0117 aopa dec jan17 issuu

AUSTRALIAN Feb - Mar 2017 Vol 70 No 1 Price $7.75 incl GST

The Mighty STEARMAN

Legend’s Fantastic

Super Cub Avionics -

Black Arts Explained

DIY Airfields

» MEET AOPA’S YOUTH AMBASSADOR » CASA’S MEDICAL DISCUSSION PAPER AIRCRAFT OWNERS AND PILOTS ASSOCIATION OF AUSTRALIA AUSTRALIAN WARBIRDS ASSOCIATION • HELICOPTER FRATERNITY

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Aircraft Owners and Pilots Association of Australia MISSION STATEMENT AOPA stands for its members’ right to fly without unnecessary restrictions and costs.

PRESIDENT Marc De Stoop mds@aopa.com.au IMMEDIATE PAST PRESIDENT Phillip Reiss 0418 255 099 phillip.reiss@aopa.com.au VICE PRESIDENT & SECRETARY Spencer Ferrier 0437 747 747 ferlaw@ozemail.com.au VICE PRESIDENT & TREASURER Dr Tony Van Der Spek tony.vanderspek@aopa.com.au DIRECTORS Allan Bligh 0408 268 689 allan.bligh@aopa.com.au Peter Holstein 0418 425 512 peter.holstein@aopa.com.au Robert Liddell robert.liddell@aopa.com.au Neill Rear neill.rear@aopa.com.au Ben Morgan ben.morgan@aopa.com.au Bas Scheffers bas.scheffers@aopa.com.au Mark Smith mark.smith@aopa.com.au Peter John peter.john@aopa.com.au MAGAZINE EDITOR Mark Smith editor@aopa.com.au ART DIRECTOR Melinda Vassallo 0413 833 161 melinda@aopa.com.au Advertising 02 9791 9099 advertising@aopa.com.au AOPA OFFICE Phone: +61 (0) 2 9791 9099 Fax: +61 (0) 2 9791 9355 Email: mail@aopa.com.au Executive Director Ben Morgan 0415 577 724 Membership 02 9791 9099 mail@aopa.com.au Accounts 02 9791 9099 accounts@aopa.com.au Address Hangar 600 Prentice Street Bankstown Airport NSW 2200 All mail: PO Box 26 Georges Hall NSW 2198 www.aopa.com.au ©AOPA Australia 2017. This work is copyright. Apart from any use permitted under the Copyright Act 1968, no part may be reproduced by any process without permission from AOPA. Printed by Graphic Impressions. AOPA by resolution of the Board has adopted database management practice that will allow selected and qualified aviation commercial interests access to the membership database for aviation promotional use that the Board deems acceptable as being informative to its members.

The Privacy Act requires that members have the right to opt out of this marketing. Please advise the AOPA office if this is your desire.

Reporting Point Discussion paper concerns.

The release of CASA’s discussion paper about Class 2 medical reform can be seen as a slap in the face to the three aviation groups who have been campaigning about the issue for years. What noteworthy is the incredibly general nature of the document which asks many questions that seem to give a glimpse into the direction CASA is heading in.

It now brings Class 1 medicals into the mix. Why? In my two years as AP editor I haven’t seen a single word written about reforming the professional pilot medical standard. The cynic in me suggests it simply helps broaden a debate when the issue has always been about private operations.

AOPA and RAA have formulated comprehensive policies that answer nearly all of the questions posed in the discussion paper. The SAAA supports our initiative.

It is important that both policies are viewed as complementary and not mutually exclusive given they cover different areas of operations but have the same goal of getting more people flying. Including these policies for discussion wouldn’t have been seen as CASA endorsement of either policy, but would have given a good framework to help move the discussion forward.

Basically the discussion paper is asking industry to start the whole process again, possibly in the hope the debate becomes fragmented and easier to quash.

I think two of the key questions being asked, which seem to ignore present data about incapacitations in private aviation, are whether there is an appetite to accept a higher level of risk to participants and third parties, and whether an elevated rate of occurrences is acceptable.

Given the lack of incapacitation events recorded in more than 10 years of RAA operations, the assumption this question makes is fundamentally flawed.

Inclusion of the question about whether an assessment of risk, as used by overseas regulators, is appropriate for Australian pilots and conditions, seems to be an attempt to muddy the waters. Is that a question CASA really needs to ask? The US changes its risk profile involving 175,000 private pilots, plus they also already have a version of the RPL that allows a pilot to fly an 172, Warrior, or any number of singles with a 180hp engine with one passenger, outside controlled airspace and the regulator asks if using that risk profile is appropriate for Australia? I suppose it’s understandable since CASA have worked for years under the assumption that Australian air is somehow different to American and needs unique rules to govern it.

One of the options that scares me the most is reassessing risk tolerances which inform medical certifications standards in the context of industry and community expectations, because it introduces a variable that is easy to hide behind in the decision-making process. Community expectations draws the wider community into a debate they are ill-equipped to participate in. Ask the public if they would be happy with airline pilots having lower medical standards and you’d get an almost unanimous no. Fair enough since the public expect airlines to be as safe as possible. If there was a push to lower Class 1 standards CASA could quite happily say we can’t change them because the community expect us to hold the line.

But ask the public if pilots’ medical standards should be lowered, without informing them about the different classifications of medicals, and chances are you’ll get the same response. Ask them first about Class 1 standards and then Class 2 and, given they have no idea about the difference I imagine they’ll just want the status quo.

Without the wider community being fully educated about the issues involved, their opinions have little relevance in the discussion.

It has never been more important for pilots to educate yourselves about what is being achieved overseas and make an evidence-based submission. Include a copy of AOPA’s medical policy with your submission to reinforce that private pilots support what we are trying to achieve.

Clear prop.

Mark Smith, Editor www.aopa.com.au I AUSTRALIAN PILOT

3

Contents » AOPA At Work

Columns

A Runway of Your Own............................ 34

President’s Report ........................................6

Bureaucracy – Rob Akron ........................ 19

Captured in Mid-Air .................................... 38

AOPA’s Young Ambassador..................... 14

Legal Eagle – Spencer Ferrier ................ 20

80% Spitfire ................................................. 46

Avmed Disscussion Paper ........................ 12

Flight Planning – Mike Dalton ................ 33

Rylstone Airpark ........................................50 The Bat Hawk is Watching ........................ 52

Calendar of Events

Cover Feature

Events...............................................................8

A Tale of Three Boeings ........................... 42

News

Features

Hover Board Becomes Reality ............... 32

VFR Weather ................................................ 16

The Dreaded Annual ................................. 56 The Aeronca Chief .....................................60

Legend Super Cub ................................... 24

Letters

Avionics ........................................................ 28

Letters to the Editor.................................. 22

Engine Cooling ........................................... 32

68

A Trojan Across Australia

46

80% Spitfire

4

AUSTRALIAN PILOT I www.aopa.com.au

AUSTRALIAN Feb - Mar 2017 Vol 70 No 1 Price $7.75 incl GST

The Mighty STEARMAN

Legend’s Fantastic

Super Cub Avionics Black Arts Explained DIY Airfields

Warbirds

» MEET AOPA’S YOUTH AMBASSADOR » CASA’S MEDICAL DISCUSSION PAPER AIRCRAFT OWNERS AND PILOTS ASSOCIATION OF AUSTRALIA AUSTRALIAN WARBIRDS ASSOCIATION • HELICOPTER FRATERNITY

Training in the Chippy .............................. 63

COVER: The Boeing Stearman, flown by Steve Curtis. Camera ship flown by Kenny Love.

Photo: Mark Smith.

A Trojan Across Australia ........................ 68 Mustang Takes Flight .................................72

Membership Marketplace Classifieds .....................................................77

AOPA Membership Form Join AOPA for Great Benefits.................. 81

Short Final Simply Amazing ......................................... 82

60

Simple Flying Fun

42

A Tale of Three Boeings www.aopa.com.au I AUSTRALIAN PILOT

5

AOPA AT WORK

President’s Report

Past, Present and Future For the first President’s address of 2017, I thought I’d recap on 2016 and set out my aims, challenges and expectations for 2017.

On the scorecard for 2016: 1. Our best financial result for many years. Our financial year is a calendar year, which ended December 31. The auditors will confirm the Dec 2016 result by the AGM. On management accounts it’s a great result brought about by prudent cost control and increasing revenue.

the holiday period, is not serious about the process. However we need to give them the benefit of the doubt. Let’s just make sure there is a huge response to what is a very critical reform. We need to return many GA pilots to the skies. We all know the revitalisation of GA relies heavily on the reversal of the steep decline in flying numbers.

2. Membership is growing. It’s pleasing to see a significant number are old members re-joining. Increasing new youth membership is the challenge. More about that in the 2017 section.

9. AOPA forced a partial victory to push back the ADSB-out implementation date to 2020 for small business. I’m bitterly disappointed this only applies to private operations. CASA has really disappointed me on this one. Politics galore!

I’m very proud we came out very strongly and publically expressing our disappointment.

3. Australian Pilot has had a great year with increasing circulation, advertising revenues and sponsorship deals.

Licencing our Airports Directory has significantly increased our revenue. Our editor Mark Smith continues to produce a very high quality magazine.

4. We firmly established AOPA in 2016 as the leading industry association that holds the government to account.

5. We delivered Project Eureka to government to demonstrate how to revitalise the GA industry. We provided positive solutions to fix the problems.

6. We have established credible advocacy relationships with the mainstream media. The Australian and ABC are in regular contact with us for our industry opinions.

7.

We have begun marshalling the cross-bench senators in to a unified support block to back an AOPA-generated general aviation reform policy agenda. We will use the leverage of the senators, through Senate Estimates Hearings, to hold CASA and ASA to account for their action or inactions.

8. AOPA, with close cooperation of the SAAA, has forced CASA to review Class 2 medical reform. CASA, released an industry discussion paper on the 21/12/16. Not great timing for submissions. I urge you to respond and call for the incorporation of the new AOPA Class 2 policy. For those who have not reviewed our policy please visit our website for details. I could be cynical and say CASA in releasing the review right on Christmas and asking for submissions over

6

AUSTRALIAN PILOT I www.aopa.com.au

What are my thoughts and goals for 2017?

1) Our number one goal is to increase AOPA youth membership.

To assist this aim I was very pleased to pick up a generous $30,000 donation from long-standing member Dick Smith in December. Dick donated the sum from the sale proceeds of his Citation CJ3. AOPA, along with many other worthy charities, shared in the multimillion dollar sale. It’s sad to see another quality aircraft leave the VH register but we must publically thank Dick for using the funds to support GA and a long list of very worthy recipients. Dick and I both agreed on the day that AOPA would use the funds to sponsor and encourage youth membership of the organisation.

2) Establishment of the Australian Indigenous Aviation Foundation (AIAF). A small group of businessmen and I, who together sponsor an indigenous car in the RFDS Bash, have incorporated the Australian Indigenous Aviation Foundation to support the flight training of indigenous Australians to ATPL level. We are working with indigenous training group Tribal Warriors and the RFDS. On the last RFDS bash we discovered that more than 60% of RFDS customers or patients are indigenous, however not one of their current pilots is indigenous. We decided with the CEOs of the three RFDS regions we need to do something about that.

We expect first intake will be mid-2017. We are developing

AOPA AT WORK

Marc De Stoop AOPA President mds@aopa.com.au

a comprehensive training model which includes early intervention at high school level to encourage and incentivise suitable candidates. AOPA and member flying schools will be involved with pilot aptitude selections. The program will commence in NSW. If it proves successful we will roll it out in all states.

3) Promote GA flying as a fun activity. We need to avoid projecting to Gen Y that aviation is a totally adversarial or in some way an unpleasant experience. We need to project GA as an enjoyable experience and make aviation an activity that they want to spend their discretionary dollars on. We need to better engage with this demographic group through social media, apps or whatever medium it takes to connect with the next generation of fliers. Our recent AOPA fly-in at Rylstone had some interesting discussions from the floor about the subject. I came away thinking the audience were spot on.

JOIN AOPA Fighting for your right to fly, free from undue regulation. www.aopa.com.au Aircraft Owners And Pilots Association Australia

4) Continue our strong advocacy, along with the other peak bodies from the TAAAF, for major regulatory reform.

We have many things to do.

I look forward to working with the board and the executive on the challenges this agenda presents.

Marc De Stoop President

www.aopa.com.au I AUSTRALIAN PILOT

7

EVENTS

Events 2017 NEW SOUTH WALES Saturday

11th MAR

Bathurst Women with Wings Central West Flying in conjunction with Bathurst Aero Club will host this event which is free for girls/ women from age 11 who haven’t flown in a small aircraft. www.centralwestflying.com

Back to Holbrook Fly-in Sat-Sun

Holbrook Ultralight Club invites ultralight and recreational aircraft owners and pilots to Holbrook Airfield for its annual Easter fly-in.

Underwing camping and transport to and from the Holbrook township for accommodation and fuel will be available. www.holbrookultralightclub.asn.au

15-16 APR

Wings over Illawarra Sat-Sun

6-7

MAY

The best annual airshow in NSW, situated right on Sydney’s doorstep.

See jaw-dropping aerobatics, relive the past with spectacular displays of classic warbirds and amazing vintage aircraft of yesteryear. www.wingsoverillawarra.com.au

VICTORIA Avalon Airshow 2017 The airshow will feature the raw potency and power of modern military aviation. The stars of the show will be state-of-the-art jet fighters, bombers and giant heavy lift leviathans from home and abroad.

It will deliver air power in action via a totally unforgettable series of flying displays. www.airshow.com.au

QUEENSLAND Saturday

11th FEB

Saturday

Angelfield Breakfast Fly-in Fly in breakfast held every two months on the second Saturday.

A hearty breakfast is served from 7.30am to 9.30am. $15 a head includes bottomless freshly brewed coffee. www.burnettflyers.org

Straddie Fly-in and Grand Breakfast

18th

Straddie Fly-in breakfasts are held on the third Saturday of each month from 8.30am to 10am. Bring your appetite as breakfast includes fruit platters, bacon and eggs, sausages, mushrooms, baked beans, creamed corn, tea and coffee. www.stradair.com

FEB

Sunday

Lone Eagle Flying School Annual Fly-In

Clifton Airfield. Includes International Women in Aviation Week. This has become an iconic event in the region and is the premier attraction for all types of aviation in southern Queensland. See various types, shapes, sizes and models of recreational, ultralight and home built aircraft including sport, vintage, general aviation and any other flying machine. Come late afternoon Saturday 11th for BBQ, drinks and hangar talk. www.loneeagleflyingschool.org.au

12th MAR

Tue-Sun

28-5

TASMANIA

FEB-MAR

Echuca Fly-in Sat-Sun

18-19 MAR

8

Antique Aeroplane Association of Australia National Fly-in. More than 140 antique and classic aircraft descend upon the river town of Echuca for two days of flying, fun and friendship. www.antique-aeroplane.com.au

AUSTRALIAN PILOT I www.aopa.com.au

Sat-Sun

Circum-Tasmania Challenge

Wynyard Aero Club invites you to fly to beautiful Tasmania for the inaugural Circum-Tasmania Challenge.

