine. That also means there isn’t a lot of swing on take-off. “I have an Airmaster constant speed prop which improves performance. The tail comes up very quickly, with about 25kts showing on the ASI. There’s a little bit of swing, but I was surprised to find it’s a very forgiving aircraft on the ground, even with the narrow track undercarriage. It flies off at around 55kts to 60kts depending on environmental conditions. I climb out at around 80kts. “You have to move a pin to bring the gear up and you can raise them together or separately. I usually do them separately because it’s a bit easier. Just like the original Spitfire you have to take your hand off the throttle onto the stick so you can use your other hand to hit the switches. Plus if you do it one by one it looks more like the original as it climbs out. At 80kts you are getting 1500fpm climb rate. Once in cruise I set 5400rpm and if I want to cruise economically I’ll set 24inches and I’ll get 115kts, whereas if I go to 26inches I get about 130kts. “Coming into the circuit it’s pretty slippery. Talking to people who’ve flown
16
AUSTRALIAN SPORT PILOT | February 2019
the replicas and the full-size, they say aerodynamically most scaled down replicas are the same and so behave the same, though obviously they don’t have the same power to weight ratio. So in the circuit I keep about 80kts because airspeed is your friend. If I can do a curving approach I will because it has a very big nose on it. I drop the first stage of flap and the gear at 80kts and then drop the second stage on final. Depending on the wind I cross the fence at around 60kts and she’ll fly on in the three point attitude beautifully.” Neil did the entire test flying program at Taree, taking advantage of the large runways and open areas around the airfield. With what is basically a one-off prototype, the test program exposed a few problems. “The very first flight was with an aft centre of gravity and with the gear down. I went up to 5000 feet and did some stalls that really got my attention with a large wing drop. Then later in the program I noticed a smell of fuel and saw I had a leak from the front of the tank, with fuel sloshing around my feet. I got it down pretty quickly! “Interestingly the full-size prototype experienced the same issue during its test flying. I’m hoping that’s the last fault I find in common with the full-size given it met with an unfortunate end.” Despite coming from a flying family,
with his father an airline captain in the 1960s, Neil learned to fly later in life when he was 29, after a successful career as a TV news cameraman. “I started learning to fly when I was working in New Zealand for TV 3. That was a great place to learn with the terrain and the weather. I did my PPL and then CPL and then built hours flying for the TV station, flying to stories. That worked out cheaper for the station. I also started a flying school with some other pilots. I ended up flying all over New Zealand, mainly in a C310, shooting a gardening show and then made the switch to a regional airline. “I was about to start with Ansett mainline in New Zealand when they went under so I came back to Australia looking for work. I was flying a Banderante for Sunshine Express when Ansett Australia went broke so that flying dried up. I went back to TV work, shooting and editing, when Virgin started to expand after Ansett’s collapse so I joined them in 2002 and have been with them ever since.” There is a reminder of his father built into the Spitfire as a tribute his flying career. “The spinner on the Spitfire is actually off a Vickers Viscount. My dad was killed in a Viscount crash in 1966 and so this provides a nice link.”
An original Spitfire control column
AUSTRALIAN SPORT PILOT | February 2019
17
COLUMN
LEARNING TO FLY A JOURNEY ALMOST FINISHED David Bonnici continues to leave the nest on his navs.
O
ne thing I like about navigation training is how much preparation you can do at home. You can’t practice touch and goes at the kitchen table, and while couch flying is good for remembering forced landing checks, it doesn’t quite prepare you for that high-pressure race against gravity. But planning for a nav is a part of the exercise itself, the value of which was evident with my fourth and final dual cross-country, which included a scenic flight out from Lethbridge, across Port Phillip Heads and over the Mornington Peninsula towards the Latrobe Valley, and then back home via the Melbourne Coastal Route. The picture I had formed in my mind from studying charts and Google Earth allowed me to fly the three-hour trip totally visual without having to consult the map. Sure, some of the landmarks the like the Heads, were obvious, but everything panned out as envisaged to the point where I even knew the exact points to switch area frequencies. I was a little apprehensive about taking the coastal route up the bay, not least because of the debacle that recently saw northbound traffic reduced from a 2500ft limit to 1500ft, and then to 2000ft in the space of a week - did everyone flying that morning get the memo? It was also a nice day for flying so I was expecting plenty of sightseers as well as traffic in and out of Moorabbin. In the end I actually enjoyed being in a relatively busy traffic environment and was even starting to master the art of not just hearing, but taking in radio calls and forming a picture where everyone was. My first solo nav was no different. A return trip from Lethbridge to Hamilton that was more than enough to get the prerequisite two hours. Again big picture planning helped here. I learned that at some point I’d see Lake Bolac and then the Grampians. All I had to do then was fly to left of the first peak for Dunkeld which is about 12 miles from the airport. This happened as pictured and it was satisfying to see my forecast heading and
18
AUSTRALIAN SPORT PILOT | February 2019
Dave Bonnici at Hamilton
time between waypoints were spot on. Coming home was a different story once I had passed Lake Bolac. There were no big landmarks, it was hazy and I couldn’t get above 3500ft because of a cloud bank. The turbulence threw me around a bit, which made map reading a chore, but I was able to pick out points on the map helped by remembering some features from the first leg. The bumps also made it difficult to keep the Tecnam trimmed, which is something I need to work on. Perhaps I fixate on the vertical speed indicator too much. I was feeling a little queasy by the time I was overhead Lethbridge, but I continued to aviate-navigate-communicate. I touched down on the grass pretty pleased that I had flown an aircraft a couple of hundred kilometres on my own without getting lost in conditions that once frazzled me in the circuit. Everyone says the first solo is the greatest moment for an aspiring aviator, but I beg to differ. After so many delays, I felt a sense of relief when I first soloed. To me it was just a step in just simply being able to get into an aircraft and fly to whatever I want. Further delays meant it would be a few years between that and finally gaining my
RPC, which to me was real reason to celebrate. After that I enjoyed just flying around freely without an instructor in the right seat and wasn’t in a rush to start navs. But after plodding around the local area a few times I felt it was time to leave the nest. I’m yet to do my cross country check flight, but I’m already looking forward to gaining new endorsements as much as I am going on long cross countries. My newfound enthusiasm for further instruction is due to the realisation that a reason why I’ve achieved so much in the past year is because I’ve stuck with instructors I clicked with. Since I started learning back in 2012 I reckon I’ve flown with about 14 different people (at five flying schools) in the right seat. I liked them all as people, but I only had a satisfactory student-instructor relationship with about half. Throughout my training, weekend lessons were my only option so if I couldn’t get a slot with my primary instructor I’d book whoever was available. This would often set me back because they’d often go over something I’d already learned, only for me to be nervous and stuff it up and then to have to start all over again - it was like every
lesson was a check flight. And then I’d have a different instructor who’d insist I do something I had already been taught differently, as though their way was the only right way. That said there were times a different instructor sometimes showed me a new way to do something that made a lot more sense. Since switching from GA training to RA I’ve been incredibly lucky to find a couple of instructors who have been able to instill confidence and make learning to fly enjoyable. This meant not flying if they booked out, rather than going with someone else whose teaching style wasn’t a good fit for me. It has also taught me to book weeks in advance. I reckon if I had done this while pounding circuits back in the day I’d have soloed much quicker and not have to go through the whole process again after having to switch flight schools. Sometimes switching from an instructor you like is unavoidable - instructors go on leave or move on. And in some cases you might end up with someone even better suited to your style of learning who brings a welcome fresh outlook. Either way be assertive and sit with them so they know where you’re up to so you don’t end up having to repeat things not all flying schools or clubs are meticulous with student record keeping. Also discuss any things that you’re having trouble with - it’s amazing how a fresh set eyes can see what you’re doing wrong what others missed, or will explain something in a unique way that sparks that Eureka moment.
12 NAVS TIPS I’VE LEARNED SO FAR • Make sure you attend ground school first to learn everything about preparing for a navigation flight including how to find and read weather, ERSA and NOTAMs information, and plot a heading. • You can never prepare too much. Study the chart, work out the best route and alternatives, and familiarise yourself with other landmarks at least 20km from your flight path. • Use additional resources like Google Earth to give you a picture of what to expect - what do certain towns and surroundings are likely to look from the air. • Google Earth is also a great way to familiarise yourself with any airports you’ll be landing at for the first time and to set up downwind aiming points. It will really help when you’re overhead. • Prepare like hell, but never assume. Be ready to adapt. • Look for every airfield along and near your route and note their elevation, runway headings, CTAF and any characteristics such as right hand circuits. Some small strips aren’t in ERSA but basic info can be found on the internet. • Practice laying everything out on your kneeboard before you get into the tight cockpit. And tether your pencil to the kneeboard in case you drop it. • Don’t add too many waypoints to your flight plan. It only adds to your workload. • When flying look at the big picture. It’s no point trying to spot a railway line under your aircraft when a gap between two mountains 50km away provides the perfect aim point. • Your initial dual navs aren’t checkrides so don’t worry too much if you screw up. It’s the best way to learn things. • It’s easy to become complacent as you return to your home airfield - a cross country flight isn’t over until the wheels are chocked. • Have fun and enjoy the view.
Follow David Bonnici on Instagram @flyingover40
The Grampians
The Melbourne CBD on the coastal route.
AUSTRALIAN SPORT PILOT | February 2019
19
FEATURE
Marty Hone with his Spacewalker
TO OWN OR NOT TO OWN? Martin Hone looks at the nuts and bolts of aircraft ownership.
O
ne of the great things about Recreational Aviation Australia is the opportunity to fly affordably. Obviously this depends on what you consider affordable, but for most of us it means having the ability to go flying on a regular basis without having to pay a visit to the local bank or pawnbroker beforehand. Here are some ideas on how to go about it. If you only fly once a month then probably the cheapest option is to hire something from your flying school, where the hourly rate covers your share of its operating costs over the year. If you like to fly a little more often, then buying into an aircraft syndicate is a great way to spread
20
AUSTRALIAN SPORT PILOT | February 2019
the fixed costs of ownership over a number of members. But if you are like me, there is an intrinsic joy in actually owning and operating your very own aircraft. If you are handy with tools, then you will get a kick out of doing your own maintenance as much as giving it a bit of spit and polish. This is all part of the pride of ownership. It is going to cost a bit more as you have to absorb the fixed costs such as hangarage, airfield charges, registration, insurance and annual maintenance costs regardless of how often you fly. On the other hand, when you do commit aviation, the immediate costs are less as you are only paying for the fuel that you use.
So what are these costs, and how do I minimise or eliminate them? The cheapest option is to buy an older, single place aircraft, maybe 20 to 40 years old, in good condition. An example would be a Druine Turbulent. A once popular French designed, all-wood amateur-built that you can pick up for around $10,000 to- $20,000 and with your Level 1 Maintenance Authority, you can legally maintain it, thereby controlling one of the big expenses. The $80 RAA registration covers third party insurance, so other than the fuel and oil it consumes when you go flying, there’s your basic annual expenses. Now if you are a farmer, or know one with an airstrip and spare hangarage, or
Photos: Mark Smith
The Brumby.
Hopefully this will inspire you to look seriously at actually owning your own aircraft live at an airpark, the hangarage is going to be minimal or non-existent, with no landing fees. If it has a grass runway then there will be no tyre wear and virtually no brake wear. There’s your fixed costs sorted. The only area of added expense will be around the powerplant. If it has a VW conversion, then parts are plentiful and cheap, if a Rotax, parts are plentiful and expensive and with Jabiru somewhere between the two. A prudent person would be putting a few dollars per hour towards an overhaul. Most of us like to share the flying experience with our partner and friends, so a two place machine will have more appeal but at a higher price. I’d figure on $15,000 for a tidy Drifter, $25,000 for a 912powered Lightwing or older amateur-built
such as the classic Piel Emeraude, GY Minicab or the predecessor to the popular Sonex, the Sonerai, and up to $45,000 for a Jabiru. Fuel burn will be higher along with registration at $175, and you will need a second set of headsets. Again, if you know a friendly farmer or live at an airpark, the fixed costs will be minimal. Similarly, we can keep going upmarket and consider a flash LSA for anything from $65,000 to $150,000 and the likelihood that maintenance will be dearer due to a higher level of equipment, with more things to go wrong that are costlier to fix. That’s pretty much your ‘best case’ budget scenario. If you work for a living, that probably means you live in the suburbs, which will
entail a drive to an established airfield, where your pride and joy spends 99.9% of its life inside a hangar, at an airfield that charges hangarage of $25 to $60 per week along with an airfield usage fee or club membership or landing fees, maybe $500 pa. If it has a bitumen runway, then tyres won’t last much more than three to five years. Regular aviation quality tyres will last longer, but at three times the price, so they should. If you are not mechanically inclined then you will be paying a Level 2 or Licensed Aircraft engineer - or his apprentice – anything from $50 to $130 per hour for regular maintenance plus the mandatory Annual Periodic Inspection or 100 hourly, whichever comes first. This can be AUSTRALIAN SPORT PILOT | February 2019
21
Homebuilt Piel Emeraude - an affordable RAAus purchase.
an eye-opening experience for the newbie, especially if that engineer has not seen the aircraft before. Allow a minimum of $500 and up to $3000 for the experience. Some aircraft mechanics are happy for you to do the basic work under their supervision. This saves money and gives you a much better understanding of the processes involved and the reasons why. Hopefully, you will get to the point where you are competent enough to conduct your own maintenance. The point of preventative maintenance and safe practices become especially focussed when it is your ass on the line, but it is also a source of immense satisfaction as much as cost saving, and while harder to quantify, it is most definitely rewarding. But don’t take my word for it. A Q&A ‘straw poll’ of other recreational flyers showed a variety of views, some surprising.
TYPE OF AIRCRAFT OWNED
1946 Ercoupe and 2015 Brumby 610E – both RAA registered.
Excluding insurance and fuel, what are your normal operating costs (registration, maintenance) per hour and annually?
Oil - around $200 per year. Consumables (filters, plugs, tyres, brakes, hoses etc) I allow $1000 pa. Transponder, instrument checks etc $350 every other year. Of course this doesn’t cover an unexpected
22
AUSTRALIAN SPORT PILOT | February 2019
failure of a radio, ignition, fuel pump or instrument. Maintenance is affordable if you can do most of it yourself. I own my own hangar, but annual costs include $365 to use the airfield, and $280 for compulsory club membership. Do you conduct your own maintenance?
Yes, under supervision
Comment why you choose to own your own aircraft v hire.
Because I can, and I love to fly them when I want. Wake up and it’s a nice morning or a beautiful afternoon, and I’m off. Flying is about freedom and being free to fly, whenever you feel the urge. Not so easy if you have to hire or borrow. One of the benefits about ownership in RAA is being able to build your own aircraft, which a lot of people have done. Additionally there is a growing number of vintage/classic aircraft coming onto the register that provides another level of enjoyment by being part of the Antique Aircraft community. TYPE OF AIRCRAFT OWNED Minicab GY20 amateur-built 2-place UL Excluding insurance and fuel, what are your normal operating costs (registration, maintenance) per hour and annually?
RAAus rego paid in November $175. Maintenance: total over past 10 months $1151, but most of this has been due to making one-off improvements in consultation with my L2 to make servicing easier.
The aircraft has done little flying so was in excellent condition when I bought it. Do you conduct your own maintenance?
I do routine ‘owner’ tasks and my L2 does key maintenance. Aim to become L1 accredited and will do more tasks in future. Comment why you choose to own your own aircraft v hire.
1. 2. 3.
4.
5.
Reasons: Convenience - the aircraft is available for me 24/7 in my shed, which is on my own property. My aircraft is always kept safe and secure in a hangar. Not parked outside. Organisations and individuals owning aircraft for hire (for profit) are very unlikely to have the type of aircraft that I want to fly. I can do much of the routine maintenance, which (a) keeps costs down, (b) provides reassurance everything is in good condition, and (c) increases my knowledge of the aircraft Hired aircraft may not be well treated by ham fisted and uncaring pilots, damage or non-working items may not be reported for remedial work, and maintenance may not always be ‘by the book’. So with hired aircraft there is the potential risk of things not working, going wrong and not being in top condition.
