SportPilot 87 November 2018 by Recreational Aviation Australia

ISSUE 9 Â©NOVEMBER 2018

FLIGHT TEST

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SPIN TRAINING WHAT INSTRUCTORS SAY

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AUSTRALIAN SPORT PILOT | November 2018

CONTENTS

12 TABLE OF CONTENTS REGULARS 06 08 09 10 42 56 66

From the Chairman Calendar of Events From the CEO Letters to the Editor Dalton on Safety Classifieds Final Approach

COLUMNS 16 18 24 30 32 63

Learning to Fly Maintenance AMSA Playing with Propellers Cockpit Checklist First Solos

FEATURES 12 22 22 34 38 46

TL Sirius Spins The Savage Cub The Skyranger The Tyro Cessna 140

TRAVEL

44 50 3 / SPORT PILOT

Travel Moruya Aeroshute over the Gulf

AUSTRALIAN SPORT PILOT | November 2018

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

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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

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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

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

AUSTRALIAN SPORT PILOT | November 2018

COLUMN

FROM THE CHAIR: MICHAEL MONCK PART 149, RAAUS AND THE FUTURE

he world is changing and it isn’t waiting for us. A few nights before writing this article I was fortunate enough to be chatting to one of the leading figures in drone technology within our defence forces. During our conversations we spoke at length about the differences between conventional aviation, but also the similarities in terms of how things are evolving. Our small part of the aviation world began quite some time ago and has grown from a movement stemming out of civil disobedience, one where the authorities acknowledged our existence but allowed us to operate as long as we stayed out of the way. Contrast this with today where we are operating alongside our mainstream aviation counterparts. Likewise, our colleagues in other parts of the self-administered aviation sector share similar rights and privileges to us today. Our fellow aviators paving the way in the drone space are tackling a similar set of issues that we faced some time ago albeit in a modern day world where we are all learning to work alongside one another. One part of this growth and evolution is the new Part 149. This new regulation has now been made and will be effective in early 2019. Many years ago it was mooted by CASA and over time it has morphed into the present day version that will govern us moving into the future. This is the first step in changing the way that we are regulated, moving us away from a set of exemptions and towards a consistent set of rules for all self-administered organisations. For quite some time I have heard argu-

ments that we are a government sanctioned monopoly. Letters have been written recently making this point quite transparently. There have been suggestions that we are colluding with CASA and this is perhaps the corruption of aviation regulation in this country. While this could not be further from the truth, it is abundantly clear to me any perceived advantage we might presently have is eroded as this new regulation begins to take effect. Where we previously had the protection of a number of CAOs that gave an alternative means of compliance, that is, if you didn’t want to register or licence with CASA then you could choose us, the new landscape opens up the opportunity for a number of new entrants. Some will argue, and with some merit perhaps, that new entrants will erode the ability of any individual player to offer a safe system of administering their members. This may come through fewer members resulting in less income, lower registration revenues or a number of things that fund safety programs. The other side of the argument is that competition is a key driver for innovation and improvement. This is what excites me about the future. The new Part 149 will allow more innovation in our space and the potential competition is what will keep us honest. Even if no new entrants appear the mere fact that the potential exists is enough to keep RAAus striving for improvement. The threat of new entrants means that if we drop the ball again like we did around 2010 then someone else can step in to fill the void. Many of our members can already change

AUSTRALIAN SPORT PILOT | November 2018

to the HGFA or even choose to register their aircraft directly with CASA. Our proposition is offering value such that those members choose us, but in future the potential introduction of new offerings will keep us on our toes. It is also the new beginnings of other exciting opportunities. Our colleagues in the unmanned vehicle space will be afforded the potential to do what we are doing in the manned vehicle space. In my eyes this is a boost to aviation in general and for us more specifically. We are part of a broader food chain for aviators. The interest begins when someone looks up toward the sky for the first time as an aircraft flies overhead. This then moves into the hands-on phase with model aircraft or drones, and then into the glider, hang gliding, or gyro space. This is also the part where we fit in. People can then move on to a commercial career, military or some other critical supporting role in maintenance, air traffic control or administration. The New York Times once wrote that it would take the “combined and continuous efforts of mathematicians and mechanicians in from one million to 10 million years to achieve sustained controlled flight.” A few weeks later the Wright brothers embarrassed the paper by doing just this. Our goal of putting a pilot into every home might be aspirational and may take a little more than a few weeks but with our fellow aviation organisations, forward looking regulation like Part 149 and a little imagination, it could come a lot sooner than we might think. After all, the world is changing. Michael Monck

SO YOU’VE HAD A CLOSE CALL? Why not share your story so that others can learn from it too? If we publish it, we’ll give you $500. Email us at fsa@casa.gov.au Articles should be between 450 and 1000 words. If preferred, your identity will be kept confidential. If you have video footage, feel free to submit this with your close call.

Please do not submit articles regarding events that are the subject of a current official investigation. Submissions may be edited for clarity, length and reader focus.

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AUSTRALIAN SPORT PILOT | November 2018

EVENTS NEW SOUTH WALES

VICTORIA

ARMIDALE. SUNDAY 25TH NOVEMBER.

LILYDALE SUNDAY 25TH NOVEMBER.

Armidale Aero Club monthly morning tea and BBQ lunch. Why not saddle up for a nice excuse to go for a fly? Details: 0428 242 471

Lilydale open day and airshow. A great day of flying at one of Victoria’s most beautiful airfields set in the Yarra Valley. Gates open 10am. Lilydaleairshow.com.au

WAGGA. SUNDAY 2ND DECEMBER.

KYNETON. SATURDAY 1ST DECEMBER.

If you’re looking for a place to fly on a nice Sunday, Wagga Aero Club is hosting its monthly fly-in lunch. $15 buys you a nice feed. Call John Smith on 0408 692929 for information.

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.

EVANS HEAD FRIDAY 11TH TO SUNDAY 13TH JANUARY.

SHEPPARTON. SUNDAY 2ND DECEMBER.

Great Eastern Fly in. A friendly fly in at an historic airfield. greateasternflyin.com

QUEENSLAND MURGON. SATURDAY 8TH DECEMBER. The Burnett Flyers will hold their bi-monthly breakfast fly in at Angelfield. For $15 you get a hearty country breakfast with fresh coffee and tea included, served in a country atmosphere at the field's ops centre. burnettflyers.org

SOUTH AUSTRALIA CLARE VALLEY. SATURDAY 24TH NOVEMBER. Fly in to the beautiful Clare Valley Airfield and meet Matt Hall, Red Bull Air Race legend. OzRunways are holding an event for their customers and a light breakfast and coffee will be available to purchase. All proceeds will go to Angel Flight. Ozrunways.com

AUSTRALIAN SPORT PILOT | November 2018

The Goulburn Valley Aero Club’s famous pancake breakfast should entice you to head up and enjoy all you can eat pancakes for $10 and barista coffee for $5. Join the flock and fly on up. Call Lucy on 0435885212 for all the details.

COLUMN

FROM THE CEO: MICHAEL LINKE PART 149 –

THE PRACTICAL SIDE OF THINGS FOR RAAUS MEMBERS AND SCHOOLS

ur chair, Mick Monck, has spoken about Part 149 in his column this month. In his column he focused on the strategic impact Part 149 will have on us and the industry at large. I’d like to talk briefly about what this means for you our member and our schools. Largely Part 149 is going to be invisible to our members. There will not be any increase in membership fees as a result of converting to Part 149, nor is RAAus planning on introducing any part 149 related fees. We’ve worked hard since 2014 preparing RAAus for Part 149 and have been able to do so systematically and progressively. You can already see a lot of Part 149 inspired

So for RAAus, Part 149 will pretty much be business as usual. And as Mick said, the world is changing and at RAAus we are keen to remain at the forefront of aviation service delivery to ensure we continue to meet the needs of our members.

outcomes. Our occurrence management system (OMS: oms.raa.asn.au), our member disciplinary manual, our governance policies, our member’s charter and our safety system have all been prepared with a view to Part 149 implementation. For our schools, we have again done the heavy lifting. We’ve developed an aviation safety management system (ASMS) and provided our CFIs with access to key documents to assist meet the safety requirements outlined in Part 149. The Board recently approved a safety manual for use in our schools and our PDP program in 2019 will further assist CFIs and instructors with implementation of key safety objectives.

Michael Linke

THE PROPELLER SPECIALIST

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www.sportpilot.net.au AUSTRALIAN SPORT PILOT | November 2018

LETTERS TO THE EDITOR Robert Matthews from Temora has a question he wants answered.

am sitting here today as a 19-year-old with a pilot certificate and very soon I will hold a private pilot licence with many more ambitions in aviation. However I am disappointed regarding the issues AOPA and RAAus are experiencing in relation to each other’s governance and proposed regulation changes. I am aware that conflict between your organisations has a long history, but it is time for change. How do you expect aviation to survive in Australia with all this banter and disruption you seem to have caused which is rocking our aviation industry? I am not writing this to point fingers - I am not blaming anyone. To me aviation is about unity, as the song I Am Australian goes – “we are one, we are many” and that is absolutely correct in relation to aviation. We all share a passion, a dream, and most importantly, the sky. It gives me great concern about what lies ahead with the future of aviation if two organisations, who both do great work, cannot even get along. Let me take the United States for an example, AOPA is terrific and almost every pilot is a member, they include all types of aviators whether you are a powered parachute operator or fly commercial operations. It has been made clear that AOPA Australia does not support that. This is clear because RAAus have been left out of AusFly in Narromine. You cannot even win a category if your aircraft is RAAus registered. That brings me to another point.

You are both contradicting one another with AusFly and AirVenture - one organisation supports one but not the other. If you both generally care about aviation in this country, I suggest collaborating, working together to make aviation in this country great. Speak with one another about what may and may not work, what the impacts are and are there any associated costs. Maybe you could even split it? AOPA, your website states: “Our mission is to ensure that the sky remains within reach of everyone who dreams of becoming a pilot.” At this point in time this does not seem to be the case, nor your true mission, however with change and collaboration this can become accurate and appropriate. I would like to hear back from you and in particular I ask you to outline why we cannot work together? I see no reason why you cannot and if you can answer this question with why you cannot work together then I suggest you have a reform of governance and elect people who genuinely care about where aviation is going in this country. In conclusion, I have a proposal: RAAus, AOPA, SAAA and GFA, bring your management together under one roof. Let’s have one agenda and one motive and start with how you intend to work together to move forward starting with a clean slate. Here you will be able to present on your vision for GA and RA and describe how you plan to work with one another to achieve the desired outcomes. I, Robert Matthews, am happy to

AUSTRALIAN SPORT PILOT | November 2018

organise this. Working together and cooperating with one another will revolutionise Australian aviation positively and productively and more importantly, as one in the right direction. I look forward to your reply and to making aviation in Australia great again.

From the CEO, Michael Linke: Thanks Robert for your view. RAAus shares your concerns. We continue to work hard for all aviators and focus on the big picture. RAAus recently attended AirVenture and will also attend AusFly. We would hope that all aviation bodies attend as many events as possible to showcase how great Australian aviation can be. You will see however that RAAus does not engage in public negative social media campaigns. We don’t believe public criticism of any aviation body is good for aviation and we would hope that others share our view. We all believe in one thing and everyone should be able to work together. We stand ready to work with anyone and continue to grow aviation, something we have done for three decades now.

Member John Michell has some advice for travelling pilots.

Have something to say? We would love to hear from you. Send your letters to: editor@sportpilot.net.au

www.aahof.com.au

THE BOARD OF THE AUSTRALIAN AVIATION HALL OF FAME CORDIALLY INVITES YOU TO THE

2 0 18 INDUCTION GALA DINNER ANNOUNCING & CELEBRATING INDUCTEES

2018 INDUCTEES

erhaps it is time to start nominating the most unfriendly general aviation airports in Australia for pilot information. My first long distance flying trip was in 1968, during which we parked a C172 on a natural surface Ayers Rock airstrip, right beside the rock, for two nights and did not see another aircraft during our stay! The trip included Darwin and Kununurra, along with many other centres, with no landing fees. My latest long distance trip, this year, was from Lismore to the Kimberley, then right down the west coast, followed by the south coast to Ceduna before heading home. On this trip I was flying a GA aircraft, and the landing bills were still arriving two months after the trip. The most expensive was two nights in Broome, with landing, parking and Air Services fees of more than $120. I thought Air Services did not charge for fees less than $500 per year? It would probably be cheaper to land in Derby and hire a car to visit Broome, as we hired a car there anyway. I have long since stopped visiting the more unfriendly places such as Borroloola with exorbitant fees. The most unfriendly on this trip though was Roma, where the ground staff not only wanted to see my ASIC, but also insisted I remove it from its holder so they could see the back! They have since excelled themselves even more, with an after-hours fee to get back in the gate of $193.60. An airport to be avoided at all cost. Incidentally, not one other person inspected my ASIC during the whole trip. I donâ&#x20AC;&#x2122;t know what his experience was, but on that first trip my CFI advised that if the engine failed in the vicinity of Camooweal, then we should glide as far to hell away from that town as possible. I believe Roma now has that title! On a more pleasant note I would recommend Bunbury, south of Perth, as possibly the friendliest airport I have visited in recent times.

Dr Rob Lee AO David Massy-Greene Ernst Krolke Sir Rod Eddington AO Mission Aviation Fellowship Australia WHEN

24 November 2018 5.15pm Plane Viewing 6.00pm CanapĂŠs 6.45pm Guests Seated

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AUSTRALIAN SPORT PILOT | November 2018

THE TL SIRIUS − A SERIOUSLY GOOD LSA Mark Smith is let loose in a design not well known in Australia, that is a hit overseas.

early all pilots who learned to fly more than 25 years ago did it in aluminium aeroplanes made in the United States; Cessna 150s and 172s or Piper Warriors. They were designed for simple manufacture, with actual design beauty a poor second to functionality. No one can have flown a 150 with a slightly larger instructor and say it was comfortable. Composite construction changed all of that, with designers given free rein to sculpt aeroplanes into flowing shapes that

would be impossible with metal construction, at least if any form of affordability were to be offered. That’s why the first glimpse of the TL-Sirius is memorable. From the nose to the tail the fuselage is all curves, much like a woman in a painting by Rubens, but without the bumps that are inherent in the human condition. Some composite LSAs take the expanded bubble-like cockpit too far, creating an exterior reminiscent of a tadpole. These

AUSTRALIAN SPORT PILOTSPORT | November PILOT 2018 | November 2018

aeroplanes still fly well but they don’t have the true flowing lines of aircraft like the Sirius, where everything is in proportion. TL Ultralight is a company based in the Czech Republic that has delivered more than 700 LSAs worldwide, including their best seller, the Sting S4. The Sirius isn’t a new design in international markets, but is new to Australia. Well-known aircraft broker Gerard Kitt has joined forces with the original Australian agent John Callahan to lift the profile of the TL range.

FEATURE Photos: Mark Smith

“I’ve worked with other aircraft manufacturers and a few months ago I was looking for something new and improved. I met John, who had been importing TL Ultralights from the factory for about 18 months and we came to an arrangement where I look after the northern states and he looks after the south. John started working with TL after many years in the gliding industry, importing motor gliders like the Dimanta and Typhoon and repairing composite sailplanes.