Fly a prescribed two-day coastal course starting and finishing at Wynyard with an overnight stay at Adventure Bay on amazing Bruny Island. Entry fees include all meals, bus transfers and cabin/caravan accommodation on Bruny Island. Competitors must cover their own fuel costs and landing fees at YWYY and YSRN. www.wynyardaeroclub.com.au

25-26 FEB

EVENTS

Avalon 2017 - Be there!

By the time you receive the magazine, the Australian International Airshow at Avalon airport will only be a few weeks away.

AOPA continues with plans to have a marquee in the airsport area to service the needs of members as they enjoy attending one of Australia’s premier aviation spectacles.

For the first time AOPA is partnering with Airshows Downunder to provide these facilities, as well as allowing us to host the inaugural Pacific Forum aviation conference.

This new event, which we hope will become a regular attraction on the aviation industry’s calendar, will see the heads of AOPA from the US, NZ and the UK join local aviation leaders to swap ideas face-to-face about how to best to grow our faltering general aviation sector.

Representatives from state and federal governments will also be invited so they can hear from our overseas guests about steps being taken in their countries to assist GA. But the airshow is about more than conferences and catering. This year’s event will feature the first Australian

appearance of Swedish and world gliding champion Johan Gustafsson, who will display the talent and skill that has made him world champion and one of the hottest acts on the European air show circuit.

that reflects the theme of the event Air Power in Action.

Australian airshow ace Paul Bennet will also perform, along with his SkyAces formation aerobatic team, which comprises three biplanes piloted by some of Australia’s finest aerobatic performers.

AOPA members will be offered reduced price Gold Pass tickets for the trade days, which allows for seating in the exclusive Gold Class grandstand. Details about these offers will be forwarded via email. n

There will be 14 jet fighter aircraft, Super Hornets, Classic Hornets and Hawks taking part in simulated combat manoeuvres and air warfare scenarios.

The team performs a series of loops and rolls while flying just two metres apart.

Smoke effects add to the drama and help create what is called “the unforgettable SkyAces experience”.

In keeping with the show’s military heritage, the RAAF will have 50 aircraft at Avalon, which is a record level of participation by the Air Force and one

WE WILL BE HERE

RE-ENACTMENT AREA

www.aopa.com.au I AUSTRALIAN PILOT

9

MEMBER MATTERS

Ben Wyndham

- Commercial Pilot, AOPA Member.

Ben Wyndham has been a pilot since his early 20s and has ridden the ups and downs of life in GA. Today he owns Scone-based charter company and flying school Airspeed Aviation with bases at Tamworth and Gunnedah.

He recently rejoined AOPA after seeing the increasingly active role the association is playing in fighting for a fair

go for GA in Australia, not only for private pilots but also for GA businesses.

“The future under the current plans CASA have is going to be really hard. The new general rules for AOC holders are going to be very hard. The staff I work with from CASA are pretty good and I can see that they are trying to help where they can.

“The public policy direction from government is badly misguided - the implementation of Part 61 has been a debacle - and the next stuff I fear will be the same or worse.

“I had not been a member of AOPA for more than 15 years.

The Tamworth rally and the energy and focus that the new AOPA brings to aviation industry issues made me rejoin this year and I encourage all industry members to rejoin and support AOPA’s efforts. The old way of dealing with government ‘nicely’ has delivered us nothing but decline.”

Join Ben and many more like him in throwing your support behind AOPA. It’s through strength in numbers that we can all make a difference. n

Welcome New Members

10

Name

State

Jeremy Robertson

NSW

Aaron Shelley

NSW

Name

State

Frank Andrewartha

VIC

Nick Belyea

VIC

Flip Basson

QLD

Robert Bolt

VIC

Andrew Bate

QLD

Eric Collier

VIC

Helen Humpreys

QLD

Steve Duncan

VIC

Songsong Lin

QLD

Doug Gould

VIC

Colin McKay

QLD

Peter Janssen

VIC

Peter Nally

QLD

Henry L.Taylor

QLD

Brad Tibb

VIC

Harry Karekla

QLD

Allister Tomkins

VIC

Ryan Walklin

VIC

Hamish Wallace

VIC

James French

WA

Andrew Fotheringham

SA

Owen Bartrop

TAS

Brady Glover

TAS

Angus Hatton

WA

Eugene L. Reid

TAS

Alex Hyde

WA

David Geoffrey Scott

TAS

Robert Montgomery

WA

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11

AOPA AT WORK

CASA’s Medical Discussion Paper finally released CASA has released a discussion paper to canvas a broad range of views regarding any potential change to the medical certification standards that apply to the Australian aviation industry.

While it was originally anticipated that the paper would only

an appetite to accept a higher level of risk to participants

apply to the standards for pilots flying privately under the

and third parties; would an elevated rate of occurrences

class 2 system, the regulator has broadened the discussion

be acceptable; and should the requirements for declaring

to include all categories of medical certification.

a comprehensive medical history be uniform across all the

In the introduction to the discussion paper, acting CASA CEO Shane Carmody says: “Aviation medicine is complex,

Many

DAMEs

have

been

highly

critical

of

the

involving medical, regulatory and legal considerations.

implementation of the comprehensive medical history

Mindful of this complexity, we have decided that a wide-

questionnaire, deeming it nothing more than a fishing

ranging discussion paper is the best way to canvas

expedition for medical conditions with no evidence of a

community views about medical certification in the sport,

safety benefit, especially for Class 2 holders.

recreation, general aviation, aerial work, air transport and air traffic control sectors alike.�

The paper presents the following options under

New Zealand has a recreational pilots licence that uses a medical standard based on the DL-9 drivers medical, which allows pilots to operate an aircraft below 1500kg with one

consideration;

passenger, avoiding built up areas and controlled airspace.

1.

Do nothing.

This standard, which has operated for a number of years,

2

Re-assess the risk tolerances in the context of industry

has not seen an increase in accidents caused by medical

and community expectations.

incapacitation despite conditions that in Australia would

3. Examine and streamline practices for all classes including the approach to incapacitation.

4. Extend the RAMPC so that it applies more widely in the sport aviation sector as well.

5. Develop a new certification standard for the sport and recreational sectors.

6. Mitigate the risk of change by applying operational restrictions.

Some of the questions asked in the paper include: Is there

12

medical certification standards?

AUSTRALIAN PILOT I www.aopa.com.au

require multiple expensive medical tests to be passed, provided they are deemed safe by a GP, on advice from a treating specialist.

AOPA will submit our proposal to CASA again. Hopefully sanity can prevail in this important issue and many more pilots, who now are needlessly forced to undertake expensive medical tests, can fly again.

Submissions may be made via email, avmed@casa.gov. au and must include the subject line Avmed discussion paper. The process closes on March 30th. n

AOPA AT WORK

AOPA | Proposed Policy On Class 2 Private Pilot Medical Certification ISSUED 23RD AUGUST 2016 1.

exertion

The medical standard for the Class 2 Medical Certificate will be that of an AustRoads Unrestricted Private Drivers Medical with no routine requirement to attend for medical examinations except in the situations outlined below

2. The pilot will have to make a legally binding statement that they meet this standard once prior to the age of 70 years and every three years after the age of 70 3.

4.

Any pilot who does not meet this medical standard will be required to apply for their certificate by seeing a DAME. This includes those pilots who hold a Restricted Private Drivers Licence Medical or those pilots who are currently classified as “renew by CASA only”. The DAME will have the delegation to issue the certificate after due consideration. CASA Avmed would be involved only if the DAME wants backup or support for decision making Applicants with a history of any of the following conditions must apply to a DAME for consideration of their case. They must support their application with records from their GP and/or specialist. a. Medication for any psychiatric illness b. Bipolar disorder, psychosis or a diagnosis of personality disorder c. Drug abuse or alcohol misuse or addiction (or conviction for drink/drug driving) d. Medication treatment for angina or heart failure e. Cardiac surgery including cardiac device implantation f.

Recurrent fainting or collapse (syncope)

g. Unexplained loss of consciousness h. Insulin treatment i. Chronic lung disease with shortness of breath on

j. Any neurological condition requiring medication k. Epilepsy l. Significant functional physical disability likely to impair safe operation of normal flight controls AOPA | Proposed Policy on Class 2 Private Pilot Medical Certification (issued 23rd August 2016) Page 2 5. It is anticipated that for simple cases properly backed up by specialist reports that the DAME may in consultation with the applicant’s general practitioner and/or specialist be delegated to issue a class 2 certificate for a restricted period of time. If the DAME is not prepared to do this he/she may refer the case to CASA Avmed for full assessment 6. Under the proposed system the onus is on the pilot to report any possible reduction of flying capabilities as a result of medical conditions to their DAME. The DAME can advise the pilot and certify the pilot fit to fly at a later date if he/she is happy with the recovery. If the DAME is unhappy with the situation he/she may refer the matter to CASA Avmed LIMITATIONS • The weight limit will be 2750 Kg • The number of passengers will be limited to five (5) • Those pilots requiring an instrument rating will need to see a DAME on a regular basis (four years under 40 and two yearly thereafter). The DAME can issue the certificate or refer toAvmed as necessary • Night VFR will be covered under the proposed new system • Those pilots requiring a higher aircraft weight limit or increased number of passengers will need to be seen by a DAME who can issue the certificate or refer to Avmed as they feel necessary. n

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13

AOPA AT WORK

AOPA Youth Ambassador Michelle O’Hare AOPA is moving to get more young people involved in flying. Mark Smith meets our front-line weapon to get youngsters airborne.

Michelle O’Hare is a young woman whose dreams of flying started as an eight-year-old when she had her first flight in a light aircraft at Camden. Twenty years later, her spare time is consumed with finding ways of giving other young people their first experience of being airborne in personal aircraft.

The 28-year-old environmental scientist is AOPA’s first youth ambassador, a role she sees as a perfect fit given the activities she’s currently involved in.

“Volunteering with AOPA is a really good opportunity for me because encouraging kids into aviation is something I’ve already been interested in for a long time,” she says.

“I’ve mainly been working through Girl Guides and Scouts, which is really good, but they are only a small proportion of kids who are out there. I think there are a lot of kids who would be interested if only they knew more about it. Being involved with AOPA gives me the ability to reach a lot more of those kids.”

Michelle’s experience in promoting aviation to teens has given her some radical ideas about how to reverse the decline in pilot numbers, literally from the ground up.

“Since you don’t have many young people hanging around airfields or the local aero club you really need to make the effort to invite young people in and give them a fun set of activities that first time. It has to be really engaging and hands on. I think that once you’ve got them in, you need to continue to connect them with the aero club

14

AUSTRALIAN PILOT I www.aopa.com.au

involved so that then they’ll think about it and hopefully come back.

“I’m talking about kids as young as 10 because at that age they really haven’t made their minds up about what they want to do, and they still believe that anything is possible.

They are one of the groups we need to focus on because really they are only five or six years away from being able to learn to fly, which isn’t that much of a time frame.”

That group isn’t the only one on Michelle’s radar in her quest to increase youth participation in aviation.

“We also need to focus on the 15 and 16 year olds and let them know they can learn to fly at that age. I think they are kind of shocked when they learn they can actually fly an aeroplane by themselves when they are 15. Since they can’t drive they assume flying a plane must be much harder.”

After Michelle’s introduction to flying at the age of eight, her next flight was a TIF, this time at Bankstown, when she was 16.

“I did my first TIF, and that really cemented my desire to fly, but there was no way my parents were ever going to pay for it. That meant that I had to wait until I finished uni and got a job. It was only then I started flying lessons,” she says.

“I started learning when I was 21, at the same place at Camden where I had my first flight all those years ago. I was only going there every few weeks because that was all I could afford but then I eventually started speeding it up in the second year.”

AOPA AT WORK

Camden flying camp

Paying for her lessons proved every bit as challenging for Michelle as it does for most young people who decide they just have to fly. But like those who have gone before, she found ways to earn enough to keep her dream alive.

“The first year I started learning I got a summer job doing environmental work as I was finishing uni, plus I was working in before and after school care. After that I had a full time job so I made finishing my licence a priority. At that stage everything I was earning was going into flying.”

Dedication to flying saw Michelle prioritise her spending, to the extent that while her friends were out and about on Saturdays nights, she chose to save her money.

“I found my friends were doing a lot more going out at night, but at that time I’d prefer to spend my money on flying. I’d still go out occasionally but we’d do less expensive things. My commitment was to learning to fly and if it’s what you really enjoy doing, you do it.”

Michelle has had her PPL for four years now, and while she says she may do her commercial one day, her goal at the moment is to simply fly for the fun of it while accumulating endorsements.

Interestingly she isn’t the first pilot in her family.

“My mum and dad used to fly before I was born, but when they had kids they stopped flying so I guess that also helped encourage me. My dad learned to fly in Sydney and my mum in Victoria. They are still interested in aviation and come to a lot of my events.

“I’m a member at Bathurst Aero Club where I was awarded Pilot of the Year in 2016. I really enjoy being a member as everyone is very welcoming and they run a great program of interesting activities both in the air and on the ground. My mum also comes along and joins in with the activities.”

Canberra activity day

Michelle’s work as an environmental scientist and her love of powered flight is seen by some of her friends from uni as a bit of a contradiction.

“A lot of my friends from uni, who studied environmental science, were surprised that I fly given it’s not the sort of thing you’d normally associate with an environmental person. But they are all very supportive. I’ve taken a few of them flying and they’ve all loved it. Seeing Australia’s unique landscapes from the air has also helped to enhance my understanding of our unique environments.”

Michelle is convinced that getting more young people exposed to aviation is the key to getting them off their screens and into the cockpit.

“I think offering kids the chance to be involved in aviation is one of the best things we can do to promote what we love to do. Kids have so many different things they can do today that, given aviation is something completely different, it’s important they get the opportunity to be introduced to it because in their eyes it is an activity that is out of reach and unachievable. We need to give them the knowledge that it’s far from that.

“Even now when people find out that I fly, they are surprised that an everyday person can just learn to fly and then go anywhere they want in an aeroplane just as a hobby. I think if more people knew about flying when they were younger you’d probably get more people involved.” n

www.aopa.com.au I AUSTRALIAN PILOT

15

FEATURE

VFR Weather: Know the Regulations John Day gives us a quick refresher on day VFR pre-flight weather requirements.

Over the years the weather-related flight planning requirements have subtly changed for day VFR flights. One of the most significant is that all aircraft now potentially require an alternate. The previous waiver (below 1930kg from memory) has now gone.

CAR 239 requires that you have current weather reports and forecasts for the route to be followed and aerodromes to be used. To satisfy this requirement you need either a flight forecast or an ARFOR and TAF for the destination and (if required) the alternate. The easiest way to get the necessary weather information is from a NAIPS app on a smart phone but of course there are other ways to access the information. If you cannot get the required forecasts you are permitted to depart provide that: 1. You are satisfied that the weather at the point of departure will permit a safe return within one hour, and 2. A suitable forecast for the destination is obtained within 30 minutes of departure.