The following is from a low time pilot who opted to buy his own aircraft after he obtained his pilot certificate. His training costs would have been substantially reduced if he had bought the used, factory-built aircraft at the beginning of his training, another point in favour of ownership. Typically, he has to travel an hour between home and the airfield - a private grass strip operated by a RAA flying school, with a number of hangars available for local fliers to store their aircraft at a reasonable price. Excluding insurance and fuel, what are your normal operating costs (registration, maintenance) per hour and annually?
I bought my Jabiru LSA55 with almost 2000 hrs on the clock, but with plenty of life left now as it is on it’s fifth engine. I have my costs split into two groups: fixed costs paid fortnightly whether I fly or not, and hourly costs. Fixed include hanger fees $90.21, RAA rego and insurance $6.35, airframe refurbishment $15.38 = $111.94/fortnight Hourly costs include oil $0.80, 25 hourly services $12, annuals $10, prop replacement $2, engine replacement $21.43 = $46.23 per hour of flight. I manage this by having an aviation account set up into which I pay fortnightly to cover the above. Do you conduct your own maintenance?
No, I have an awesome L2 do all my maintenance
GY 20 Mini cab.
If not, how much does this cost annually?
I budgeted for about $2000, but it has turned out to be less than half this.
Comment on why you choose to own your own aircraft v hiring.
The freedom to fly a plane of your choosing when you want, and knowing it is all set up how you want it. A much different response from the next respondent, whose comments may strike a familiar chord with some. “I don’t want to know what it costs to own and operate our RAA-registered Vans RV9A, especially on an hourly basis as that may spoil the enjoyment of flying. My wife and I built this aircraft, and I enjoy doing the servicing and maintenance along with the tinkering to improve the performance and economy (as they go hand in hand). The advantage of owning your own aircraft is in being able to go where you want, whenever you want, and on the spur of the moment. Sort of like owning your own car as against going everywhere in a taxi or Uber. I’m not too sure I would continue flying if I had to hire.”
In the following case, the owner is retired, and is on a tight budget. ”My aircraft is a Zenith Zodiac 601. I built it myself over four years and about 4000hrs labour. I estimate it owes me about $85,000. I do all the maintenance myself and have a Level One Maintenance Certificate. Other than parts and consumables this is a big help in containing costs. Hangarage is about $2350 per year or $45.20 a week, at a country airstrip. Travel to the airfield and back home averages about $25 per visit, or $500 to $600 a year. The reason I prefer to own my own aircraft is because I believe it to be a slightly cheaper option than hiring. I try to fly a minimum of at least fortnightly to stay current. It also means that I can feel confident that the aircraft is as airworthy as I can make it and no one else flies it. Other costs are RAAus pilot cert. and aircraft registration. Getting dearer every year.
Rather than answer the specific questions, this flying instructor offered the following comments:
“I build my own ‘planes, I build my own motors /redrives, I do my own maintenance as a L2, and don’t have any insurance other than what my RAA registration provides. For new pilot certificate holders, my suggestion is to just hire for a couple of years and then when the honeymoon period is over, and you still want to fly frequently, perhaps then consider the syndicate option. Being based at a popular airfield close to a major city, my costs are somewhat higher than elsewhere – in this situation, owning / hangaring / insuring / fuelling / maintenance /rego fees/club membership etc works out to be a huge amount of money just for the privilege of flying at short notice. So just hire! I do like building things, especially aircraft , so I am stuck with needing a hangar, AUSTRALIAN SPORT PILOT | February 2019
23
FEATURE
The Ercoupe - another interesting option for ownership.
but I can say it doesn’t take long before I get annoyed with money getting pumped out of me for the fees and housing of airplanes I rarely use . So I’m reassessing this subject myself.” As the influx of people from GA increases due to expense or medical reasons, the following comments are fairly typical. Can you afford or justify owning your own aircraft? Just about the same as owning your own boat with it’s your hobby and sport and will always have a cost that you find ways of justifying. I have owned, over the years, six factory-built GA aircraft and now just the RV7 that I built. Capital on the six GA aircraft was maintained which gave cheaper flying on that side but the cost of insurance and maintenance was the killer. Hangarage costs would have also hurt if I had to pay for it. Fixed costs are shared across the number of hours flown, and far outweigh fuel costs. Example: insurance 2% for hull and $600 for third party - about $2000 pa; maintenance $2000 to $5000 plus any
24
AUSTRALIAN SPORT PILOT | February 2019
repair or replacement/upgrade costs; hangarage at airports $80+ per week ($30 to tie down outside) These are fixed costs that are hard to avoid or lessen. Now divide these by hours flown. Simple math but the more you fly, the less per hour it costs. To help reduce these, I have placed aircraft on line with local aero club and charter organisations. Works to a degree but a hire aircraft is similar to a hire car- not yours and care from the people hiring your pride and joy can be wanting. Along comes the modern kit planes and the real aircraft that the ultralights have become. These are the real saviours of private flying in Australia. They make flying affordable, and if you don’t fly for a while the pockets don’t burn, and when you do fly a lot, the fuel burn is much less, without sacrificing speed and comfort. Doing your own maintenance or with assistance from recreational organisations not only saves heaps of money but gives the added benefit of understanding the aircraft and its unique systems. This provides
safer flying, not lessens it. Now I cannot boast about making flying more affordable by living on an airpark without being accused of vested interest, but the hangarage and airport usage costs are real. You have to live somewhere and if the location is equal to all expected services then these costs could just about be eliminated. Plus there’s the added benefit of having your aircraft in your ‘garage’ and not having to drive to the airport, only to hire an aircraft that is likely old technology, and has just been flown by someone who may have had the lax attitude of many that hire.” Hopefully this will inspire you to look seriously at actually owning your own aircraft. There are many older aircraft out there that are ‘off the radar’, yet delightful to fly and economical to operate under the RAAus umbrella. Any one of a range of options can make flying affordable and on a par with some other leisure activities. Owning and operating a recreational aircraft doesn’t have to cost an arm or even a leg. So what’s stopping you?
Bodie flying the Eurofox in formation.
AUSTRALIAN SPORT PILOT | February 2019
25
FEATURE
THE LEGEND SUPER CUB: AN ‘OLD’ CLASSIC FOR THE 21ST CENTURY Way out west you’ll find a pilot and his Cub. Mark Smith met him and discovered what’s old can be new again.
I
n a world where technology races ahead, continually growing and invading our lives, Dan Compton seems to have found a time machine - and students are eager to take the trip back to a simpler era with simpler aircraft. “It’s funny, people turn up after seeing me flying over town saying ‘I want to fly that yellow aeroplane’,” he says as a light breeze blows down the grass runway on his Dubbo property. The aeroplane they are referring to is Dan’s Legend Super Cub, a reimagining of Piper’s timeless design produced in the
26
AUSTRALIAN SPORT PILOT | February 2019
US by Legend Aircraft. The Super Cub is one of Piper’s all time classic designs that coupled tandem seating with a rugged tubular airframe, an almost indestructible undercarriage, and performance that saw it become a stalwart of bush operations around the world. Even today the Super Cub is as common in the wilds of Alaska as grizzly bears and big salmon, with one third of all Cubs built calling that state home. The company’s founder, Darin Hart, restored an original J3 Cub while at university. He then went on to tweak the design,
incorporating improvements made by J3 restorers over the decades. The result was the Legend Cub, powered by the 0-200 Continental delivering 100hp. The temptation to move up to the Super Cub proved too strong for Darin and so when Lycoming introduced their YIO-233 engine, specifically aimed at the light sport aircraft marketplace, the die was set and the Legend Super Cub was born. Moving on from the J3, this aircraft has the original Super Cub tailplane and wings with flaps. A lot of tweaking with the structure has seen Legend deliver the Super with the
Photos: Mark Smith
Dan flies the Legend near home in Dubbo.
same power-to-weight ratio on the 115hp as the original had with its 150hp 0-320. The airframe is all metal now, with the fuselage made from 4130 chrome moly steel. All parts are CNC cut and the components are TIG welded, creating a beautifully crafted frame. The wings have aluminium spars and ribs and are assembled in jigs to ensure accuracy. The final covering is modern ceconite. Dan is a Cub tragic, having owned a variety of them over the past 18 years, starting with a Super Cub. He owned a Piper L-4 while stationed at RAAF East Sale as a pilot on the HS-748 and Super King Air. AUSTRALIAN SPORT PILOT | February 2019
27
After 12 years he left the airforce and began life in Dubbo with the Royal Flying Doctor Service. But his affair with Cubs bubbled away in the background until he decided to retire in 2011 and look for avenues to turn his passion for the design into an income producing business. This is what led him to acquire the rights to market the Legend line of aircraft in Australia as well as operating his flying school solely using the iconic taildragger. He’s a true enthusiast for the design as both an ab initio trainer and comfortable bush plane for getting away into short strips. He doesn’t find any problems with students getting the hang of a taildragger first up in their flying education. “Students who start on a taildragger don’t know any different. Sixty years ago when Cubs and other tail wheel aircraft were the norm, people still soloed in about eight to 12 hours. It’s the same today,” Dan says. But that doesn’t mean the Legend Cub can’t bite when provoked. “Its ground handling is easy but if the student gets a bit careless or complacent
28
AUSTRALIAN SPORT PILOT | February 2019
it will bite enough to bring them back into line. It may be a beautiful looking aeroplane but its job is to teach hand and foot skills, which it does very well. “I’ve got a very simple approach to the whole tailwheel thing. I discourage people from reading books about tailwheel flying because I think it over-complicates things with an aeroplane like the Cub. It’s not a Pitts Special or a C-185. It’s a doddle compared to those aeroplanes. I just tell the students to look straight, think straight, and go straight. As long as you do that you can’t go wrong. “People advised me against starting a flying school using tail draggers. I took a different view and decided if everyone thinks you shouldn’t do it, then I’ll be the only one offering it. Now I get people from as far away as WA ringing me up because they can’t get a tailwheel instructor. I’m really happy to be offering something that people are wanting.” Climbing into a Cub can be the hardest part about flying one, but the normal technique of lifting one’s backside onto the side of the fuselage while holding onto the cross
bracing inside and then backing in seems to work. The Legend’s cabin, being three inches wider than the original, seems to help getting in and out, and once you are sitting in the pilot’s seat the extra room becomes even more apparent. A great improvement over the original Super Cub is the flap lever’s new position on the upper left hand side of the cockpit. It’s a simple matter of reaching across and pulling on the two stages of flap available, something far more ergonomically friendly than the original floor-mounted flap lever. After strapping in with the four point harness, start-up is uncomplicated with the normally aspirated Lycoming. After a couple of pumps of the throttle, turning the key sees it start immediately. It’s been a long time since I taxied with heel brakes so it took a few gyrations on the ground to find my feet. I imagine it would have been even more challenging in a crosswind, but that’s why tail wheel aircraft are so much fun to fly. We line up on rwy 36 at Temora and application of full power brings about brisk acceleration. I choose a no flap take off for
Photos: Mark Smith
the first go. The airspeed comes alive almost straight away and poling forward sees the tail come up revealing the centre line flashing underneath. It’s far easier keeping the Cub straight than a Corby Starlet! About 45kts I ease the forward pressure and we lift off, much like a rocket! With two up and half fuel we have a solid 900fpm on the VSI and the view out the front is basically blue sky. Trimming forward sees the speed rise to 55kts and the climb decrease to about 700fpm. We have the side door open and while it’s a touch cold, the airflow into the cabin isn’t a problem. Clearing the circuit and it’s time to play. There is something special about sitting in a Cub, with the window open, on a calm morning. Fly over a farmhouse with the chimney showing they have a fire going, and you can smell the wood burning. Roll into a steep turn, add a touch of power and you can spin around a single spot, with nothing between you and the ground but an open window. Pull the power back, add carb heat, trim for 50kts and you feel like you are hovering. Yet even at that speed you still have full roll authority.
Flaps up and I try to perform a full stall. The vortex generators thwart that, and with the stick firmly in my tummy the airspeed sits just below 20kts and the aeroplane just descends, nose high, at 400fpm. As soon as back pressure is released she flies again. I give up trying to get the Legend Super to bite me and decided to try my hand in the circuit. Downwind, base and finals are simply an exercise in conventional speed control, much like you find in any aeroplane. The trim on the side of the cabin falls easily to hand and I find myself on finals with a minimum of fuss. The only thing that catches me a touch by surprise is the nose-up pitching moment after the application of flap. I’m used to flying faster aircraft, so Dan has to prompt me to slow down on finals. 45kts is the magic number and once I nail that the Super drifts down toward the runway. The flare and touchdown seem to be incredibly slow. Flaps up, retrim and we take off from what has become a ‘stop n go’. This time I flew a 500 foot circuit just to enjoy being low and sort of slow. The second landing is as docile as the first.
There’s no getting away from the fact that this is a top of the market aeroplane, aimed at a select clientele. But that hasn’t stopped a few slowly appearing on the RAAus register. In the meantime any RAAus pilot who wants a tailwheel endorsement can easily spend a weekend at Dubbo with Dan and experience flying in a true classic, with modern features.
AUSTRALIAN SPORT PILOT | February 2019
29
PILOT PROFILE FEATURE
LEARNING FROM THE BEST
BACK IN THE SADDLE
A veteran ag pilot is still passing on the art of aviation to anyone keen to learn its ways. Mark Smith caught up with him.
Martin Grant relates his first flight after a 28 year break.
L
et’s see if the old memory still works. At 31 I commenced flying training at Latrobe Valley Aero Club in Victoria for what was known back them as the Restricted Private Pilot’s Licence (RPPL) back in 1985 in a Cessna 172. I went solo at nine hours, then my restricted licence test at 40 hours and then unleashed on my own into the aviation community, flying within the training area. I enjoyed two more years of taking family and friends for local flights with the intention to one day have the area restriction lifted by completing my navigation training. Then I’d have been living the dream of flying anywhere in this great country of ours. So what came next in the course of my aviation dream? It’s 2016 and I receive an offer from the wife; the local flying training facility at Boonah is advertising Trial Introductory Flights (TIFs) so would I like to do one for my 58th birthday.