“I did a lot of research when I was looking for an LSA to import. I spent three days at the TL factory and I was impressed by what I saw. After so many years working with composites myself I could see their processes were state of the art.” With a light wind it was time to see if the Sirius’s beauty was only skin deep. Climbing in is easy with the wing strut slightly behind the seat, meaning the backside first technique of slipping ones derriere onto the seat and then swinging your legs in works well.

The leather seat wraps around the body producing the feeling of being in a luxury car. The seat is fixed but the rudder pedals are adjustable, and a four point harness keeps you secure, as does the ballistic parachute which, if things turn really bad, will save you. It’s standard on all TL Ultralights designs. Gerard took the right seat and started the 912 Rotax. The first surprise was how smooth the engine and airframe were. TL worked hard to cut vibration and cabin noise, leaving the aeroplane feeling like a AUSTRALIAN SPORT PILOT | November 2018

luxury car. Neither Gerard nor I are small yet the cabin was roomy enough for the two of us without rubbing shoulders. The electric flap switch is on the panel and one click lowered take-off flaps. Taxying proved easy with toe brakes and a steerable nose wheel, so after the Rotax was warm we lined up on Rwy 17 at Cessnock and poured on the power. With half tanks and two beefy guys we were about 80kg below the 600kg MTOW, but even then the acceleration was noticeable and we soon hit 50kts and lifted off. Acceleration continued quickly to 70kts, which meant it was time to retract the flaps and at 75kts we had 800fpm climb. Control forces were light, but not twitchy, though Cessnock isn’t the smoothest flying environment mid-morning and the bumps had already started. However the Sirius rode the turbulence well and we were soon at 3000 feet in the training area. Power back to 5100rpm and settled in level flight saw the IAS sitting around 100kts to 105kts,

making a TAS of around 110. That’s good for 100hp burning 16 litres per hour. Bringing the power back to idle to see what the stall was like proved to be an anticlimax. Like so many modern LSAs the Sirius just decelerated as I pulled slightly back, buffeted to warn me she didn’t like being treated this way and then gave up and dropped the nose slightly at around 38kts. Accelerating back to 50kts the handling was every bit as crisp as at 100kts, with 45 degree turns easily completed with the airframe feeling solid. I can see why the factory have sold more than 100 Sirius’ since the design went into production in 2010, and why it’s a favourite of flying schools in Europe. Heading back to the airfield through the chop meant it was time to see how well-mannered she was in the circuit. There was a bit of traffic of varying speeds buzzing around after AirVenture so it was prudent to slow to 80kts on downwind

AUSTRALIAN SPORT PILOT | November 2018

to slot in. The trim next to the throttle made this easy and as we turned base and slowed to 70kts a click of the flap switch dropped the first stage. I always fly my approaches slightly high in LSAs because I like the extra energy, so with the last stage of flap clicked in I held 60kts until close to the piano keys and then let the speed drop back to 50 for the flare. I was still a touch fast but managed a respectable touchdown and easily made the first turn off. An hour’s flying and I realised I could easily get used to such luxury as I fly around for the magazine. However such an aeroplane doesn’t come cheap. At around $170,000 with a basic fitout she belongs in the realm of flying school workhorse or gentleman’s tourer - but that’s to be expected given the technology required to build the Sirius. It’s built light but at the same time is incredibly strong, and so can handle the rigours of the flying school line. Given the expected boom in flying training brought

Gerard Kitt in the Sirius.

about by the growth in the airline sector it’s little wonder Gerard sees a strong potential market for the aeroplane. “It’s a well-rounded, well performing aeroplane. One of the things I keep hearing from training schools is that some LSAs aren’t standing up to the abuse meted out by students. Schools that are on the coast experience corrosion issues with metal aircraft and over time paint jobs deteriorate.” “With the Sirius being a composite aeroplane it has the durability, and the fact the finish on a composite aeroplane doesn’t deteriorate means a Sirius online will look as good in 10 years as it does when it was purchased,” Gerard says. The marketplace will always be the judge about any aeroplane. But throw in a glass cockpit and the Sirius will be right up there with the current crop of training aeroplanes that are allowing RAAus pilots to move into the greater GA industry. That has to be a good thing. AUSTRALIAN SPORT PILOT | November 2018

COLUMN

LEARNING TO FLY FINDING MY WAY!

David Bonnici is doing his navs.

f there’s one aspect of all my flight training where I’ve felt most in my element, it’s been the first two steps toward my cross-country endorsement. I’ve always enjoyed planning road trips or holidays, so being able to decode TAFs and NOTAMs, and successfully calculate track, ground speed and travel time to plot a three-dimensional course on a VNC chart is next-level, incredibly, satisfying. But as I rocked up to Lethbridge for my first nav, a straightforward hop to Ararat via Mt Elephant, I was fully aware that I still had to put that planning into practice. A lowish morning cloud base meant keeping to about 2500ft but even then the forward visibility was excellent with Mt Elephant, my first turning point, already visible during the climb out from the airfield. Light winds meant holding a track was pretty simple, I timed each waypoint to the minute and even had the trim set perfectly. It was so good to finally fly somewhere! As we approached Ararat I got a little nervy at the thought of landing at a whole new airport for their first time. The TAF and the odd smoke plume showed an easterly, and having studying YARA on Google Earth like a bomber pilot before a mission, I envisaged landing on nice long RWY 12, using the edge of the lake for my downwind reference and turning base at the Hopkins River. But the windsock had other ideas, imploring me to use the short grass RWY 04 instead, which threw me a little. Important Nav Lesson No. 1: Prepare like hell, but never assume. With no landmarks to reference I turned base at the textbook 45 degrees ahead of the aim point and pretty much greased the landing only for the windsock to swing in line with RWY 12 as I called clear all runways. The flight back was uneventful, thanks to subtle prompting from my instructor Lindy, who also advised me about kneeboard management including a handy hint of tying the pencil to the knee-board with string in case I drop it. Nav 2 was more involved - Lethbridge to Warrnambool and back along the coast

toward Peterborough, a touch-and-go at Cobden, and back to Lethbridge via Colac. Lindy noted I had made too much work for myself by adding too many waypoints and explained how navigation was about taking in the big picture including one’s entire surroundings and not just landmarks along the pencil line. YWBL was easy to spot, and a limp windsock and a clear circuit allowed us to choose RWY 13 to avoid backtracking and I again surprised myself by landing like I owned the joint. After taking the obligatory selfie in front of the terminal building we were again on our way. The weather was perfect and the flight along the rugged coast toward Peterborough at 1500ft has to be the highlight of all my flying so far. I banked overhead Peterborough for Cobden, a nice little airfield favoured by our CFI Graham because of how it poses a couple of challenges to students including a right-hand circuit into RWY18 and the hill that leads down to short final. Fortunately a southerly breeze meant the challenge was on. Having trained at Ballarat meant the right-hand circuit felt standard, and I loved the sensation of

AUSTRALIAN SPORT PILOT | November 2018

following the sloping ground down to the runway. So my record of acing landings at new airports remained intact, though my first touch-and-go for a while could have done with a little more right rudder upon pushing the throttle. The lakes and canola fields between Cobden and Lethbridge did their best to rival the coastal vistas, and I arrived overhead my home airfield feeling pretty satisfied my first two navs had gone well. Apart from too many waypoints my flight planning was accurate, and I was pretty chuffed with my landings and air work. Hell, I even managed to radio five different airfields without once saying “Lethbridge traffic” out of habit. But all that good work was undermined when I turned downwind without descending from 1500ft to 1000ft, didn’t press the mic button when calling base, and had to go around because I was too high. It’s like I checked out before I even landed, which would have been a crappy way to fail a check flight. Which brings me to Important Nav Lesson No. 2: A cross country flight isn’t over until the aircraft is back in the hangar!

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COLUMN

NO ONE EVER FORGETS THEIR FIRST SOLO Allan Elliot recalls his personal first aviation milestone.

part from a joy flight in a Tiger Moth at Casey Field, Berwick in the mid-1960s, I had never flown until my early 40s. A promotional opening would require some regular domestic flights, the prospect of which induced unrealistic terror. Realising this ‘mid-life’ crisis could diminish my career options, in a moment of courage I decided it was time to conquer the fear of flight and I signed up for flying lessons. Paul, my instructor, was a gentle giant of a man. He’d flown in Vietnam, and later in any aircraft worthy of his skills including crop-dusters, which if fully loaded and their cargo release-lever fails, can really spoil your day. This had happened on one occasion as he tried to pull up at the end of a run, ploughing into a hill and destroying the aircraft. Knocked unconscious, he recalls lying under the mangled wreck and being woken by the drip, drip, of high octane Avgas on his forehead from a ruptured fuel tank. Of course it could have been much worse. But he loved flying and it wasn’t long before he was back again, virtually on a voluntary basis, teaching people to fly. We had done straight and level flying, steep turns, climbing and descending, touched on stalls, power settings, use of flaps, and circuits, circuits and more circuits. I believe the average training time before first solo is about 12 hours. Sure, some of the smart young kids go solo before 10 hours; I had 11.5 hours in my pristine logbook. And I had passed the very basic, written, in-house Basic Aeronautical Knowledge exam, perhaps with a touch of assistance in the form of a wink and a nod. So as we backtracked that cold winter Sunday morning and lined up again on runway 36, I should have been aware of what was about to happen. With the engine still idling, Paul climbed out of the aircraft and with a firm slap on my shoulder announced: “It’s all yours son, you’ll be OK”; then slammed the door and departed to wander back to the office. The next six minutes would be possibly among the most challenging of my life.

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There were so many things to remember to complete just one take-off, one circuit and a landing. The thought “am I about to fly this thing on my own?” went through my head but there was no one to ask what to do next, no comforting hand on my shoulder. As I applied full power and accelerated down the dirt runway, the first notable difference was that the Cessna 172 jumped into the air in less than half the normal distance. Of course with Paul now grounded, the take-off weight had been reduced by some 120kg. Climb straight ahead to 500 feet AGL, gentle left turn, climb to 1000 feet, turn downwind. Maintain 1000 feet until ready to turn base, reduce the power, apply carby heat, and allow the aircraft to slow until it is at 500 feet about to turn final. Power back, lower one stage of flap, check the airspeed doesn’t fall too much, control the descent with power and a bit more flap, over the fence and ready to reduce power completely and flare for a nice smooth landing. Fortunately the Cessna 172 airframe and landing gear are built like a ‘brick outhouse’. I literally let the aircraft drop onto the runway from some 25 feet. It violently bounced back into the air for a few seconds, fell again, a further bounce, and then settled onto Mother Earth and gradually came to a stop, with a bit of braking to arrest the progress. As I turned the aircraft round and back-tracked onto the taxiway clear of the runway, Paul came bounding over to greet me. I shut everything down and got out as he approached, sort of shaking his head. “Well son, you just did three interesting landings!! The first one was sh$%house, the second was worse, and the third one----well, what can I say!!” His hand almost crushed mine as he shook it, and back in the office stamped my logbook “FIRST SOLO”. No one ever forgets their first solo flight! That evening I came down to earth, realising that in my early 40s, aviation wise, I was about the lowest of the low. Following a short burst of euphoria, it was now time to learn the basics of flight!

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AUSTRALIAN SPORT PILOT | November 2018

FEATURE

THE INS AND OUTS OF ADS-B ADS-B is getting more affordable, easier to install and more useful for the recreational pilot. Bas Scheffers explores the changes and new products on the market.

utomatic Dependent Surveillance Broadcast, ADS-B for short, is now the global standard for providing ATC coverage where traditional “spinning” radar doesn’t reach. It works by your transponder broadcasting your aircraft’s GPS position twice every second. The standard exclusively used in Australia and everywhere else outside the USA is referred to as “Mode-S 1090ES”, or a signal on a frequency of 1090 MHz using “Extended Squitter”. To unpack that a little more, everyone is familiar with Mode-C transponders, which, in response to a radar interrogation, sends back the squawk code (eg 1200 for VFR aircraft in uncontrolled airspace, or one assigned by ATC) and altitude. Mode S builds on this by also sending a code that uniquely identifies the aircraft even if the transponder is set to 1200. If you have a VH registered aircraft this code is part of your airworthiness certificate; RAAus aircraft that install ADS-B out can apply for a code with CASA. The final “ES” bit builds upon Mode S by also adding GPS location information, which is more accurate than radar. And by broadcasting this even when there is no radar present, receivers on the ground or in other aircraft can determine the position of any nearby ADS-B equipped aircraft in flight. There is currently no requirement for VFR aircraft in any Australian airspace to be ADS-B OUT equipped, nor are there any plans for mandate this. However, all IFR aircraft are now required to have ADS-B fitted. Which means you can see them by adding the right gadget to your flight bag. Adding traffic to your EFB If you use an Australian electronic flight bag product on your iPad, it will be able to use a portable ADS-B Receiver. Simply place one on the glare shield of your aeroplane or use a suction mount to attach it to a window, connect your iPad to the receiver’s WiFi network and any nearby ADS-B traffic will appear on the screen. It’s that simple and provides greater situational awareness when arriving at remote aerodromes with airline service, for transiting busy training areas near capital cities, and

simply looking for crossing traffic. But beware many aircraft you might encounter won’t have ADS-B OUT so while this helps, standard lookout and proper CTAF use are still as important as ever. Currently there are three products most suitable to the Australian market: Stratus 3, uAvionix PingUSB and Dynon DRX. Stratus 3 by Appareo For many years Stratus was exclusive with a US-only EFB App but with the introduction of their 3rd generation, the interface has been opened up and made available to any app. And it’s still the premier device, combining a sensitive ADS-B receiver with a built-in battery, GPS receiver and even AHRS sensors to display a backup artificial horizon on your iPad. The GPS makes it possible to use non-4G iPads and still get accurate position information or provide a more reliable source if your aircraft tends to shield GPS signals from reaching the iPad mounted on your knee. It comes with a separate non-slip pad for putting the unit on the glare shield and you can buy an optional window suction mount. Dynon DRX Introduced at Oshkosh 2018, DRX is the first portable ADS-B receiver by the

AUSTRALIAN SPORT PILOT | November 2018

leader in experimental glass panel avionics, Dynon. It also has a built-in battery and GPS receiver, but lacks the AHRS sensors that Stratus has. With a nod to recreational flyers, Dynon claims the battery “lasts all weekend” and a non-slip base attached to the unit allows placing on the glare shield. uAvionix PingUSB The simplest and lowest cost option is PingUSB by uAvionix, a company that specialises in making small and lightweight avionics for unmanned systems. At about twice the length of a USB thumb drive and only slightly wider, PingUSB does nothing but receive ADS-B signals. Just supply

power over a micro USB connector from either a portably battery pack or 12V socket (it has no internal battery) and connect. The suction cup makes it easy to mount on a window, which in practice proves to be a simple but elegant solution.

CASA is currently working on changing the legislation that so that fitting an ADS-B transponder will be classed as a minor modification, meaning that the usual expensive engineering order will no longer be required.