The period of validity of the destination and alternate forecasts must cover 30 minutes prior to and 60 minutes after the intended time of landing. Remember that a METAR (a report) is not a forecast and as such does not satisfy the requirement.

Except when operating within 50Nm of the point of departure, you must provide for an alternate if your destination is below the VFR alternate minima, or if no forecast for your destination is available, or it is annotated PROV. VFR ALTERNATE MINIMA = Total CLD more than SCT below 1500’ or VIS less than 8km For those of you that were trained using OKTAS as a measure of cloud cover, here is a conversion table:

16

BKN

5-7 OKTAS

OVC

8 OKTAS

NOTE: Remember that FEW+FEW=SCT and FEW+SCT=BKN

In addition, an alternate is required if the VIS is greater than 8km but there is a percentage PROB of VIS less than 8km. In addition, the cross wind must be within limits. There are also additional fuel requirements if conditions are forecast to be above the alternate minima but there are INTER or TEMPO periods when conditions deteriorate below the minima. Refer to AIP ENR 1.1 or the new VFRG for full details and also have a look over the buffer periods relating to the terms FM and BECMG. Your alternate must obviously be above the alternate minima.

By way of a quick example, you are planning a flight to Coldstream (YCEM) arriving at 0630Z, you get the following METAR: COLDSTREAM (YCEM) METAR YCEM 050530Z AUTO 35013KT //// // ////// 13/08 Q1013 RMK RF00.0/000.0 This is just an observation and this particular station does not even record cloud and visibility so you will need an alternate.

You get the following:

ESSENDON (YMEN) TAF YMEN 050422Z 0506/0518 31017G32KT 9999 BKN045 FM050800 31012KT 9999 BKN045 FM051500 35012KT 9999 SCT040

Cloud Cover

Equivalent OKTAS

RMK FM050600 MOD TURB BLW 5000FT

FEW

1-2 OKTAS

T 15 14 13 11 Q 1013 1014 1016 1017

SCT

3-4 OKTAS

AUSTRALIAN PILOT I www.aopa.com.au

VFR Weather. Know the Regulations.

The flight to Essendon would take about 15 minutes so the potential ETA would be 0645Z. The VIS is fine as is the cloud base. With a wind of 31017G32, a variation of 11.5E and a runway direction of 346 the cross wind on RWY35 is about 16kts at the maximum gust value and so is also suitable.

The bottom line is that due to the reduction in the number of airfields that have TAFs routinely issued these days there is a high likelihood that you will require an alternate even if the weather is expected to be good for your flight.

The ARFORs that are now issued tend to apply a “scatter gun” style of forecasting and can be difficult to interpret. The large geographic area of an ARFOR boundary and the wide variety of weather that may be forecast to occur can make it difficult to make an assessment of conditions for your flight. A good way to treat them is to consider them a broad overview of the region however the critical localities section of the ARFOR may be very important.

AMD CRITICAL LOCALITIES: [HEIGHTS ABOVE MSL] KILMORE GAP [1200FT]:8000 RA BKN ST 2000 FM040100 9999 -SHRA SCT CU 3500 SCT SC 7000 TEMPO 0323/0402 2000 RA BKN ST 1200 [CLOUD ON

A more detailed assessment of conditions en-route can be made by looking at TAFs and METARs along your track. Each ARFOR also contains a phone number (as shown left) to get a detailed personal met brief and is well worth the call. If you provide some basic tracking details and proposed departure time you can get a good quality route specific assessment of likely conditions to be encountered.

GROUND] INTER 0402/0409 2000 SHRAGS BKN ST 2000 PROB30 INTER 0401/0403 1000 TSRA BKN ST 1200 SCT CB 4000 REMARKS:

Courtesy: Airtourer Association Newsletter.

FOR MORE INFORMATION: 03 9669 4850

www.aopa.com.au I AUSTRALIAN PILOT

17

New version packed with new features

Stay OnTrack with CASA’s newly updated VFR pre-flight planning tool for fixed- and rotary-wing pilots Now accessible on mobile devices

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CASABriefing

www.casa.gov.au/ontrack

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Aviation rules have changed New licensing rules started on 1 September and apply to all pilots and flying training organisations.

The rules have also changed for anyone who taxis aeroplanes or uses aeronautical radio.

While there are transition periods in place, it’s important that everyone who is affected by the rules knows about the changes.

To find out more visit the Licensing Regulations section on the CASA website at www.casa.gov.au/licensingregs

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AUSTRALIAN PILOT I www.aopa.com.au

REGULATION REFORM | LICENSING REGULATIONS

COLUMN

And You Think CASA Can be Bureaucratic!

European correspondent Rob Akron reveals a tale of woe getting his German licences.

After a truly unbelievable four-year argument with the German government I am now the holder of a valid EASA medical, a radio operator’s certificate in German and English, and a German pilot’s licence - which finally allows me to fly unrestricted around the continent.

It has been a truly horrible and humiliating journey since being told by authorities that I have “inferior licences”.

Before I left Australia about five years ago I contacted the German authorities to make sure there was a procedure to convert my Australian commercial flight crew ratings in both fixed wing and helicopter aircraft to the European equivalent.

Little did I know the onslaught of paperwork and documentation I would have to work through. The police clearances for all the countries I’ve worked in during the past 10 years plus my birth country were a nightmare, and none of my theory exams were recognised so I had to do them all again, including my PPL and radio series.

I had planned a few months for a validation, perhaps a year for a full PPL, and max two years for a CPL conversion.

In the end, the validation process was such a mess that it was faster to go straight to my private licence, which still took two years. In the meantime I was not allowed to fly and keep current, even with an instructor on board, because no medical means no touching the controls, even with instructor.

So after four years of literally shuffling paper back and forth on a weekly basis, I was suddenly told I was scheduled for a flight test. Unbelievably, after not flying for four years, I passed. It wasn’t clean, but I don’t think many people could have managed to be clean after four years away from the controls. After that it still took three months to issue the licence.

At this point in time, none of my ratings are recognised; no aerobatics, no NVFR,

no IFR, no ME, and no type ratings. I would have to do all training again and prove this, not just check rides.

In Germany, an aerobatic rating is five hours which drops you straight to 1000ft.

There is no such thing as a formation rating, nor a low-level rating.

If you wish to conduct low-level formation aero ops, you just request it and you can do it. Sounds crazy I know!

In Australia you start at 3000ft and work your way down.

The NVFR rating here is five hours and they fly to their VFR minima, which is 500ft over obstacles at night. I was told I would have to do my full ME IFR training again.

Germany does not have one national aviation regulator. It has one for each state. There are 16 states. They mostly don’t speak English. Once you start a flight crew application process in a country, you cannot change it to another country because you may not apply to different countries under EASA. It doesn’t matter. I’m in the system now,

which means I can move ahead and get current again. Since Australia is an ICAO member and training is conducted to a tighter standard than here in Germany, my flight school and I have taken the government to legal mediation regarding my ratings and the outcome is currently pending. My helicopter flight test is provisionally scheduled.

After a huge series of extra medical tests, the medical team could not find any anomalies, and my Class I commercial medical is now provisionally pending without restriction. With my ATP done in July, I’ll be marketable again.

The German EASA ATP licence is legally one of the strongest flight licences in the world, and one of the easiest to convert to any other one once you have it. But for any of my mates looking to convert, my best advice is don’t bother, it’s not worth it. Do a validation in Ireland if you must, and just keep that gig you have in Australia or Asia. They have no idea how to deal with you here. It’s a nightmare. n www.aopa.com.au I AUSTRALIAN PILOT

19

COLUMN

Legal Eagle Should our Political Leaders act like Airline Pilots?

One of the great advances our world and our civilisation has seen, is the conquest of the air. Trite indeed, but true. In the 114 years since the Wright Brothers, we have moved from air travel being a real risk to life, to being a commonplace safe event.

Not the least reason for this is the remarkable quality of piloting and the aircraft construction. If you fly commercially nowadays you step on board an aircraft with the full expectation that the highest standards of knowledge, skill and experience will almost certainly solve any issue that might arise during the trip.

The fact that aviation is a perceived high risk event has helped this remarkable development. Air crashes are pored over – flying standards are reviewed and revised. Rules and more rules are invented to structure proper and safe practice and to pass wisdom on to those who follow.

That’s all fine. We aviators assume this, as does the general public. But what we hardly notice is that our entire society has structured itself so that these safety outcomes in fact occur. We argue and bicker away about rules (indeed I do think there are too many rules), but what we don’t notice is that almost everyone accepts the overall structure and strategy of air transport as we have it. Our society does accept its demands and requirements.

For example, if Captain Cook had come to Botany Bay in 1770 in a B747, it would have been impossible because there was nowhere to land: in other words, not only was there no aircraft, there was no structure for the aircraft to operate in. That itself has grown up with air travel.

This implicit structure, where we have all accepted everything about air travel with almost no fuss, is a most remarkable thing.

Whole countries have just taken the alteration to the structure of their lives without a murmur.

It’s happened with the electronic revolution too. Our society has accepted the way our e-life has grown and been developed without question, but we have adapted and accepted a major change in our ways. It may drive Grandma and Grandpa crazy while they try to operate telephones and computers, but the world has moved on. So should we in politics.

So, what about our political structure? What about looking for the same disciplines and training, and structural changes to

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AUSTRALIAN PILOT I www.aopa.com.au

that profession that we see in aviation? Why shouldn’t our Prime Minister and his senior politicians be selected, operate and behave like Qantas captains? These outstanding men and women have done this country proud indeed. Ought it not have the same disciplines?

The medical profession has taken note. In the USA about four years ago, there were 60,000 people who died or were injured because of parts and instruments being left in the body of the patient after operations. That’s about 1200 jumbo jet crashes a year. Can you imagine the uproar if that actually happened because the pilots didn’t pay attention? The good news is that this has actually been taken up by the medical profession, which has adopted piloting techniques – checklists, double checking, skill tests and the like. It really worked.

So imagine – our Prime Minister would be selected from a group of prime ministers to conduct the business of the day. I mean that day. At the end of his politics and duty time, he would hand over to the next prime minister, no matter how big or small the task in hand required. After that person’s ‘shift’, another prime minister would operate for another period.

Each prime minister would be required to undergo a physical test and a knowledge and practice test of competence before being listed for service. If he or she were not able to pass that test, they would be required to re-sit or undergo a further physical test if there were some question, illness or injury. This way we would have people focussed wholly on the job knowing that their task demanded the highest qualities of focus and attention and also knowing that there was a relief, too.

Air Traffic Services operate at the highest point of stress in this manner now. That is itself a direct acknowledgement that our whole society understands that high concentration and dangerous conditions actually do require rest periods and someone of the same ability to manage in sequence. It makes a lot of sense.

Spencer Ferrier

www.aopa.com.au I AUSTRALIAN PILOT

21

LETTERS

Letters Letters Got something to say? We’d like to hear it so much we’re prepared to bribe you! The best letter to the editor wins an AOPA Airfield Directory App, valued at $49.99.

Email your letters to: editor@aopa.com.au Or post your comment on social media @AOPAAustralia

WINNER!

Winner

...of the AOPA Airfield Directory Member Stephen Hassall writes:.

I read with great interest in the Dec 2016 Australian Pilot (page 16), the article by Spencer Ferrier.

My feeling is that the biggest problem we have in Australia is that our politicians and bureaucrats think that the Australian people work for them, and not the other way around.

We live in a democracy, not a dictatorship.

I’ve always thought that as the Australian people, through taxes, pay the wages of the politicians and public servants, then they work for us.

Therefore, in the case of aviation, CASA works for the Australian people and therefore the aviation industry. If that were the case the aviation industry would not have to fight to have unjust and unworkable regulations changed.

Paper work does not make an engineer, aircraft or pilot safe. Education does.

As I see it, the problems come from the top so therefore change has to come from the top, from the politicians, through the CASA board and to the people in CASA. Also, through legislation, CASA has to be made accountable and until that happens the aviation industry will always be dictated to by CASA.

Queensland member Mike ‘Mo’ Wilson writes: Great article by Andrew Kerans. Maybe we in AOPA can make the changes needed for GA to thrive and survive. It may be like water wearing away the stone and the constant pressure and commentary from AOPA will achieve what we had before CAA, DOT and all the other name changes

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AUSTRALIAN PILOT I www.aopa.com.au

provided a career path for bureaucrats.

Your fine mag is read by many more than the subscriber base. In every club and flight school, not that many have survived, many readers scan your mag.

@

LETTERS

editor aopa.com.au

Rob Shortridge writes, via social media, about the medical discussion paper.

What the heck are ‘risk tolerances’? Love to see some ATSB reporting that definitely states that a medical episode caused an incident. Bet it will be hard for the average pilot to get these stats. Why do we have to go through this? Three

other countries have changed their Class 2 requirements.

Pick the eyes out of them and draft a proposal and circulate for comment. Is this just a mechanism for stalling? Pardon my cynicism.

Ian Carfrae has his say on the CASA discussion paper, via social media Yet another example of incompetence. These cretins have missed the point (if I am generous). The more likely situation is this is a deliberate and deceptive action to bury Class 2 reform in a controversy with Class 1 and 3. They have ignored

the Forsyth review and the minister and are deliberately trying to bury any change.

CASA is truly an organisation not to be trusted.

Dr Greg Snell also has an opinion about the discussion paper.

The only thing bureaucrats hate more than the loss of money is the loss of face, and CASA is the one that has consistently failed to address the changes to aviation medicals. Having a discussion paper is a waste of taxpayers’ money and their consistent obscurantism in the face of overwhelming worldwide changes to aviation medicals by other nations shows just how incompetent the Australian regulator has become.

The money saved by introducing a streamlined medical

regime will translate into better training as more money will available to pilots to further their qualifications. CASA will be able to reduce their overheads by decreasing staff levels (though this is a bit like asking turkeys to vote for Christmas).

CASA, nor the Aviation Medical Department, is not the body that should be examining itself and a separate body should be made up to examine the changes to drive medical reform.

If we allow CASA to drive reform it will not happen.

www.aopa.com.au I AUSTRALIAN PILOT

23

FEATURE

The Legend Becomes Super!

The Super Cub is a legendary design. Mark Smith flies the latest reimagining of this classic.

The Super Cub is one of Piper’s all-time classic designs that coupled tandem seating with a rugged tubular airframe, an almost indestructible undercarriage, and performance that saw it become a stalwart of bush operations around the world.

Even today the Super Cub is as common in the wilds of Alaska as grizzly bears and big salmon, with one third of all Cubs built calling that state home.

With this heritage it is hardly surprising that the design is still being built by a variety of companies eager to keep the line going. American Legend Aircraft is one of those companies.

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AUSTRALIAN PILOT I www.aopa.com.au

The company’s founder, Darin Hart, restored an original J3 Cub while at university. He then went on to tweak the design, incorporating improvements made by J3 restorers over the decades.