30
Well that would be awesome I said. Inside I thought ‘Hang on a minute, am I missing something here? Why would I need to do a TIF given I'm a fully licensed GA pilot? I don’t need to do no darn TIF.’ Then reality dawns. There seems to be 28 years of entries missing from my log book. That can’t be right? Well it seems the entries aren’t merely missing, they just never happened. Twenty eight years had passed since my last flight. How could that have happened? Pretty easily as it turns out. There was nothing dramatic, just routine life stuff like starting a family, changing jobs then relocating to Queensland, however the entire time I was saying to myself I must get back into flying soon. Now here we are 28 years later looking to do a TIF in this new-fangled aviation sector called RAAus. The flight was booked and on the night before I sat trying to recall the visual and physical memories from my last flight in
AUSTRALIAN SPORT PILOT | February 2019
a light aircraft back in 1987. I even read through some of my old aviation theory books to jog the memory along. The day arrived so I headed off to Airsports Qld at Boonah Airfield to meet up with CFI Dave and receive a more detailed introduction to the awesome little two-seat Tecnam Golf we would be flying. My first impression is of a very compact low-wing all-metal aircraft with dual floor mounted control columns. This will add an extra fun element as I’d never flown a stick before apart from the Victa Airtourer which has a centre column. The interior looks small but not cramped and it has a sliding canopy so it’s ticking all the boxes of my favorite aircraft features so far. Looking past the Golf I see another feature I haven’t had the pleasure of experiencing before. The runway seems to be missing a black substance known as asphalt which is all I have ever flown off, so tick another new event to expe-
rience; a grass runway. Time to climb in and I think I just fell in love with this category of aircraft. It just felt so right strapped in with the stick between my knees. Slide the seat forward and everything I need to touch is in easy reach and the cockpit, although small, didn't feel much smaller than the 172 I used to fly. With the canopy open for air flow since it gets really hot in summer at Boonah, we enter and back track runway 22, stopping at the run-up area for final checks. Then it was time to line up for take-off. I have to admit that after a 28 year break from flying I was a little nervous. Has it been too long? Would it feel weird/uncomfortable or would it be exactly as I had envisaged the previous night. As the wings created lift and the wheels left the grass of runway 22 a thought popped into my head along the lines of ‘how did I let 28 years of not doing this happen?’ That rush as the ground fell away and the Golf climbed was interrupted by a voice in my headset I hadn’t heard for nearly three decades; "your aircraft" Did Dave really say that? I knew I would be given the opportunity for some stick time during the TIF but wasn't expecting it at 800ft on climb out. I had given Dave a rundown of my previous flying experience so it was time to see what I remembered, One hand on stick and the other on throttle and the first taste showed how much more responsive the Golf was in pitch and roll compared to the 172, though probably to the Airtourer if my Cruise oncomparable the memory is accurate. Clyde river I managed to hold the 70kts asked for and away we went to explore the absolutely beautiful scenic rim area around Boonah and Kalbar, still with me at the controls. The time came to head back to Boonah so the next little challenge came along, How do you find a grass runway among an area that is all grass paddocks, Lucky Dave has an in depth knowledge of the area and directed me in the right direction. As we were getting closer I naturally assumed Dave would take back command but apart from giving heading and height instructions it was still me in control, No worries! I thought Dave would let me do the circuit join then it would all be his. Then I was looking good on downwind with Dave doing the landing checks and radio calls, then he gave a command to power back and trim for 60kts, then he told me to turn base here shortly followed by turn final now. Isn't final followed shortly by an actual landing? It’s time to dig deep into the memory bank and do what I used to do. Control airspeed with stick, profile with throttle, Yeah this looks just the way I
Martin with instructor Dave Briffa
A much younger Martin atto be incredibly slow.in 1985.
remember. Landing was always and still is my favorite part of flying. With the runway 22 threshold passing under the nose I start the flare though Dave may have told me when to start bringing the nose up, but I’m not sure as my concentration levels were peaking. There was a slight bounce, then readjust, and it eased down to a gentle enough touchdown. As we roll along 22 I hear from Dave the words: "you haven't forgotten a thing." And then it hit me, On my first flight back after 28 years I had actually landed a light aircraft on the first attempt. Could it get any better than that? Yes it could, because when my darling wife came to pick me up she said why don't you see what’s
involved in getting back into flying again. A brief chat with Dave and I was booked in for the transition from GA to RAAus. By the time anyone gets to read this I should be hopefully through the required five hours minimum flying then whatever hours extra Dave thinks I need for the Certificate. Back in the saddle? Yep I’m back. See you in the air sometime. Just a quick note to anyone out there who, for whatever reason, has had an extended break from flying and maybe has thoughts that it’s been too long and doubt they still have the skills to fly. Book a TIF and find out for sure. You may be pleasantly surprised. AUSTRALIAN SPORT PILOT | February 2019
31
FEATURE
BUSH POETRY
Mark Smith meets a pilot with an interesting story.
T
im Heylbut is a bush poet, singer songwriter, movie maker and most of all, a pilot. He lives on a 50 acre property 130km ESE from Adelaide, far from the maddening crowds, and spends a lot of his life resurrecting old light sport aircraft to keep them flying for future generations. So far he’s owned 23 aircraft, though he’s not totally altruistic in his efforts to fix and fly these old aeroplanes, many of which have come from the era of true ‘ultralights’ “I like vintage aeroplanes and I like the pioneering ultralights. Back in the beginning of ultralights the contraptions they were building and flying were amazing. They were slow and draggy but still beautiful to fly. You could literally fly them around a back yard,” he says. “I’ll be honest though. I don’t want to own them all but I like flying them. I’ll bring home a plane, work on it, jump in it for that first flight and it’s just like soloing again. I’ll be sitting there, nervous, especially if the aeroplane hasn’t flown for a long time. Is the engine ok, have I done the airframe ok?
32
AUSTRALIAN SPORT PILOT | February 2019
Tim with his 'Chubby Cubby'
THERE’S A LITTLE AIRFIELD WAY OUT BACK, SHERLOCK INTERNATIONAL IS ITS NAME. THOUGH BIG JETS ONLY OVER FLY, REAL AEROPLANES STILL REMAIN. THE OWNER IS A FUNNY CHAP, MANY AEROPLANES HAS HE FLOWN. HIS NAME IS TIM, HE WEARS A GRIN, AND SHERLOCK IS HIS HOME.
I like that feeling. Then I land and it’s like ‘yes!’. It’s a great feeling.” His current aeroplane is at the very vintage end of the flying spectrum; a 1948 Piper Vagabond he swapped for a Sonerai and a two seat Thruster. With its original C65 Continental engine and lack of any electrical system it fits with Tim’s love of simple aeroplanes. “I’ve always wanted a true vintage air-
craft and I don’t mind swinging the prop. It doesn’t have any bells and whistles; there are no flaps and I carry a small 12 volt battery to power my handheld radio and that’s it.” His knack for moving aeroplanes on helped him obtain the ‘chubby cubby’, which hadn’t flown for 10 years. “I had a Sonerai up for either sale or swap and in the end I negotiated a deal
"Before I ever left the ground I used to dream about flying. I really dreamt about the feeling of it because I'd never actually been in the air".
Tim striking a pose with his Chinook.
with a fella in Queensland and so he got two aeroplanes and I ended up bringing back the Vagabond which is the only one in Australia. It’s pretty much a Cub with side by side seating and clipped wings.” Despite having flown so many different types he’s firmly smitten with the Vagabond. “It’s the most beautiful aeroplane I’ve ever flown. It’s very forgiving. On take-off it doesn’t have a great deal of initial torque and it has a bit longer take off run than some of the basic ultralights I’ve flown. I have 400 usable metres on my strip and on my first couple of take offs I used 300. Now I have it sorted I use about 200 metres. It’ll land in about 100 metres.” Flying wasn’t in Tim’s blood until he saw a hang glider at a garage sale being held by his uncle, when he was just six years old. It was being sold by his uncle’s friend who was happy to strap the youngster into the harness and explain the basics of weight shift flight and he spent the next six hours hanging there dreaming of flight.
His next exposure to flying was via an old movie, one all aviation enthusiasts know and love. “My grandfather had the video of the film Those Magnificent Men in Their Flying Machines and it was those aircraft that really inspired me to fly,” he says. While the dream was alive, Tim believed learning to fly was not an option for someone like him. “Through in my teenage years and into my 20s I had it my mind that learning to fly was out of reach for the average Joe. It wasn’t until I was in my late 20s and working as a rural fencing contractor I came across a bloke who used to own a station and he used an ultralight for mustering and the end result was I came home with an ultralight. It was a single seat T 83 Thruster. So then I proceeded to get my pilot certificate on a T500 two seat Thruster. What truly surprised me was how affordable recreational flying was. Back in 2011 it was about $3500 to get my certificate and I was able to come home
and fly my own aeroplane within 25 miles of my strip.” His dreams of just what it would be like flying had come true and he recalls the sensation was just like he’d imagined it would be. “Before I’d ever left the ground I used to dream about flying; I really dreamt about the feeling of it because I’d never actually been in the air. It wasn’t until I went to see Jim at Benalla and he put me in his Thruster and we took off that first time it was exactly how I’d imagined it would be. It was everything I could have dreamt of. “On my first solo the feeling was just surreal and that landing was the smoothest greaser I’ve ever done. I jumped out of the aeroplane screaming, and gave my instructor a hug.” After he obtained his pilot certificate Tim did some flying in a Jabiru and enjoyed the change in performance and handling characteristics. “The Thrusters are very heavy on the controls compared to the Jab, which was AUSTRALIAN SPORT PILOT | February 2019
33
The much-loved Nieuport.
fast and manuverable. The Thruster was very stable but very heavy on the stick.” His son provided the impetus to upgrade his skill when, as a three year old, he asked if he could fly with his Dad. “I was flying the single seater but he was adamant he could sit on the strut and hang onto the side. It wasn’t until he was five that I had saved a bit of money, sold the Thruster and bought a Lightwing. I did my cross country and my passenger endorsement at Benalla, flew home and within half an hour of landing he was asking to go up, so I took him for his first aeroplane ride. Seeing the smile on his face made it all well worth it.” It was after the Lightwing that Tim’s collecting began in earnest. His next aeroplane was a single seat Nieuport 11 replica, and there’s a story in how that aeroplane arrived in the hangar. “It came up for sale and I really wanted to buy it, but I just didn’t have the money and it ended up being sold. Fast forward a little over two years later another Nieuport came up for sale but it wasn’t the one I wanted, and it wasn’t as good as the first one. I ended up driving to Queensland to have a look at it and it really wasn’t what I wanted. But sitting in the corner of the hangar was the first Nieuport. The bloke who bought it didn’t actually fly it but just had a sort of museum. I told him the story and I ended up coming home with the Nieuport I wanted. I flew that for three years and did a number of flypasts
34
AUSTRALIAN SPORT PILOT | February 2019
Tim's Sonerai.
and displays, one in front of 8000 people. It really was a beautiful aeroplane.” While keeping the Nieuport the next aeroplane to catch Tim’s eye was a Bunyip, a locally produced single seater powered by a 50hp Rotax 503. Then came a Jackaroo named Betty which was also locally produced in South Australia at the same airfield as the Bunyip in the 1980s. With the Lightwing sold to fund the Nieuport the need for another two seat aircraft came to the fore. So with a heavy heart the Nieuport was sold and a quest began to find an affordable passenger carrier that could operate from Tim’s strip. He had a Sonerai powered by a VW that had been owned by a close
friend who’d passed away but Tim felt it couldn’t be operated safely from his 450 metre strip so that, along with a two seat Thruster he’d acquired and got flying, were put on the market. Which is how we now come to Vagabond. Tim has achieved a lot with comparatively little behind him, something he hopes inspires others to also achieve their dreams in aviation. “I just want to inspire the world to fly. If I can inspire people who’ve had that dream like I did I’ll be happy. I’ve been crippled since my early 20s and I struggle financially which is why I fix and fly a lot of aeroplanes people no longer want. If you dream it you can do it.”
PHOTOS: MARK SMITH
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
Aeroprakt A32 Vixxen www.foxbat.com.au
Sport aircraft sales
MEMBER
CALL NOW 03 9531 1018 MEMBER
Mobile: 0466 649 868 Email: sportaircraftsales@gmail.com
MEMBER
Europa XS (1999)
Vans RV12 (2014)
Pioneer 300 Kite (2013)
Sling 2 (2016)
Airframe / Eng. TT 705 / 664 CSU incl. feather / Includes trailer
Airframe / Eng. TT240 / 240 Near new cond., Garmin Com, ELT
Airframe / Eng. TT890 / 890 Glass, make $$$ online or fly yourself
Airframe / Eng. TT 160 / 160 G3X & full Garmin avionics. Leather.
ASKING $55,000
ASKING $115,000
ASKING $95,000
SOLD!
Rotax 912ULS / 125kts
10” Dynon Skyview, Extra tank
Factory built, 3 tanks, new prop
Rotax 912iS, CSU, Autopilot
Sport aircraft sellers: please contact us urgently! We have active buyers now, looking for the following Sport Aircraft... Sling 2 low/mid eng/prop hours, Glasair 2 RG (retractable gear or 3), Lancair or similar (all models considered), Jabiru J160 preferably Rotax motor, hangared & excellent condition $40k- $50k, RV-7/A, RV-9/A, RV-10, RV-12/iS, Sonex aircraft (all models considered), Cirrus SR20 /22 aircraft.. 115+ & more!knots Cruise
Contact Nicholas Christie for a confidential, no obligation discussion
www.sportaircraftsales.com.au
Search for Aeroprakt A32
Stall 27 knots fuel Average under 20 litres an hour Believe it! Carry 210+ kgs after full www.facebook.com/sportaircraftsales/
AUSTRALIAN SPORT PILOT | February 2019
35
COLUMN
SAFETY BLIND FAITH
Using hand held electronic aids still requires pilots to plan for a time they may stop working.
I
t’s the stuff of nightmares. At a critical moment during flight you turn to your electronic flight bag (EFB) needing immediate information. Staring back at you is an uncooperative screen telling you it’s too hot, or has insufficient power to continue. Suddenly you’re left scrabbling for that vital information - in ink rather than pixels but by then, is it too late? Do you even have a plan B? Tablets and iPads have become common in cockpits at all levels of aviation with their usability and affordability making them an attractive replacement for the cumbersome, weighty flight bag. From private to commercial operators, many have made the switch. But like anything new, it has given rise to fresh safety issues, some of which are only just coming to light. With the growing rate of EFB use comes an increasing number of pilots who are willing to depend not only on their iPad functioning flawlessly, but also on second-rate navigation software from unapproved vendors. With advances in technology and the huge growth in online app stores, users now face an overwhelming choice of software products. At last count, on the highly regulated Apple iTunes Store, searching for aviation/navigation applications returns more than 170 results, and more than 200 results on the Android equivalent Google Play store. However, despite the wide range of tempting and often free choices available to pilots, only six vendors, OzRunways, AvPlan, Jeppesen, Lido, Navtech and Aerostratos are approved to provide the data required by the regs, such as the latest versions of the maps and navigational charts for the sector being flown. An Air Safety Group report published a few years ago, The Electronic Flight Bag, Friend or Foe?, argues that EFBs can become dangerous when pilots overly rely on the technology and even the most experienced pilot should treat them with “a healthy level of circumspection”. The report also asserts that software products such as those available on the iTunes and Google Play stores are “prone to errors that can have sinister repercussions” and the blind faith that pilots place in them could prove to be fatal. The report also indicates the expansion of cheap consumer goods across the industry, arising from concerns about the cost of the traditional flight bag, could be problematic. Despite having undergone relevant testing, these devices are developed, manufactured and sold with the mass market in mind, not the challenging environment of avionics. Unsurprisingly, there have been reports of faulty tablet devices malfunctioning. One incident out of America alerted the FAA to the risk of iPads overheating mid-flight. During a VFR trip, about two hours into the flight, the iPad displayed a notice indicating it had overheated, and shut down within about five seconds. The pilot reverted to his paper charts and, after a few minutes spent finding the correct position, continued his flight. Despite the relatively seamless transition from pixel to print, the pilot admitted: “had this happened
36
AUSTRALIAN SPORT PILOT | February 2019
during a complicated instrument approach, especially without paper charts being available, safety could have been impacted.” The notion of a lithium-powered device overheating in a small cockpit is enough to ring alarm bells for anyone involved in aviation. Despite the iPad only having a 42.5 watt hour rating, less than half the 100wh rating allowed for carry-on items, at 10,500ft and operating under reduced air density, research has shown that the face of an Apple iPad “acts thermally like a black surface, so considerable heat can be absorbed from direct sunlight”. The pilot in America, a professional electrical engineer, did not anticipate the device overheating, particularly as the temperature in the cockpit was quite comfortable. Outside the world of aviation there have been countless consumer news stories of electronic devices failing and causing serious injury, such as where a man was electrocuted when he unplugged his daughter’s charging iPad. Warranty service Square Trade analysed more than 50,000 iPads covered by its warranties and found that customers reported the iPad 2 had a total failure rate of 10.1%, with 9.8% of iPad 2s breaking in the first 12 months of use. The mention of electric shock and lithium battery fire may seem alarmist, however, the potential for both is real. Also real is the possibility that, regardless of rigorous testing, an EFB in the form of an iPad is just like any other mainstream electrical product and can fail without notice. Despite this, a growing number of pilots are willing to depend entirely upon these mass-produced consumer goods for survival in the air. While there is yet to be a major incident to snap them out of this naivety, how long before the holes in the Swiss cheese align and the blind faith being placed in these devices is revealed as folly? As the Air Safety Group report affirms: “time after time, people are lured into a sense of security around computers that is dramatically shattered by some disaster.” CASA’s former principal engineer for avionics, Charles Lenarcic, stresses that pilots need to safeguard against the many safety concerns surrounding low-end EFBs. “The single most dangerous thing about hand held tablets is that they can become a projectile’, he says. In turbulent conditions, portable EFBs need to be attached to an engineered mount, approved and installed in accordance with CASR 21M, to safeguard against the risk of injury and EFB damage. CAO 20.16.3 is the legislation that deals with the stowage of objects in an aircraft and is applicable to all Australian-registered aircraft. Lenarcic, who was part of the ICAO electronic flight bag working group, welcomes the EFB’s ability to make the job of aviators easier. However he is weary of pilots, particularly of the VFR variety, who remain ignorant of the potential shortcomings of tablet devices.