Fitting ADS-B OUT Even for VFR aircraft, there is an advantage in fitting ADS-B and fortunately it’s getting more and more affordable to do so. Where previously you needed an expensive IFR GPS unit to feed position data to the transponder, there are now several units on the market that have their own built-in GPS receiver. If you are buying a new aircraft or fitting a new transponder to an existing one, the extra cost for going this route is a no-brainer. Garmin GTX 335/345, L3 Lynx and Appareo Stratus ESG are the easiest way to get ADS-B OUT into any aircraft.

Portable ADS-B OUT could soon be a reality For several years now, the UK CAA has approved the use of TSO-C199 portable ADS-B units known as a Traffic Awareness Beacon System (TABS). These are low-power (25 watts as opposed to 250 watts) 1090ES transceivers that can be placed on the glare shield or otherwise mounted on or near the windshield. CASA and Airservices Australia, with broad industry support, are planning to approve these units in Australia too. Units such as the uAvionix SkyEcho 2 should make it possible to be add ADS-B OUT (as well as IN and displaying traffic on

your iPad EFB) to recreational, ultralight, microlight, gliders, balloons and other VFR aircraft at minimum effort and cost, with an expected street price of under $1000. Unlike the UK, they won’t just be used to be visible to ADS-B IN equipped aircraft, but they should actually appear as “unverified” on ATC screens as well, where reception is available. After a slow start more than a decade ago with only incredibly expensive options that were completely non-sensical for recreation aircraft owners and pilots, the future for ADS-B is looking much brighter. As with anything in aviation, there are still no “cheap” solutions, but with equipment and legislation finally catching up to what is possible with modern electronics, the benefits are really starting to outweigh the cost. And that can only be good for aviation safety.

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FEATURE

TO SPIN OR NOT TO SPIN? THAT IS THE QUESTION Every so often the subject of mandatory spin training pops up. Mark Smith asked a number of experienced instructors for their opinion.

here are subjects regarding training which are always certain to provoke strong opinions. One of the best is a discussion about spin training. With the advent of social media these discussions have left the aero club bar and now take up many pages on forums and Facebook, usually just after an incident that appears to be a stall-spin scenario. The thing with aviation is there are always going to be widely varying opinions about any subject and, with social media providing a large degree of anonymity, people feel free to, at times, show a level of ignorance that demonstrates a lack of experience and understanding about what’s being discussed. To find out if spin training should be mandatory for all pilots learning to fly, be it in RAAus or traditional GA, the best people to talk to are the instructors who are on the front line, teaching people to stay alive while having fun.

Rod Flockart is an experienced RAAus and GA instructor who operates Flightscope Aviation at Archerfield. He’s quite clear in his opinions about spin training for RAAus pilots. “Spin training should not be mandatory for RAAus recreational pilots. It seems that the requirements for licences can grow with more things added on that increase the complexity without adding to overall safety. Sometimes you have to keep things simple. “It should be recommended and all pilots can potentially benefit from emergency maneuver training but to mandate it - no.” Interestingly Rod is in favour of spin recovery training for instructors. “If it’s good enough for GA instructors it should be good enough for RAAus instructors.” Nick Cauldwell, a senior instructor who has flown everything from 747s to war-

AUSTRALIAN SPORT PILOT | November 2018

birds, agrees with Rod’s thoughts. “The current syllabus in both RAAus and GA is about teaching the student to recognise when they are entering a potential danger area for a stall-spin scenario. Most of the time it involves the turn from downwind to base or base to final with a strong crosswind. The pilot overshoots then crosses the controls in an effort to make the centreline while not turning too steeply. If an aircraft departed into a spin at that point I doubt they could make a recovery before they hit the ground, even with training in full spin recovery. “Another danger scenario involves trying to maintain a steep turn over a point with a strong wind. While the pilot is fixated on staying over the point, possibly their house, they don’t notice they are feeding in more rudder while holding opposite aileron and a skidding sideslip turn results. Add the feeling of a high groundspeed as the pilot turns downwind,

leading to pulling back on the controls so the airspeed quickly decays and in a flash the aircraft departs into a fully developed spin. “The training for private and recreational pilots should be about not getting into that situation in the first place by recognising just what they are doing with the controls. It’s about awareness of good stick and rudder skills. “Instructors should have the skill to demonstrate the entry into a spin, which requires spin training proficiency, but be doing it to show the student the various situations that can lead to a fully developed spin. That way if they find themselves going down that path they can take stock and sort it out before it gets ugly.” This instructor is wary of certifying pilots with a block ‘spinning endorsement’ because different aeroplanes have very different spin characteristics that require different recovery methods. “If someone tries to recover from a spin in a Chipmunk the same way they would in a 152 the pilot may have some problems,” he says. “If you use the correct technique, stick neutral or forwards depending on the aeroplane, power, off, ailerons neutral rudder opposite and then ease out of the dive, both of those aeroplanes will recover well. But you need to know both aeroplane’s quirks because some may be particularly forgiving in a given scenario and others aren’t. You need to know each aeroplane rather than a ‘blanket’ spin rating. You need to be familiar with the characteristics of the aeroplane and if you fly more than one it’s why we teach the student to avoid the scenario in the first place.” Aerobatic display pilot Jeremy Miller, an instructor with experience in both RAAus and GA, offers his perspective. “I don’t think the problem is a lack of spin training but rather how we teach stalls. Usually it involves power back, raise the nose until the aircraft stalls and then recover. People aren’t generally taught stall recognition but getting to the stall and then recovering. The reality is you really don’t want them to stall but rather recognise when they are getting into an area of flight that could be dangerous. “I’ve always looked at the problem from the perspective of what another instructor said to me. We don’t teach kids to avoid cars and trucks when they play on a road - we teach them not to play on the road in the first place. It’s the same teaching stalls, and by default the implications of what happens when a pilot inadvertently enters a stall at the worst time. “I’m not advocating that we remove stall training completely, but once you’re in the position where you’ve stalled and started to spin it’s too late, especially in

the common scenarios related to stall/ spin crashes which involve turn back after engine failure on take-off, or misuse of controls during landing. For this reason, stall training should focus on the recognition of the impending stall, and to initiate the recovery prior to the onset of the stall. Jeremy also identifies a problem with making spin training mandatory for recreational pilots. “There aren’t enough instructors who are actually qualified to teach spins properly, nor enough people to teach the instructors how to teach the subject.” Dan Compton from Way out West trained in the RAAF and so learned spinning during time on the PC-9. Now as a dedicated RAAus instructor he has the perspective of seeing the issue from two sides. “In the RAAF spinning is just part of the syllabus but the rules are simple - no recovery by 3000 feet and it’s a mandatory ejection. Plus the PC-9 is a fully aerobatic aircraft and once you move onto many other types of service aircraft that aren’t certified for spinning you don’t do spins. “In RAAus we are flying aeroplanes that aren’t certified for spins and so the emphasis is on avoidance which in my opinion is a good thing. It all comes back to good training and that starts in the early lesson of effects of controls. I teach advanced stalls in the Legend Cub with the goal being that the student recognises when they are entering an area where they could get into trouble. It’s all about stick position and correct use of rudder and aileron.” Dan is also keen to teach his students

the specific scenarios that can lead a pilot into an area of flight where they are susceptible to a stall-spin scenario. “They call it the ‘Moose Killer’ in the United States. A pilot flying a tight circle low to the ground, usually fixated on a point, and they find themselves crossing the controls. They may have a stage of flap out but that’s not enough to counteract the increase in stall speed brought about by the turn. The out of balance condition causes the airspeed to decay quicker than anticipated and it gets ugly really quickly. Training in fully developed spins wouldn’t save someone in that situation.” RAAus operations manager Jill Bailey says there is work progressing to make instructors in the recreational sphere better equipped to teach advanced stalls. “RAAus recently discussed this issue with a representation of our CFIs and instructors at our series of 14 Professional Development Programs around the country and we proposed a three year period for all RAAus instructors to either provide evidence of gaining a recent spin endorsement (via CASA aerobatic ratings or renewals, GFA recurrence training or other methods) or complete training, in order to continue to hold the rating or approval. “This received overwhelming support from those attending, which in addition to our proposals for increased MTOW and access to CTA, also assists with our progression towards Part 149 certification. “Obviously this requires consultation and development, but it has received the green light from the RAAus board, so will progress over time.” AUSTRALIAN SPORT PILOT | November 2018

AVIATION SEARCH AND RESCUE IN AUSTRALIA JRCC Australia senior search and rescue officer Peter Myers gives a rundown about the search and rescue system.

hat will happen if you go missing on your next flight? Do you know who is responsible for coordinating your search and rescue? Do you own or carry a distress beacon on board? Do you tell someone of your whereabouts and expected time of arrival to alert authorities when that time has passed? Aviation is all about being informed and about being prepared for every possible emergency situation. Despite its title, the Australian Maritime Safety Authority (AMSA) is the Australian Search and Rescue Authority and is responsible for both aviation and maritime search and rescue in Australia. This responsibility covers a search and rescue region of more than 52 million square kilometres, which is equivalent to one-tenth of the world’s surface. Coordinated from within the Joint Rescue Coordination Centre (JRCC)

in Canberra, AMSA’s Search and Rescue Officers respond to incidents involving VH registered, international registered and RAAus aircraft operating within Australia’s search and rescue region. The JRCC is manned 24 hours, seven days a week with qualified search and rescue officers from aviation and maritime backgrounds. They are drawn from the navy, the merchant marine, the air force, civil aviation and the police services. On average, AMSA responds to around 8000 incidents a year. Last year, 30% of the total incidents were aviation related with 11% of the aviation incidents involving a distress beacon. As a result, seven lives were saved. AMSA is also responsible for responding to distress beacons within this region including emergency locating transmitters (ELT), emergency position indicating radio

Graham, Joshua and Jamie.

AUSTRALIAN SPORT PILOT | November 2018

beacons (EPIRB) and personal locating beacons (PLB). Over the coming months in Australian Sport Pilot we will delve into specifics about beacons, mobile phones, search and rescue techniques, flight notifications and general actions that can assist an aviator in the unfortunate event that you may require search and rescue services. We will also present case studies that describe what actually happens when a search and rescue incident occurs to demonstrate how important your actions are when an incident unfolds. In the meantime, always remember to carry the correct safety equipment suitable to the terrain being overflown, including a registered GPS beacon. For more information or to register your beacon, visit the distress beacon website at www.amsa.gov.au/beacons.

SAFETY

CASE STUDY C172 ENGINE FAILURE, JANUARY 2018 INCIDENT SYNOPSIS – A Cessna aircraft suffered an engine failure while operating near Burra Rock to the south west of Kalgoorlie, WA. The pilot broadcast a MAYDAY call, activated his ELT and then lost communication with Melbourne Air Traffic Control (ATC). The JRCC tasked a fixed-wing aircraft from Kalgoorlie to track the beacon signal, a rescue helicopter from Bunbury as the rescue platform and the police, fire and ambulance to assist on the ground. The fixed wing aircraft located the crashed aircraft and guided emergency services to the scene. The aircraft had crashed in low scrubby terrain, and both occupants were uninjured, however there was damage to their aircraft. The above incident is noteworthy for a few reasons. First, the pilot in command broadcast the emergency on a frequency, which was monitored by air traffic control. This prompted an immediate response. Second, the pilot had the initiative to activate the aircraft ELT distress beacon prior to impact, which alerted AMSA to the impending emergency and their location.

Emergency services can only respond if they are aware that something has happened. A MAYDAY or PAN call is only useful if someone can hear it. Sounds obvious however many MAYDAY and PAN calls have been made on CTAF or company frequencies which may not necessarily have anyone listening. Even if there is no requirement to transmit on an area frequency during normal operations, knowing the area frequency and its limitations can make a huge difference in an emergency. As aviators, we all know the basic rule of aviate, navigate, communicate ... so getting that MAYDAY call out is not always possible. Transmitting on area doesn’t guarantee your transmission won’t be accidently ‘stepped on’ by another transmission. That is where your distress beacon comes into the picture. In the above incident, the pilot was very proactive and activated the distress beacon inflight. An ELT is designed to activate upon impact, however depending on the severity of the impact, the ELT may become damaged preventing it from

working correctly. If you carry a PLB instead of an ELT, the PLB will require manual activation. It is important to note that if you wait until after impact to activate your PLB, there is no guarantee you will be physically able to. It is really important to know the difference between how a PLB and an ELT operate. Once activated and correctly deployed your distress beacon will be received by AMSA and it will always be assumed that it’s a distress situation until we determine otherwise. This will activate the SAR system and the most appropriate assets at our disposal will be tasked to respond. Remember: • Always carry a beacon, in some cases it’s the law. • Make sure it is registered with AMSA. • Know how to use it and make sure your passengers do too. • Know the area frequency where you are flying. • Never hesitate to act in an emergency.

AUSTRALIAN SPORT PILOT | November 2018

PHOTOS: MARK SMITH

THE SAVAGE CUB: A TIMELESS CLASSIC BUILT FOR A MODERN AGE. The old adage of “if it looks good it’ll fly well” was never more true than with the Piper Cub. Mark Smith takes on a new version of this classic design.

iper Cubs are iconic aeroplanes. While not sleek or sculptured like modern composite aircraft, they still have an ageless beauty. Their charm lies in the simplicity of their design which combines with nice flying characteristics. In short, nearly all pilots see a Cub and feel the urge to take it for a quick spin on a calm evening. The Savage Cub uses the original design but adds quite a few modern touches to build on this pedigree. Externally it looks like a Super Cub, but internally the fuselage of the Savage Cub has been strengthened with cross bracing

at the tail and in the top of the cabin. Its cabin is also wider than the original Piper design, though it’s a touch smaller overall. The landing gear mounts have also been beefed up, along with a redesigned undercarriage, to allow for punishing off-airport landings. The original Cub was made from mild steel while the 21st century version boasts aircraft-grade 4130 steel, making for a stronger airframe that is much more corrosion resistant. An optional extra is internal corrosion proofing for the steel frame. Zlin Aircraft produce the fuselage in the Czech Republic, with final assembly in Verona, Italy. Their goal in bringing the

AUSTRALIAN SPORT PILOT | November 2018

Savage Cub to production is to create a light sport aircraft to meet the demanding requirements of bush operators across the globe. With this in mind, the designers consulted heavily with bush plane operators in Alaska to learn what they needed and what the weak points were in the original Super Cub. Being a certified Light Sport Aircraft means it can be registered either with CASA or RAAus and is available with either the 80hp or 100hp 912 Rotax engine. In the RAAus category, the Cub has an empty weight of 341kg and a maximum take-off weight of 600kg leaving an avail-