The result was the Legend Cub, powered by the 0-200 Continental delivering 100hp.

The temptation to move up to the Super Cub proved too strong for Darin and so when Lycoming introduced their YIO-233 engine, specifically aimed at the light sport aircraft marketplace, the die was set and the Legend Super Cub was born. Moving on from the J3, this aircraft has the original Super Cub tailplane and

wings with flaps. A lot of tweaking with the structure has seen Legend deliver the Super with the same power-to-weight ratio on the 115hp as the original had with its 150hp 0-320.

The airframe is all metal now, with the fuselage made from 4130 chrome moly steel. All parts are CNC cut and the components are TIG welded, creating a beautifully crafted frame. The wings have aluminum spars and ribs and are assembled in jigs to ensure accuracy. The final covering is modern ceconite.

Dan Compton, who has the rights to market the Legend line of aircraft in Australia, operates a flying school from his

The Legend Becomes Super!

Photos: Mark Smith

Wide, comfortable cockpit

Students like moving onto the Super Cub because it’s a bit easier to fly for some reason and it’s a bit easier to land because it actually breaks away into the stall, so it almost lands itself

property at Dubbo. He’s a true enthusiast for the design as both an ab initio trainer and comfortable bush plane for getting away into short strips.

“We cruise at 80-85kts, it burns about 22lph, and the stall speed with flaps is about 22kts and about 30kts clean.

I’ve put vortex generators on this so the stall speed is a lot lower,” he says before Australian Pilot took to the front seat for a test flight.

“The legend and the Super seem to handle the same in the air but because the Super is 30kg heavier it has a slightly more solid feel in the sky. The students like moving onto the Super Cub because

Large entry door

it’s a bit easier to fly for some reason and it’s a bit easier to land because it actually breaks away into the stall more than the L3 Cub, so it almost lands itself. That’s why I think the L3 is a better trainer because it makes students keep the stick hard back on landing to stop any porpoising that can happen if back pressure is relaxed on landing.”

Climbing into a Cub can be the hardest part about flying one, but the normal technique of lifting one’s backside onto the side of the fuselage while holding onto the cross bracing inside and then backing in seems to work. The Legend’s cabin, being three inches wider than the original,

seems to help getting in and out, and once you are sitting in the pilot’s seat the extra room becomes even more apparent.

A great improvement over the original Super Cub is the flap lever’s new position on the upper left hand side of the cockpit.

It’s a simple matter of reaching across and pulling on the two stages of flap available, something far more ergonomically friendly than the original floor-mounted flap lever.

After strapping in with the four point harness, start-up is uncomplicated with the normally aspirated Lycoming. After a couple of pumps of the throttle, turning the key sees it rumble into life.

It’s been a long time since I taxied with www.aopa.com.au I AUSTRALIAN PILOT

25

FEATURE

Dan at the controls of his Legend Super Cub.

heel brakes so it took a few gyrations on the ground to find my feet. I imagine it would have been even more challenging in a crosswind but that’s why tail wheel aircraft are so much fun to fly.

We line up on rwy 36 at Temora and application of full power brings about brisk acceleration. I choose a no flap take off for the first go. The airspeed comes alive almost straight away and poling forward sees the tail come up revealing the centre line flashing underneath. It’s far easier keeping the Cub straight than my Corby Starlet!

About 45kts I ease the forward pressure and we lift off, much like a rocket! With two up and half fuel we have a solid 900fpm on the VSI and the view out the front is basically blue sky. Trimming

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AUSTRALIAN PILOT I www.aopa.com.au

forward sees the speed rise to 55kts and the climb decrease to about 700fpm. We have the side door open and while it’s a touch cold, the airflow into the cabin isn’t a problem.

Clearing the circuit and it’s time to play.

There is something special about sitting in a Cub, with the window open, on a calm morning. Fly over a farmhouse with the chimney showing they have a fire going, and you can smell the wood burning. Roll into a steep turn, add a touch of power and you can spin around a single spot, with nothing between you and the ground but an open window. Pull the power back, add carb heat, trim for 50kts and you feel like you are hovering. Yet even at that speed you still have full roll authority.

Flaps up and I try to perform a full

stall. The vortex generators thwart that, and with the stick firmly in my tummy the airspeed sits just below 20kts and the aeroplane just descends, nose high, at 400fpm. As soon as back pressure is released she flies again. I give up trying to get the Legend Super to bite me and decide to try my hand in the circuit.

Downwind, base and finals are simply an exercise in conventional speed control, much like you find in any aeroplane. The trim on the side of the cabin falls easily to hand and I find myself on finals with a minimum of fuss. The only thing that catches me a touch by surprise is the nose-up pitching moment after the application of flap.

I’m used to flying faster aircraft, so Dan has to prompt me to slow down on finals.

The Legend Becomes Super!

45kts is the magic number and once I nail that the Super drifts down toward the runway. The flare and touchdown seem to be at an incredibly slow speed. Flaps up, retrim and we take off from what has become a ‘stop n go’. This time I fly a 500 foot circuit just to enjoy being low and sort of slow. The second landing is as docile as the first.

Dan makes his living teaching people the joy of tailwheel flying.

“I’ve got a very simple approach to the whole tailwheel thing. I discourage people from reading books about tailwheel flying because I think it over-complicates things with an aeroplane like the Cub. It’s not a Pitts Special or a C-185. It’s a doddle compared to those aeroplanes. I just tell the students to look straight, think straight, and go straight. As long as you do that you can’t go wrong.

“People advised me against starting a flying school using tail draggers. I took a different view and decided if everyone thinks you shouldn’t do it, then I’ll be the only one offering it. Now I get people from as far away as WA ringing me up because they can’t get a tailwheel instructor. I’m really happy to be offering something that people are wanting.” n

FACT BOX LEGEND SUPER CUB PERFORMANCE Powerplant

115 hp Lycoming YIO-233

TBO

2400 hours

Climb, sea level

900fpm

Takeoff, ground roll

280ft

Speed, max. level

100KTAS

Stall Speed

28kts (24kts w/ flaps)

Range, economy

5.5hrs

Fuel Burn, optimum

22lph

Fuel Type

100LL or auto gas

Ingition

Dual CDI spark SPECIFICATIONS

Wing Span

10.8m

Length

6.85m

Height

2.05m (3m on floats)

LSA Gross Weight

600kg (650kg on floats)

Experimental Gross Weight:

793kg

Empty Weight

383kg

Fuel capacity

121litres (113litres useable)

Ingress/Egress

Split door/window both sides

Seating

2 persons, tandem

www.aopa.com.au I AUSTRALIAN PILOT

27

FEATURE

Avionics and ADSB The ADSB mandate is here. Mark Smith talks to an avionics shop about some options The owner of a Piper Arrow rolls up to an avionics shop. He flies IFR a bit, privately, but the avionics in his aeroplane are the same as when it left the factory in 1974.

What should he do?

Brad Granger from Pacific Avionics at Bankstown has a few ideas. As a 30 year veteran of the avionics industry he’s been at the forefront of ongoing developments in aircraft communications.

“Normally I ask what sort of flying they do. The mandates are really aimed at IFR operations and it depends on the owner, his licence and what type of flying or area of flying, because they may not need to comply with ADSB,” he says.

“If the goal is continuing to fly IFR then next up we look at what’s already in the aeroplane. Some people have a bit of a hodge podge of new and old equipment, some of which will talk to modern avionics. But if someone has the original equipment that came with the aeroplane, it’s best to simply start again.”

For ADSB compliance the aircraft must

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AUSTRALIAN PILOT I www.aopa.com.au

have a Wide Area Augmentation Service (WAAS) GPS and an ADSB transponder. These two pieces of equipment form the cornerstone of ADSB compliance and Brad says everything then radiates from there.

“If we are taking out old and updating I’d recommend the Garmin GTN 650, as a starting point. It will give him a new comm, new VOR receiver, and a WAAS GPS with moving map and a touch screen. If he has an old VOR indicator, he’ll need a new one but if he has a HSI it’ll connect to that.

“Because it’s a WAAS receiver it will provide the position information his transponder will need, so now it’s a case of his choice of transponder so he can have ADSB out, and there are a variety of transponders that will do that job. It’s easier

GTN 750, 650

Avionics and ADSB

GTN 650

GTX 345

to stick with one brand when you are doing a fresh install so in that case I’d be recommending the new Garmin GTX 345 that includes ADSB in. Not only will that display on his 650, but it has a wireless connection that will display, via Bluetooth, onto his phone or tablet, providing a traffic display using Garmin pilot software.”

The new avionics systems provide a quantum leap in information available to the pilot, with features that weren’t even thought of 20 years ago.

“You have to remember with the new avionics that you are operating a computer, not just a navcom. Old comms like the King KX 155 had two features. You could flip between an active and standby frequency, and you could choose between 25 kHz and 50 kHz frequency spacing.

The modern equipment has hundreds of features including flight planning, fuel calculations and performance parameters. This means the interface is very important and we find customers do have preferences. They might dislike the Avidyne interface but love the Garmin, or vice versa. The other great thing is all of the manufacturers have training software available for potential owners to operate which can be downloaded to a PC or iPad. These are great tools to teach the best way of operating the new systems.”

A big part of the cost of the upgrade is the higher specification wiring that modern airborne electronic systems require.

“Installing the newer equipment is much more involved. The old installations

were just single core, unshielded wire the indicator wiring was unshielded and even earlier audio wiring was unshielded.

All the new installations mainly use either twisted pair or twisted triple shielded cable,” he says.

“The new features being introduced from Garmin all require aircraft grade Ethernet wire and it’s quite expensive per metre. They have Ethernet wire right through their installations, running between all their radios. If you have a G600 or G500 and a GTN 750 or 650 and maybe a traffic system there is Ethernet wire running between all of those boxes. Their latest feature, called Data Concierge, automatically uploads all of their database updates and charts through a wifi card in their GTN 750, so it takes the update from your iPad and runs it through the entire avionics suite.”

Connector technology within the wiring loom has also improved, with traditional solder joints to connector pins giving way to new crimping techniques which are effectively a cold weld, adding to the long term reliability of the new equipment. Old solder joints can fail when the solder alloys crystalise and lose their strength, leading to joints breaking.

New avionics have also seen changes to fault finding protocols, with Brad saying the initial approach to sleuthing a problem not involving his traditional tools of trade.

“The main faults we see crop up with new install are IT errors. We see a lot of problems now where we have to reinstall software. All of the new avionics are

now software defined. With old radios if you wanted to add a feature you had to replace components in the radio, upgrade circuits. Now the manufacturers can add new features by simply upgrading the software.”

“Now a new update is sent out and they’ve improved the performance of the comm, or the squelch. Everything is defined by software. A lot of troubleshooting now is us going up to the aircraft with a small bag, a pile of SD cards and the latest software and trying to troubleshoot software faults.

So what would the cost be to our mythical Arrow owner on his quest to ADSB compliance? Brad says the actual price can come as a shock to many owners.

“If our Arrow owner was to install the GTN 650, and a new GTX 345 transponder, which would replace his old mode C encoder, he’d be up for about $25,000 installed. The GTN 650 is about $15,000, the transponder is almost $5000, so you are looking at around $20,000 for the equipment, and then you have engineering and installation.

“During the install we have to get an engineering order, do an electrical load analysis, and redo the weight and balance as well as the actual removal of the old and install the new.”

But Brad says the advantage goes beyond merely having new screens in the aeroplane and complying with a government mandate.

“Ultimately though safety is the thing.

By doing this they will have made the aeroplane safer because it has more precise navigation than it’s ever had, plus they are able to transmit their position to ATC to within a few metres.” n

GTN HWATS www.aopa.com.au I AUSTRALIAN PILOT

29

FEATURE

Brad Granger with the controled chaos of an upgrade.

Avionics Repair Why it’s So Hard?

The people in the circle are wearing robes with hoods. On the benches outside the circle, strange patterns dance on screens as the accompanying electrical hum casts a hypnotic rhythm on the proceedings. At the centre of the circle sits a small rectangular box, its displays dark.

Suddenly there is a loud chant and a soldering iron flies into the air. The display flickers and then glows brightly.

The techs cheer loudly, their hands stretched to the heavens where they hope the box will return.

Another bit of black magic has been performed, and another aircraft radio has been repaired!

Brad Granger smiles at the suggestion that avionics repair involves supernatural

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forces. “Yes,” he says. “Sometimes I feel we do practice the dark arts.”

Brad says the key to being good at finding the faults in avionics that bedevil pilots is to be very methodical.

“You need a tremendous amount of attention to detail to do the job. One of the first methods we were taught is divide and conquer. That means you split a system in the middle and work out if the fault is in the first half or the second half of

the system, if it’s in the second half you’ve narrowed it down and you keep going until you hopefully find the problem. With some radio problems that’s how you go about finding the fault.”

The manufacturers have tried to help the process by devising diagnostic trees that act almost as a checklist in order to find the fault. Brad says these aren’t generally helpful.

“Diagnostic trees don’t work. One of

Avionics Repair - Why it’s So Hard.

Story and photos: Mark Smith

Where do you start?

the manufacturers proudly announced a year ago that they had a whole set of new diagnostic trees on their website.

No one has used them and managed to get the right result. They sometimes help you slightly narrow down what isn’t the problem but when you get down to the sort of issues we usually see they are not very helpful and you still need a lot of trouble-shooting experience,” he says.

“A tech will be able to see that a certain wire goes from there to there, and it has shields there but not there. And he’ll work backwards and forwards along the line until he can rule out that particular circuit as the problem.”

As the size of the aircraft increases so does the complexity of the installation but that doesn’t mean the average single or light twin isn’t a major challenge when there is an intermittent fault.

“In a lot of aircraft you can have wiring running from the nose to the tail and that’s where it gets even more complicated. It can be something as simple as bad pins but finding just which

pin on which plug can take time. Usually the pins are gold plated but where the metal contacts you can get a minute amount of oxidation, leading to a bad connection. Next time you remove the radio from its rack, or unplug something the pin can move a fraction and suddenly everything works. Over time, maybe a year later, the pin may vibrate around and the bad connection occurs again.

You have to be very methodical in trying to detect a fault like that.”

The other issue is that a lot of older radios fitted to aircraft haven’t been manufactured for more than 20 years.

This leads to challenges in keeping socalled legacy radios running in legacy airframes. Many people who enjoy modern car stereos with Bluetooth connectivity seem intent on keeping a com, like the KX 175 or Narco IIA from the early 1970’s, running in their aircraft.

“First of all, the parts in those radios are wearing out and repair costs are becoming more time consuming and for many of those old radios there are no

parts available,” he says.

With aircraft engineering trades failing to find new blood the number of people entering the repair industry continues to decline. Brad came into aviation after cutting his teeth in the television and radio industry when it took real skill to find a faulty component on a circuit board and replace it.

“It’s getting harder to find people who like repairing things because a lot of electronic repair these days involves taking a circuit board or card out and replacing it.

“Our apprentices come from the Queensland Aerospace College. They’ve paid their own way through and that’s a good sign about how committed they are, which is really the first filter. But there is a shortage of good avionics technicians.”