“They are a commercial off-the-shelf product not built to any accuracy or reliability standard that we in the industry would recognise. It is not an aviation product’, he says. Despite this, Lenarcic estimates about 90% of VFR pilots fail to carry a backup. “Pilots have to ask themselves: ‘In the event of a failure, what is my backup?’” he says. “If you’re in IMC and your tablet fails, and you have no maps, no charts, no frequency to call for help, what are you going to do? Hope that the device comes back? Especially in turbulence, if the device has hit the ceiling and smashed, you’ve got nothing.” Lenarcic emphasises that responsibility falls on the pilot to have readily accessible maps and charts from approved vendors. “It is up to you’,” he says. “If you believe your iPad is never going to break down, you’re never going to drop it and break the screen, it’s never going to get a flat battery and it’s never going to fail, then don’t carry anything else. But if you are on the ramp and a CASA inspector says ‘Show me your maps’ and you have a flat battery, you are in breach of Civil Aviation Regulation 233(1)(h).” EFBs are relatively new in aviation but have rapidly shot to prominence because of their usefulness and ability to help cut costs. Despite this innovation, tried-and-tested safety measures remain. Having a contingency, a plan B, will not completely avoid the possibility of multiple failures and the holes in the Swiss cheese aligning, but it will add another layer of defence and help reduce the overall risk.
Revised CAAP 233-1(0): Electronic Flight Bags October 2013 7.2 Screen size 7.2.1 The screen size and resolution will need to demonstrate the ability to display information in a manner comparable to the paper aeronautical charts and data it is intended to replace. The recommended minimum size of the screen is 200mm measured diagonally across the active viewing area. If the intent of the installation is to display charts and maps, the device should be suitably sized to display the image without excessive scrolling. Note: Some manufacturers’ screen sizes may vary marginally from this minimum but may still be acceptable
AUSTRALIAN SPORT PILOT | February 2019
37
FEATURE
Ron with his Skycraft Scout
A GUILD AWARD FOR A GREAT AVIATOR
Ron with his wife Annabelle
There are few awards available that honour a pilot’s high standing in the industry. Mark Smith met the deserving recipient of one.
R
on Lawford has been flying aeroplanes for 64 years, yet he’s never won an aviation award of any type, until now. They say good things come to those who wait, and work very hard, and the gong he’s received comes from The Honourable Company of Air Pilots, an organisation steeped in tradition whose aim is, among many others, to establish and maintain the highest standards of air safety through the promotion of good airmanship among pilots and navigators. For his years of service to the aviation industry in Australia he has been awarded the certificate of a Master Air Pilot at a ceremony in London. Typically for Ron, he’s modest about the honour. “I’m still absorbing the fact that I’ve been presented with this award. As I said to the Master of the Guild in London when he first told me about it, I’m working in a very remote outpost of the empire and I’m quite amazed to receive an award from the
38
AUSTRALIAN SPORT PILOT | February 2019
middle of London which lobs into Darwin, which is a long way from anywhere. “This is the only award I’ve ever received in aviation and I suppose it’s a feather in my cap. It’s still sinking in.” Supporting Ron through most of his aviation journey has been his wife Annabelle, who he pays tribute to saying ‘without her support and co-operation I could not have done half the things I have done.’ “She has done about 4000 hours of flying with me as my passenger/cabin attendant/navigator, and she also wants to be CEO as well!” What’s notable is that Ron has had a long career both in traditional GA as well as being one of the pioneers of the AUF/ RAAus movement. After the age-old introduction to aviation via building balsa gliders as a youngster, Ron joined the Air Training Corps, which became the Australian Air Cadets, after the Army Cadets told him he was too short for their
branch of the services. Their loss was Ron’s gain as he went on to receive a scholarship with the Air Cadets to learn to fly. “I got a flying scholarship and I started training in December 1955 on the Tiger Moth and I received my PPL in 1956 when I was 17. It was great because at the time flying just wasn’t an option for most people,” he says from his Darwin home. After leaving school he spent two years at teachers college but decided that wasn’t for him so he joined the airforce in mid-1958 and was accepted for pilot training. “By the time I got into the airforce the Winjeel was the basic trainer so I learned on those at Uranquinty for three months at the end of 1958, then I did three months at Point Cook at the start of 1959 and then over to Pearce on Vampires until September 1959.” Even with previous flying experience Ron found the transition from Tiger Moth to the Winjeel and then the Vampire a challenge.
Vampire pilot.
Ready for his first flying lesson.
Ron with a Tiger Moth in Darwin
“Flying the Winjeel was a big jump up from my pre RAAF training, but I did have 100 hours on tailwheel aircraft -Tigers, Chipmunks and Austers, and that helped. The greater height of the cockpit took a bit of adjusting to, as did the constant speed propeller, electric flaps, radio and 450 HP radial engine. “The RAAF seemed to require everyone to have about eight hours on type before first solo, and that was enough to get used to the different aspects. Going from the Winjeel to the Vampire was a bigger jump than the jump to the Winjeel from Chipmunks though.” After graduation Ron mainly flew Dakotas with 38 Squadron and Base Squadron Darwin, though while in Darwin there was also a Vampire that he used to fly. The Bristol Freighter and the Mark VII Meteor, as well as about five Canberra flights and a couple on the Neptune and the Lincoln also featured in his logbook.
“I was amazed at how light the controls were on the Lincoln. I could throw it about as though it was a Chipmunk. It had to be light on the controls to allow the Lancaster (the Lincoln was a development of the Lancaster, and was initially called the Lancaster Mk IV) to be able to do the ‘corkscrew’ manoeuvre which was the standard method of evading a night fighter over Germany in the 1940s,” Ron says. “I was used to synchronising the propellers on the Dakota, with two engines, using sound, but the Lincoln required synchronising the propellers on each side separately by looking at the propellers and getting the common area of sight to merge, then moving the two propellers on one side to synchronise with the propellers on the other side by using sound. The only Lincoln I flew was the "Long Nose” version, used for anti - submarine ops, and the view of the aerodrome disappeared as you rounded out, touched down and let the tail come down.
After that all you could see was the runway up to 60 metres ahead out to one side.” After nine and a half years with the RAAF Ron decided it was time to move on. “The airforce is good for a single fellow because it provides everything you need. In my time in the RAAF I think I had about 10 individual moves on postings plus a number of courses which lasted for three weeks at a time and it just didn’t suit me to be married with a family and moving around every year or two. “I moved into GA and mainly flew light twins and singles as well as instructing. I wasn’t interested in moving to the airlines because everyone I spoke to who had gone to the airlines from the airforce said the pay’s good, conditions are good but you get terribly bored flying between capital cities all the time.” While in the RAAF Ron started a commerce degree, which he finished after leaving the service. He went to the public AUSTRALIAN SPORT PILOT | February 2019
39
service as an accountant, flying after work and on weekends. However that only lasted a couple of years after he decided ‘I just wasn’t achieving anything’ and he returned to flying full time. In 1974 Cyclone Tracey destroyed Darwin and Ron’s family home was severely affected. This led to a new direction emerging in his working life. “Our house was damaged and we couldn’t get it repaired so I took that on myself to do the work. At the end of it we were in a better financial position than when we started and that’s what led me to rebuild another four houses. I was chief pilot of a charter organisation and I’d fly when I was required otherwise I’d go and work on one of the houses.” In 1977 Ron bought a kit for one of the first factory-produced ultralights in Australia, the famous Skycraft Scout. This began his affiliation with true lightweight sport aviation. “The Skycraft Scout had a 4.5 hp engine that did everything at 19kts. I flew it for about nine months and I’m pretty sure that’s even before the days of the AUF. You couldn’t fly above 300 feet and you couldn’t fly over a sealed road.” His reasons for getting involved in ultralights, despite being a very experienced commercial pilot and instructor, speaks volumes about his dedication to helping aviation move from the ranks of the semi privileged to the realm of many more potential pilots.
40
AUSTRALIAN SPORT PILOT | February 2019
“I have always been conscious of the fact that I was extraordinarily fortunate in having my flying training paid by the taxpayers of Australia - very few boys in my social strata in the 1950s were able to become professional pilots, and the Scout appeared something like the Flying Flea of the 1930s - easy and cheap to build, and easy to fly, or in the Scout, low cost to buy, easy to operate and fly, and low cost in fuel and maintenance. “It had major limitations because the engine delivered all of 4.5 HP, which I think was a Victa Lawnmower motor, but it was a start, and it did lead to where we are today with RAAus, with learning to fly as affordable as it has ever been.” A visit to Oshkosh in 1983 led to Ron acquiring a Long Eze kit from Burt Rutan, which was shipped back to Darwin. After a three year build, which Ron describes as ‘a steep learning curve’ he test flew his aeroplane on Christmas Day, 1986. “It was all foam and fibreglass, materials which I had no experience with, but the Rutan system was excellent. You started at step one and finished at step 5200 with an aeroplane ready to turn the key and start the engine. Plus if you ever had a major problem you could always ring the factory for help. “It was an interesting aeroplane because you couldn’t stall it because the canard would stop flying before the main wing. It had a minimum flying speed of 60kts, which was a bit limiting in terms of where
you could fly in and out of. It also needed differential braking to keep it straight on take-off given the rudders didn’t become effective until about 50kts and in moist air the coefficient of lift of the canard would change and the nose would drop and you’d be flying along with full back stick and full back trim. But apart from that it was a great aeroplane, flying at 140kts true burning 20lph. I put extra tanks in so I could go 900 to 1000 miles in one go. I flew that from 1986 to 1999 and did about 2000 hours on it. We flew it around Australia, travelling to Perth a number of times well as down the east coast.” The Australian Ultralight Federation was formed in 1986, with Bill Dinsmore the first operations manager. When dual training was approved the call went out for instructors and Ron put his hand up. “I flew into Camden one day, showed Bill my logbook and he went tick. When it came to AUF numbers he made himself number one and threw the other people who had been approved to instruct into a hat and I was drawn number 36.” The movement had begun and Ron quickly started instructing in this new branch of aviation, initially on the Austflight Drifter, and has been instructing with the AUF/RAAus ever since. “I did about 2000hrs on the Drifter and I have a photo of myself in one with no registration and no nose cone. I even taught my son to fly in one. I also taught on the two seat Thruster for about 500hrs. I also flew a
Don and Annabelle with their sons Scott and Lachlan.
lot of the other aircraft coming through just so I could brief the pilots on what to look out for. At the moment I have a Fly Synthesis Storch which I keep at Batchelor. It’s quite a good aeroplane to fly, with similar performance to a Tiger Moth, but with a much better rate of climb. It does it though with 80hp whereas the Tiger has 145hp.” With such a long history in aviation Ron’s qualified to make his own observations about where things are heading. “I think it’s going in entirely the right direction. The ability to deliver training in RAAus is so much easier from an instructor’s point of view than GA. It’s also at least half the cost and it delivers the same standard. With the moves to increase the upper weight limit to 750kg I think it’s going to continue to make it easier and lower the
cost of people learning to fly. I’m finding that people who are learning to fly now wouldn’t be learning to fly if they had to rely on traditional GA flying training.” The profile of an ‘average’ student, learning at his ‘tiny school’ as he describes it, is interesting. “I get a few young people but most are mature people. My typical student is probably 40 to 50 years old, has always wanted to learn to fly, though I am also getting people who want to learn to fly to make it easier to get around the Territory for their job.” Both of his sons followed their Dad into aviation and are corporate pilots. Youngest Lachlan flies a Bombardier Global 6000 from Hong Kong and Scott flies a Hawker 750 in Perth. With his perspective from his decades
flying he’s very positive about the future for recreational aviation in Australia, believing the sector has never been better. “The good old days were limited to a few people given not many people could afford to own a Tiger Moth or a Piper Cub, whereas now it’s much easier for people to own a Jabiru or a Storch and it’s much easier for many more people to learn to fly. In my opinion in terms of people getting involved in aviation who years ago wouldn’t have been able to, it’s never been better.” After so long in aviation you’d think he’d have so many highlights it’d be hard to pick one. But he tried. “Flying around the Statue of Liberty and down the Hudson past the skyscrapers is one. Teaching my son to fly on the Drifter would be another,” he says.
GYMPIE AERO CLUB
FUEL NOW AVAILABLE AVGAS AND MOGAS PAY BY VISA OR MASTERCARD BREAKFAST 1ST SUNDAY EVERY MONTH 8AM – 10AM COST $10 YGYM
HIRE OUR CLUB AIRCRAFT
$130 hour wet to Club members. Join Gympie Aero Club, email robertfraser11@bigpond.com AUSTRALIAN SPORT PILOT | February 2019
41
REVIEW
BOB’S TEENIE II Rob Knight enjoys a trip in a diminutive homebuilt with a lot of character.
W
ith a roar that belies its tiny size, Bob Hyam’s Teenie Two bursts in to life. The 1600 CC Volkswagen spins the wooden propeller into a transparent blur as Bob steps back to adjust the throttle in the open cockpit. This is his second aircraft; his first, a Skydart, has already recently featured in Australian Sport Pilot. The throttle now set to a more comfortable decibel level, Grace, Bob’s wife’ passes him his leather helmet. Bob, an expat Englishman, first immigrated to Canada where he met Grace. While there he also saw plans advertising the Parker Teenie II and sent his money
42
AUSTRALIAN SPORT PILOT | February 2019
away. In due course, from those plans, emerging like a butterfly from a chrysalis, appeared CF-EDU, his first-built Teenie. His hopes for the design were more than fully met and Bob owned and flew the aeroplane until 1980 when he sold it and moved to Australia. While living in Cawarral in Queensland, he owned and enjoying flying his Australian-bought Drifter, and his Sky Dart, but memories of his estranged Teenie back in Canada continued to loom large in Bob’s mind. In April 2008 he could resist it no longer - he just had to have another one. Essentially the same except for a slightly
larger VW engine, Bob laid the parts out in his Cawarral shed and slowly his tiny Teenie took shape. He got materials from several sources and most of the motor came from a supplier way down south in Brisbane. But he was short of a carburettor until a local search found an enthusiastic VW collector who provided a bucket of carburettors, none of which worked. Patiently Bob stripped each one to its individual parts and eventually manufactured a perfectly functional one which is still in service. The fuselage is a single monocoque unit that Bob manufactured on a bench. This is not as difficult as it may sound as the
PHOTOS: MARK SMITH
total length of this diminutive aeroplane is less than four metres. The parts that Bob manufactured from the raw materials were all made with basic home-handyman tools – tin-snips, a hammer, screw drivers, and ingenuity - there is nothing hi-tech necessary for construction. For the wing frames Bob utilised a couple of saw horses to keep the spars true as the ribs were being attached. The wing design is simple and engineered to see the outer panels from each wing easily removed for trailering. Each wing outer panel is secured with pinned tapered pins – not as outlandish as it sounds, and a locking
method that is both functional and fail-safe. The wings have no flaps or other high lift devices fitted and the ailerons are of the simple type – no slots. In April 2010 Bob’s re-fried dreams reached fruition at Emu Park Airfield. He was sitting in his open cockpit and looking at the tiny but very functional instrument panel. The oil pressure was good, RPM just fine, and there were no longer any hurdles to meet before 19-7319 stopped exercising her wheels and put her wings to the test. With just the trepidation that anyone feels when they open the throttle to fly an aeroplane for its very first flight ,
Bob pressed the throttle forward to begin his ‘second’ first test flight in a Teenie II. Twenty minutes later, with a grin that he could have fallen into, Bob shut down the VW and silence settled across the field. Perhaps it was the experience of having already built and flown extensively, another of the same type, there was virtually nothing to trouble-shoot or fiddle with. This little aeroplane did exactly what she was supposed to. Even after several more flights, there were still no issues. In fact, the only change Bob has made to the aircraft since that test flight is to replace the carburettor gasket with another slightly thicker one.