FEATURE

able payload of 259kg. Full fuel of 92 litres weighs 65kg, leaving 194kg for passengers and baggage. That’s quite a useful load. The flip up door is huge, but getting into the front seat still requires some dexterity, though after watching Bruce’s demonstration I was quickly on board and ready to go. The cockpit is very light and airy thanks to the window in the roof, which promises great visibility above during flight. The throttle comes nicely to hand on the left, with the flap lever on floor requiring the pilot to lean forward to operate it. The trim lever is on the left wall just below the seat. A four-point harness keeps you safe,

though in order to reach the flap lever I had to keep my shoulder straps a little bit loose. The tundra tyres lift the aircraft a fair way off the ground, meaning the view forward is quite limited. While that’s nothing unusual for a tail dragger, I do remember sitting in a Savage Cub on standard wheels and being able to see a bit more ahead. Engine start is typically Rotax. The engine was warm so it was simply a matter of checking all accessories were off, mag switches on, turn the key and the engine instantly leapt to life. With stick back in my lap it was easy to taxi towards Lethbridge Airpark’s sealed

runway 10, the aircraft tracking straight even with a 10kt crosswind. The toe brakes were powerful, reminding me to keep my heels on the floor during take-off and landing to avoid unintentionally applying brake on one side. With instructor Bruce Vickers and I on board and almost full fuel, we were 10kg below maximum take-off weight. With one stage of flaps set and it was time to fly. Lining up, I made sure the Cub was nice and straight on the runway and it was time to exercise my feet. The throttle stroke is long, so applying power seems to take longer than I’m used to. I hold full back stick initially, followed by a gentle push to lift the tail and am finally rewarded with a clear view of the runway. I managed to keep it straight with a little dancing on the pedals and then we were airborne and climbing at around 55kts, indicating 500fpm. It wasn’t an ideal day to test a Light Sport Aircraft as a gusty south easterly wind combined with thermals to create bumpy flying conditions. At 3000ft I levelled off and allowed the Cub to accelerate before pulling the power back to 5000rpm. The airspeed stabilised at 80kts indicated, which translated to 85 knots TAS. The ailerons felt solid at this speed, and it’s important to use rudder in turns due to a large amount of adverse yaw. It took me a bit of time to learn the feel of a balanced turn and I still think it would take a bit more time for me to master turns without sneaking a look at the balance ball. The gap seals on both the ailerons and elevator no doubt add to the effectiveness of the controls. Pitch forces are light, though like all aeroplanes, correct trimming makes for smooth flying. Being an almost new aeroplane, the controls are rigged very tightly with no play in them. This means strong bumps are transferred to the stick via my hand, compounding the upset. Bruce suggested I take my hands off the stick. Much to my surprise the bumps had less effect and the aeroplane settled down and happily flew on without needing my input. Humbling, but it shows what a nicely designed airframe Zlin has created. Taking control again it was time for the stall. First one was with zero flaps. Power was slowly bought back to idle and I held the nose in the cruise attitude as speed bled away quickly. There is no stall warning system, and the force required to hold the AUSTRALIAN SPORT PILOT | November 2018

stick back is very high. Finally it broke and the nose dropped and rolled 10 or so degrees right. I relaxed back pressure and allowed the speed to rise with the nose down before applying power. I didn’t discern any real buffet, but it was easy to feel the stick position required to stall the aeroplane. I didn’t notice the speed but Bruce said it’s about 28kts clean. Full flaps were selected for another stall. This time with engine at idle the aeroplane didn’t seem interested in stalling at all, despite full back stick. Instead it just mushed before finally nodding its head down. Again, recovery was straightforward. The speed was around 22kts but it was hard to say exactly as it was off the scale of the ASI. The vortex generators cut the stall speed by 3kts and Bruce says they also make the stall more positive. The bumps were getting worse so it was

AUSTRALIAN SPORT PILOT | November 2018

time to return to terra firma. Power back to idle saw a 500fpm descent at 75kts. We levelled on the dead side of the runway, then added power to maintain that speed. Bruce recommended maintaining 75kts throughout the circuit until final. I followed his instructions, reduced power on base to set up a descent, and then turned final into a fairly stiff 10 to 15kt breeze. I brought the power back to idle, reduced speed to below the 60kt flap extension speed and applied two stages of flap. I’d chosen an aim point on the grass runway and flew towards it, allowing the speed to reduce to around 40kts. Control effectiveness remained good. Round out into the three point attitude saw a nice touchdown at what seemed to me to be an incredibly slow speed given what I’ve flown in the past. However I was still alert on the rudders as even a slow moving taildragger can swap

ends very quickly. So what do I think? It’s a great aeroplane. It’s rugged, well built and has all of the attractive features of an original Super Cub, with the added bonus of modern build techniques. It has a good load carrying capacity that allows two people of average weight to fly for four hours with reserves, carrying 30kg of luggage at a stately 80kts. It doesn’t suit everyone, but no aeroplane ever does. In the hands of a good instructor it would make a great ab initio trainer for students who want to learn the real art of flying. But to me the real use for this type of aeroplane would be flying on calm evenings, window wide open, pottering along at 60kts and 500ft above open green fields. Aeroplanes like the Savage Cub put some old fashioned romance back into flying. That’s never a bad thing.

A simple cockpit for a simple aeroplane.

CUB FIGURES Empty Weight (as tested)

341kg

Max AUW. 600kg Useful load. 259kg Useable Fuel Capacity

92 litres

Fuel burn.

17lph.

Cruise, 65% power

85kts IAS

VNE 110kts IAS Stall, clean

28kts IAS

Flaps

22 kts. IAS

Wingspan. 9.31 metres Length. 6.39 metres

AUSTRALIAN SPORT PILOT | November 2018

COLUMN

PLAYING WITH PROPELLERS

Luke Bayly reminds us about just how critical a safe prop really is.

he most overlooked and yet most highly stressed component on your aircraft is the poor old propeller, and if it decides it’s had enough and throws a blade in flight, you are in for a pretty scary time! When buying my second-hand aircraft, the inspection of the propeller was fairly basic and consisted of two checks. The first being whether the propeller attached was roughly the right size and shape and secondly, were there any major chunks missing from it? Ticking the boxes “yes” and “no”, I quickly moved on to the other check on the plane for systems that I figured might be more important such as what fancy avionics were in the cockpit and what sort of handle was on the stick. Experience always gives us the best lessons in life, and after countless hours working around the propeller on other aircraft, you start to get a bit of a further appreciation for the actual condition it is in. There are two types of failures that I am aware of that tend to throw a blade in flight - major cracks developing on the blade, or delamination of the timber

or composite material. Either of these scenarios typically results in a loud bang followed by a violent vibration. If you are really ‘lucky’ this vibration can tear the engine from its mounts, thus putting you in an unbalanced and hence uncontrollable aircraft. This is the primary reason for the critical pre-flight check of the propeller before you take to the sky to determine if there are any warning signs of a potential issue such as cracks or wear on the blades. There are several types of propeller in the market, from the more traditional wood to the advanced composite designs, with each serving different purposes. The composite variety can be made lighter and thus contribute less to the gyroscopic effects imparted to the aircraft. The wooden versions on the other hand are more resistant to vibration as the wood allows the blades to flex. For engines such as the VW conversions that have a direct drive, this can resist the effect of the piston pulses which can potentially crack the more rigid composite versions at the blade root. Hence, while one type may be suitable for that specific

AUSTRALIAN SPORT PILOT | November 2018

engine match, propellers are certainly not interchangeable just based solely on their diameter and pitch. The trick is that while they might work, how long will they last? Prior to my purchase of an aircraft, my primary fear was an engine failure which, if it occurred, could still lead to a successful forced landing. Now understanding the real risks of flying aircraft, this has changed to a fear of being caught in an uncontrollable aircraft that cannot continue to fly controllably to the ground, but will still end up there anyway. Any threat to being in this situation now takes priority in my books and a potentially dangerous propeller will not be tolerated on my equipment. Because the propeller is the highest stressed part of the aircraft, with the crankshaft running second, these components require not only careful inspection but also careful maintenance. Serious wear can occur over time due to the vibration from the engine or impact with small particles including dust, dirt, rocks and even rain. For a wooden propeller, the rain issue is quite substantial and the effect of

flying in it causes substantial erosion of the urethane or epoxy leading edge since the rotation speeds experienced by the blades hitting water is similar to hitting small particles of concrete. The current advice for this is to avoid flying in rain if possible and, when encountered, throttle back to reduce the tip speed. If you are inspecting your propeller and do notice small dents and abrasions, this is the time to schedule some basic maintenance. If your registration category and qualifications allow you can do this yourself. Small chips and dents from rocks or dirt can be easily repaired using techniques such as the baking soda and superglue or layered epoxy methods, however I won’t provide comment on the effectiveness of this internet advice as I haven’t tried it myself. Your best bet would be to get in touch with the original manufacturer and see if they can refurbish your propeller for you. These services typically cost much less than a new propeller and can extend the service life of your prop to avoid the capital outlay into the future. In my own scenario, I got in touch with a couple of wooden propeller manufacturers (including the original) and, concerned with the decay of coating, small cracks and what looked to be dry rot on the trailing edge, I sent some photos off to help diagnose if it would ever see service again. In the original photos, there was evidence of potential cracks in the tips as well as the appearance of dark lines at the lamination joints so theoretically, the risk of propeller delamination is increased and with this sort of information alone, the recommendation would be to retire the propeller from service (at only 33 hours I might add).

With the prospect of mounting my propeller to the wall as an expensive clock or doing some further investigation, I pulled out the sandpaper to see what was under the surface. After several light sandings to remove the minimum necessary material, it became evident that these potential issues were only skin deep and did not go any further than just unsightly stains and cracks in the paintwork. To be on the safe side, I sent the before and after photos off to a manufacturer who confirmed that I should be okay to go as there didn’t seem to be any lasting damage on the wood. This recommendation still comes with a caveat however that due to the wood material used, there is never any guarantee as the bonding of the laminations cannot be measured unless destructively tested and so my propeller still remains in a status of “lacking evidence of premature failure” and not 100% guaranteed not to fall apart. So now it is down to sanding back the urethane coating to bare wood as carefully as possibly, coating it with more urethane and then applying a light coat of automotive acrylic lacquer to provide a durable finish. These coatings are not a guess, but advised by the manufacturer for this particular propeller, and repair questions should always be directed back to the original source. If in doubt and even if you are 99% sure, always seek the counsel of an expert (or two) as most often they are willing to give it free of charge to help you get your pride and joy back in the air. If they tell you however that you need a new propeller, then I would suggest that this is probably your best option and that it is time for old faithful to be repurposed as decoration.

AUSTRALIAN SPORT PILOT | November 2018

COLUMN

SAFETY COCKPIT CHECKS – THE FIRST LINE OF DEFENCE David P Eyre looks at one of the most important parts of safety when flying. INTRODUCTION This briefing came about because I believe this important subject is sometimes glossed over and its importance is not fully realised. It will be noted the checklists are fairly lengthy and take some time to go through. I make no apologies for this as checklists must be comprehensive and ensure all necessary items are included. In previous articles on this subject, some readers have criticised the necessity of complex checklists and advocate a generic or more simple system be used to reduce the time they take or even be done ‘on the run’ to save student pilots (and other pilots!) time they have to pay for. My counter-response is that an instructor has to think about duty of care and not allow other considerations to impinge on safety. AIRMANSHIP My definition: ‘the common-sense application of flight rules, the display of discipline and an appreciation of aviation nuances’ is what airmanship is all about. Without it a pilot is a mere technician. Checklists are an essential part of airmanship and their use demands that we, as pilots, think about why each check is made and how each check is performed. REGULATIONS CASA requires: (CAR 232: CAO 20.13.) - That an operator of an aircraft shall establish a flight check system. - That this checklist be approved by CASA - That the checklist be in the aircraft and available to crew - That the Pilot in Command shall ensure that the flight check system be carried out in detail. - That the aircraft not be flown unless the

checklist has been approved by CASA. I wonder how many of our aircraft comply! TYPES OF CHECKLISTS All checklists are based on the challenge and response system. 1. Mnemonics. These use a catchword where each letter represents an item to be checked, for example, HASELL. This system works well if using a wellknown word. It is useful in situations where it is desirable that pilots not be burying their heads in the cockpit instead of looking out. But, it has limitations - frailty of human memory, distractions, complexity of the catchword, e.g., TMPFISCH. They also cannot cover all checks that may be required and can generate anxiety and confusion over whether the user has indeed used all letters in the mnemonic. The use of mnemonics does not meet regulatory requirements and this raises the threat of litigation if something goes wrong. Finally, and this applies to all checklists, they are of little use if completely disregarded by the pilot and if they lack the personal discipline to undertake the checklist. Although I am not generally in favour of using mnemonics, I do instruct on some of them, for example HASELL and CLEAROFF. But, to rely on memory alone is inviting trouble. Readers will have heard the saying “that to err is human”. 2. Placards. These are commonly seen in less sophisticated aircraft and those with open cockpits. They can be useful but are generally limited in the amount of checks displayed. It is easy to lose one’s way especially if there are distractions when completing them.

AUSTRALIAN SPORT PILOT | November 2018

3. Written checklists. These are most commonly used in our recreational flying operations and by most general aviation operations. They are also outlined in Aircraft Flight Manuals and handbooks. They do have limitations. • Poorly written and not taking into account cockpit design and logical ergonomics. • Not using appropriate type size. 12 point is a good size to read from 300mm. • They can become tatty and unreadable with use. Laminating them helps. • They can become lost or stolen. • Poorly disciplined pilots will leave them in the glove box. • In open cockpit aircraft they may be inconvenient. In this case the required checks are usually displayed and affixed to the instrument panel. 4. Flip Flops. These consist of tabs that are flipped down or up when a check is completed. When the tab is flipped it usually displays the next series of required checks. A variation of these is where a slide is moved to indicate completion of the check and then displays the next series of checks. 5. Roller blinds. This type of checklist is usually contained within a box like structure and checks are quite often illuminated. They work by displaying a particular check which changes as the roller blind knob is rotated. One useful function is that they can display the check just completed, the check to be completed and the next check coming up. There can be a problem if the illumination fails! 6. Electronic. So far, in this age of rapid advancement with technology, this is the ultimate method of providing a checklist. It can be programmed to include all the required checks.

A great feature is that a response is required to each item before being allowed to move on to the next item. This feature means that it is not possible to lose one’s way on the checklist. The only limitation is if the electronic system fails and there is no back-up in place. Problems with checklists. The biggest problem is pilot discipline and choosing not to use any checklist. • Pilots can be too lazy to carry out the checks. • Pilots not displaying discipline to carry out the checks. • Checklists not designed with the ergonomics in mind for a particular aircraft. • Pilots losing their way in the checklist. • Pilots missing checks due to distractions. • Pilots not actually carrying out a check because it is glossed over. • Having a checklist item that does not exist on a particular aircraft. Tips on how to overcome these problems. As instructors, we need to stress the importance of using checklists right from the TIF and first flight briefing and flight. Continue to show, by example, how each check is diligently undertaken. • Be prepared to exercise ‘duty of care’ by correcting students when they gloss over or try to take short cuts with the checks. • Insist on checks being made correctly. • Emphasise that safety over-rides other considerations such as trying to save a couple of dollars by doing the checks on the run. Flight and Owner’s Manuals These manuals generally expand on essential checks and pilots would do well to review and catch up on these. An example. I designed this checklist to ensure that each of my students could feel confident that all essential checks were covered and feel safe in conducting a flight. ©Jabiru Flying School 1995 WARNING This list is for guidance only. Reference must be made to the Flight Manual and Operators Handbook for details on specific aircraft.