That said, Brad has an approach that demonstrates the challenges with his job.

“An apprentiship lasts four years but I’ve been in the game 35 years and I’m still learning”. n www.aopa.com.au I AUSTRALIAN PILOT

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FEATURE

Engine Cooling Another Perspective AOPA member Clinton McKenzie provides another view about engine cooling The article Engine Cooling For Summer in the Dec 16 - Jan 17 Australian Pilot contained a diagram and text that perpetuates a common myth: that cooling air enters at the front of the cowl then moves aft and exits at the rear. This myth has led to the advocacy of a ‘one size fits all’ heading for run ups: preferably facing into the wind.

Many intuitive things turn out not to be accurate when subjected to proper analysis.

On a Bonanza, for example, much of the air that enters through the front of the cowl in the cruise actually exits through the front of the cowl. That’s why you get oil on the windscreen if there’s a big oil leak under the cowl. Further, it’s actually better for cooling if run ups in a Bonanza are conducted facing downwind.

Members may have heard of Tornado Alley Turbo Inc and General Aviation Modifications Inc. As part of their research and development activities that led to various STC’d cooling modifications, they fitted tufts and a camera under the cowl of a Bonanza to see where and how air actually flows. George Braly made the counter-intuitive discovery about air flow through the cowl on the ground before one of these research flights.

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George later stated: “I would not have believed this either … except we had stretched safety wire back and forth across the inside of the cowling at about four or five stations from front to rear inside the cowling and then tied colored yarn tufts to the wires. We put a light and camera in the cowling. That was how we figured out several of the cooling issues, flying the airplane with the tuft testing internal to the cowling.

“Video tape is still around somewhere.

I was taxiing out to do a flight and when I got to the run up area and finished the run-up, I did my usual 360 tight circle to survey the uncontrolled airspace. I was half way watching the camera screen as I did that.

“What I noticed was that when I was initially pointed into the wind, the tufts were all hanging randomly lined up and variable. Some were pointing forward!

“As I turned, and went 180 away from the wind, I just happened to look at the camera and all of the tufts were now uniformly pointed aft and fluttering fairly vigorously. I kept turning and then as I again was headed into the wind the tufts all went flat again.

I repeated this until I was sure it was

real. Later verified it,” George concluded.

My Bonanza has an engine monitor and I can see the difference in CHTs if I idle facing downwind for a while compared with idling facing upwind for a while (not that I’m in the habit of idling on the ground for extended periods just for fun).

Apparently it’s not the same for some tricycle undercarriage aircraft, but this points up why a ‘one size fits all’ approach to procedures is not appropriate. It also highlights why engine monitors are such useful (and, in my view, essential) tools.

On a cold day at an aerodrome where there’s not much taxiing to be done it probably makes no practical difference (although, having purchased a proper CO monitor, I made my own startling discovery about how much CO gets into the cockpit of my aircraft while manoeuvering on the ground, with the relative wind making a big difference). But on a hot day with a long taxi and potential delays, it’s worth utilising all available cooling techniques.

It would probably be a bridge too far to try to explain why standard run up checks are pretty pointless in the first place, and that there are much more efficient and effective ways to identify engine problems. n

GUEST COLUMN

Planning to Survive

Mike Dalton looks at how conservative flight planning can save your life.

I consider myself a fortunate pilot in as

my response but he suggested that I look

to fly at Tyabb in the 1980s and back

much as I’ve had the opportunity to fly

carefully at the terrain along that section

then the Mornington Peninsula was still a

a bunch of different aircraft around our

of my trip particularly and asked where I

sleepy tourist region with an abundance

great Australian landscape and had a

intended to land if I had an engine failure,

of places to put the aeroplane if need be.

handful of mentors that have helped me

pointing out that if I chose a route a little

Indeed in 1994, heading home from a trip

along the way. My view has always been

further south then I was giving myself a

away, I was forced to land in a convenient

that I can learn from others – either from

whole range of options. Mmmm, good

cow paddock near the Holden factory at

their good example or from their mistakes

thinking 99.

Dandenong as the vibrations coming from

– and so have valued the input of my core

Flying can be an unforgiving pastime

forward of the firewall suggested that I

group of mentors over my 30-odd year

on occasions and I am of the view that

wasn’t going to make either Moorabbin or

career to date.

we need to put as much in our favour

Berwick which were the closest airfields.

Additionally my career as an Aviation

as possible and something as simple as

Now it’s a very different matter and to

Insurance Underwriter has given me the

route selection is a great start. Regardless

get from Tyabb to, say, Point Cook involves

opportunity to critically review the actual

of whether we fly in rural areas or

flying mostly over houses and water

result of people’s mistakes and consider

around the suburbs it is still an important

neither of which are great for emergencies

if I might have done the same thing

consideration and we should always have

and that cow paddock is now overgrown

under similar circumstances and make

an option of where we can put the aircraft

with houses and I would struggle to find it.

mental notes to avoid such situations

in the event of an engine failure or other

wherever possible.

emergency requiring a forced landing.

I was talking with one of the Tyabbbased

vintage

aircraft

owners

just

One of these aforementioned mentors

I often travel north from my home

recently about this topic and he showed

was well known aircraft salesman Brian

base at Kyneton and other than airspace

me his carefully thought out flight plan to

Jones and from time to time he would

restrictions at Puckapunyal I can pretty

get from Tyabb to Point Cook in his WWI

shoot me off across the country to deliver

much go where I like in a straight line

replica biplane. Essentially it followed all

or collect aircraft that had been sold,

from home. But does that make sense?

of the golf courses and then the beach

traded or purchased. This taught me a

Look at a short trip to Shepparton, which

which sounds pretty straightforward and

bunch about flying different types, where

Avplan tells me is 32 mins in my C195

it is, but the important point here is that

to go, how to get fuel, overnighting with

and other than being sure not to clip the

he has considered the limitations of his

an aircraft and all those practical things

Pucka airspace it’s a pretty easy track.

aircraft and its reliability then planned a

they don’t teach you at PPL school.

But probably a third of the direct track

route accordingly with sensible forced landing options all along the route.

One of the trips I did was to take a

is over low scrub which would be totally

Decathlon from Moorabbin to its owner

unusable in the event of an emergency

in Kalgoorlie and so I dutifully drew a

necessitating a forced landing.

It doesn’t require much effort to hedge your bets in this regard and those modern

few very straight lines on the WAC chart

Yet if I adjust my track further toward

wonders Avplan and Ozrunways make it

(remember those) from Moorabbin out

the west, via say Toolleen, I have opened

dead easy. Simply plan your tracks using

through the Kilmore Gap, then direct to

up a whole range of emergency landing

an appropriate aviation map and then

Mildura, direct Port Pirie and then finally

options and Avplan now says 34 mins –

change the map to a satellite image and

direct Ceduna which would be the first

yes a mere two minutes penalty for all of

review the terrain that way. Where the

overnight. I discussed my planned route

those extra options.

terrain is unfavourable drag the track

with Brian which in principle was fine but

Flying

around

suburban

areas

it

to an area that gives better options and

he queried why I was planning to track

becomes even more critical as the urban

see how little impact it has on the flight

Mildura direct Pirie. “Shortest track” was

sprawl does its thing over time. I learnt

planned time. n www.aopa.com.au I AUSTRALIAN PILOT

33

FEATURE

A Runway to Call Your Own

Craig’s north-south runway.

Many pilots dream of their own little airport at home.

Mark Smith meets one of the lucky ones who built one.

They say the great Australian dream is a three bedroom home on a quarter acre block, but for many aircraft owners, that ambition doesn’t quite cut it. Craig Taberner is one such pilot. He grew up on a farm with its own airstrip and that sowed the seeds for him to one day have the same.

“We had a strip in the front paddock and mum and dad both flew. We had our own plane at the time. Dad had been flying for years and my mum did her licence just before me,” he says as he sits in his hangar perched up on a small hill overlooking what has become known by family friends as ‘Taberner International’.

With the dream firmly in mind, Craig found the next piece of the puzzle was to find a suitable site that ticked all the boxes regarding both size and location. His wife, Lara, isn’t from a rural background and so wanted to be close to town.

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AUSTRALIAN PILOT I www.aopa.com.au

“We looked around for about five years to find the right block of land. We needed to be close to town but also have a rural environment and it had to be big enough to put a strip on. Finally it also had to be affordable.”

Once the right acreage was found, Craig contacted both CASA and the local council to make sure he was allowed to build a private airstrip. Both said provided it was for private use only no permissions or permits were required. This may vary depending on your particular council.

“They both confirmed for me in writing, that if I was just using it for private use and wasn’t doing any commercial operations; like a flying school or joyflights, I didn’t need any permits. It was a completely different story if I wanted to use it commercially.”

Craig planned on building a house on the property but the airstrip came first,

primarily because it was a quick process to establish.

“Initially we just mowed the grass and tried it. I got a grader in just to form a little bit of drainage on the sides,” he says.

“Then I bought a second hand tractor and an old land grader on eBay and just finished the surface off myself over a few weeks. We haven’t seeded it, but rather just let the grass naturally come up which seems to be working.”

Even in a rural area noise concerns can be an issue with private airstrips, but Craig was proactive in making sure he kept his neighbours happy. Part of the initial property selection was looking at the location of neighbours and the type of farming operations they were running.

“We have one neighbour that expressed some concerns. To eliminate these I drew up an airfield brief that I send out to all of my friends who might visit that basically

A Runway to Call Your Own

Photos: Mark Smith

Murray and Andy Wallace

says don’t fly over that particular house.

We’ve been operating out of here for approximately a year and a half now and haven’t needed to land in a direction that would have us approach over his property. Just for my own records I keep a log of all takeoffs and landings.

You have to recognise that for people who haven’t been exposed to general aviation there is an element of ‘the fear of the unknown’. They may potentially have been envisaging an operation like Bankstown or Moorabbin and all the associated negative press that these places attract.

“Now that we’ve moved in, the reality is some weeks there might be three or four movements, and then there won’t be anything for weeks. The trucks and motorbikes that go up and down the road are more intrusive and far more frequent

than my operations.”

After all the work in building his strip Craig got the pleasure of landing on it for the first time.

“It was pretty good landing there for the first time because getting my own strip was such a long time coming. I wasn’t nervous or worried; because I’d made sure I put in nice long strips. It was important that we could invite our friends to come and stay for the weekend and not be worried about it being too challenging.”

Now that the house has been built there is nothing left for Craig and his family to do but enjoy the lifestyle. He share farms the land not taken up with runways,

leaving him with the benefits of a parcel of land big enough to operate from, without much of the attendant farm work that goes with it. He has also found other benefits for his children in taking on the rural lifestyle.

“The surprising thing was that while I grew up with aviation, on a farm, which was obviously the big catalyst to make me want to do it in the first place, within a few days I realised the biggest benefit was going to be for the upbringing the kids were going to get out here, having that rural environment to grow up in like I did.”

“That’s a bigger win than having my own airstrip.” n www.aopa.com.au I AUSTRALIAN PILOT

35

FEATURE

So what do the regulations say about setting up a private airstrip?

36

A Runway to Call Your Own

that; 88 - REG 92 says uses an aircraft REGULATIONS 19 ON in conduct that ca TI IA ge AV ga L en VI or CI , on t ments: af cr air following require t not land an e or more of the on (1) A person mus fy tis sa s; t ion no lat es gu Re a place that do r the Air Navigation to take off from, e established unde ficate granted, or om rti dr ce ro a ae by an d is e ise or th au is e (a) the plac om rodr e place as an ae (b) the use of th SR; CA of 9 20 of the Act is 13 rt Pa r ent under section em ng registration, unde ra ar is an ich civil air navigation aerodrome for wh craft engaged in air by (c) the place is an e om dr ro use of the ae in force and the ion; ble for SA under that sect (b) or (c)) is suita CA authorised by in paragraph (a), to d t; af rre cr fe re air e of ac being a pl d taking-off of the landing an (d) the place (not -off es ke os ta rp or pu e ng th r di e fo oposed lan pr e th of use as an aerodrom es nc cumsta take-off from, rd to all the cir t can land at, or af cr air e th , s) and, having rega on conditi evailing weather ip, (including the pr used as an airstr . is suitable to be ea ar to an fe the place in safety if sa e it’s cid rmine if to the PIC to de the aircraft to dete of ts ar d Basically it is up ch ise or ng di th Au lan nstitutes an t the take-off and about just what co s s ne ow taking into accoun eli sh id d gu an , SA SA from CA location. The CA available online or is e. at lik operate from the th e th (1) d 92 an s AP on conditi set down in CA gradients, surface can Landing Area are about approach ns ipped Super Cub tio qu da -e en OL m m ST co A t. af cr air e th the various re on ll vary depending However these wi area than a 172. ng di lan te to state, and nt re ffe ry di ips vary from sta str air te operate into a ve iva ople pr g dly attitude to pe lations coverin have a very frien s Local council regu cil un deal co e to m lt So cu dibly diffi uncil locations. ile others are incre wh even between co s tie had er ve op ha pr o n embers wh from their ow ht on behalf of m fig n operating aircraft e th sio ca up oc ke e ta on to d occasion airstrips. On with. AOPA has ha the use of private an t th ou e or ab s m r cil fo un ty co proper th local at had been on a major problems wi ed to sure of a strip th clo e r councils have tri th d he de Ot . an ed m ain pl m co d a council de ha or hb rmed in a given cause a new neig dings can be perfo lan d an 10 years simply be s off ke ends land on the s on how many ta allowed to have fri ing be m impose restriction fro r ne nned an airfield ow period, or have ba their s by not calling council regulation al strip. loc nd .’ ou ed ar sh t hinery people ge ddock, with a mac Some enterprising ‘well manicured pa a ur own strip is to er yo th ra t ing bu ild bu ip, are thinking of runway an airstr u yo if es to impose do to nt thing reasonable, or tri un is cil un co The most importa e th are. If AT in Victoria or local regulations al system like VC leg ive at e str find out what the ini m e ad d keep a log of th redress through th fly neighborly an ip str air limitations, seek an ild bu ove all, if you do ADT in NSW. Ab ions. number of operat

AUSTRALIAN PILOT I www.aopa.com.au

NEWS

The Hover Board Becomes a Reality Franky Zapata is one inventor who definitely thinks way out of the square.

First he invented the Flyboard, a hydro propulsion board connected to a jet ski that literally allows the rider to fly above the water. But that wasn’t enough for the 38-year-old self-confessed thrill seeker and now he’s perfected a true hover board that allows the pilot to fly untethered for 10 minutes at speeds of up to 80mph.

Technical watch specialist Breitling has become the principal sponsor of this revolutionary way of flying, continuing their history of supporting aviation innovation and technology. The company recognises that this development is a new chapter in conquering the skies and overcoming the most insane challenges.

The Hover Board uses four miniature

jet engines coupled to an electronic gyro stabilisation system which actually moves each engine independently to provide a degree of stability for the pilot. However Franky is quick to point out that there is a large amount of skill required by the operator.