Taxying out for the test flight AUSTRALIAN SPORT PILOT | February 2019
43
Bob Hyam at Watts Bridge with his aeroplane.
This was not to correct any earlier error, but merely to improve the fuel flow to ensure adequate cooling in a sustained climb. So how does this beast fly, this tiny aeroplane that is smaller than some radio controlled models? The answer to this question can be given in three words: “very well indeed”! With no fitted brakes, once the chocks are pulled there is only throttle control and anticipation to control speed. The nosewheel steering is very much lighter than all GA aircraft, and it has a remarkably short travel. This travel characteristic is shared by the stick where less than five inches of stick movement carries control from full left aileron to full right aileron. Similarly, only about the same length of movement takes it from full nose down elevator to full up. With a single ignition engine, the run-up is simple. Check the carburettor heat is functioning, check engine temps and pressures, and finally check idle. The take-off is typically nose-wheel. With the prop turning clockwise from the cockpit, the nose tends to wander right and a little left foot and rudder on the steerable nose-wheel tells it to desist and track straight. Acceleration is good and the ASI needle bounces towards the 40 knot rotate speed. At 40 knots, a squeeze (remember the short travel controls) back on the stick sees the aeroplane fly off. This takes about 200 metres of runway
44
AUSTRALIAN SPORT PILOT | February 2019
after the throttle is opened. Establishing 70 knots for best climb rate sets around 500 feet per minute. The cockpit is open so there is plenty of wind about but headphones reduce the noise to bearable levels. The controls are very light and just tiny pressures rather than stick or rudder movement gets the required response to maintain control. Levelling off is done in the time honoured manner – attitude for level flight, wait for the airspeed to rise, then reduce power to cruise, and trim. Trim is via a tiny tab on the elevator and is quite effective. Using 3100 RPM, the cruise speed settles on 85 knots indicated. At this power setting the fuel burn is around 12 litres per hour or a litre every 5 minutes. At 85 knots ground speed this gives a fuel economy of 17 nm/ litre – that’s pretty good! The controls are beautifully harmonised. The aeroplane is eager to follow any hints given it through the controls. It is light, lively, and exuberant, daring you to be adventurous, waiting on your every whim and command. With its small wing area, turbulence is not a major issue unless extreme and the diminutive rudder is still quite big enough to sort out all directional control issues. This aeroplane is easy to over control as small stick movements give a large response. Think about a turn and suddenly you
are in it. With the short wing span there is little overbank tendency so no appreciable out-of-turn aileron necessary to counter it. Adverse yaw is present but not a force to be much reckoned with as the short wings have only a small arm to magnify the small force from a small aileron. See, small can be good too! Visibility is excellent as one would expect from an open cockpit, the only areas of restricted visibility are the blind spot caused by the low wings, and the area directly behind the aircraft where my neck is not supple enough to see. Stalls result in a sink. It is impossible to get a buffet in the stick – just a sense of falling out of the sky (at about 400 feet/ minute) with the nose high. There is no tendency to drop a wing or roll off to either side. The airspeed indication at the stall is a point of discussion. Probably due to position error at the higher angles of attack, the ASI almost reads in deficit. However, there remains plenty of feedback in the form of stick pressure so it is not a problem. Recovery is immediate post stick forward to unstall, and the addition of full power. Stall speed – probably due to some position error in the pitot tube, is somewhat under-read at higher angles of attack. But there is plenty of feedback in the stick to give adequate notice and warning of an approaching stall outbreak. Glides are a non-event. Carburettor heat
on, close the throttle, and trim for 70 knots; what could be simpler. However, this is no sail-plane. It has an L/D of around 8:1 so it will not win a gliding championship soon. As always, controls are light and lively. Approaches are best carried out with power and an airspeed of 65 knots. If a slower speed is used, and a gradient encountered, a drag situation can quickly arise that may be more than a VW can cope with. At a lower speed all controls are still powerful and over-control could easily be an issue. Landings are simple. Just descend to the flare at which this little aeroplane will be in strong ground effect and will float. Maintain height in the float until it runs out of ground effect and lift, and settles gently and nose high onto the runway. Insofar as is practicable, use the stick to lighten the nose-wheel loads as the speed falls before the aeroplane can be taxied clear. For such a simply built aeroplane, this one displays quite remarkably pleasant flying qualities. It is an aeroplane that wants fun when it flies. While it is a little demanding of a good pilot standard, it is not at all dangerous or scary to any practical and competent pilot who just wants to capture the exhilaration of flight and to be one with the aeroplane. Yes, I don’t need to think about it, one in my hangar would be no burden at all!
1600cc VW up front.
AUSTRALIAN SPORT PILOT | February 2019
45
PILOT PROFILE FEATURE
GETTING KIDS INVOLVED AT LEARNING FROM THE BEST WEDDERBURN
A veteran ag pilot is still passing on the art of aviation to anyone keen to learn its ways. Youth Smith engagement Michelle Mark caughtofficer up with him. O’Hare leads the charge to get kids involved in aviation.
T
o wrap up 2018, the Antique Aircraft Association of Australia - NSW Branch hosted their annual Fly-In and Salvation Army Toy Run at Wedderburn Airport. The event attracted a diverse crowd with seasoned aviators flying in, local members of the NSW Sport Aircraft Club opening up their hangars and the community driving in, ready to explore Wedderburn Airport for the first time. This year a focus was put on engaging with youth and so RAAus was invited to coordinate activities to inspire the next generation of aviators. For the event I brought along a mix of hands-on ground based activities which I designed so that the youth would first see the fun aspect and then realise that they had actually learned something. Every group is different and at this event the participants had an interesting mix of youth that had never flown in an aircraft alongside those that had grown up airside. Collectively one of their favourite activities was creating aviation Christmas cards. With 365 different aircraft pictures
46
to choose from (it was time to say goodbye to my old 2018 desk calendar) the kids sorted through lots of different aircraft such as training, aerobatic and war planes before they chose their favourites to cut out and paste onto their cards. The kids really enjoyed learning about the different aircraft types and were excited when they found pictures that matched the aircraft flying around in the circuit above them, saying things like ‘I saw this plane! It says it is an RV’. After finishing off their first card by adding artistic Christmas themed stamps they were all keen to create more to give to their school friends. It was nice to know that they would be spreading their aviation knowledge further afield. As Wedderburn Airport had so many different real aircraft to look at we then walked the group around to get a closer look. One aircraft in particular, an Auster, caught their attention. This aircraft had been restored to its original colours and when the youth found out that this aircraft had fought in the war and was even hit by a
AUSTRALIAN SPORT PILOT | February 2019
bullet they became fascinated by it. In the lead up to the event the youth were told that the activities would all be ground based and so they were greatly surprised when some were given the opportunity to go for a flight, making it the highlight of their day. First up was Cameron, 14, who was excited to put on the flight suit and goggles for his first flight in a light aircraft with Boeing Stearman pilot Clive Flax. Once back safely on the ground he said “That was lots of fun! I liked seeing how small everything looked from up there”. Even his mum said that she “really enjoyed watching him from the ground, I can see that flying would be a good hobby”. Although the younger ones didn’t get the opportunity this time to go for a flight they still had a lot of fun trying on the flight gear and sitting in the aircraft. What I enjoy most about volunteering with young people is the number of questions they ask. Often as adults we hold back worrying that we may be considered to lack knowledge. However, kids get straight in
A potential pilot eagerly climbs over the Stearman.
Aviation activities to teach and entertain.
there and ask anything and everything! Why is that aircraft going all the way to the other end of the runway to take off? Why doesn’t this aircraft have a roof? Why does this aircraft have an extra wing, did they put that in instead of a roof because it looked cooler? While some of the questions were quite entertaining, others created great opportunities to encourage the youth to learn more about aviation. After it was explained why the aircraft was taxiing to the other end of the runway instead of taking off closer to the hangar, they started checking out the windsock and agreeing, ‘yes, still pointing the right way for take-off’. This event was a great success as the pilots of different aircraft groups and the community were able to enjoy aviation together. In addition to the fly-in, everyone brought toys to support the Salvation Army toy run for less fortunate children. Even the kids were proud of the toys they had brought along knowing that they had chosen something that boys and girls like them would enjoy.
Paul and Karen Strike
AUSTRALIAN SPORT PILOT | February 2019
47
SAFETY
SAFETY IT CAN DEFINITELY HAPPEN TO YOU An experienced pilot recounts how simply following the checklist can still kill you. I never thought something so simple could
impacted on the right wing and then the
worn, before they turn up at the airfield for
catch me out – yet alone nearly kill me.
nose, before collapsing the undercarriage.
the flight.
With many thousands of hours flying time
All the energy was absorbed through
So what about the control check?
on a range of aircraft from single seat ultra-
the airframe and both pilots stepped out
The front seat pilot and I discussed it after-
lights, through to airliners, and everything
shaken but unharmed. Still a trip to the
wards and determined that even though a
in-between, and a professional attitude to
hospital was in order to confirm that.
full control check had been completed, it
all aspects of aviation, I never thought this
How could things have gone so wrong?
would be good practise to do another one
could happen to me. But, now I realise it
We did everything by the checklist; we
on line up, just before opening the throttle
could happen to anyone. I hope by telling
did everything correctly. So why had the
– or after handing over control. Meaning,
this story, others can avoid this same situa-
controls jammed? It was obviously caused
I did the initial control check but she was
tion and with it potential disaster.
by a foreign object, but where had it come
the one doing the take-off, so when I hand
We are all taught how to do a proper pre-
from? An investigation has not revealed
over control, she should do her own control
flight and that has to be done thoroughly
any definite answer, as it was probably
check.
before each flight. We all need to follow
dislodged and thrown free on impact.
This is a great idea, but not one I have ever
checklists, written or from memory. Missing
Conversations about the accident with
heard of in more than 20 years of flying.
an item can have tragic consequences. But
RAAus Aviation Development Coordinator,
I have mentioned this to others since and
what happens when you do everything
Neil Schaefer, and with a current Fighter
some people have told me that’s what they
correctly? Can you still get caught out? The
Combat Instructor, revealed interesting
do, a few others have told me that’s what
answer is most definitely!
insights that all pilots of any aircraft should
they were taught during their initial flight
Please be aware that even though this
consider.
instruction. Most, however, have never
event took place in a tandem two seat, tail
The first question Neil asked me was “how
heard of it or done it.
dragger, it could happen in any aircraft.
many flights had you done that day?”
A Fighter Combat Instructor who had
The aircraft was taxied to the far end of the
That was the fourth. “What shoes were
flown the same aircraft we’d had the acci-
runway. All checks including a complete
you wearing? What shoes were each the
dent in, stated that although fighter pilots
controls ‘full and free’ was carried out prior
passengers wearing?” They were great
do a full controls full and free check in the
to turning onto the runway. I taxied across
questions and not something I had never
ARP area (just off the runway), he makes a
the runway and then lined up on the centre
thought of before. Most pilots wear sensi-
point of doing one again immediately upon
of it. I handed over control to the pilot in
ble shoes. Many passengers who have not
lining up, because as he says, that’s his last
the front seat, who applied full power and
flown before, may not. Some of them may
chance to avoid taking a potentially serious
kept the aircraft straight with rudder.
wear boots or other heavy soled shoes
problem into the air. Interestingly, he says
However, the stick was not moved forward
with thick tread on them that can easily
the older pilots do this, the younger ones
and so the tail did not rise. “What are you
pick up multiple rocks or pebbles. Once
don’t; they just follow what they’ve been
doing?” I managed to ask, just before the
in your aircraft, these may become dis-
taught and what their checklist says, which
aircraft became airborne in the three point
lodged from the shoe, and become lodged
is to complete it in the ARP only.
attitude. “It’s not. I can’t control it” was
somewhere in the aircraft, possibly even
Given that doing another control check on
the answer I got. I tried to push the stick
jamming controls.
line up will only delay your take-off by a
forward but it was stuck solid. Luckily the
This is something I will always be heavily
few seconds, isn’t it worth doing regard-
front seat pilot had kept rudder in, which
conscious of from now on. I will even brief
less of what you were taught, or what your
drove the aircraft off to the side where it
passengers on the correct footwear to be
checklist says?
48
AUSTRALIAN SPORT PILOT | February 2019
Port Pirie Regional Council is seeking expressions of interest for development at the Port Pirie Aerodrome. The city of Port Pirie located 220 kilometres north of Adelaide on the Upper Spencer Gulf within easy distance to the Flinders Ranges. The Aerodrome is located 5 kilometres south of the CBD of Port Pirie. The airport consists of a 3 runway layout making it ideal for pilot training and also servicing aero-medical, charter and private flying. Av Gas and Jet A1 fuel available. Opportunities for development include: • Residential Airpark • Private hangar development • Aircraft Maintenance Facilities • Commercial and industrial development Go to www.pirie.sa.gov.au for further details. Expressions of Interest close on 31 March 2019.
NEW LOW
PRICE
TOPAZ sport Airsports, flytopaz.com, 0422-446622
AUSTRALIAN SPORT PILOT | February 2019
49
COLUMN
FROM THE OPS TEAM UPDATE ON SAFETY
T
he beginning of a new year provides an opportunity to review the past year, to reflect on important lessons and information, to continue work or change course as required. RAAus is pleased to advise 2018 was a standout year due to our lowest number of recorded fatal accidents in many years. Firstly RAAus members and instructors should be commended for their commitment to safe flight. We must also acknowledge the efforts of RAAus staff, the RAAus Board and the various initiatives RAAus has implemented over the preceding few years. There are many benchmarks to interpret accident statistics. However when assessed on a simple calendar year basis, 2018 recorded four fatalities from three fatal accidents. This is similar to 2017, where RAAus recorded four fatalities from four fatal accidents. By contrast in 2016 RAAus recorded nine fatalities from six fatal accidents and 2015 was one of the worst years on recent record, with 12 fatalities from 11 fatal accidents. Any fatality is one too many and RAAus aspirational goal is zero fatalities, however the RAAus's fatal accident rate, based on annual hours flown, has improved from five fatal accidents per 100,000 hours to one fatality per 100,000 hours over the past few years. RAAus records annual hours flown by members at the time of membership renewal. A recent change was made to the way we correlate these hours to try to normalise this data. Previously, the hours were not consistent due to the enormous variety of renewal dates (365 days in fact). RAAus recently asked members to assist in normalising this data, by requesting hours for a nominated calendar year (January to December rather than the year based on membership renewal date). We appreciate the patience shown by members when presented with this change at renewal and this data indicates annual hours flown by members’ average between 200,000 and 250,000.