JABIRU J 160 CHECKLIST PRE START AND START UP Confirm tie downs and vent covers : REMOVED Documentation : COMPLETED Position :S UITABLE FOR STARTING Seat belts :S ECURE (not out doors) Doors :B OTH CLOSED & LATCHED Fuel selector : ON Fuel quantity : SUFFICIENT Brakes : ON Strobe : OFF Avionics Master : O FF (must be off before engine start)

Master switch : ON Fuel pump : ON: CHECK FUNCTION : OFF Carburettor heat : OFF Choke : ON - IF REQUIRED Ignition switches : BOTH ON Check clear : “ALL CLEAR” Starter : ENGAGE Idle : SET 1200 RPM AFTER START Choke Oil pressure Avionics Flaps

: OFF : RISING IN 30 SEC :O N –CHECK FREQUENCIES : UP

DESIGN. The checklist is J160 aircraft specific and is designed to be ergonomic and fit in with the cockpit design. This ensures that all checks will flow smoothly and in some sort of sensible order. The above shown checklist will be analysed. The other sections of the J160 checklist follow the same pattern and are self-explanatory. The pre-start and start up. The Warning: I copywrite the checklist so that if it is corrupted and added to I cannot be held responsible! Position: Check that it is all clear

behind and the taxi path is clear. It is important that it is clear behind so that the slipstream will not inconvenience anything behind the aircraft. Seat belts: Sometimes these can

be left trailing outside. Especially check the passenger. Fuel selector: Check it is seleced

to the appropriate tank. Fuel quantity: It is quite possible to

gloss over this check where the eyes do not really identify the actual quantity. A good technique is to actually identify the tank and verbalise the quantity. For example, ‘fuel on and 30 litres left tank and 25 litres right tank’. Strobe: Some people can react

adversely to looking at a strobe. On the other hand having the strobe on gives a warning that the aircraft is about to start up. Either way is OK. Avionics. Starting the engine with the

avionics on can send a voltage shock through the avionics and damage them. Fuel pump: ON to check function and

then OFF. If the engine starts and continues to run it proves that the engine driven fuel pump is working. Do not take-off if either pump is not working! Check clear: This simple check is often not correctly done. The correct technique is to shout out ‘clear prop’, have a good look out and pause long enough to hear any possible reply.

The After Start. Flaps: Sometimes the battery charge may be low and raising the flaps could drain sufficient energy that there is not enough left to start the engine! Printouts of this brief and J160 checklists are available by contacting me at Box 1798 PO. ORROROO, 5431, or 0427 55 33 55 Addendum: Fatal air crash report. Before I had sent this briefing to Australian Sport Pilot editor Mark Smith, the final report on the fatal Essendon King-Air crash was published. ATSB head Greg Hood spoke on the findings where the pilot of the King Air was held responsible. Greg clearly apportioned the pilot error in not carrying out the checklist, both during the pre-flight inspection and the pre take-off checks. He went on to emphasise the importance of diligently using checklists – a lesson for all of us. AUSTRALIAN SPORT PILOT | November 2018

FEATURE

THE SKYRANGER SWIFT: LIGHT FLYING FUN Rob Knight has some fun with a basic LSA that’s very affordable The Skyranger Swift looks like a hybrid between a Cessna 152 and a Piper Colt but is a little disadvantaged in this comparison because both these larger GA aircraft use the Lycoming 0235 108 HP (81 kW) engine. The Swift uses the Rotax 912 ULS engine, providing only 100 HP (75 kW). But ssshhh, no-one told the Swift and this little interloper completely outperforms both these mass produced and well known aircraft in almost every respect. The Skyranger Swift is produced by Best Off Aircraft Company in Toulouse in France. Designed by the late Phillipe Prevot, this aircraft has several siblings. Developed from the Skyranger V-MAX, the Swift and Swift 2 have another sister – the

top-of-the-range Nynja. At 275kg, the Swift is considerably lighter than either the Colt at 448kg or the 152 at 490kg. This discrepancy lies, in part at least, to the much lighter Rotax engine compared to the Lycoming. Here the greatest comparison lies with the Colt, a rag and tube design in the same format as the Swift though the Swift is 39 per cent lighter. Additional weight in both the Cessna and Piper products comes from their cabin interior which includes soft felt or plastic trim and sound proofing, all of which adds weight and comes out of the useful load. In the Swift, with its intercom-equipped radio system and using modern headsets, noise is not an issue.

AUSTRALIAN SPORT PILOT | November 2018

My love affair with the Swift began quite recently when a friend, Mal McKenzie, who has built one (yes the Swift is a homebuilt) suggested we attend some fly-ins together. These trips caused me to step back and look at this aircraft’s capabilities. Mal’s machine has twin sticks while others have a central stick. This just comes down to builder preference. There’s plenty of room on each side of the cockpit once you climb in and get the straps done up. There’s even room for my elbows! Start up is typical Rotax 912, and the oil pressure quickly rose to above the bottom limit as we sat and waited for the temps to rise to 50º so we could taxi. The run-up and pre-take-off checks were

PHOTOS: MARK SMITH

completed and we taxied onto the threshold for 03 at Forest Hill (YFRH). The take-off was brisk. Acceleration is excellent because of the light aircraft weight and the 100Hp under the tight cowls in front. These two attributes also create the need for a surprising amount of right rudder to keep the nose on the centre-line. At 40 knots I lifted the nose so it cleared the grass and the aeroplane lived up to its name, swiftly entered a brisk climb and the runway fell away as we quickly cleared the tree-tops. My first impression was that it was difficult to maintain 65 knots for the climb – the nose attitude to maintain this speed was really very high. But once nailed, the VSI settled at more than 1200fpm. Still holding right rudder to keep straight, I adjusted the trim lever between the seats and that took the pitch load from the stick and we began flying around as a team. The nose remained so high that, in busy traffic, a wary pilot might “S” turn to clear the track ahead or periodically drop the nose to see if anyone was in the way. Level at 3500 feet, at 5000rpm we got a steady 92 knots cruise. It was better than I expected because Mal had more fuel in the tank than we might have wished. Visibility over the short stubby nose was as

good as most other light aircraft, and the rudder requirement had dropped back to zero at cruise speed and power. This Swift is well set up. Visibility was good forward and sideways. Laterally it was also good but the proximity of the underside of the wing made vertical sightseeing difficult. Aft, with no rear window, it was blind. We had a good lookout around and about, and I tried a turn to the left. The roll rate was good because of the short wing span. What was very noticeable though was the substantial adverse yaw from aileron drag on the up-going wing. For ease of construction and cost reduction, most angles are right angles and this leads to a square, full chord wing tip. Thus the tip vortices are already substantial and very susceptible to angle of attack changes. The ailerons extend right to the tips so the down-going aileron on the up-going wing increases the local angle of attack quickly, and the effects of sideways stick are immediate with rudder needed to keep it all in balance. Returning to level flight, I rocked the wings with stick and no rudder. The aeroplane is theoretically perfect - it was almost impossible to turn without using rudder. Roll without rudder just lowered a wing and the aircraft flew

AUSTRALIAN SPORT PILOT | November 2018

uncomfortably sideways with only a barely discernable amount of turn. 45º turns were easy once the rudder co-ordination was established. Little out of turn aileron was required to stop overbank in level turns. However, there was a drop in airspeed from the cruise to about 85 knots with the drag increase in the turn. The 60º banked turns were fine but

did reinforce the need for accurate rudder application. Too much into-turn rudder and the ball would be out to the outside and the nose would drop and a descent would materialise. When correctly controlled it was easy to do 360ºs and feel the jerk of the wake on roll out – a most satisfying sensation. Mal had warned me that the stalls were

Owner Mal McKenzie

AUSTRALIAN SPORT PILOT | November 2018

a non-event. He was right. Basic stalls provided a slight buffet as the airflow broke away on top of the wing at the stall, and the nose sagged. With some power and flap, stalls were still very similar and there was still no tendency to drop a wing. Then, with 4000rpm and full flap, I got a result. At the stall the left wing sagged about 3º. Recovery was quick but what was very

prominent, again, was the requirement to use rudder to stop or control yaw resulting from slipstream effect and “P” factor. To fly this girl accurately did require nimble footwork. Descents were easy. In a full power-off glide, the aeroplane trimmed out nicely for 55 knots which seemed to give a glide ratio of around 10 or 11 to 1. Full flap and 55 knots

decreased the ratio to about 8 to 1. Steep gliding turns held no unusual attributes and were typical for other aeroplanes of this genre. We returned to Forest Hill and joined downwind for 03. After the radio call and downwind checks I was free to set up the approach. One thing I had noted in the upper air exercises was that full flap was quite gentle and only equated to about 15º of flap in other aircraft. That last notch was not available to steepen the approach when descending over trees. This meant a little less approach angle control than I would have liked. However, sideslip is available with flap and this provided a very good alternative. Using 55 knots, over the last of the trees I drifted back to 50 knots at about 50 feet. The flare was easy, but the aeroplane did float quite a way and this, I feel, was a direct result of the limit of the flap to just two notches. Still, there was plenty of elevator to hold the nose up and a good landing was easily achieved. Applying full power and simulating a sudden need to depart terra firma required an immediate and substantial application of right foot with the throttle. That nose was very attracted to the left side of the runway. However, with the normal climb speed attained, the pressure was off and everything

returned to a normal climb. The next landing I maintained 50 knots the whole way in. Using sideslip as I crossed the trees to draw the flare point closer to the downwind threshold to improve the available runway ahead worked well. Again, from 50 knots on the clock, the flare was sharp and the aeroplane easy to hold off. The landing was gentle and the nosewheel settled of its own accord. We taxied back to the hangar. For a kit-set, home-built aeroplane, this machine has class. Its chunky shape and squared-off wings belie its performance. It had a good cruise speed and an excellent rate of climb. Visibility was normal for this type of aircraft and the cockpit well laid out and effectively quite roomy. The door seals were good and there was no discernable chill factor. It has character-building rudder requirements but the loads are not severe and in quite normal accordance with other aircraft. This has a 19 registration which is a pity because it would make a good, cost effective, trainer. Its characteristics are mostly ideal considering it has a nose-wheel and the economics would keep the costs down. In the UK, this type of aircraft is used for around 80% of training hours for non-certified pilot training. And I liked it!

AUSTRALIAN SPORT PILOT | November 2018

FEATURE

JIM’S TAKE ON THE TYRO Jim Gollager relates how he came to restore his take on a simple aeroplane.

f somehow the Wright brothers could be whisked forward in time and shown Jim Gollager’s take on the Tyro, their well-documented calm demeanour might have taken a turn for the worse. Think about the Wright Flyers with their miles of cables, a veritable forest of carefully machined timber and enough fabric to create dresses for half of Dayton. It was as complex as you could get. Then look at the Jim’s aeroplane. A small pod with a single seat hangs from

a beam running front to back - that is the fuselage. The simple constant-chord strut-braced wing and a plain tail with a huge rudder adds enormously to the design’s stability. A straightforward twostroke engine sits above the pilot. The Wrights would probably shake their heads and ponder why they made their aeroplanes so complex! No aeroplane would exist without the ground-breaking research the Wrights put in to creating aerofoils that actually

AUSTRALIAN SPORT PILOT | November 2018

provided the lift needed to make heavier-than-air powered flight possible and nearly every researcher who experienced success with gliding flights used biplane designs, with the exception of Lilienthal. The aeroplane Jim built from a pile of parts is not a true Tyro of the revolutionary design that Goolwa’s Geoff Eastwood created. The Eastwood Tyro changed the face of single-seat ultralights, being a very simple to operate, super safe design that was easy to build in kit form.

PHOTOS: ?????? PHOTOS: MARK SMITH

“It's just for flying around the local patch on a calm morning or evening. Just flying along in the open air when it’s really smooth is simply magic.

Jim in his special aeroplane.

Superficially Jim’s aeroplane looks like an Eastwood Tyro but there are enough changes to make the aeroplane unique. How he came to own the aircraft is a story in itself. “A friend of mine, Ian Mitchell, had been trying to sell it for a while. It was hangared at Kevin Walters strip (in the Brisbane Valley) but with no takers, and given he was shifting locations, he decided to give it away to the person he felt most worthy. I put my case forward and got it.” AUSTRALIAN SPORT PILOT | November 2018

Jim Gollager

They say there’s no such thing as a free lunch and Jim found there’s certainly no such thing as a free aeroplane. “The pod and the wings were made but that was about it. There were wing mounts, no struts, no tail, and no rudder. Basically I had a boom with a pod and a set of wings and I made an aircraft out of it. Jim’s profession is building engines so when it came to a powerplant he found a two-stroke Rotax 503 and went to work. “I bought the engine off a friend in Taree and went through it with a fine tooth comb, replacing parts and designing my own free air cooling system.” Two-stroke engines don’t enjoy a reputation for reliability matching that of four-strokes but Jim thinks this shouldn’t be the case. “Most engines don’t actually die, they're usually murdered,” he says. “To make a two-stroke reliable, the internals have to be crack-tested and the clearances need to be set correctly. Also carburetor jetting has to be just right on a two-stroke. Finally you have to make sure that the propeller is loading the engine enough because if it’s not then you get an artificial lean mixture. You can actually seize a two-stroke if you use the wrong

propeller. At its most basic you have to remember any engine will stop if it gets bad fuel or the tank becomes empty in flight. “You have to make sure all the boxes are ticked and then feed it good petrol.” Jim’s aeroplane isn’t designed for speed, but for flying pleasure. The day he flew from Caboolture to Watts Bridge for this story the 28nm took him just on an hour. But cross country travel is not why he owns it.

AUSTRALIAN SPORT PILOT | November 2018

“It's just for flying around the local patch on a calm morning or evening. I like to cruise around at about 1500 feet so if the engine does fail I’ve got plenty of time to work out where I’m going. I always have a paddock picked out. But just flying along in the open air when it’s really smooth is simply magic. “She’s very light on the controls. The all-flying tail is mass balanced, even though people have told me you can’t get flutter

below 100kts. I don’t know about that but what I do know is if a control surface is mass balanced you are a lot less likely to get flutter. I also made my own design of a servo trim at the back. An anti-servo trim tab helps a flying surface move; a servo trim prevents it from moving. The more I pull the stick back, the more load is put on that gives me positive feedback on the stick. It’s actually driven by a climate control motor out of a Fairlane.” The design of the rudder adds to the aircraft’s benign flying characteristics with Jim explaining the equal amount of vertical fin area above and below the thrust line leads the rotating airmass from the propeller around the fuselage, creating a yawing moment like you normally get. Plus the light weight of the propeller means gyroscopic precession forces are also light as the tail comes up. “You can just lock your feet and it’ll simply lift off the ground,” Jim says. “I think it lifts off at about 45kts, climbs out at 50 to 55kts and cruises at 60 to 65kts. I approach at 60kts, which you have to do in high drag aircraft because if you flare too high, which I do because I’m flying so many different types of aircraft as an instructor, you have a bit of extra

energy before the speed runs out.” Like so many basic RAAus aircraft Jim’s needs lots of old fashioned skills to keep it flying well once it’s in the air. “It’s stick and rudder flying all the way. It has masses of adverse yaw from the large ailerons meaning coordination in

turns is important. But it’s great fun. I’ve always believed every pilot should spend some time in Drifters so they learn true stick and rudder skills from the start. It becomes bred into them. It’s much harder to break a bad habit than simply create a good one from the start.”