“It’s impossible to ride it before you have a minimum of 50 or 100 hours in the original Flyboard with water. Also, if you want to try it, you must have seven lives, like the cat,” he says with a laugh.

The current version sees the rider standing up on the Hover Board, but Franky’s plans are for a more user friendly version.

“We’ve finished the research and

development on a new project that will use the same kind of board and the same kind of technology for the stabilisation, but it will be much easier for the general public and also certainly for military personnel to operate. It will be something you can sit on it, something easier. I cannot talk too much about it because patents haven’t been filed, but it will be something that everybody can ride.”½ n

Fully revised Visual Flight Rules Guide Limited print run—don’t miss out!

$49.95

(includes postage & handling)

available only at: www.casa.gov.au/onlinestore

www.aopa.com.au I AUSTRALIAN PILOT

37

FEATURE

A long lens and a fast jet. perfect combination.

Captured in Mid-Air Australian Pilot editor Mark Smith provides this guide to taking better pics. He will be at the Avalon Airshow to give advice to budding photographers.

The sun is setting. Golden clouds combine with shafts of light that allows an antique flying machine to bathe in the timeless composition of beautiful light that seems to blur knowledge of the year we are all a part of.

Is it 1928 or 2017?

Yet, the pic that’s shot by the bloke with the camera bought from Harvey Norman is far from what’s seen. The sky is washed out, while the aeroplane is an over exposed shell of what the photographer saw. How do those pro photographers get such amazing pictures?

Simple. Practice over a long period of time that creates an understanding of composition, lens selection and exposure.

Knowledge of camera basics is what separates those who take memorable aviation pics from those who don’t. But with digital cameras it’s easier than it’s ever been.

I’m only going to cover shooting from

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ground level, not air to airs. Shooting an aeroplane in formation from another is a whole article on its own and requires the skills of pilots as well as the photographer to produce a good picture.

Ok, what type of camera do we need?

In short you can take great pics with many of the domestic point and shoot cameras available, but obviously the ability to change exposure and lenses does help improve the ability to get a special shot.

What’s common in all good pictures is composition and background control.

One of the great things about digital photography is the instant review of what you just took. It’s here your journey into better photography begins.

So, take your camera and wander up to an aeroplane you want to photograph.

Look at where the light is coming from. If it’s a bright, clear sky day in summer don’t bother trying to get great pics between 10am and 4pm. The sun is high in the sky,

leading to heavy shadows. I always do my flight line photography early in the morning or late in the afternoon.

After you have shot, look at the picture.

Are the elements in balance? A simple rule that’s been around for millennia in all visual art is the rule of thirds. This simply means placing the key elements of the picture in sections of the frame that correspond to imaginary lines dividing the frame into thirds.

Like all rules it can be broken but it gives a great introduction to composition.

Secondly, look at the background. What can you see? People standing around you didn’t notice when you took the picture?

Or a pole that has suddenly appeared, cutting across the frame? Ask yourself how you can make the picture better? This is the process all good photographers go through. It’s about starting to train your eye to look objectively not subjectively.

This means seeing what is actually in the

Captured in Mid-Air

Photos: Mark Smith

C-195 shot with a wide angle lens

frame, not what you think is in the frame.

A good photograph is the result of a bit of planning, looking and then shooting, followed by an objective look at the result.

At this point we are probably still using the camera on an automatic setting. This is probably a good thing early on in your photographic journey. But now we are thinking a bit more about what’s in our pictures let’s look at lens selection.

Even point and shoot digital cameras have a fairly large zoom range, from a moderately wide angle to a fairly tight telephoto. But one of the mistakes people make with using their zoom is to equate changing focal length as a simple way of getting a closer picture without moving.

This is fine when you are trying to photograph a distant object such as an aeroplane actually flying but there is more to using your zoom lens than just that. A wide angle lens changes perspective, making what’s close to the

Don’t be afraid of lowering your shutter speed a bit to get prop blur. www.aopa.com.au I AUSTRALIAN PILOT

39

FEATURE

Be aware of everything around you. That’s how you begin to learn how to really ‘see’ a picture.

camera seem more prominent , while at the other extreme zooming in flattens perspective. The beautiful C-195 was shot with a wide angle lens. Notice how the rudder looks a bit bigger than you’d expect. The picture of the Avro Cadet was shot with a telephoto comparable to that found on many domestic cameras. Notice how the perspective is flattened.

Another great way to improve your photography is to look at good pictures shot by other photographers’ and ask yourself how it was taken. Look at the composition and examine the elements that make it pleasing to your eye. Have they used a low angle? Is it shot with a wide angle lens or something a bit longer? Keep the image in the back of your mind as a guide to a pic you may like to take.

The next subject I want to chat about is shooting aeroplanes doing what they do best. Flying. It’s here you will need a reasonably long lens with a focal length

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of at least 200mm on a digital single lens reflex camera. Some of the smaller point and shoots do struggle to shoot these type of pics since they don’t have long enough telephoto lenses and they also suffer from a slight delay from when you push the button to when the pic is taken.

As far as light goes when shooting aeroplanes flying at an airshow, you take what you are given. Avalon is a nightmare for photographers as anything shot after 1.30pm is backlit, and therefore washed out. Plus the display flight line is a long way away.

However you can get good pics of aeroplanes taking off and landing provided you position yourself correctly, that is to say right up at the fence about a third of the way down the runway.

Ok a quick word about exposure. If you want to freeze everything when photographing a fast moving subject go for a high shutter speed. If you

are using an automatic camera that gives you the ability to select shutter speed, the higher the better. But, as in everything there is a catch: set your shutter too fast and suddenly every propeller-driven aeroplane looks like it’s having an engine failure. The prop is stopped. So again plan.

Shooting at a slower speed, say 1/500th of a second will still give a hint of prop blur. With practice you can go down to 1/250th, even with a moderately long lens on the camera and still get a sharp pic. But this entails smoothly following the aircraft and firing a sequence. Again, practice.

This has just been a basic primer. In aviation terms it’s the trial instructional flight and then effects of controls.

Though thankfully you can move on in photography far cheaper than learning to fly, but both require discipline and practice. And both are very satisfying when you begin to feel you are improving. ½ n

Captured in Mid-Air

Knowledge of camera basics is what separates those who take memorable aviation pics from those who don’t. But with digital cameras it’s easier than it’s ever been.

A slow (1/125) shutter and a medium telephoto lens gives a nice panning effect

An Avro cadet shot with a long lens that compresses perspective. www.aopa.com.au I AUSTRALIAN PILOT

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COVER FEATURE

A Tale of Three Boeings 42

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A Tale of Three Boeings

Photos: Mark Smith

Mark Smith tells the story of how an old biplane reconnected an airline pilot with his GA roots

One of the first things you notice about Brad Fisher is his smile. Standing in front of the Stearman he’s just spent an hour in learning how to land the big biplane consistently, he exudes the sense of contentment of someone who has found where he really wants to be.

He describes himself as an unemployed electrician, but that’s only telling a tiny part of his story and its connection with aviation.

For that you need to go back to 1978, when young Brad watched a television program that became the catalyst for a

long term career with Qantas, as well as an eventual return to grass roots flying.

“Like any other kid I had an interest in aeroplanes but when I was 16 my father and I saw gliding on the television and so we went off and did a gliding course. He got right into it and went on to win a couple of national gliding championships and I got into the tow plane, though at the time I never saw flying as a career but just a bit of fun,” he says.

Brad’s father was an electrician and he saw the opportunities having a

trade offered.

“Being a tradie in the 1970s was great.

I saw my father putting a bit of cash away, so I decided to do an electrical apprenticeship after HSC,” he says.

But the lure of aviation wouldn’t go away and a year into his apprentiship he found a Cessna 150 that was cheap to hire. It sowed the seed about the possibility that commercial flying could be a career.

“I had a PPL by the time I was 19. Then www.aopa.com.au I AUSTRALIAN PILOT

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COVER FEATURE

The Lycoming R-680-17 radial.

during my apprenticeship I went to night school to do my commercial subjects and I was towing on the weekends. I was also working extra jobs to pay for it all and by the time I finished my apprenticeship I had my CPL and about 500 hours.”

Having a trade proved handy for the young pilot after he started the quest for his first real flying job.

“All together I did four years, including my apprentiship, with a big electrical plumbing company, working on high rise developments putting lights in and the like,” Brad says.

“Then when I went to Darwin with my backpack I worked as a sparky for a while up there until I could jag a flying job in Kununurra.”

The early to mid-1980s were a tough time in GA, with plenty of aspiring pilots and few jobs. For a young bloke from a working class background, working for the airlines was perceived as one step way too far.

“I went up north in 1983 with a view that the airlines would always be out of my reach, so I decided I’d just go and get some life experience flying in the bush

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and at age 30 I’d go back to the trade. I didn’t think a working class bloke could get a gig flying beyond GA in those days.”

His first full time flying job was as a charter pilot flying Lances and Cherokee Sixes to remote aboriginal communities, as well as numerous joy flights to the Bungle Bungles. After nine months he moved back to Wee Waa to take a job flying an Aero Commander to build twin time.

“I got a job with an earthmoving company flying their Shrike Commander.

Basically we were a limo service for the earthmovers flying all the way from Townsville to Melbourne. The work was very varied and included landing on little dirt strips at night all over the place.”

Around this time the industry enjoyed a major turn around and Brad found himself in the right place, at the right time and with the right experience.

“My next step was back in Kununurra for a year with Skywest flying a Twin Otter, but by then I knew I was in Qantas.

This was in 1987 and there was a big recruitment drive. Initially they were employing about four a month. Then I was on the first course of eight and after

that they were employing 16 a month so it was full on from 1987 to 1989. Then in 1990 it all stopped again.”

At this stage Brad had around 2500hrs and Qantas put him to work in the back seat of the 747 classics. He found being a second officer on the airline’s flagship meant learning much more than just how to fly the big Boeing.

“In those days junior pilots had to learn the Flight Engineer’s panel as well, so the transition was pretty hard work. That was on the 100, 200 and 300. It was a long conversion and some of those old flight engineers could be pretty tough, but it was a great grounding. I really got to know the aircraft.

“I was really lucky that I only did 18 months as a second officer before going to the 767 as an FO. It was a big change to move onto a much more automated flight deck. I was on the 767-300 for about seven years before moving back to the 747 as an FO for another four years and then I got my command on the 767.

After five years I finally ended up as Captain on the 747-300 series and I got off that about seven years ago when they

A Tale of Three Boeings

Brad can’t stop smiling when he’s in his Stearman.

took the last one to the desert. Now I’m on the 400.”

Brad’s whole airline career has been on Boeings and he’s happy with that, though moving between different vintages of their aircraft proved challenging, especially when he moved back to the 747-300 as captain.

“It was interesting leaving the relative automation of the 767-300 and going back to the analogue cockpit of the 747300, complete with a flight engineer. We did have lateral navigation (LNAV) but we never had vertical navigation (VNAV) so it was all manual tables working out vertical performance. It was pretty agricultural. I’d been on glass for 12 years on the 767 so going back to the 747-300 was hard work. ”At this time Brad was following a very similar relationship with GA flying that many people do. He had three children, a mortgage and no spare money to fly in his free time.

“Flying GA wasn’t on the agenda.

The money gets better as your career progresses. Also after a while in the job, spending a lot of time flying through the night, I think I just forgot about that part of my flying life.”

It wasn’t until a chance opportunity to go flying in a simple GA aeroplane came along that Brad found the spirit of flying hadn’t quite left him.

“When I finally had my mortgage paid off and the kids all grown up I went flying with someone and I realised I’d forgotten

the joy of flying a simple aeroplane, what a privilege it is to see the world at low level looking out of the window and actually using stick and rudder to control the plane the whole time. I just loved it.”

The next exposure to simple aviation came when he did a float flying course in Florida with another Qantas captain. The grass roots flying bug really bit hard and he came home with the intention of being reunited with Piper Cubs that he’d flown so much as a glider tug pilot. But then another aircraft crossed his path.

“Basically the sort of flying I wanted to do was pure stick and rudder in a Cub, but then I met Peter Anderson who introduced me to another type of Boeing, the Stearman. I thought it’d be way out of my price range but it turned out to be quite reasonable. It’s simple to maintain, with not a lot of ADs, and he encouraged me to buy one.”

That is proverbially really where Brad’s fun began. The Boeing Stearman model 75 he bought is a 1941 model that was imported in 2006. After so many years away from general aviation he’s found transitioning to the big taildragger quite challenging despite having a lot of time on smaller tail wheel aeroplanes.

“Once I was onboard the Stearman, under instruction from Steve Curtiss, I didn’t realise just how much of a quantum leap it was moving into such a big taildragger. You can’t see out of the front for a start. But I loved the simplicity straight away.

In another blast from the past, Brad checked his log book and realised he’d done his original tail wheel endorsement with Steve’s father.

“After such a long break away from GA aeroplanes, flying airliners, I really needed a lot of instruction. No matter how many hours you’ve got on other aeroplanes the Stearman can be a bit of handful. It shows me that in every aspect of flying you undertake whether it’s flying airliners or comparatively simple singles, you really need to be current. But even though it’s been a bit of a steep learning curve, I’ve really taken to it.”

Brad’s Stearman is based at Temora Aviation Museum, allowing others to appreciate the aeroplane and enjoy seeing it perform at the many museum flying days held through the year.

“It’s really the perfect aeroplane to take someone up and let them take a step back in time to another era of aviation,” he says.

“Basing her at Temora also gives me a place I can go on my days off and catch up with other like-minded pilots. As I head towards retirement in five years I envisage this will become a big part of my time. Ten years ago I never thought of flying aeroplanes like this. Now it’s all I ever think about.

“I don’t want to get in a complex single or twin and fly for five hours on auto pilot. I’ve done enough of that. I really like flying semi low level, a lot closer to the ground than in my day job, and really soaking in the experience.” n www.aopa.com.au I AUSTRALIAN PILOT

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FEATURE

Spitfire – Scaling Your Dreams Mark Smith looks at a new-build Spitfire that is 1/5th smaller than the original, but just as timeless.

Since WWII there probably hasn’t been a pilot who has watched a Spitfire flying and not wished they could be in the cockpit, such is the romance of R. J. Mitchell’s iconic design.

The aeroplane that came to epitomise the fight to maintain control of the skies over England during the Battle of Britain has become one of the most expensive warbirds available, thanks to a combination of its rarity and its reputation.

Bill Buchanan is one such flyer who has admired the ‘Spit’ for decades, but as a farmer in northern NSW, his ability to buy one was a bit limited.

“I’m 73 now and I’ve had a lifelong ambition to fly a Spitfire. I was just over the moon seeing Col Pay flying his Spitfire at an airshow not far from Moree years ago,” he says.

“But naturally no one would ever let me

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near theirs.”

Enter a fledgling aircraft kit manufacturer, Supermarine Aircraft kits, that was based in Brisbane. Mike O’Sullivan started the business in 1992, producing a range of Spitfire kits between 75 and 90 percent of the original size.