SAFETY INITIATIVES As is often the case with safety initiatives and improvements in organisational safety culture, changes of strategies may not produce results for some time after implementation. Recent RAAus initiatives included a wide variety of factors such as renewed conversations with members about safety, improved stability as an organisation from a financial and governance standpoint, organisational focus on improvements to reporting culture, improved pilot awareness and decision making, improved communications to members about accidents and outcomes via members’ portal website, training and awareness of relevant factors and professional development for Instructors. External factors also include better designed aircraft, interactions with the aviation industry and regulator along with initiatives from aviation organisations worldwide regarding accident awareness, prevention and training. There is more to this result than the efforts of RAAus however, as our overseas cousins such as EAA and the FAA are also reporting reduced serious and fatal accident rates for general and sport aviation. This means the safety awareness conversation has become worldwide, as it must. Rather than focus on specific numbers and analysis let’s consider the human aspect of these numbers. It is a worthy subject
50
AUSTRALIAN SPORT PILOT | February 2019
for thought and reflection at this time for a number of important reasons. The human aspect must consider the ripple effect of any death on an aviation community. From the emergency services personnel who attend the scene, RAAus investigation staff, local police, the local flying community and the RAAus community at large, along with the perception of the general public due to media reports and the potential for increased oversight by the regulator, an aviation death impacts on us all. REPRESENTATION Finally, RAAus continues to represent members at a number of interactions with industry and the regulator. While these interactions are not widely known they are just as critical, relative to the safety conversation, as all the other initiatives. The Regional Airspace and Procedures Advisory Committee (RAPAC) has been revitalised and revisited as an important part of the safety conversation. RAPAC manage local issues identified via industry, CASA, or other sources relative to airports, local operators and more. Safety issues may become recognised on a regional basis and evolve to impact on national issues. RAAus interacts with member representatives who take time out of their busy schedules to attend regional meetings and makes changes to safety initiatives and the safety conversation as a result. Further examples of RAAus’ close involvement with industry, CASA and the Minister for Transport include the Aviation Safety Advisory Panel (ASAP), the General Aviation Advisory Group (GAAG) and The Australian Aviation Associations’ Forum (TAAAF). These leading consultative and engagement committees include representatives of various aviation organisations, aviation industry and administrators including RAAus. By attending and representing, RAAus interacts with other industry leaders and participates in presenting a united voice to government on key aviation challenges and policy issues drawing on a wide representation of people and organisational expertise. These interactions also find common safety, training and governance issues on a national basis. The bottom line is no pilot wakes up in the morning and goes flying with the intent of being involved in a serious or fatal accident and only by continuing to maintain awareness of accidents and keeping the safety conversation active will we work together to keep pilots safe. RAAus encourages members to continue to report serious accidents and incidents and work with your flying buddies and instructors to keep the safety conversation going. Together we work to keep ourselves and our flying friends safe as a community. Happy flying
POSTER
RAAUS AVIATION DAWN CLASSIFIEDS –PATROL SIMPLE AND AFFORDABLE BY G ARY MC ARTHUR
This is a photograph taken by Alan Carter, of my aircraft, Foxbat 24-7770, leading the Battle of Britain Dawn Patrol in north west Tasmania. The Dawn Patrol is an annual tradition for the Wynyard Aero Club.
When the time comes to move your aeroplane on, RAAus Aviation Classifieds is the only place you need to go. It’s a simple fixed price service to RAAus members that includes a complimentary listing in Australian Sport Pilot.
www.aviationclassifieds.com.au Or if you are in the market for your dream flying machine it’s your first stop.
John in his Swift near Temora AUSTRALIAN SPORT PILOT | February 2019
51
TRAVEL
A RELAXING OLD TOWN South Australia has some beautiful coastal fishing hamlets. Mark Smith enjoyed one of the best.
C
oastal flying can be among the most relaxing because keeping the ocean on one side and the land on the other means you’re pretty sure of finding your destination. So it is flying to Robe. As you track along the beach you see a small town that seems to jut in to the ocean, with a tidy grass airfield just inland. You’ve found it! Within minutes of landing you can be walking down the main street of this historic South Australian town and feel like you’ve stepped back in time. Solid sandstone houses from the 19th century abound, all bearing royal blue plaques providing an insight in to their history. Prominent is the Caledonian Inn, built from local sandstone in 1859 by its first publican, Scottish settler Peter McQueen. Today it offers accommodation and fine dining using locally sourced ingredients from the Limestone Coast. In summer the population swells enormously, but during spring when the weather has improved from the depths of winter to allow pleasant VFR flight, the town still has
52
AUSTRALIAN SPORT PILOT | February 2019
a sleepy feel. The clean, wide beaches are empty and accommodation plentiful. After tying down we made a quick call to the Robetown Motor Inn who obligingly picked us up from the airfield and whisked us to the motel. The youngest passenger in our group was eager to try the indoor heated pool, but adult needs prevailed and a walk to find coffee was the first order of business. A quick walk to the nearby tourist information centre is the best way to find out what to do in town. The marina is the powerhouse of the town as it’s where the crayfish boats operate during the crayfishing season from the beginning of October until May. It’s worth a visit to see them bring in their catch, but don’t have any ideas about buying a cray cheaply straight off the boats. Nearly all the crayfish caught are destined for the food markets of Asia at prices in excess of $100kg. There are many restaurants in town but if your medical’s a fair way off, a good feed of fish and chips on the foreshore, watching
the sun go down over the ocean, is a top way to end a great day. To start the new day, the Adventurous Spoon is a delicious option for a lazy breakfast or brunch. The large open plan dining area is filled with lively conversation and is a popular venue for locals and visitors to town seeking their morning coffee and chat. A good way to work off breakfast is to follow the historic walking trail, becoming immersed in the seafaring heritage of the town while admiring some of the 84 historical buildings and sites that give Robe its character. Three wineries have cellar doors on the main street. Governor Robe Wines operate from the Attic House, opposite the bakery and have a wide variety of local produce as well as their award winning wines. One of the team behind Governor Robe is Peter Douglas regarded as one of Coonawarra's most renowned and respected winemakers who has often been referred to as 'Coonawarra's master of Cabernet'. He has tremendous experience in the district,
Photos: Mark Smith Robe is one of the oldest towns in South Australia, founded by the colonial government as a seaport, administrative centre and village only 10 years after British settlers formally established the Colony of South Australia. Robe was named after the fourth Governor of South Australia, Major Frederick Robe, who chose the site as a port in 1845. The town was proclaimed as a port in 1847. It became South Australia's second-busiest international port, after Port Adelaide in the 1850s. Robe's trade was drawn from a large hinterland that extended into western Victoria, and many roadside inns were built to cater for the bullock teamsters bringing down the wool, including the 'Bush Inn' still standing on the outskirts of the town.
Robe from the air
The Caledonian Hotel, built in 1859.
having been chief winemaker at Wynns Coonawarra Estate for 14 years. Many of the old cottages have been reborn as bed and breakfast accommodation. A cute example is Granny Banks cottages on Sturt St. Built in the 1850s it now offers a rustic look without sacrificing comfort. Robe airfield is 4 km east of town and has two grass runways. Runway 14/22 is 660m long and 02/20 is 415m. It’s well maintained with several hangars hiding an eclectic mix of aircraft. The Robe Aviators Society is an equally eclectic group that is worth getting in touch with before a visit. You can find them on Facebook. There are no taxis in Robe but if your accommodation doesn’t offer a pick-up from the airfield Pom’s bus hire will come and get you. Give Amanda a call on 0427 876 861. At 100kts the trip from Adelaide takes about an hour and a half following a direct track though it’s always nice to follow the coast. From Central Victoria it’s around two hours. If your aeroplane is slower you get to enjoy flying a bit more.
Patsy Ryans cottage
AUSTRALIAN SPORT PILOT | February 2019
53
AVIATION CLASSIFIEDS
5088 FLIGHT DESIGN CTLS
830 Airframe Hours, 830 Engine Hours, CTLS 832 airframe and engine hours. 130L fuel giving over 6 hours endurance at 110-115 TAS. Empty weight of 329kg giving useful load of 271kg. Always hangared and L2 maintained. No accident history. Immaculate condition inside and out. PRICE: $115000 CONTACT: William Davison 0419 632 477
5268 JABIRU J250 2004
420 Airframe Hours, 420 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 PRICE: $45000 ONO CONTACT: Ian Berry 0427 997 441
5300 37 TIGERMOTH AVE, PRICE DROPPED
5458 HANGARS HOLBROOK AIRFIELD
Hangars at Holbrook Airpark. Freehold Title blocks (18m X 18m) or new Hangar and blocks available. Serviced by sealed taxiways. PRICE: Available from: $25000 CONTACT: John Ferguson 0413 990 400
5468 TECNAM BRAVO WITH LEASE ON HANGAR/OFFICE
5164 JABIRU UL6
597 Airframe Hours, 351 Engine Hours, UL6 Jabiru UL6 (6 cyl, 3300, Camit engine, 4yo), Good Condition Extended wings. Frame: 597 hrs. approx; Engine: 351 hrs approx. Upgraded brakes, larger wheels. Climbs exceptionally well. Ideal for short take-off and landing.. Fuel: 14-15 l/hr @ 105Kn. PRICE: $29000 CONTACT: Johannes Luthy 0402 443 635
Due to work redundancies, selling my hangar at YTEM. 2yr old 15x15x 6m high hangar on a 50 x 25m freehold block, it has unrestricted views across the entire northern side of the airport. Power, water, gas & sewer avail. EMAIL: KRviators@bigpond.com PRICE: $170000 CONTACT: Robin Wills 0401 023 271
5326 JABIRU J230C (24-5013)
1210 Airframe Hours, nil Engine Hours, Bravo Tecnam Bravo with low hours, (maintained by LAME and L2). We also have a 3x3x3 lease on a hangar with Office area and accommodation all renovated. Additional we are also selling our family home. PRICE: Offers over $219000 CONTACT: Wayne Dillon 0438 551 198
5482 SKYFOX GAZELLE
5189 SAVANNAH S
82 Airframe Hours, 70 Engine Hours, Savannah S Savannah S.Rotax 912iS 100 HP Fuel Injected Eng.45TTIS. Factory built. No Accident. 144L Fuel. Garmin G3X 10.6" Touch Screen & GTX23 Mode S ES Xponder.Garmin GMC305 Auto Pilot & GTR200 Radio. AOA. DUC Prop. PRICE: $129000 ONO CONTACT: Lance Weller 0407 229 495
591 Airframe Hours, 591 Engine Hours, J230C Factory built 2007. Excellent condition. 100-hourly/ annual service completed 28/10/2018. Glass cockpit: Dynon D100 EFIS, AvMap EKP IV, GPS, Sentient AirNav GPS touch screen. Lots of extras. Hangared at Warwick (Qld). Phone (after-hours) 0438 663 371. PRICE: $65000 ONO CONTACT: Gwenith Tyburczy 0421 322 618
5335 TYRO MK 2
1418.9 Airframe Hours, 1146.2 Engine Hours, Gazelle Great aircraft with nothing to spend G/BOX overhauled. New tyres, perspex roof replaced, Upholstery recovered. New 2 blade Bolly Prop fitted 1402 hrs. Manufactured 1997 by SKYFOX AVIATION. Serial Number CA25N074. Engine is Rotax 912, 80hp. Reg Number 24-3432 (expires Oct 2019). Interior and Exterior. PRICE: $31000 CONTACT: Brian Stott 0410 401 139
5501 AIRCRAFT 23-8806
5225 THATCHER CX4 FOR SALE
60 Airframe Hours, nil Engine Hours, XC4 Lovely aircraft to fly. I'm just too old to get in and out of it. Has big tyres, if you like bush aircraft. Open to genuine offers. PRICE: $17000 CONTACT: John Edwards 0408 891 159
54
AUSTRALIAN SPORT PILOT | February 2019
60 Airframe Hours, 40 Engine Hours, Tyro MK 2 Tyro MK 2 fully refurbished 4 years ago with stits polyfibre. VW 1600 twin port aero engine (40 hours) with new Ark Tech propeller. Holds 50L of fuel, with a burn of 7-10L/hour in cruise. Located in South East Tasmania. PRICE: $7500 CONTACT: Les Skinner 0438 017 256
550 Airframe Hours, 550 Engine Hours, J230D For Sale Jabiru J-230D PRICE: $88000 CONTACT: Bill Haynes 0429 054 205
5528 AIRBORNE XT-912, TRIKE/ MICROLIGHT ARROW S WING LSA
156 Airframe Hours, 556 Engine Hours, XT-912. Airborne xt-912 trike arrow s wing only 156 hours, winglets factory fitted 16/3/18, engine & base 556 hours, converted to LSA, fully factory performance tuned, All services done, always hangared. New bolley prop, tall screen, engine cowl, headsets. PRICE: $27500 CONTACT: Bob Thiemann (07) 5481 2025/0418 776 116
5580 JABIRU J200 + 1/2 HANGER AT HECK FIELD
480 Airframe Hours, 480 Engine Hours, J200 480 hours, 6Cyd, 3.3Ltr, 120 HP, Solid valve lifter, head done at 450hrs, Temperature gauges, GPS, Transponder, Auto Pilot, Disc Brakes, Fuel Filter, Radio, comes with ½ hanger at Heck Field QLD. $50,000-plane, $40,000 - 1/2 Hanger. PRICE: $90000 CONTACT: Bruce Smallacombe 0410 524 040
5618 KITFOX IV CLASSIC
5636 PIONEER 300
317.2 Airframe Hours, 43.9 Engine Hours, Pioneer 300. Pioneer 300 six cylinder Jabiru powered, new engine and propeller 43.8 hours, airframe 317.2 hours, retractable 125 knots, condition 9 out of 10, comes with fresh 100 hourly. PRICE: $79500 CONTACT: Mark Preston 0448 387 828