AUSTRALIAN SPORT PILOT | November 2018

COLUMN

DALTON ON SAFETY AIRCRAFT HULL INSURANCE – HOW MUCH SHOULD I INSURE FOR?

Michael Dalton has some answers to a difficult question.

s an insurer, I am often asked “is that enough cover?” or “how much cover should I have?” Now I can’t really answer a question as broad as that as I am not in a position to examine a client’s personal circumstances and give them advice on what is adequate for them. But there is one area where many aircraft owners are currently at risk of being significantly under insured. The current exchange rate between our Australian dollar and the US greenback has seen the potential cost of acquiring a replacement aircraft from overseas increase significantly. While the owners of higher valued helicopters, turbo props and jets will likely have the hull insured in US dollars, the average owner of a piston engine GA aircraft, me included, will have their coverage in AUD and likely not have reviewed that in some time. It was only a few short years ago when we were enjoying an exchange rate better than parity and there was a constant flow of aircraft coming across the pond, both in a box and under their own steam. Indeed back in 2011 I imported a Cessna 120 with an exchange rate at $1.06 which was much better that what I paid on my Cessna 195 just over a year before at 0.88c. Now we are in the mid to low 70s and the replacement cost for both of those aircraft have increased significantly given the US is the likely marketplace to get a replacement in the event one is written off. Consider this example I worked through with a customer just recently: Type: 1946 Piper J3

USD

AUD in 2011

AUD now

(based on $1.06)

(based on 0.73c)

Purchase Price:

45,000

42,452

61,644

Disassembly/Packing:

3,000

2,830

4,110

Export certificate:

1,000

945

1,370

Sea Freight:

7,200

6,792

9,863

Transit Insurance: GST

300

283

411

5,650

5,330

7,740

Sub Total 62,150 58,632 85,138 Now that’s a $26,000 increase in just four years! Then add to that local unpacking, assembly and certification and in today’s

AUSTRALIAN SPORT PILOT | November 2018

money we are fast approaching $100,000 for a Piper J3! Even if it were to be RAAus registered with its lower initial certification costs it’s still likely to be an $85,000 to $90,000 exercise. The problem increases exponentially as the hull value increases as owners of high end RAA aircraft imported from Europe would learn if something happened. So ask yourself – do you have your hull insured for sufficient value to replace it with a like machine if the worst were to happen? Given today’s aviation insurance premiums are at all-time lows, it’s certainly the right time to do the sums. While we are looking at hull insurance, owners should note that money spent on major work doesn’t necessarily equate to an equal increase in hull value. All too often we see (and question) requested increases in hull value after engine overhauls and the like. The catch is that while you may have spent $50,000 on your overhaul, it doesn’t directly add $50,000 to the insured value of the aircraft as invariably the owner will not have depreciated the insured value as the engine time was used up. Aviation hull policies are generally an agreed value coverage and do not include averaging clauses like some general lines policies do. So it’s important to review your hull sum insured on an annual basis and ensure that it’s about right given the current state of the market. Look in the trader or online (locally and in the US) for the same type with similar time in service, engine and prop time to run and equipment fit and look to that as your benchmark.

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AUSTRALIAN SPORT PILOT | November 2018

PILOT PROFILE TRAVEL

MORUYA ANDFROM BEYOND LEARNING THE BEST

A veteran pilot isone still passing on thethe artother of aviation to anyone keen to learn its ways. Two coastalagroutes, from Melbourne, from Sydney Mark caught with him. unveil Smith a magic part ofupAustralia. Mark Smith enjoyed the trip.

ith summer almost upon us, and many people looking forward to a well-earned break, it’s time to look at flying destinations that are easily doable in our type of aircraft. Moruya on the NSW south coast is perfect place to get to from most points in Victoria or NSW, with the coastal flight from both starting points a great way to begin a holiday. From Melbourne the trip should take about two and a half to three hours at around 100kts, following the coast all the way and avoiding the tiger country on the direct track. From Sydney it’s about an hour and a bit, again straight down the coast. Moruya has a sealed strip right on the coast that is used by REX for its service to Sydney, so the strip is good. That also means hire cars are available at the airport, though you need to book in advance since the terminal is only staffed when the RPT service is due in. Once you have the hire car the main

problem becomes exactly what you choose to see. Moruya itself is a gorgeous town situated on the sparkling Moruya River that is famous for its weekend market as well as being the site of the granite quarry for the Sydney Harbour Bridge. A short drive north brings you to the town of Mogo, home of the Mogo Zoo and the charming Original Gold Rush Colony. Mogo Zoo is one of Australia’s leading breading centres for wild animals and boasts the largest collection of primates in Australia. A few hours wandering around walking trails is the perfect way to unwind on a three day break in the region. The mountainous bushland along this part of the south coast is pocked with mine shafts from the goldrush era. It’s hard to get your head around the challenges these miners and their families faced and the Original Gold Rush Colony is a great way to learn about the history of the region. Guided tours run hourly and give an insight into life in the gold fields in the 1800s.

AUSTRALIAN SPORT PILOT | November 2018

Further up the coast you hit Batemans Bay. This is the perfect place to stay on your weekend away as it’s central to many of the attractions in the area. The Clyde River dominates the area, flowing under the Clyde River Bridge which is a rare lifting span type that must raise to allow vessels to pass underneath. A relaxing way to pass a morning (and see the bridge lift as you glide under) is to take a trip up the river with Merinda Cruises. The trip to Nelligen and back takes three hours including a 30 minute stopover at the historic wharf, and can include fish and chips for lunch from the famous Innes Boatshed. Batemans Bay has many good restaurants, but one of the best places to sit in the open and watch the river and the boats silently bobbing at their moorings is the Mariners on the Waterfront. Good pub style food and a great view on the upper deck. Moving north from Batemans Bay you

Fleet Air Arm Museum at Nowra

Graham, Joshua and Jamie.

Cruise on the Clyde river

pass through many pretty coastal towns worthy of inspection. But the goal of any aviator is the Fleet Air Arm Museum at Nowra’s HMAS Albatross Navy airfield. It’s filled with interesting aircraft depicting the history of naval aviation. Plus if you have kids on board they can try their hand on a helicopter simulator that is guaranteed to keep them happy. Civilian aircraft can, with prior approval, fly in to HMAS Albatross to visit the museum. To drive to the region takes a good four hours from Sydney, eight and a half from Melbourne and just a couple of hours from Canberra. It’s all the more reason to hire an aeroplane and fly in from wherever life has put you. Private flying is about access to places a non-pilot can’t get to for a few days away. So think about a trip to Moruya and enjoy the delights of the area. It’s an easy flight and an even easier few days away.

Everyone loves a good market.

AUSTRALIAN SPORT PILOT | November 2018

FEATURE

THE CESSNA 140 – OLD CAN BE NEW AGAIN

A classic Cessna is still working for its keep, with a happy owner on the sidelines. Mark Smith reports.

eauty is always in the eye of the beholder, or to put another way what’s wine to one is dishwater to another. What’s a slab-sided spam can to one pilot is a figure of aviation art to another. In the 21st century no one can deny the art deco feel of the post war Cessnas and their inherent good looks that seem to speak across the ages. Maybe it’s the curved fin, the stout conventional undercarriage or, if the owner has kept an aeroplane original, the panel that looks like it’s from a car of the same era. The Cessna 120 and its slightly beefier sibling, the 140, were born after WWII, probably with the ambition to fuel the post-war aviation boom that never happened. The funny thing is, unlike so many aircraft that hoped to cash in after WWII, Cessna went on to build more than 7760 of the 120/140 over five years. Make no mistake. These aircraft were

supposed to disappear in to history as newer models came onto the market. Yet many are still flying, with quite a few still working for a living. All C120/140s originally came with fabric-covered aluminium wings and an all aluminium fuselage. Some restorations have seen the wings recovered in aluminium sheet, though the subject of this story still has fabric covered wings. C-140s came out of the factory with an electrical system though you’d be hard pressed to find a 120 today without electrics fitted as well. Wes Summers is a pilot who was looking for an aeroplane to own after years in both GA and RAAus. The C-140 came up unexpectedly. “I did my tail wheel endorsement on her at Caboolture and really enjoyed it. And then it was offered to me at a reasonable price as the owner was moving onto other aircraft so I looked at and decided it was a

AUSTRALIAN SPORT PILOT | November 2018

good thing and we bought it,” he says. “It was already in RAAus and I wanted to keep it there so it could continue to work on the flightline as a RAAus trainer for pilots looking to extend their skills.” Maintenance-wise Wes has decided to keep his aeroplane under Schedule 5, maintained by a LAME. This isn’t a slight on RAAus maintenance but just keeping an eye on his investment if he decides to ever sell and a new owner wants to go back on the GA system. “It'd probably be cheaper if you went completely to RAAus to maintain it but it’s not too bad keeping it in schedule 5. It’s still cheap to fly.” Wes started learning to fly at 16, before he could legally drive a car, on a Cessna 150. He funded his flying with part-time jobs, working Thursday night and Saturday which gave him enough to have a lesson on Sunday.

PHOTOS: MARK SMITH

Wes Summers and his C-140

AUSTRALIAN SPORT PILOT | November 2018

“A friend of my dad's was an instructor. He was also the CFI of the police air wing and he used to instruct me for free and I paid for the plane. “I flew for about a year or two and then work and other commitments got involved.” He returned to flying in the mid-1990s, earning his PPL, and then had another hiatus until 2015. It was when he had a joy flight with Bill from Caboolture Recreational Aviation that he discovered RAAus. “I'd thought about restarting and came to the air show here three years ago. I had a joy flight with Bill that cost $50. Heather, his wife, joked ‘you know $50 is really cheap’ and my wife said ‘no it's going to cost a lot more than $50’, and it has in the long run.” Wes says the he was surprised at the cost of learning to fly in RAAus compared to traditional GA. “It definitely makes a difference being able to afford flying a bit more. In GA you're looking at $350 to $400 an hour with the instructor whereas RAAus you can do for $200 to $220 an hour including the instructor. That’s a big price difference.” Cessna 120s and 140s are a delight to fly. On the ground they reward good tail wheel technique by being very predictable and once in the air they fly pretty much like their nose wheel equipped siblings that came

along later. You need a touch of rudder into the turn to keep the ball balanced but that’s why they made such great trainers. Getting in is easy thanks to the design using control wheels rather than sticks. It’s common for pilots who are flying a tail wheel for the first time to feel like they are leaning back a long way when they first experience an aeroplane sitting in the three point attitude, and in the 140 you certainly feel the nose is quite high. Original 120/140s had a pull starter arrangement but Wes’s aeroplane has been converted to a conventional key start. Taxying is easy and despite the laidback seating position you can just see over the nose if you lift your head a touch. Take off is dependent on load, as with all aeroplanes. One up and it gets off the ground really quickly, basically lifting off not long after the tail comes up. With the wind on the nose the amount of pedaling of the rudders is surprisingly small compared to other taildraggers. Two up and the takeoff becomes longer. Throw in a bit of crosswind and the workload increases as the ailerons take a while to become effective and the battle begins to keep the into-wind wing down while staying straight. But that’s tail wheel flying and after a bit of practice it becomes second nature.

AUSTRALIAN SPORT PILOT | November 2018

In the air it becomes just another aeroplane that, despite its age, flies like a more modern Cessna trainer. Landing is pretty standard for a taildragger. The 140s have flaps that are only marginally effective but they do cut float a touch during the flare. Provided the speed is kept down, three point landings are easy into the wind, while crosswinds make the process a little more challenging again. It’s worth remembering that 60 years ago all trainers were taildraggers and students still learned to fly successfully and in about the same amount of time as people learning today in tricycle gear aeroplanes. Wes keeps his 140 online at Caboolture Recreational Aviation where it’s available for tailwheel training. It’s a popular aircraft with pilots looking for something a bit different. However that doesn’t stop Wes from using his aeroplane for pleasant cross countries. “I've been to Bundaberg a few times and I've flown up to Emerald to look at a boat. “She cruises at about 80kts burning 24lph so I have about three hours. It’s certainly low and slow. A friend of mine who flies a much more modern LSA asked me what I do when I’m flying. He listens to music, takes phone calls because he has an autopilot. I told him I have to fly the aircraft. I don’t get to sit back and I like that.”

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AN AEROCHUTE OVER THE GULF John Dunn and his wife Lyn use the unique abilities of their Aerochute to see the Top End from the air.

y favourite passenger and I planned our next Aerochute touring holiday to visit the Gulf of Carpentaria. There was also an invitation to fly at a remote outback cattle station, two hours west of Boulia off the Plenty Hwy about 2000km from Melbourne. We travel with the Hummerchute in a 4X4 Toyota Cruiser ute towing an off road tiny caravan. Preferring the back roads, we travelled via Wilcannia and Cordillo Downs to Boulia, where we finally met Barry, our host, at his very busy cattle station. Our campsite and take off site were alongside the mighty Georgina River. Pre-dawn saw us doing a pre-flight and warming the Hummerchute up. Our porta-

ble wind sock planted in the ground showed a faint south easterly â&#x20AC;&#x201C; perfect! After a clear prop call and a takeoff run of 50 metres and about 10 seconds we were leaving Mother Earth. The huge river and smaller tributaries with their ancient eucalyptus lining the banks disappeared over the horizon. From 1000 ft they looked like the living arteries of this vast dry land. After a perfect landing and ravenously devouring breakfast, Barry showed us how the ringers select which bulls get to visit McDonalds and which go to a rodeo. And people have the nerve to suggest flying is dangerous! Three flights and much entertainment later we were on the road again. Many thanks for the hospitality Barry! We contin-

AUSTRALIAN PORT SPORTPILOT PILOT| November | November2018 2018

ued on to Burketown then westward along the rough Savannah Way to our next flying site at Bing Bong, 60 kms from Borroloola. Here, the Mule Creek enters the Gulf of Carpentaria. A large dry mud flat was selected for our take off site. It was a little spongy under foot but still good, and 100 metres of clear flat ground in this isolated wilderness is a blessing. Reducing the tyre pressure helps for a perfect take off from the spongy ground into cool blue skies. The scenery was breath taking. The land is so flat the river constantly meanders through loops and hair pin bends with countless tributaries to the horizon. And the colours were amazing. The river was an aqua brown and lined with emerald

TRAVEL

green mangroves. Behind those was chocolate-coloured mud and beyond that, very white sandy mud. Seen from above, all the colours were very distinct and separate making for awesome scenery. Just offshore is the Pellow group of islands. We don’t travel far from our base. This is truly tiger country, with crocs. Engine failure is no big deal for a powered parachute. We can safely land on a sixpence, but it would be impossible to walk out of this country. For precaution we always carry a satellite phone and a registered distress beacon on every flight. Nevertheless, three days and three flights later, only because of the wind increasing, we move on to our next adventure.