“The Spitfire I wanted to build had to be the same as Mr Mitchell’s, original as possible but without the multi-million dollar price tag to buy. But above all I wanted to fly and experience what all our heroes of WWII had experienced,” says Mike, who moved his factory to the United States a few years ago.

“Very few people have the money to buy an original Spitfire, but a kit like this is much more affordable for more people.”

The Spitfire kit was just what Bill needed to get his dream happening.

“I decided I just had to do it. So I

purchased the last kit made in Australia, a Mark 26B, in Dec. 2010. It had to be lifted in its container onto the back of a truck to escape the Brisbane floods. We didn’t actually start building it until 2012, which was the start of a three year drought back on the farm. Perfect timing”.

Bill’s original plan was to take his kit to the farm for the build, but after meeting Nigel Arnot, the decision was made to base the construction campaign at his maintenance business at Boonah, Qld. “I was going to take it to the farm but if I had I probably wouldn’t have ended up building it, or I’d still be working on it now. I met Nigel through friends and he said bring it down to Boonah and I’m glad I did as it was a perfect place to build it.”

Like many kit manufacturers that have come before, Supermarine claimed a relatively short build time.

Spitfire – Scaling Your Dreams

Photos: Mark Smith

Bill Buchanan

Very few people have the money to buy an original Spitfire, but a kit like this is much more affordable to more people

“The initial factory ad said if you are any good with your hands, and a little bit mechanically minded, you can build this aeroplane in 1200 hours. I thought hey that’s me.

“But it took way longer because we found a few problems in previous models in key areas of the airframe, so we made doublers to reinforce these critical areas, we went solid rivets rather than pop rivets for a much better finish and I put in a fairly over the top panel with an auto pilot and additional engine instruments.

Nigel weighs in on the build time.

“The company claims a build time of somewhere between 1200 and 2000hrs.

The reality is about 4500 to 5000hrs.

It’s a huge job to put one together. If you want to do the job properly you need to use solid rivets. The designer allowed for the use of pop rivets but you end up with an aeroplane that is full of tiny holes that

The cockpit of the 80% Spitfire www.aopa.com.au I AUSTRALIAN PILOT

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FEATURE

Second Corby ever built still flying today.

80% Mk26 Spitfire

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Spitfire – Scaling Your Dreams

need filling,” Nigel says.

“It is an enjoyable build, but it is also a challenging build. It’s a lot harder and a lot more complicated than an RV.” Bill’s aircraft is the 80% Mk26B and is powered by an LS 2 Chevrolet small block V8, producing 425Hp driving the propeller with Supermarine’s twin belt reduction gear box.

Nigel has performed all the test flying on Bill’s Spitfire and says it’s an awesome aeroplane.

“I say it a bit tongue in cheek but it is a seriously easy aeroplane to fly. There is heaps of power on takeoff, which can throw people a bit as you tend to be airborne before you expect it because it’s so light and has a big wing area. It climbs beautifully and it lands really easily. It is absolutely gorgeous to fly and does the most beautiful aerobatics.

“It’s very well behaved. If you look at the air to air pics I’ve got full right rudder and a bit of up elevator, formating off a Tecnam, and its rock solid. That shows it has great manners.

“At 50% power it TAS’s at 190kts. VNE is 220kts and it’ll go straight through that in straight and level. I’ve test flown both of the ones that have been built here to 265kts with no issues at all. The only thing limiting their speed in my opinion is that the ailerons aren’t mass balanced, whereas the rudder and the elevator are.”

Bill’s journey into aviation started 50 years ago, when he learned to fly in New Zealand in 1967. At the time the Australian government had removed a subsidy for flying training, but it was still available across the Tasman, even to Australians.

“I got my licence in a Piper Cub. It was $7 an hour by myself, and $9 an hour dual.” However until the Spitfire project entered his life, Bill’s flying was in nose wheel aircraft, including the Twin Comanche he’s owned for 30 years.

“I hadn’t flown a tail wheel aircraft for a long time, so I did some flying with a friend in an RV-7 at Gympie, did a lot of time with John Newby at Inverell in a Decathlon, but that’s cheating because you can see over the nose. I also did some time with Nigel in his CAP 10, and with Phil Unicomb at Royal Newcastle in his Pitts Special, the only aircraft I haven’t been able to master.

Finally back with Nigel in the back seat of a Tiger. It was flying the Tiger that really gave me the confidence to fly my Spitfire because after flying the others I really was concerned about my reflexes and that I’d never be able to handle the Spitfire. I was

worried that at my age, with my eyes and my hands and feet that the message wouldn’t get through to my feet in time, but the time in the Tiger Moth changed that,” Bill says.

“Putting him in the back seat of a Tiger Moth and doing 70kt wheeler landings off a curved approach really improved his tail wheel technique. He nailed that and so far all of his landings in his Spitfire have been lovely. All you have to do is do it 10 knots faster,” Nigel adds.

Practice in other aeroplanes is one thing but the day finally dawned when Bill would realise his dream of flying a Spitfire.

It proved to be a challenging first flight.

“Nothing could have prepared me for how effective the elevator is on that first take off. I never had time to look at the airspeed indicator and when it felt like it wanted to fly I hauled it off. Well it shot into the air and I had a few oscillations before I got it sorted. It was then that I thought ‘hooley dooley, now I have to get it down.’ It was like a first solo on steroids.

“Nigel had a radio on the ground and he said that ‘looked a bit hairy’ but told me since I was up there not to try and land straight away but to head up to 6500ft

and chase some clouds. That was a good call because I would have been uptight coming down straight away and trying to land. I still find it hard to completely relax in it but I’ve got more hours now so it’s much better.”

Bill and Nigel are still flying off the mandatory 40hrs of test flying from Boonah before Bill takes the aeroplane to its new home.

Both Bill and Nigel are reticent to reveal the total cost in building the Spitfire. The kit cost around $180,000. The engine, with its reduction drive, 10” Dynon with GPS, auto pilot, instruments, radios and extra steam driven engine gauges, added a further $70,000.

“It wasn’t an inexpensive exercise to build in any way but in the end I got my Spitfire for about 1/10th of the cost of a full size one, when they come on the market, which is very rarely,” Bill says.

“But it’s a great example of the type, a new build smaller version of the original which flies pretty much the same, and a lot cheaper to run and maintain “Thank you Nigel, and to Bruce Bissell, for your great knowledge, expertise and friendship during the build.” n www.aopa.com.au I AUSTRALIAN PILOT

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AIRCRAFT REVIEW FEATURE

Rylstone Airpark

Roger Sutcliffe looks at another aviation lifestyle development that is set to take off.

It is said that opportunity only knocks once, but if you don’t have the vision or the wherewithal to take advantage, then it will surely pass you by.

Like many of us, Rob Loneragan grew up around aircraft following WWII, and spent his formative years in country NSW before moving to Sydney to raise his family. In 2003, following a family visit to his home town of Mudgee, he decided to drop by the old Rylstone Aerodrome only to find it in a dilapidated state due to little use and even less maintenance. Saddened, but at the same time intrigued, Rob enquired at the local shire council and was informed that it no longer wanted the responsibility. But it was not until 2009 that Crown Lands put it up for sale.

Rob and his wife Harriet had been looking for a country retreat during this time, and the 100 acres that came with the airfield lent itself to an airpark development, a popular concept that

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Rob had noted during several trips to the US following his appointment as local distributor for the SeaRey amphibian.

By 2011 the concept for the Rylstone Airpark was taking shape around the existing pair of 900m grass runways.

After many meetings with the regional council, a development application was lodged leading to consent being granted in May 2012. For most airparks, that is often the hardest thing to achieve. NSW may not have much to offer aviation-wise close to Sydney, but some of the regional councils seem to have grasped the concept of the value of GA. In this case, the council’s decision was unanimously in favour of Rob’s proposal and the local community was happy to endorse it.

Detailed engineering design work, surveying and the all-important taxiways and access roads followed in 2013, and progress was such that, two years later, a Community Title Sub-division for 63 lots was able to be registered, initially with

37 hangar-only lots offered for sale. More significantly, 26 residential lots have now been released with the first house due to start construction mid next year. Rob and Harriet’s own ‘demonstrator’ house/ hangar is about to get underway and should set the tone for the airpark.

Of course, not everyone is in a position to uproot from family, friends and employment to make the tree-change, hence the popularity of the hangaronly lots with owners opting to install mezzanine floors to allow for weekender accommodation in much the same way as Queensland’s Watt’s Bridge airfield allows chalet-style hangars. I can’t think of a nicer way to unwind than watching a lovely sunset from your private balcony over a glass of the region’s finest.

The surrounding countryside is largely unspoiled and showcases the best of what the central tablelands has to offer.

Mudgee is close by and the quaint township – or should that be village of

Rylstone Airpark

Photos: Mark Smith

Rylstone developer Rod Loneragan.

1500 – of Rylstone features a couple of pubs, good cafes, a hardware store, two supermarkets and the essential woodfired bakery.

As a getaway destination to while away the weekend, the three hour drive from Sydney pales into insignificance.

If you factor in the costs involved with keeping just one aircraft at somewhere like Bankstown Airport, plus movement and AirServices fees which can tip the cost over $1000 per month, the decision just gets easier. The sums made the decision easy for Rob Bingley-Pullin.

“As an owner of multiple aircraft – a vintage LA-4 and Pioneer 300 - and looking for a permanent aeroplane hangar solution, owning my own land and hangar at Rylstone Aerodrome Airpark is the perfect solution,” he says.

“This stunning setting in country NSW and its charming town of Rylstone, within cooee of Mudgee, its vineyards,

restaurants and festivals, all adds up to the ultimate lifestyle decision. I love it so much I have purchased my second lot and built a second hangar because it is such a great investment”.

By sectioning the land so there is something for just about everyone, Rob can offer anything from a small freehold hangar lot for $60-70,000 right up to a palatial 3500 sq.ft residential allotment for $195,000. Council rates are $100 per quarter, with an airfield maintenance contribution of $120 per quarter. Power is off-grid solar and sewerage by biocycle, which costs a little more upfront but offers ongoing benefits. Factor in no hangarage fees and no landing fees, plus the ability to go flying whenever the mood takes you, well, that is priceless.

Rylstone is becoming a popular destination for Sunday outings, but the real attraction is in being based there.

In common with the other successful

airpark ventures in Australia, Rylstone is the result of one man’s vision to provide a haven for pilots and partners away from the grubby paws of airport corporations and developers preying on local airfields.

His hard work and determination has paved the ground for others to also share the dream. n For more information visit www.rylstoneaerodrome.com.au www.aopa.com.au I AUSTRALIAN PILOT

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FEATURE

The Bat Hawk May be Watching You! Mark Smith flies an aeroplane that ticks all the boxes as an eye in the sky.

Not all aeroplane designs are destined to be born as the ugly duckling and eventually morph into a beautiful swan.

In such cases the basic airframe works just fine with the only changes made to improve structural integrity to increase useful load and fit a bigger powerplant.

Such is the case with the Bat Hawk , a bush plane based on the New Zealanddesigned Bantam LSA, but beefed up to allow for engines above 100hp. Micro Aviation SA manufacture the Bat Hawk in South Africa and it is certified under the ASTM 2245 build standard.

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Errol Van Rensburg is the Australian dealer and says the Bat Hawk is already a proven aircraft in South Africa.

“The company has sold more than 350 already so there are lots of them flying,” he says. “The aircraft is one of the best and cheapest surveillance platforms available. It does exactly what an R-22 will do, except take off and land vertically, at a fraction of the cost. It has 50 metres takeoff and landing which is what you need in bush operations.”

South Africa was a major importer of the original Bantam, so when the founder

of Micro Aviation New Zealand, Max Clear, passed away in 2011, the South African importer took the opportunity to have a look at what they could improve on the Bantam to make it suited to rugged bush operations.

Apart from the larger engine options with more substantial cheekplates and engine mountings, the AUW was increased to 540kg. There is a much stronger main gear with larger bush tyres and improved brakes, increased fuel tank capacity up to 100ltrs, zip open/close luggage area, MGL engine management

Look Out Poachers: The Bat Hawk May be Watching You!

They totally beefed up the airframe and made it so that it could be used for military applications and policing because it’s such a fantastic surveillance platform.

Interesting front profile

system, stronger wing spars and wing struts, a more streamlined nose pod and a much larger windscreen for improved visibility. Perhaps the most obvious visual change is the fact that the new larger windscreen is now positioned forward of the front downtube, creating a much roomier cockpit. The engine mounting position keeps the prop way away from the ground and any potential for damage.

“They totally beefed up the airframe and made it so that it could be used for military applications and policing because it’s such a fantastic surveillance platform,” Errol says.

Errol Van Rensburg www.aopa.com.au I AUSTRALIAN PILOT

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FEATURE

The Bat Hawk has found a ready market in South Africa with law enforcement agencies in anti-poaching activities, as well as patrolling the Kruger National Park’s borders with Mozambique and Zimbabwe.

The Bat Hawk used for the test was powered by the Cammit engine, but since the test flight Cammit have gone into liquidation. Under RAA rules an engine can’t be used in an RAA airframe without support from a manufacturer. Micro Aviation will now supply the Bat Hawk with Rotax 912s.

From a distance the Bat Hawk is indistinguishable from its forbear, though when you get close the larger gauge construction materials become evident.

Overall it looks solid.

The cockpit is definitely roomy once you use a few twists and turns to get in. The procedure is to stand behind the wing strut, step over where it joins the body and place your left foot on the seat.

Then, grabbing the strut you haul yourself in and slide down. The seats are laid back and very comfortable, with your legs straight out in front.

The throttle is basically an aluminum

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rod set on the left of the pod and comes easily to hand. The control stick is mounted in the centre and can be shared by student and instructor for training. I have always liked this set up as it leaves your lap free and contributes to the open, roomy feeling in the cockpit.

Above the centre console and below the wing is the flap handle and trim. There are no separate flaps and the flap handle droops the ailerons. Errol informs me they don’t reduce speed by that much but do help to steepen the approach.

Strapped in, engine running and it’s time to taxi. With the pilot’s backside so close to the ground it feels more like a go cart than an aeroplane, but with the control stick mounted brake and plenty of pedal it is easy to turn tightly.

Full power and the Bat Hawk needs a fair bit of rudder to counteract the torque from the Cammit/Jabiru engine. The low seating position exaggerates the ground rush, but after a short run it lifts off at about 45kts and climbs briskly around 500fpm. Allow it to accelerate to 50kts and there’s not much else to do but enjoy the view heading towards Bribie Island.

With the engine mounted above, the view forward is reminiscent of a pusherpowered aircraft.

Leveling at 2000ft, the Bat Hawk is allowed to accelerate to 70kts before reducing power to 4200rpm and the trim set for level flight. Control forces aren’t overly light, especially in roll, which is hardly surprising given the full span ailerons hanging in the breeze. Aggressive rolling demonstrates the need for rudder to balance turns, which is great for an aeroplane that has a place as a training platform. A quick climb to 3000ft to sample the stall reveals that, after power is reduced, the draggy airframe quickly loses speed and begins to mush in a slightly nose high attitude at about 36kts.