5642 ARION LIGHTNING 3.3FI
5536 FOR SALE - JABIRU J230.
PRICE: reduced by $10000. 350 Airframe Hours, 350 Engine Hours, J230. Kit built, approx 350 trouble-free hrs. 3 stage electric flaps, Xcom radio, Narco transponder, Garmin 295 GPS, vertical card compass, Whelan beacon and wingtip strobes, Trutrak ADI, alternate flashing landing lights, cabin heater, carby preheater for cold starts, CHT monitored on all cylinders. Also comes with a 12 volt refueling pump on trolley. PRICE: $50000 CONTACT: Graham Barrington 0400 144 282
360 Airframe Hours, 90hrs Engine Hours, Kitfox IV Classic. No time to fly. Airframe 360hrs. Subaru EA81 100hp, Autoflight gearbox 80hrs since rebuild. 3 Blade Bolly Optima. Grove Aluminum undercarriage. 100ltrs fuel. Garmin GPS aera500. PRICE: $24000 CONTACT: Peter 0467 091 714
5620 2004 AIRBORNE EDGE X CLASSIC TUNDRA
768 Airframe Hours, 679 Engine Hours, Lightning Owner builder, FI 3.3 Jab eng powered by Haltec F10X computer. Eng never pulled down. Cruise 140kts @ 2800, 19 lts per hr. Thompson prop 61x60. Lowrance 2000C GPS slaved to Dynon 180.ASI. Always hangared at Goolwa. PRICE: $65000 ONO CONTACT: Steve Biele 0407 218 203
5652 PROPERTY FOR SALE IN GATTON AIRPARK
5541 SORRELL HIPERLIGHT
108.4 Airframe Hours, 28.7 Engine Hours, SNS-8 Hiperlight. Fully rebuilt in 2017 including engine. Recovered in Oratex UL600, new bracing wires everywhere, new wiring, new fuel system. Empty weight 110kg, MTOW 226kg. Cruises between 5060kts, 5Litre fuel tank. Strong +6 -3g. Detachable tail. Simple flying. PRICE: $10000 CONTACT: Ruben Daniel Martin 0468 359 784
292 Airframe Hours, 292 Engine Hours, Edge X In excellent condition. Comes with full set of pumpkin head covers, fuel gauge, microair 760 radio, garmin 196 gps, 2 x helmets and headsets, intake silencer, and after muffler. Streak 2 wing, Rego until Jan 2020. PRICE: $9500 CONTACT: David Mudie (02) 6947 1707 / 0414 643 368
2,100 Sq.mtr Block. 320 Sq.mtr. 4 Bed/3Bath Brick Home 16m x 12m Hangar w direct access onto 800m runway, Town Water + 3 Rainwater Tanks 30 mins to Toowoomba, 45 mins Brisbane by Road. Un-interrupted scenic rural views. UNDER CONTRACT. PRICE: $595000 CONTACT: Beven C.T. Dryden 0409 771 004
5653 RANS S6ES
5630 COBRAM COBRA
5569 ZENAIR 750
ZenAir750 130hrs Rotax914Turbo widebody bubledoors tundra tyres 10" Dynon Skyview 100ltr fuel Amazing short field take off. PRICE: $95000 CONTACT: Nat Jaques 0417 073 046
653 Airframe Hours, 118 Engine Hours, Cobra Single seater, very nice to fly. Very light and responsive controls. Cruises at 75-85kts burning 11-12 litres per hour. Fuel capacity 48 litres. Engine is points ignition, and requires hand starting. PRICE: $7500 CONTACT: Tony Meggs (02) 6689 1009
624 Airframe Hours, nil Engine Hours, Rans S6ES Coyote II. 624TT Powered by Jabiru 2200 Fantastic Aircraft to fly, plenty of room for two large people. Two GPS units one Portable and one in dash, ballistic chute, full deluxe interior, Dual controls inc toe brakes, 2 noise reduction headsets. PRICE: $38000 CONTACT: Peter Tapp 0403 116 690 AUSTRALIAN SPORT PILOT | February 2019
55
AVIATION CLASSIFIEDS
5665 TECNAM BRAVO P 2004 - YEAR 2005
780 Airframe Hours, 720 Engine Hours, p2004-bravo Tecnam Bravo p2004 - year 2005. Aircraft is ex-demonstrator. Have owned aircraft since 2006. airswitch and tacho meter. Hangared and maintained. Spats currently removed. PRICE: $82500 CONTACT: John Middlemiss 0401 653 666
5672 JABIRU 170C 24-5398
5690 WYREEMA AIRFIELD HANGAR SPACE
Hangar space for light aircraft, airfield is situated at Wyreema approximately 15 minutes south of Toowoomba City. The price from $198.00 incl gst per calendar month. Water, electricity, toilet facilities, avgas available. PRICE: $198 p/m CONTACT: Daniel King 0409 465 812
5711 JABIRU J160
1290 Airframe Hours, 60 Engine Hours, J160 Rego 24-4889. Airframe hours 1290.Full Factory Reconditioned Engine 60 hours. All latest mods. Zero timed. Microair radio,TPX,Dynon A10,Garmin GPS 296.All Standard Instruments.10 Ply Tyres, Spares. Reduced Price. PRICE: $39000 CONTACT: John Harding 0403 551 707
5721 AIRCRAFT 25-0427
5692 SAVANNAH FOR SALE
370 Airframe Hours, 370 Engine Hours, J170C For sale Due to present health issues Jabiru 170C 24-5398, aircraft hangared at Wynyard Approx 370 hours on both engine and airframe. In top condition. Maintained by John McBryde who is happy for calls 0427 757 922. PRICE: $59500 CONTACT: John Heidenreich 0419 324 250
5680 CFM SHADOW STREAK
1600 Airframe Hours, 133 Engine Hours, Shadow Streak. HR blue head 582 electric start 3rd Engine. 133 HR bolly 3 blade prop. Nil accidents. ALL Ads performed. Rego till aug 19. VHF Radio and intercom. CHT EGT VSI Digi ALT Digi Compass. Dual Control. Still being flown. PRICE: $12500 CONTACT: Nicholas Turner 0422 033 161
5689 JABIRU LSA 55/3J
2170 Airframe Hours, 470 Engine Hours, LSA55/3J Easy and fun to fly. Good condition always looked after, solid, factory built aircraft. Cruises at 95-100kts, 12-13L/hr fuel burn, 65L tank. Always hangered. Upgraded from LSA55/2j in 2003. Full covers provided. All AD's up to date. PRICE: $21000 CONTACT: Anthony Elms 0403 777 852
56
AUSTRALIAN SPORT PILOT | February 2019
530 Airframe Hours, 530 Engine Hours, XLW Savannah XLW,19-7608. Built 2010 140 Ltr Fuel. No accidents. Always hangered. New windscreen March 2018. Reg Brost. Door latches front axel and fuel bowls. UHF-VHF Radio Full service report L2 Mechanic. Located Bendigo VIC. PRICE: $54000 CONTACT: Ian Shield 0409 109 244
702.7 Airframe Hours, 21 Engine Hours, LightWing GR-912. Lightwing Rotax 912 with only 21 hours. Private use only and always hangared. Open to genuine offers. PRICE: $25000 CONTACT: Jeremy Douglas - Bill
5725 STORCH S
5703 BANTAM B 22S
414 Airframe Hours, nil Engine Hours, Bantam B 22S 414 engine and airframe hours located YCAB Brolga prop, 582 Blue head motor. New skins,detailed log book and flight manual. A new motor still in crate is available, but is NOT included in this price. PRICE: $12500 CONTACT: Kyle 0415 858 869
218 Airframe Hours, 218 Engine Hours, Storch S Price reduction - Selling As-Is, Where-Is. The Storch is the best-known of the Fly Synthesis bunch, and for very good reason. It's been around a long time, and has forged a powerful reputation within the aviation industry. It’s also proven to be one of the most influential small... PRICE: $59000 CONTACT: Tony Sykes 0418 370 899
5706 SLING 2 AIRCRAFT FOR SALE
5726 AIRBORNE EDGE X CLASSIC
50 Airframe Hours, 50 Engine Hours, Sling 2 As new 2016 Sling 2 for sale - TT 50 hrs Rotax 912 iS Dual MGL EFIS. MGL com radio. Tsdpr mode S. 2 axis AutoPilot. Intercom. Always Hangared & Maintained. Genuine sale. PRICE: $124000 CONTACT: Anthony Carrigan 0427 293 644
511 Airframe Hours, nil Engine Hours, Edge X Airborne Edge X Classic (Reg 32-5854) in excellent condition. Well maintained, serviced and always
hangered. This trike is prefect for new pilots or any pilot looking to fly without investing too much money in the sport. PRICE: $10500 ONO CONTACT: David Warne 0419 878 144
5729 AEROCHUTE DUAL 503
5731 JABIRU SPT-6
5738 ZENITH CH701. STOL ULTRA LIGHT
78 Airframe Hours, 78 Engine Hours, SPT-6 PRICE: $45000 CONTACT: Neal Livingstone 0407 347 255
5736 BUCCANEER2 ULTRALIGHT FOR SALE!
73 hours Airframe Hours, 80 Engine Hours, Dual Aerochute Dual 503 Rotax, Narrow headplate, 350 Square foot Ram Air Chute, Electric start, Floor plate, Front brake, 73 Hours flying time, Currently registered, Good condition, Fully enclosed roll in roll out trailer. Other extras. PRICE: $12500 CONTACT: Brian Giles 0411 430 988
Price reduced! 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. EMAIL: bluepeace24@yahoo.com.au PRICE: $24990 CONTACT: Evan Lizarralde 0409 660 716
317 Airframe Hours, 317 Engine Hours, Zenith CH701 STOL. Ultralight Aircraft. 100 HP Rotax engine, 317 hours TT, Lowrance GPS,Full maintenance upgrade completed. Always hangered. Priced for quick sale. Inspect: Dalby Aircraft Maint, QLD (0447 262 063) $42,000 + GST. PRICE: $46200 CONTACT: Mike & Ulrike Kalthaus (07) 4655 4767
5744 RANS COYOTE S6S MARK II
5737 JABIRU J200B 19-4922
5730 AIRCRAFT 19-8492
85.5 Airframe Hours, 25 Engine Hours, PT-2 Protec PT2 STOL Aircraft for sale,912s 100hp. PRICE: $40000 CONTACT: Neal Livingstone 0407 347 255
73 Airframe Hours, 73 Engine Hours, J200 B Jabiru J200 B 19-4922. Low hours TTIS 73 hrs. Jabiru 3300 engine solid lifters. ICOM radio with David Clark headsets. Garmin 296 GPS. 2 pack paint always hangared. Excellent condition inside and out. PRICE: $52000 CONTACT: Graham Moller 0458 785 035
726 Airframe Hours, 726 Engine Hours, s6s mark II Rotax 912ul 80hp registered march 2019. Garmin 296 plus Garmin 660 gps never used, new. For sale due to medical reasons. PRICE: $38000 CONTACT: William Tippett 0407 417 916
MTOW 600Kg Empty Weight 300-305Kg Cruise 90 Kts Stall 26Kts Take Off/Land 45m Photo shows some options
Australian Agent: Peter Mob 0408 376 540 AUSTRALIAN SPORT PILOT | February 2019
57
AVIATION CLASSIFIEDS
5746 MORGAN SIERRA 100
1542 engine hours to run. Great 4-place aircraft with 2-doors, fixed pitch prop and fixed undercarriage New VHF Nav/Com. White, Green and Gold paint and grey fabric seats. PRICE: $65000 CONTACT: Sheldon Jones 0427 102 540
PRICE: $42000 CONTACT: Brian Stott 0410 401 139
5790 AEROCHUTE 503
5763 JABIRU 24-4681 J-160C 300 Airframe Hours, 50 Engine Hours, Sierra 100 Beautiful 2 place side by side low wing tri gear. Factory rebuilt after accident with mostly new parts. Very low hours on airframe and engine. Hydraulic toe brakes. New tyres. Includes purpose built lightweight trailer. Rigs de-rigs in less than an h. PRICE: $45000 CONTACT: David Odlum (08) 9349 0997
5748 SKYFOX CA21
2164 Airframe Hours, 266 Engine Hours, J-160C Certified Aircraft - Approved for flight training. Airframe 2164 hrs, Engine 266 HTR to 500 HRS when through bolt replacement required. Annual Registration paid EXP 06/19. Full service history. Wood Prop. Located Launceston Tas. PRICE: $34000 CONTACT: Tasmanian Aero Club 0418 500 111
5775 VANS RV4 560 Airframe Hours, 560 Engine Hours, Skyfox CA21. Skyfox CA21 1990 55-0611, factory built in Queensland, TTIS 560 hours, Aeropower 78 hp engine, two blade wooden propeller, reg to July 2019, in dash Garmin Area 660 GPS, 100 hourly completed July 2018, good clean condition inside and out, based at Bendigo, Victoria. EMAIL: steve_broadbent@bigpond.com PRICE: $19000 CONTACT: Stephen Broadbent 0407 829 813
5753 SONEX WAIEX
1133.00 Airframe Hours, nil Engine Hours, RV4 Vans RV4 1990. New tires, tubes,brake pads,air filter. EDM engine Management System. 50 litre aux fuel tank 160kts+GT50 Flight timer, clock G metre, volt Metre. EDM engine Management System. Icom A200 Radio. Bendix King KT76 Transponder. Garmin 196. PRICE: $65000 CONTACT: Jim Murphy
80 Airframe Hours, 80 Engine Hours, 503 Aerochute 503 with wide top plate, 74" new Bolly prop, electric start, New high powered battery, Extended front plate for extra comfort. Flys like a dream. Comes with purpose built trailer with easy loading and unloading of your Aerochute. PRICE: $12000 CONTACT: Graham Wright
5792 BRAND NEW UNRUN ROTEC R3600 150 HP RADIAL ENGINE FOR SALE.
5779 STORCH BY FLY SYNTHESIS
125 Airframe Hours, 125 Engine Hours, Waiex Meticulously maintained V-tail Waiex in 10/10 cond. 125h TT. Cruises 115kts @ 18L/h. VH- but suitable for RA-Aus 19- registration. Powered by upgraded (2276cc) AeroVee 2.1, with Prince P-Tip prop. Prof. painted in 2-part polyurethane. PRICE: $39000 CONTACT: Rodger Connolly 0458 919 400
5758 BEECH SUNDOWNER
4395 Airframe Hours, 438 Engine Hours, Sundowner. Sundowner 1976 model with 4395hrs Total time.
58
AUSTRALIAN SPORT PILOT | February 2019
1000 Airframe Hours, Zero Hours Engine Hours, Fly Synthesis. Re-engined with Mercedes Smart car engine. TT Zero hours. Comes in a roadworthy, registered tandem axle enclosed trailer. The wings fold and the whole aircraft can be loaded into the trailer by one person. PRICE: $52000 CONTACT: Frank Shrenk
BRAND NEW Rotec R3600 150 hp radial engine for sale. Delivered 2017. (Box opened for photos only). Inspect Caboolture airfield, or more photos can be sent. Will arrange delivery anywhere in Oz or O/ seas at cost. PRICE: $24500 CONTACT: John Hitzke 0428 883 311
5793 SAVANNAH S
5783 SKYFOX CA21 AND TRAILER
847.8 Airframe Hours, 325.8 Engine Hours, CA21 CA 21 TAILDRAGGER with recent new rotax 80HP fitted. Engine only done 325.8 hours. Airframe only 847.8 hrs. The trailer was custom made for this aircraft and has electric winch and internal lighting etc. Happy to deliver.