Travelling down the Roper Hwy we find ourselves at Roper Bar. The small store and caravan park are abandoned, but we find ourselves a perfect camp and take off site alongside the mighty Roper River. After three lazy days of fishing and exploring, and no flying, we move on. The wind just would not quit. We endure 200km down a rough dirt road to arrive at Port Roper where the Roper River enters the Gulf. This is tough isolated country. The road ends 5km from the coast, which is all mud flats. On our side of the river is miles of cane grass. The only sign of civilisation is three rough dwellings for seasonal professional Barramundi fishermen. The only cheerful resident gives us per-

mission to take off from his 300 metre long drive way – it’s the only place we can fly from Our GPS, loaded with HEMA outback maps, indicates two aircraft landing fields 5km apart, one of which is supposed to be right where we were … but we found no sign of it. We were informed both stopped being used over 25 years ago, but nobody ever tells the map makers! Very early next morning we conducted the pre-flight and warmed the aircraft engine as the wind blew straight down the drive way and toward the coast. With a perfect lift off and steady climb the scenery was amazing. There was evidence of wet season damage, as the odd cyclone blows through the region, and the blistering summers

Remote camp, with campervan and Aerochute all in the one place.

AUSTRALIAN SPORT PILOT | November 2018

takes their toll on the country. The wind at height was too strong to fly all the way to the coast so we settled for crabbing sideways from the mouth of the river and back along the coast. Returning to our base in double quick time we circled the wind sock and came in for a normal landing, except this time there was a sharp noise and a thump on touchdown. Rolling to stop under brakes we quickly dismounted to find one prop blade had struck something and delaminated. Retracing the tyre marks to touch down, there was no evidence of any cause of the problem. After breakfast we fitted our spare prop in about 30 minutes and spent another 10 minutes to slowly bring the revs back up to maximum. It all felt and sounded good. Later that day I used the sat phone to order

another prop from the Aerochute manufacturer. Next morning we changed direction and flew inland, following the river. Heavy bush and mangrove hugged the far side of the river, with light scrub and tall grass on our side. At 1000ft we spotted a large area of man-made earth works and derelict sheds covering about five acres, which coincided with the position of the second airstrip we had seen on the map. Later that day we found out the ruins were the remains of a prawn farm which was abandoned 30 years ago. Again, we didnâ&#x20AC;&#x2122;t venture far from our base as this was tiger country. No matter, we think we are very lucky to be able to fly in this hostile remote part of the country. This time we come in for an uneventful

AUSTRALIAN SPORT PILOT | November 2018

landing. We packed up and departed on the road once more and stopped again at Roper Bar where this time the weather was calm. We enjoyed a perfect take off which threatened to take us straight over tiger country, but application of maximum power and a sharpish right hand turn kept us over the clearing until we reached 1000ft. The magnificent scenery revealed itself to us â&#x20AC;&#x201C; the river here was quite straight with high heavy bush on both sides. The only break was large curved billabongs nearby all covered in spectacular flowering lotus plants. That was our last flight for this trip - a most memorable flight as all our flights were. The adrenalin of take-off, and the scenery, especially at a new site, is what keeps us touring and flying with our Hummerchute.

The land is so flat the river constantly meanders through loops and hair pin bends with countless tributaries to the horizon.

Dirt road take off.

Wife Lyn enjoys the ride.

AUSTRALIAN SPORT PILOT | November 2018

RAAUS PHOTOS: MARK SMITH

FROM THE OPS TEAM WHY DO WE FLY?

ilots are regularly asked, or may even ask themselves, why do we fly? Let’s stop and think about our journey to finally becoming pilots and some subtle programming that seems to begin when we first walk in the door of the flight school or club where we are learning. I recall being slightly bamboozled by the terminology, the abbreviations and jargon, and remember wondering how would I ever remember it all. This jargon included an even more puzzling aspect, an introduction to the tribalism of flying. What tribalism you may ask? Initially it was ultralight pilots versus GA, later powered flight versus gliding became obvious, then military and commercial versus flying for fun, trikes versus fixed wing, the list goes on and on. Why do we do this? Well, tribalism has been around since humans first walked out of caves and spotted a new and potentially hostile tribe over the hill. New tribes represented threats to your tribe when finding food, shelter and companions and were to

or don’t make, we write nasty letters to editors, the regulator and each other. We snipe and fight for a bigger piece of a pie that is not very big in the first place and moan about how “they” are getting something we don’t have. Worldwide, we are also becoming discontented with everything and online communication makes it easier to anonymously take pot-shots at those we don’t agree with, dislike or just don’t like. The key message of what we do and why we do it is in danger of being lost. We fly because it is fun, because it appeals to us, because we enjoy the challenge. We may even enjoy the feeling of doing something only a minority of people do, for the feeling of superiority, for the opportunity to bask in the admiration of others. Flight removes you from daily cares and worries, from stresses of work or family, from reality. Perhaps we can step back from all that angst and tribalism, try to recall the reasons we started learning to fly and continue to fly and enjoy flying for fun. Safe flying.

be dealt with quickly and forcefully. Tribes also evolved to include nations or common regional origins, sporting teams, religion, political belief, music, food and so much more. It seems like the bigger our world gets, the easier it is to find a tribe you don’t like, or a way of doing things you don’t agree with, leading inevitably to conflict. What does this do to our world of flying? It splinters pilots into “us” and “them”. It makes us forget the most important message is that we fly because we love it, it frees our mind from the tyranny of petty things, yet we persist in bring those petty things into our world of flying. We constantly bicker among ourselves about one tribe being better than the other, that one way of getting into the air and enjoying those freedoms is superior to the other, that one organisation is better or worse than another, or has different interests at heart. We sit at bars and bitch about “the others”, we complain about them in the air and the radio calls they do

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800 Airframe Hours, 800 Engine Hours, CTLS 732 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

5123 UNSTARTED QUICKIE KIT

664 Airframe Hours, 260 Engine Hours, J200 Build 2003, Owner purchased 2010, Airframe TTIS 644 Hrs, nil accidents, repainted at Factory 2013, GA analogue instruments, vacuum pump, A/H, D/G, Electric T&B, voltmeter, keyed ignition, Microair radio, dual headsets and 2 x GPS’s, 140 lit fuel PRICE: $50000 CONTACT: Jeff Nott 0418 843 954

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: $135000 ONO Contact: Lance Weller 0407 229 495

5309 SHARE IN AEROPRAKT A32 VIXXEN AT CABOOLTURE QLD

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. Call Les 0438 017 256. Located in South East Tasmania. PRICE: $7500 CONTACT: Les Skinner 0438 017 256

5397 BUCCANEER2 ULTRALIGHT FOR SALE

0 Airframe Hours, nil Engine Hours, Q200 A rare opportunity to purchase an unstarted kit of one of the prettiest light aircraft ever designed. No engine, instruments, prop or paint. Fast, fuel-efficient and fun. Massive builder support on Quickheads dot com. Price: $7200 Contact: Martin Lang 0409 800 369

400 Airframe Hours, 400 Engine Hours, A32 Vixxen A share is available in The Davewood Syndicate Vixxen based at Caboolture. Long running syndicate dedicated to providing a low hour high (currently 150) standard machine at reasonable rates of $85 per hour wet and $100 per month fixed. PRICE: $10000 CONTACT: Ian McDonell (07) 3886 5828

AUSTRALIAN SPORT PILOT | November 2018

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: $29000 CONTACT: Ivan Lizarralde 0409 660 716

5428 CESSNA SKYCATCHER 162

98 Airframe Hours, 98 Engine Hours, 162. CESSNA SKYCATCHER 162 2011 TT 98 hrs. Australian delivery. One owner. Dual screens PFD and EGT, all options. Currently registered GA but can be registered RA. 10/10. EMAIL: alank454@hotmail.com PRICE: $95700 ONO CONTACT: Alan Kirwan 0439 805 540

5454 WANTED - WIZARD 3 HANG GLIDER WING FOR TRIKE

5502 2014 WEDGETAIL AIRCRAFT COUGAR (FORMALLY MORGAN AEROWORKS)

62 Airframe Hours, 62hrs Engine Hours, Cougar. This aircraft is one of very few kit built aircraft of it’s class antwhere in Australia. It is equipped with everything that you could imagine: Honda Viking Engine 110Hp (Uses between 18-20LPH of 98 Fuel) 110L Fuel Capacity with 8 hrs Endurance. PRICE: $82000 CONTACT: Frankie Bailey 0468 713 545

5528 AIRBORNE XT-912, TRIKE/ MICROLIGHT ARROW S WING LSA

Wanted - Wizard 3 hang glider wing for trike, any condition. CONTACT: Glenn Stallard 0434 558 038

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 NEG CONTACT: Graham Barrington 0400 144 282

5546 JODEL D-18 (2-SEATER)

136 Airframe Hours, 112 Engine Hours, D-18. GENUINELY SELLING FOR HEALTH REASON. Built 2005. TT 136hrs. SUBARU EA-81 ENGINE. Gearbox (not belt-drive). Warpdrive 3-blade prop. Instruments all VGC, Microair Radio, GPS, Emergency Beacon. Wing conversion project. PRICE: $16500 Contact: Morris Beattie 0409 540 180

5569 ZENAIR 750

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

5462 AIRBORNE MICROLIGHT 1098 Airframe Hours, 20 Engine Hours, Classic Microlight for sale. New engine, just run in 20 hours old. Upgraded wing from original wizard wing to Streak 1. Many extras. Includes travel fuel panieres, helmets, radio. Log books available. Excellent condition. PRICE: $13000 CONTACT: Martin Braatz 0417 896 342

5468 TECNAM BRAVO WITH LEASE ON HANGAR/OFFICE

550 Airframe Hours, 550 Engine Hours, XT-912. AIRBORNE XT-912 TRIKE ARROW S WING LSA PRICE: $29000 CONTACT: Bob Thiemann (07) 5481 2025 / 0418 776 116

5530 FOR SALE - ZENAIR ZODIAC CH601HD

224 Airframe Hours, 224 Engine Hours, Zenith ch601. Zenair Zodiac ch601hd Aircraft, 19-4128, completed 2004. Aeropower 80 hp motor. Tricycle undercarriage. TTIS, low at 224 hours. Safe, reliable, easy to fly. Suit low hours pilot. White with grey and cherry trim. Hydraulic brakes. Always hangared. PRICE: $29990 CONTACT: Brian 0439 702 649

5536 FOR SALE - JABIRU J230.

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

PRICE: reduced by $10000. 350 Airframe Hours, 350 Engine Hours, J230. Kit built, approx 350

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

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

5588 PACIFIC IBIS

780 Airframe Hours, 900 Engine Hours, GS700 magic. Pacific Ibis GS 700 for sale. PRICE: $60000 CONTACT: Craig Hardy 0409 581 278 AUSTRALIAN SPORT PILOT | November 2018

AVIATION CLASSIFIEDS

5590 WANTED - RAAus CHIEF FLYING INSTRUCTOR

5617 AIRBOURNE EDGE TRIKE

quantity and management, nav and GPS. Microair VHF. “Quiet Kit” Muffler and Propeller Factory Fitted. 65 Litre Fuel Capacity (Approx 3.5 hours plus 45 minutes reserve). Three Wheel. PRICE: $48000 CONTACT: Glenn Wilson

5629 ZENITH ZODIAC 601XL-B

Join the team at the Sunshine Coast’s fastest growing flight training facility. We have an exciting opportunity for an experienced CFI, or Snr. Instructor. EMAIL: colin@sunshinecoastaeroclub.com.au. CONTACT: Colin Appleton 0414 430 647

300 Airframe Hours, nil Engine Hours, Edge. Airbourne edge trike 582 rotax blue motor. Streack 1b wing. PRICE: $4950 CONTACT: David Snell 0414 496 696

5597 JABIRU J230C

5618 KITFOX IV CLASSIC

130 hours Airframe Hours, 130 hours Engine Hours, 601 XL-B Zenith Zodiac 601 XL-B, TTIS 130 hours, fitted with Jabiru 3300, solid lifter, 3 blade prop ground adjustable, Dynon EFIS- EMF. Award winning aircraft, 9.5 out of 10 inside and out. PRICE: $54000 CONTACT: Gordon Burgess 0428 261 402

5630 COBRAM COBRA

605.9 Airframe Hours, 605.9 Engine Hours, J230C Jabiru J230C. 2008. 605.9 Airframe & engine hrs. Engine overhauled at 403 hrs. Wooden Jabiru propeller. Garmin GPS 296. Microair Txpdr. Hangared at Rockhampton. Deceased Estate. PRICE: $51000 +GST CONTACT: Lyn Finney 0428 788 910

360 Airframe Hours, 80hrs Engine Hours, Kitfox iv Classic. 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

5614 JABIRU FOR SALE

530 Airframe Hours, nil Engine Hours, SPUL Jabiru ul long wings and winglets. Longrange fuel tanks (120lts) 2200 motor. T end done 100 hours ago. Cht and egt fitted. 92 knot cruize. Big main wheels. Very tidy aircraft. PRICE: $23800 CONTACT: David Snell 0414 496 696

5634 CESSNA 150

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 2019. PRICE: $9500 CONTACT: David Mudie (02) 6947 1707 / 0414 643 368

5625 TANARG 912 ES MICROLIGHT (TRIKE)

8728 Airframe Hours, 900 Engine Hours, C150 Cessna150M - 1975 model. Total time 8728hrs. Engine 900hrsTSO. SIDS and cable replacement completed in 2016. ADs up to date, fresh annual completed. Icom VHF, Mode C transponder. White/ burgundy paint 7/10. Grey Interior 6/10. PRICE: $39000 CONTACT: Sheldon Jones 0427 102 540

5636 PIONEER 300

5615 POWERD PARACHUTE

60 Airframe Hours, nil Engine Hours, Home built. Converted airborn edge rotax 582. Fully certified. PRICE: $10800 CONTACT: David Snell 0414 496 696

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

377.1 Airframe Hours, 377.1 Engine Hours, Tanarg 912 ES Tanarg 912 ES with Bionix 13 Wing. TT Engine, Base and Wing 377.1. Rotax 912 ULS 100 hp Engine. Airplast 3 Blade Propeller. Stratomaster Enigma EFIS – Flight Instruments, engine monitoring, fuel

AUSTRALIAN SPORT PILOT | November 2018

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: $82500 CONTACT: Mark Preston 0448 387 828

SP-AeroAus-HPH.qxp 6/09/2018 10:42 am Page 1

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Aeroprakt A32 Vixxen www.foxbat.com.au

Search for Aeroprakt A32

Cruise 115+ knots Stall 27 knots Carry 210+ kgs after full fuel Average under 20 litres an hour Believe it! AUSTRALIAN SPORT PILOT | November 2018

AVIATION CLASSIFIEDS

5642 ARION LIGHTNING 3.3FI

757 Airframe Hours, 669 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

5651 FLY SYNTHESIS TEXAN 550 CLUB

5658 KR2

0 Airframe Hours, 0 Engine Hours, KR2 KR2 Complete Kit has sold but Diehl gear from US still available. Can set up as taildragger or Tricycle. All up $2000. PRICE: $2000 CONTACT: Guy Dutertre 0423 744 905

5661 JABARU J230D 2008

2081.7 Airframe Hours, 735.7 Engine Hours, Texan 550 Club 2009 model. Caloundra. Cruise 105kts. Rotax 912 ULS engine 1269 hours TBO or 12 years. Airframe: complete new re-spray & gel coat (cost $12,500). New intercom. DUC prop. AvMap avionics. Always hangared. Regularly maintained. PRICE: $79500 CONTACT: Martin Costigan 0402 821 959

5652 PROPERTY FOR SALE IN GATTON AIRPARK

602.7 Airframe Hours, 602.7 Engine Hours, J230D $70k + GST Neg. Excellent condition (airframe, interior and exterior), Always hangared, Dynan EFIS D100, Microair transponder/radio, autopilot, 602.7hrs & 100hrs composite prop, 115kts cruise, 5hrs endurance, 22l/hr. Great x country flying. PRICE: $70000 NEG CONTACT: 0410 410 185

5665 TECNAM BRAVO P 2004 - YEAR 2005

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 across the valley to Toowoomba PRICE: $595000 CONTACT: Beven C.T. Dryden 0409 771 004

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: $86500 CONTACT: John Middlemiss 0401 653 666

5653 RANS S6ES

5672 JABIRU 170C 24-5398

5677 RAND KR-2RG 19-8765

207 Airframe Hours, 207 Engine Hours, Rand KR-2 RG Airframe and engine hours 207. Aeropower VW engine with duel ignition 70HP. Empty WT 287kg Max T/O WT 500kg. Cruise speed at 120 kts 12 ltrs/hr. Stall speed 36kts. Fuel cap. 56ltrs. A delightful aircraft to fly. PRICE: $25000 CONTACT: Allen Buzza 0412 772 480

5680 CFM SHADOW STREAK

1600 Airframe Hours, 133 Engine Hours, Shadow Streak. Shadow Streak. 1600 Total Airframe Hours. 133 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

2174 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 hangared. Upgraded from LSA55/2j in 2003 Full covers provided All AD's up to date. PRICE: $26000 CONTACT: Anthony Elms 0403 777 852

5690 WYREEMA AIRFIELD HANGAR SPACE

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

370 Airframe Hours, nil 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

AUSTRALIAN SPORT PILOT | November 2018

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

5699 4772 TECNAM SIERRA P2002, 2006

602.3 Airframe Hours, 864.5 Engine Hours, P2002 4772 Tecnam Sierra P2002, Year 2006. 864.5 hours. Fitted with carby heat, AV map, transducer. Hangared at YBNS. Price: $95000 Contact: Barrie Jones 03 5145 6438 / 0429 456 438 or Martin 0412 617 110

5711 JABIRU J160

1290 Airframe Hours, 60 Engine Hours, J160 JABIRU J160 FOR SALE. Time to Move On and take up Bungey Jumping! Can Deliver Aircraft. Price: $45000 Contact: John Harding 0403 551 707

5714 LIGHTWING GR 912ULS

5704 SPACEWALKER II-RR

200 Airframe Hours, 200 Engine Hours, RR Unique chance to purchase the original RR version of the proven Spacewalker. Built from all new materials and using the popular Rotec 9 cylinder radial engine, this version is the ultimate retro fun machine. Serious Enquiries only. Price: $85000 Contact: Martin Hone 0419 368 696

5706 SLING 2 AIRCRAFT FOR SALE

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: $130000 Contact: Anthony Carrigan 0427 293 644

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

5723 AEROPUP 19-5206

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

5721 AIRCRAFT 25-0427

1752 Airframe Hours, 1752 Engine Hours, GR912 Lightwing GR 912 80 Hp Good condition throughout with small paint cracking and stone chips on the tail. Top end reconditioned at1594hours.VHF/ UHF, Aux.38 litre tanks under seat. Very reliable aircraft with good range. Hangared and serviced every 50 hr. Price: $28000 Contact: Andrew Smart (08) 8642 3642

480 Airframe Hours, 480 Engine Hours, Aeropup REDUCED to $36000, built by Steve Donald QLD. 480Hrs TT, Jabiru 2200 85hp 480hrs TT, folding wings, Stits covered + spare paint + fabric etc, XCom radio, Elec Flap, VG's, Large Tyres, WigWags. Price: $36000 Contact: Tony Peter Loeffel 0432 341 681

5724 STREAK SHADOW

5719 LIGHTWING 912 TRICYCLE

Appr 250 Airframe Hours, 120 Engine Hours, Lightwing The aircraft has not flown the last 5 years. It is surplus to owners requirements and is sold on a as is where is basis. It is registered till 8/19. It needs engine upgrade as pr. Rotax manual. All hoses need replacement due to age. New battery. Price: $19500 Contact: Ole Jensen (42) 7384 159

560 Airframe Hours, 560 Engine Hours, Streak Streak Shadow in VGC. 560 engine hrs and recent bearing test showed negligible wear. Burns <10L/hr at 65 knot cruise. Shadows have excellent reputation with many epic flights and are supposedly stall proof. Dual controls, folding wings. Price: $14000 Contact: David Lewis 0488 271 936

5725 STORCH S

5720 JABIRU J160D FOR SALE

651 Airframe Hours, nil Engine Hours, D J160D Jabiru 24-8315. Requires engine overhaul. Wing bolt modification completed. 651 total time. Dynon Avionics EFIS-D10A. Garmin Aera 500. Price: $39000 Contact: Sally Scott 0409 471 655

218 Airframe Hours, 218 Engine Hours, Storch S 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. Itâ&#x20AC;&#x2122;s also proven to be one of the most influential small planes of all time. Powered by... Price: $70000 Contact: Tony Sykes 0418 370 899 AUSTRALIAN SPORT PILOT | November 2018

AVIATION CLASSIFIEDS

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FEATURE

FIRST SOLOS Mat Skinner

has known about the Aerochute for many years and has finally found the time to do his training and go solo.

Tom Li achieved his first solo after retiring from his business in China. He is happy he is free to pursue his passion of flying the Aerochute.

Stephen Bennett

has shown flying can be a family affair after both his son Alex and himself flew their first solos with Daveâ&#x20AC;&#x2122;s Flying School at The Oaks. After the achievement he thanked instructor John Taru.

AUSTRALIAN SPORT PILOT | November 2018

COLUMN

SAFETY LOW ON ALTITUDE, LOW ON LUCK Altitude above is as useless as air in the tanks. Mark Smith looks at why.

t’s a matter of debate that all accidents are preventable, providing pilots both follow the rules and fly in a way that avoids secondary problems like terrain that would prevent a safe forced landing. But we live in the real world and so each one of us accepts risks commensurate with our own comfort levels. There are plenty of accidents though that are totally preventable. Three examples highlight that breaking simple rules, sometimes on the spur of the moment, can lead to tragic consequences that should never have happened. They involve GA aeroplanes but the lessons equally apply to RAAus operations. It was a nice day in February when the pilot of a Piper Arrow took off from Wallan with three passengers for a sightseeing flight to Lake Eildon. It’s a beautiful part of Victoria with rolling hills leading to a huge lake system. The sense of anticipation of the party must have been high. Witnesses reported later that their attention was drawn to the aircraft because of the extremely low altitude it was flying at above the lake, though the aircraft appeared to be operating normally. What happened next was anything but normal. While flying 133ft above the water the aircraft struck a major power line running across the lake from Mt Enterprise to Mount Pinniger. The line was 30.8mm thick and was not marked by high visibility markers, nor was it required to be. The force of the impact dislodged the left wing of the aircraft and it descended out of control and struck the water. All of the occupants were killed. The final report carries the normal comments that the pilot held

a valid class 2 medical, and that there were no known physiological or psychological factors that may have affected the pilot's performance, nor were there environmental, mechanical, operational or

AUSTRALIAN SPORT PILOT | November 2018

other factors that contributed to the accident. We jump forward a few years. A party of German tourists had hired three aircraft for a flying tour of the outback. They had flown from Jandakot and planned on flying through Western Australia and the Northern Territory. In the subject aircraft, a C-172, the two front seat occupants were both experienced pilots. The pilot in the left seat had 379 hrs and was current on the C-172, the other had 1643 hrs and was a qualified flying instructor and examiner. It was not known who was flying at the time of the accident given the pilot in the right seat was known to fly from there given his time instructing. On a leg from Katherine to Tennant Creek the aircraft struck a powerline 15m above the road. This caused the tail to break away and the aircraft to descend steeply, nose first, into the ground. There were no survivors. There were no witnesses to the accident itself but plenty of evidence that this wasn’t the first time these pilots had engaged in low flying during the trip. Still photographs and video recovered from the crash show that a week before the subject aircraft and another from the party had flown below 500ft AGL. One photo shows the subject aircraft indicating 70ft AGL. On the day of the crash, witnesses driving on the road between Katherine and Tennant Creek saw an aircraft about 5km south of road at about 150ft AGL. It disappeared over a ridge. These people were first on the scene of the accident shortly after. The investigation found no identifiable problem with the aircraft that would explain why it was less than 50ft above the road. Unlike the previous accident, the final report for this accident stated: “in the absence of any evidence to the contrary, the investigation concluded that the descent to, and ongoing flight at low level was probably as a result of a conscious decision by the pilots.” The final accident involves another Cessna and another pow-

erline. A C-172 took off from a private airstrip near Leongatha in Victoria to get fuel from Tyabb airfield. On the way the pilot decided to buzz a house close to his property. While doing this the pilot struck a powerline that was 27m above the ground and crashed. The ATSB noted that the pilot had previously been reported to CASA for low flying and had been counselled. Allegedly this didn’t stop the behavior and at the time of the crash CASA had mounted an investigation into his flying. RAAus has its share of aircraft colliding with powerlines result-

ing in serious or fatal injury to the pilot and often, the passenger. These accidents also tend to occur close to properties owned by people known to the pilot or passenger. The regulations are very clear. Fly no lower than 1000ft AGL over built up areas or 500ft over open ground unless you are taking off, landing or exceptional circumstances force you lower. With specialised training you can go lower, but that training teaches a wide range of skills designed to enhance the situational awareness needed to be safe close to the ground. None of these pilots had undertaken that training. It’s also important to note that there is no legal requirement to put high visibility markers on power lines less than 90m from the ground, unless they are near the approach path of a runway. It’s easy to sit back and pass judgment, but these incidents need a closer look. In the first case it was possibly a last minute decision

to buzz the lake. It’s a beautiful day and everyone was excited. We’ll never know just what went on in the cabin but we can learn from the event. If it was an impulsive decision it was also a bad one. It teaches us all to think before we act. Sounds simple? There are countless examples of impulsive decisions in aeroplanes that have turned out badly. Psychologists like to refer to triggers of behavior. What was happening in the minutes or hours before a person makes a decision. Low flying incidents involving pilots outside specialised low level operations usually involve passengers in the aircraft, and it seems to follow a pattern of showing off. In the case of the single pilot accident, he had a habit of doing the same thing on the same day each year, over the same house. Possibly the same motivations? Again we’ll never truly know. The second two accidents are also instructive in that both pilots seemingly indulged in dangerous flying consistently. Why? The answer lies in a human trait that lulls people into a false sense of security after getting away with a dangerous situation, and it applies to all manner of aviation decision making. A pilot scud runs, gets a fright but gets through. He’s out flying again, experiences similar weather and pushes it. He gets through again. This time he’s not so scared. This behavior goes on for a while and soon it becomes normal to push through. That’s when the weather throws a curve ball and he’s run out of options. The RAAus Operations team has previously provided a number of articles on this trait, known as Normalisation of Deviance. As noted above, “getting away” once with behaviour outside the rules leads the pilot to believe this is behaviour with no consequences and the other pilots who had problems were not as skilled or proficient as this pilot. In these cases it must have seemed like harmless fun. After doing it a few times it may have become an exhilarating routine. But that’s when things go wrong. Sometimes we pull at the chains that rules shackle us in. But in many cases they were written in the blood of pilots who deliberately broke them. This is drawn from ATSB reports and does not seek to attribute blame. References. ATSB investigations, AO-2007-058, AO-2004-043, AO2008-082.

AUSTRALIAN SPORT PILOT | November 2018

COLUMN

FINAL APPROACH THE BOOK EVERY PILOT STARS IN From the editor Mark Smith

here is an old saying that everyone has at least one book in them, though in these times of being constantly time poor I wonder if anyone will ever get the time to write it. But over time every pilot has a book they are forced to author, by law. Yes the humble log book. Now strictly speaking a pilots log book is a legal document designed to keep track of hours flown, training that has been undertaken and with whom, and the successful completion of any flight reviews. Provided that’s done the regulator is happy. However that doesn’t mean you can’t add whatever you want in the comments section as a way of remembering flights good and bad, amazing sights seen from 3000 feet and personal thoughts about unique aircraft that have been flown. In the film 16 Right a pilot offers the opinion that his log book is a love story. I look at mine and feel the same way. My original logbook is bright green and begins on June 9, 1983, when I did my TIF with Barbara Begg at Barwon Heads airfield. She filled that in, as she did all of the entries during my early training. After I passed my restricted flight test I took custody of my log and filled in some remarks next to her distinctive handwriting which detailed the bare bones of my path to a licence to fly. Oct 20, C172, MXM. .9, Exercise 3. Straight and level, effects of controls. I added, “Finally started. What a blast.” Seven days later, still in MXM, and it was climbs and descents. I added “harder than I imagined”. Jump forward to first solo `Dec 13, Exercise 15a. I wrote “That was incredible. Better than I ever imagined. I CAN FLY.” Yes the excitement of a 19-year-old. That was 35 years ago, yet by re-reading that I can still feel the excitement. It’s a great memory and the reason why it’s so important to record more than just the nuts and bolts of what you were doing on a

particular flight. Then there’s the first time I carried a passenger after I passed my restricted. Feb Jack 23rd,Ferguson 1984. 1.2, UQO, a C150. The passenger was my dad. I wrote it was him in the log and then dad signed it. I was 20 and he’d have been 50, four years younger than I am now. I recorded the route in the rather large training area that Barwon Heads enjoyed. From the airfield to our house at Breamlea on the coast, then down the beach to the east to Barwon Heads township and on to Point Lonsdale. From there over the Bellarine Peninsula to Geelong City, over the bay we’d spent many hours fishing on and then to our old stomping ground in North Geelong. My dad trusted my ability on that day and it still means the world to me that we shared that first flight together. Yet they aren’t all nice comments. March 1. C172 MXM. Four place load check. My comment? “After that landing surprised the aeroplane can be taxied without full power and a tow truck!” Yes it comes back. We ‘arrived’ as they say. My flying history is all there, with most flights having a comment about just what I’d done and how I felt. At times it’s incredibly personal though I have no problem sharing it with fellow pilots because it’s the story of a huge part of my life. I kept the habit of diarising my logs through my

AUSTRALIAN SPORT PILOT | November 2018

years of flying, and my current log, number three, still has the commentary I started in number one. Looking at the names of instructors I flew with is also interesting. Many are now senior airline pilots who I still catch up with as I fly RPT around the country for this magazine. Back then we were all kids learning about a world made smaller by our shared ability to fly. So think of your log book as more than a simple record, to be kept as brief as possible. Instead think about it as your own bit of history, one that hopefully will live with your kids and grandkids after you’ve gone. It’s a bold statement; I flew and it was amazing. Clear Prop.

AUSTRALIAN SPORT PILOT | November 2018

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