540 Airframe Hours, 540 Engine Hours, Savannah S Rotax 912ULS, Bolly Prop, Factory Built, Dynon EFIS,Mode, S T/ponder, 2X flip/flop VHF radios. GPS 24 Reg. Low hours. Strobes, Nav/Land Lites. Full details at john.groth1@bigpond.com EMAIL: john.groth1@bigpond.com PRICE: $73000 CONTACT: John Groth (07) 4973 9391
5794 STORCH HS FLY SYNTHESIS AIRCRAFT 24-4258
205.0 Airframe Hours, 205 Engine Hours, Storch HS Factory built Storch HS, over 500 built and flying this amazing and safe aircraft is used for training in many parts of the world. Has docile flying and landing characteristics yet will cruise around 90 knots for some decent cross counrty trips. PRICE: $59000 CONTACT: Caz Monteleone 0404 897 452
5795 WALLABY FLY SYNTHESIS WITH 503 ROTAX ENGINE
5801 SONEX TRI-GEAR
130 Airframe Hours, 130 Engine Hours, Sonex TriGear. Sonex Tri-Gear 19-8656, 130 hours, Aerovee 80 HP, MGL EFIS & V6 VHF radio & ASI. Built by the Sport Aircraft Club of South Australia to give members hands on building experience. Project details- sportaircraft.org.au and click on the Sonex picture. PRICE: $37500 CONTACT: Chris Moore 0411 196 232
536 Airframe Hours, 37.3 Engine Hours, Drifter Certified trainer aircraft - Full dual controls - Extra fuel tank - Cabin pull-start - 536 Airframe hours - 503 Rotax - 37.3 Engine hours - 3-Blade Brolga prop - De-registered in 2012 - Will require new skins. PRICE: $7500 CONTACT: Jamie Franks
5797 WALLABY FLY SYNTHESIS 582
5817 LIGHTWING GR-912S
5827 SYNDICATE SHARE A32 VIXXEN AT CABOOLTURE
600 Airframe Hours, 600 Engine Hours, A32 Vixxen A share is available to a suitably experienced pilot. Long running syndicate based at Caboolture Queensland. Has full Dynon avionics including autopilot. Professionally maintained. Contact secretary Ian McDonell 07 3886 5828 PRICE: $9000 CONTACT: Ian McDonell (07) 3886 5828
5830 ZENITH 701
565 Airframe Hours, 565 Engine Hours, GR-912s Factory built Lightwing GR-912s tailwheel aircraft for sale. Model has 100hp Rotax engine and flaps which makes for excellent short takeoffs and landings. Runs and flies beautifully. For info call Craig 0409 542 923 or Martin 0412 617 110. PRICE: $35000 CONTACT: Craig Chapman 0409 542 923
667.5 Airframe Hours, 667.5 Engine Hours, 701 Daul controls, wing tanks & belly tanks and gauges, Rotax 912-80hp, 667.5 hours. Icom radio, GPS, AH,DC etc. New screens, new tyres,Nil accidents. All books and maintenance records. Very nice condition, always hangard, Registered till 11/2019. Reg- 19-3523 RAA. PRICE: $35000 CONTACT: Mark
5820 JABIRU SP19-3944
5833 MCR SPORTSTER FOR SALE
1420 Airframe Hours, 431 HRS Engine Hours, SP One of the last SP models. New large panel, Tru trak auto pilot Fuel tank camera, CHT gauge all cylinders, Keyed ignition switch, landing light, Cummins spinner, Camit alternator, 85 Lt fuel tank. 500 kg MTOW. REDUCED FOR QUICK SALE. PRICE: $30500 CONTACT: Bill 0423 714 115
244.5 Airframe Hours, 337.4 Engine Hours, Sportster. Rotax 912 100hp. Cruise-150 kts. Stall 45 kts. Rate of Climb-1750 fpm. Total Flight Hours 243.5. Current 100 hourly, Always Hangared @ YBNS,no incidents. All Glass Cockpit. 3 axis Auto Pilot. EMAIL: rbarlee@gmail.com PRICE: $95000 CONTACT: Roger Barlee 0438 519 922
5799 JABIRU J230D
211.9 Airframe Hours, 211.9 Engine Hours, J230 Factory built Jabiru J230 June 2010. Easy and fun to fly. Only 211.9 hours on the engine and airframe. Good condition always looked after, always hangered. RAAus compliant. Cold-Start Kit, Jumper leads, etc. PRICE: $57500 CONTACT: Graham Cairns 0400 298 994
1330 Airframe Hours, 22 Engine Hours, TST I would like to advertise on Sport Pilot. PRICE: $15000 CONTACT: Brock Owen
5809 BARN FIND - AUSFLIGHT DRIFTER CERTIFIED TRAINER AIRCRAFT
12.2 Airframe Hours, 12.2 Engine Hours, Wallaby Built from Factory Kit by the Importer this two place aircraft looks and flies like new, Fitted with 503 Rotax electric start engine and only 13 hours TT. STOL characteristics, includes wing folding system. Selling as retiring from aviation business. PRICE: $32000 CONTACT: Caz Monteleone 0404 897 452
50 Airframe Hours, 50 Engine Hours, Wallaby Factory built Wallaby powered by Rotax 582 in as new Condition, genuine 50 hours TT and impeccable condition, suitable for training with dual pedals and controls. Comes with parachute and tundra tires. A great composite aircraft worth over $55K new. PRICE: $39500 CONTACT: Caz Monteleone 0404 897 452
5825 THRUSTER TST
AUSTRALIAN SPORT PILOT | February 2019
59
AVIATION CLASSIFIEDS
5837 AIRCRAFT 32-7042
5841 SAVANNAH S
A
G
H n al
he yo
560 Airframe Hours, 560 Engine Hours, Savannah S 97.6 Airframe Hours, 97.6 Engine Hours, Outback Airborne Outback trike in excellent condition only 98hrs and always hangered. PRICE: $17000 CONTACT: Richard Perrett 0407 454 809
PRICE: $58000 CONTACT: Ian King 0408 359 424
5842 JABIRU FOR SALE 0413 374 680
5838 BOLLY PROPELLER BLADES ONLY
E
347 Airframe Hours, 347 Engine Hours, J160 Jabiru J160. 347 engine & airframe hrs, Sensenich ground adj prop. 2 spare blades & angle adj meter. Flys hands off , 65lt wing tanks. Satalite airmaps
Brand New Bolly three Propeller blades only, no hub. Still in the box surplus to requirements. BOS 372X60SR. Bought as an upgrade but has never happened. PRICE: $1150 + Postage CONTACT: Jerzy Calka/George 0427 490 442
F fu r
built into panel, microair & intercom 2 headsets. + extras.
Graemeswam@gmail.com
PRICE: $45000 CONTACT: Brad Salter 0417 385 250
0413 374 680
ADVERTISE IN AUSTRALIAN SPORT PILOT FREE GIVEAWAY INSIDE
THE MAGIC
EMBER 2018
ISSUE 8 @SEPT
FREE GIVEAWAY INSIDE ISSUE
7 ©AUGUST
MAGNUS
ISSUE 6 ©JULY
To find out about advertising prices. Email: editor@sportpilot.net.au
2018
CATEGORY BU
2018
FREE GIVEAWAY INSIDE
THE LIGHT STER – WEIGHT RV-9
INTEREST
Download our meida kit at
A
IN FEET NOT G ERCOUPE REQUIRED
www.sportpilot.net.au
TIGER TR
IKE
THE EVOL CONTINUEUTION S
AND THE HORNET ILT THE HOMEBU STRALIA ACROSS AU
GYRO STYLE DY FOR
ARE YOU REA
? AIRVENTURE
ORT ‘BEBE’
JIM’S NIEUP
Y ICA, BIG STOR
SMALL REPL
RRP $8.80 inc
THE FK-9
GST
NALITY
ING FUNCTIO
GERMAN FLY S FROM RAAU
RA
AUS ELEC GET YOUR TIONS – VOTE IN
RRP $8.80 inc
MOST HERE
E IS AL IGHT INCREAS
WE
60
Contact RAAus Call: (02) 6280 4700 Web: www.raa.asn.au
AUSTRALIAN SPORT PILOT | February 2019
GST
RRP $8.80
inc GST
Stacked_804C
HorsHam aviation services ABN: 65 007 339 451
Now Importing the eurofox AircrAft: • • • •
Quality Factory Built Quick folding wing design Glider Tow certified to 750Kg Short take-off & landing
And Dynon Avionics Products:
• Now with Autopilot capability • Solid state sensors • Checklists • Audible alarm capability PH: 03 5381 1727 Email: info@horshamaviation.com.au
SAFETY STRENGTH SIZE Stacked_803C
BRUMBY 610 LSA - HIGH WING IN STOCK NOW!
BRUMBY AIRCRAFT AUSTRALIA TEL: +61 2 6341 1635 | FAX: +61 2 6341 1636 | E: info@brumbyaircraft.com.au | www.brumbyaircraft.com.au TL Stream Tandem Seat
TL Sting S4 Low Wing
TL3000 Sirius High Wing
• Carbon Fiber Quality • 25 Years Aircraft Manufacturing TL-Ultralight Australia Pty. Ltd. John 0408 529 838 or john@tl-ultralight.com.au or Gerard 0439 541 911
tl-ultralight.com.au
AUSTRALIAN SPORT PILOT | February 2019
61
FEATURE
MILESTONES Flynn Elckhoff Youngster Flynn Eickhoff has achieved his first solo flying a Tailwheel Sport Cub. He describes not being as nervous as he expected and it was only after he landed the realisation hit; he’d flown his first solo. He’s now up to 23hrs. Liane Hanlon is familiar with flying given her job is as a flight attendant with a regional airline. But at the age of 40 she’s decided she wants to look out the front and not the side windows. She’s flown her first solo in the SportStar and this has inspired her to aim for a commercial licence in the future. Adelaide Biplanes at Aldinga are working hard turning out future pilots with two new aviators added to the sky.
Caitlan Crick
The team at Merit Aviation, Moruya, has been busy again, sending 15-year-old Cailtyn Crick on her first solo in early January. The respected member of the local air cadet squadron has been using funds from a scholarship to take flying lessons, working toward her goal of becoming a professional pilot.
62
AUSTRALIAN SPORT PILOT | February 2019
Craig Fairservice
Craig Fairservice achieved his first solo with Bendigo Aero Club on what was a far from perfect day. After a period of crosswind circuits his instructor got out and said “you’ve got this.”
Gordon Herbert
has flown his first solo, in a Tecnam Golf, under the watchful eye of Dave Briffa at Airsport Queensland, Boonah.
Geoff Walker flew his first solo with Strike Training at Caboolture. His instructor Karen Strike has worked to give him the skills to take to the air under his own steam.
JOEL WINKINSON Jack Donsen, CFI at Topfun Aviation, situated at sunny Bindoon in Western Australia sends word that Joel Wilkinson achieved his first solo on his 15th birthday.
MATT MCKECKNIE At 15 years old, Matt McKecknie has completed his Pilot Certificate in the Legend Cub with Dan Compton’s Wings Out West in Dubbo. Dan says even though Matt is on the smaller side, and struggles to see out of the front of the Cub with the tail low, he still manages to keep it very straight on the ground. Another milestone is that Matt’s training has been with one of Dan’s early students who has become an instructor, making Matt a ‘grand student
AUSTRALIAN SPORT PILOT | February 2019
63
Now available in Australia in kit build or factory build
Affordable | Simplistic | Rugged | Quality LSA | Fun www.gap.aero Contact info@gap.aero, t 1300 659 228 / c +61 400 639 388 / m +61 415 072 498
30 Eagle Drive Jandakot Western Australia 6164 Ph: +61 8 9332 7655 E: airspares@westernair.com.au
www.pilotshopwa.com.au
FOR ALL OF YOUR FABRIC COVERING NEEDS “For all your aircraft parts and pilots’ supplies” FABRIC COVERING COURSE
In conjunction with Poly-Fiber USA
Full 2 day course run by experts from the Poly-Fiber Factory USA. 16th and 17th February 2019 at HARS Museum – just outside Wollongong, NSW. $250 including lunch and all materials + 10% off your next fabric order* - just bring yourself. Book Now - limited places available. *Conditions apply.
64
AUSTRALIAN SPORT PILOT | February 2019
IT’S TIME TO SUBSCRIBE! Australian Sport Pilot is Australia’s number one destination if you want to read about the best in Recreational Aviation in Australia. With flight tests, in depth profiles about pilots, and safety stories to help make everyone safer in the air, it’s a great read. It’s simple to subscribe. Either go to the webpage
ONLY $44 for 1 YEAR
www.raa.asn.au/sport-pilot-magazine-application
ISSUE 9 ©DECEMBER
ISSUE 8 @SEPTEMBER
2018
2018
FAS T FLYI NG FUN
ISSUE 9 ©NOVEMBER
ISSUE 7 ©AUGUST 2018
THE MAGIC
2018
VL3 EVOLUTION
CATEGORY S BUSTER – MAGNU THE LIGHTWEIGHT RV-9A
FLIGHT TEST
TL SIRIUS
INTERESTING ERCOUPE
FEET NOT REQUIRED TIGER TRIKE
THE EVOLUTION CONTINUES
FROM SR71 TO A CUB ONE PILOT'S STORY
THE HORNET AND THE HOMEBUILT
SPIN TRAINING WHAT INSTRUCTORS SAY
MINICAB GY20
ACROSS AUSTRALIA
CESSNA 140
A CLASSIC FOR TODAY
GYRO STYLE
TAILWHEEL TRAINER FROM THE PAST
RRP $8.80 inc GST
ARE YOU READY FOR
RRP $8.80 inc GST
AIRVENTURE?
RAAUS ELECTIONS –
AEROCHUTE
RRP $8.80 inc GST
GET YOUR VOTE IN
TO THE GULF COUNTRY
RRP $8.80 inc GST
Or mail in the form below.
Membership Application / Renewal Form Surname:
Membership Number:
Given Name:
Mr/Ms/Miss/Mrs/Dr/Capt
Address: City/Suburb:
State:
Postcode:
Phone (BH)
Phone (AH)
Fax:
Mobile: Email:
Payment Details Payment by Credit Card:
Amex
Diners card
Mastercard
Visa
Credit Card Number: Name on Card: Expiry: Amount
Mail your form to:
/ $
Signature:
RA Australia PO Box 1265 Fyshwick ACT 2609 Or emai: admin@raa.asn.au AUSTRALIAN SPORT PILOT | February 2019
65
COLUMN
FINAL APPROACH CELEBRATING WHAT’S GOOD ABOUT BEING ABLE TO FLY. From the editor Mark Smith
E
diting a monthly magazine is hard work. I’m not saying that to blow smoke up my own chimney but just stating a fact. Writing around 8000 words per edition and then, along with my wife, editing the work from other contributors, while also sourcing good quality pics for stories I didn’t write and finally checking the proofs, fills ones days somewhat. Oh and I have to try and keep on top of the advertising as well. What keeps me sane running a magazine that in my days in mainstream media would have a team of at least three to four fulltime professionals, and a budget to hire good freelancers? The ability to check the weather and then go and do what I’ve been writing about all day – fly. We all seem to work hard these days. Bureau of Statistics figures show we, as a country, work longer hours on average than many of our trading partners in the OECD and that includes Japan. This means we also need a release and there is no better one, in my mind, than committing aviation. One of the great freedoms we have is the ability to learn to fly simply and relatively affordably via RAAus. It’s something we can’t take for granted. The great thing is many RAAus flying schools are flat out, working hard as well, with strong numbers of students eager to learn the ways of the sky. Some of these are kids, 15 and younger, who aim to one day become the next generation of aviation professionals and are starting early, using the money from a part time job to pay for their future profession. Others are older people who simply want the joy of achieving a lifelong dream, usually held back earlier in life by the financial impositions of families, mortgages and a lack of free time. The common thing is flying. It’s what binds all aviators. Once we are at our happy place, the airfield, among our friends, the world takes a back seat, receding further into the background once the engine starts and a taxy call is made.
66
AUSTRALIAN SPORT PILOT | February 2019
Sampling a trike as a photo platform at AirVenture
For me I work hard and my reward is that time in the cockpit. The airfield I fly from is predominantly populated with RAAus aircraft. Most of the time during the week it’s fairly quiet, with the only movements being the flying school. But when the sun shines on a weekend, with light winds, the hangars open up and there’s a flood of aircraft escaping the nest and flying off to places far and wide. Groups head for the nearest fly in breakfast or just go off to commit aviation. For those who don’t fly for their food there are usually fish and chips in the clubrooms, allowing the normal camaraderie of pilots to come to the fore. This is a lifestyle open to almost everyone, young and old. You don’t have to be a pilot, just an enthusiast. You’ll be welcomed as well. Aviation is a broad church and we’ll accept all comers if they truly have a desire to learn and partake in the lore of flying. But beware. Spending time around pilots can turn enthusiasm into action and suddenly the trial flight is booked and another pilot is born. Some older people think they are past learning, and that such frivolous use of money is for younger, wealthier types. To
those I say have a look at the ‘milestones’ section of this magazine. Young and old are out there, learning. I’ve done stories on a bloke past 70 who got his pilot certificate and has flown across Australia many times. He also got a helicopter rating. Age is no barrier. As I’ve said before our job as pilots is too help spread the word. Demystify aviation to those who ask questions because they are interested but don’t understand because they have never been exposed to anyone involved in flying. RAAus has 10,000 members, which is 1/2500 of the Australian population, so when you find someone who is interested in what we do, chances are you are the first RAAus pilot they’ve met. Actually chances are you’re probably the first pilot they’ve met. Anyway I’ve been at the computer since 0745 and it’s now 1800. Time to head off for my happy time in my much loved Piel Emeraude. Then I’ll probably have a cup of tea with whoever else takes advantage of this lovely afternoon and talk of things we’ve done in the air and things we want to do. That’s a great end to the working day. Clear Prop.
Plan your Dream Race all over the world, fly around Australia, fly to the club barbecue. Whatever your flying dream, plan it with OzRunways. With maps, ERSA, flight planning, GPS navigation and SmartBrief, the world’s most advanced visual weather briefing, OzRunways has everything you need in the easiest to use App in Australia. Fly Smart, Fly Safe, Fly OzRunways. Try OzRunways today! Download from the AppStore or Google Play for a FREE 30 day trial.
Available on iOS & Android
OzRunways
RWY
ozrunways.com
Official EFB AUSTRALIAN SPORT PILOT | February 2019
67
68
AUSTRALIAN SPORT PILOT | February 2019