All in all, very benign. Applying flap does little to change the stall behavior.

With speed reduced to about 55kts it’s easy to loiter over a spot in a medium rate turn, highlighting just why it’s such a good observation platform.

Heading back into the circuit and the lesson about how quickly the speed washes off during the stall tests is fresh in my mind.

Seventy knots on down wind, followed by

Look Out Poachers: The Bat Hawk May be Watching You! Photos: Mark Smith

The view from the pilot’s seat is unbelievable.

FACT BOX BAT HAWK 125 H.P. 6 CYLINDER 4 STROKE SPECIFICATIONS

a very close base, allows the aircraft to descend at the same speed though the turn onto final seems incredibly high. But a reduction in power to just above idle, and trimming back to 50kts, sees it descend at quite a rate of knots with plenty of energy in reserve. Over the fence and with the nose coming up, power bleeds off with an accompanying rapid drop in airspeed and the aircraft becomes a go cart again as our backsides run along close to the ground.

Errol is confident the Bat Hawk will find

a market in Australia, given the design’s ruggedness.

“This is the perfect farm aircraft for getting around a big property easily. The farming fraternity can use it for fence and stock inspections, mustering on their own land or taking tools to a remote location to fix something,” he says.

“Plus it’s probably the most affordable aircraft of its type available, at around $60,000 plus GST, for the Rotax powered version.” n

Cruise Speed:

77kts

Stall Speed:

36kts

Vne:

92kts

Length:

6m

Wingspan:

9.5m

Height:

3.2m

MTOW:

540kg

Empty:

260kg

Useful Load:

280kg

Take-off Run:

30-50m

Landing length:

50-60m

www.aopa.com.au I AUSTRALIAN PILOT

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FEATURE

The Dreaded Annual Mark Smith looks at the annual inspection, and how to make it less painful for owners.

Aircraft owners are a curious bunch. Ask them about their aeroplane and they’ll wax lyrically about the joy of getting airborne in a pristine flying machine that is always available only for their enjoyment.

They’ll regale you with stories of far horizons with amazing airstrips on tropical islands, outback adventures over The Rock and an evening’s meanderings near the home airfield, just because they can.

But ask what it actually costs to own this aerial dream machine and usually the answer is “I have no idea”, “don’t want to know” or the favourite “be quiet, the wife is over there.”

Press them on maintenance costs and you’ll get a mumbled discourse about scheduled and non-scheduled and a passing mention of the “annual” before the owner runs off, keeping such

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privileged secrets safe in the seemingly mysterious society of the aircraft owner/ tragic with its secret handshakes and arcane rituals, usually aimed at keeping the cost of their dice with the devil (read Licensed Aircraft Maintenance Engineer) affordable.

Ok a touch of exaggeration. But every aircraft owner reading this is nodding.

The regulations say 12 months or 100 hours between visits to the engineer.

Usually for privately owned aeroplanes it’s the 12 month inspection, with the airframe flying an average about 30 hours for the year.

However the annual inspection shouldn’t be seen as an ordeal aimed at testing the resolve of aircraft owners in their passion to enjoy their personal flying machine. It is a chance to remedy niggles,

fix problems before they become safety issues and, for the inquisitive owner, a chance to get to know their aeroplane inside out.

The thing we all have to take into account is, with the age of most GA singles being at least equal to the age of the diehard owners who fly them, good maintenance has become vital to keep everyone safe.

Rob Scott is an engineer. He co-owns Transaero at Maryborough in Victoria with Kim Skyring. Their business is built on private owners and their aeroplanes, so they know a few things about both maintenance and aircraft ownership.

“One of the most important parts of the annual begins with accurate record keeping by the owner, via the maintenance release. It’s important to record the oil so

The Dreaded Annual that the engineer can get an idea of how things are going,” Rob said.

“It’s also important to record oil used because we use that for trend analysis so down the track if an engine is going to be operated on condition after it’s scheduled life of 2000 hours or 12 years we have the records to justify it.

“An owner should also book his aeroplane in a few weeks before the maintenance release (MR) expires so that they are guaranteed a spot on the work schedule, and to arrive prepared. If there’s a big service bulletin coming up, make sure the engineer knows so that any parts can be obtained early. Same as taking note of simple problems like condition of tyres. If you need a new tyre, tell the engineer so he can make sure he has one.”

Rob says using the same engineer helps in keeping the process smooth and hopefully problem-free.

“The owner is responsible for the operation and maintenance of the aircraft and so it’s in their interest to keep up with the paper work. Any owner should really know their aeroplane.”

Rob’s process in doing an annual follows a pattern. First he spends some time with the owner going over what’s required at this inspection, noting any Vans RV-12 built and flown niggles the owner has brought up, and

by Shirley Harding. he then starts a job file and allocates the aircraft a job number. He then examines the log books and MR to see if anything is amiss, especially if it’s an aeroplane he hasn’t seen before, and makes a list of the applicable airworthiness directives from the CASA website.

“The logbook inspection is important because occasionally previous engineers might have missed something. On a simple aeroplane the log book audit can take around two hours, rising to up to five or six for more complicated machines.

“I notify the owner if I find anything major in the log book search.”

Then it’s onto the airframe, removing cowls, access panels and the interior to expose as much of the inner workings of the airframe as possible. The oil is drained, the top spark plugs are removed and the engine undergoes a compression test.

This involves pressurising the cylinder to 80psi with the prop at top dead centre and making sure you stand clear. Low compression, coupled with high oil use seen on the MR, can indicate problems with the cylinder like burnt valves or a broken piston ring.

The oil filter is removed and cut open to see if any metal contamination is evident.

Fine specks are ok, lots of metal can indicate major problems requiring a bulk strip at the very least.

It all starts with the maintenance release.

Keep plenty of spare parts “It’s important for aeroplanes to fly regularly. The camshafts in Lycomings, being on the top, tend to suffer from corrosion when water, which is a byproduct of combustion in the engine, condenses on all internal parts and eventually combines with oil and fuel residue to create a dilute acid. Over time this causes corrosion which manifests as a minute weakness on the hardened surface, leading to pitting and eventual metal contamination showing up in the oil filter. Continentals can also suffer from similar problems. Regular oil changes and running the engine up to full operating temperature once a week helps prevent these problems. Oil is cheap compared to a bulk strip,” he says.

“The basic inspection on a four cylinder engine takes about four hours. The rule of thumb is an hour per cylinder. Then

the airframe inspection on your average Cessna or Piper fixed gear single takes about 10 hours, jacking up the airframe, doing wheel bearings and the like.

Then there is always some rectification that needs to be done, followed by airworthiness directives.”

There seems to be a dividing line between engineers; those who encourage the owner to get their hands dirty and be involved with the inspection, and those who like a curtain drawn across the hangar door with a big no entry sign displayed. Rob belongs to the first group and enjoys his customer’s input into the process.

“I have one customer who owns a CT-4.

He arrives with his wife and they get stuck into it. They’ve learned a lot about their aeroplane by being involved.

“The good thing about working with www.aopa.com.au I AUSTRALIAN PILOT

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Darren Webb.

the owner is that they get an education and they see the problem first hand and make the call to do something about it.”

Under CASA schedule 8, owners can do tasks, unsupervised, like change fouled plugs, remove wheels and, interestingly, replace side windows.

While Australian Pilot was at Rob’s hangar, Auster owner John Pearson flew in for his aircraft’s annual inspection.

“The most important aspect of the annual inspection is having faith and trust in the engineer to tell you the things that need doing really do require attention and to get them done,” he says as Rob noses around the underside of the vintage flying machine.

“It’s also important that when the engineer finds something wrong, to have it attended to straight away. It’s false economy to carry problems.”

Michelle Pountney owns a 1966 Beech Musketeer. It’s an aeroplane that is older than she is. So how does that paradigm fit into her flying life?

“It’s about knowing the aeroplane. How it was built, how it has been maintained and my own research via type forums about what to look for. I love helping out during the annual, getting oil on my clothes and turning spanners.”

“My family bought an orphan aeroplane.

There are eight A23-24 Beech Musketeers flying in Australia, but lots of the type flies in the US. They built 363 of them. Ok

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they aren’t as common as Cessnas but the same principles apply.”

Those principles are common to all ageing airframes. Knowledge of the potential problems, an understanding of the repair options available and the financial ability to pay the bill are all factors in aircraft ownership.

“We are a member of an international type association. There are many more of our aircraft type flying in the US, so there is a huge knowledge base. We communicate what we learn to our engineer.

“We accept a bill for our annual that may seem exorbitant at times. But we paid less than the price of a luxury second hand four wheel drive with 100,000 km on the clock to own her. A similar airframe, new, would cost more than half a million dollars. We are happy to pay our maintenance bill to fly as much as we do.

“Our goal is to not only simply maintain our aeroplane but actually improve its condition over time by gradually remedying the effects of age. Last annual we replaced control cables and overhauled the undercarriage. We are planning on replacing the interior skin baffling with more modern materials. We replaced the high tension electrical system with new wiring a while ago.”

Some pilots, after following the ageing aeroplane route, buy something more modern. Darren Webb is one such owner.

He graduated from a 1980 C172N with

11,000 hours on the airframe, to a 2006 172S with 1300 hours. Through the 10 years he’s been an aircraft owner he’s learned the hard way about maintaining a personal flying machine.

“Getting a good engineer and trusting him is everything. Initially I used one of the larger maintenance organisations at Moorabbin but I didn’t feel connected with the process of my annual inspection.

I was paying top dollar and yet felt a distinct lack of communication with the workshop. There was no encouragement to spend time with the aeroplane during the annual learning things for myself,” he says.

Through another aircraft operator at his home base at Point Cook, Darren met Harvey McBain, who operates from a small strip at Nelson on the Victorian coast just over the border from Mount Gambier.

“Harvey was so busy he wasn’t taking on any more aeroplanes but I talked him into it. It might be an hour and half flight down there but it’s worth it because you can be a part of the process.”

With his first aeroplane having so much time on the airframe he felt it was important to learn the pilot maintenance he was allowed to do in order to increase the reliability of the plane on long trips.

“As an aircraft owner the more familiar you can become with your aeroplane the easier it is to plan your maintenance.

When the engineer tells you something

The Dreaded Annual

Photos: Mark Smith

As an aircraft owner the more familiar you can become with your aeroplane the easier it is to plan your maintenance. When the engineer tells you something you understand what he’s saying. Everyone is on the same page.

you understand what he’s saying.

Everyone is on the same page.

“Plus if you are in the middle of nowhere and have a puncture you can legally pull the wheel apart, repair the problem and be on your way. The alternative would be to pay a LAME to come from God knows where which would cost a fortune.”

Moving from an older 172 to a later one, Darren has seen a drop in his maintenance bill, but the fundamentals he learned on his old aeroplane still hold true.

“The bill reduced significantly with the new 172, but we still have to follow a fair few ADs, keep an eye on any potential issues that occur across the fleet, and do the normal grunt work of greasing wheel bearings and pulling inspection panels. It’s just that there is less rectification to do.”

Darren sums up the relationship he enjoys with his LAME as one that has a few facets.

“It’s paramount to be able to trust you LAME and know you can rely on his work. You want someone you can have an honest discussion with, who you feel isn’t about to rush off. In other words good communication is vital, especially in the lead up to the annual inspection.”

When you own an aeroplane, having a good engineer to perform the annual is as important as having fuel. Without both, it simply becomes an ornament on an airfield. n

Interior out

Cowls and prop off

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Simple Flying Fun Long before the LSA appeared, Aeronca built a sub-600kg aeroplane with style and strength. Mark Smith reports.

Ian Harvie is an old aviator who has enjoyed a lifetime of flying in both South Africa and Australia. By his own admission these days he’s slowed down somewhat, yet he still can’t beat the urge to get airborne whenever he can.

He has two aircraft to choose from: a Stinson 108 and the subject of this story, a 1947 Aeronca Chief.

Ian’s journey to ownership of the Chief began in South Africa when he was working there in 1981.

Legendary pilot, raconteur, diamond smuggler and farmer Fanie Fourie called Ian, who at that time was president of an EAA chapter in Johannesburg, and asked him to advertise the Chief, which he’d owned from new, in the association magazine. A short discussion ensued and Ian ended up buying the aircraft sight unseen.

“Fanie said: ‘you’ve rebuilt your Stinson so you won’t have much to do. You must find another project. Do you want the Chief for 2000 rand?’,” Ian says. “So I said ok, even though I hadn’t seen it.

“It was a complete basket case but I

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went down with a trailer and picked it up.

I did the test flight in Australia, 28 years later. The test flight didn’t go exactly as expected.

“For the test flight everyone said to first do some high speed taxis. I had my son David with me and I went out to do that but after applying full power I was suddenly airborne. I landed and David got out and I just took it up.”

Ian says that like all tail draggers it needs a bit more attention on the ground, while its low weight means it also needs to be flown all the time when in the air.

“It’s very different to a nose wheel aircraft, like all tailwheels are. It’s easy to fly but you still have to be on it all of the time, especially on takeoff and landing.

It’s not as easy as my Stinson 108. That’ll fly hands off all day. With the Chief you do need to be giving it a gentle nudge to keep it heading where you want, particularly in rough weather.”

After its restoration and test flights, Ian met another pilot who had a link to his Chief.

“We were having a dinner at home and some friends brought along a woman who

I didn’t know and she asked about my Aeronca, wondering what the registration was when it was in South Africa. When I said ZS-BRE she said she had flown it.

“It turns out she was Natal’s first female commercial pilot and she flew it in 1948.

She’s living in Western Australia now.

When I took it over for the Langley Park fly in I went down to Denmark to see her and she’s still fit and well.”

Ian uses his Chief to travel long distances including trips to Perth in 2011 and 2012.

“Kevin Bailey at Colwyn Park, who was involved in organising the Langley Park fly in, mentioned that the Antique Aeroplane Association Chipmunk rally was being held at his home airstrip the following year. So I flew back to WA the year after.

It took me about 30 hours of flying, over six days with 16 stops to get to Perth. It’s fair to say I like going places in it.” Ian says the Aeronca Chief definitely fits into the classification of ‘affordable classic’.

“It’s a very simple aeroplane and very affordable. The C-85, that has been given the 0-200 upgrade burns about 22lph. I

The Aeronca Chief - Simple Flying Fun

Photos: Mark Smith

used to fly very complex aeroplanes for the company I worked for and I doubt at my age I could fly them now. But this is absolutely simple and it puts the fun back into flying. It’s the ideal old man’s aeroplane.”

The Chief, and its sibling the Champ, were produced by Aeronca (Aeronautical Corporation of America) between 1946 and 1950. Unlike the Champ, the Chief has side by side seating and control yokes rather than a joystick. The Champ outsold the Chief four to one.

Aeronca stopped producing light aircraft in 1951 and the design was on sold to E.J.Trytek but they licensed it to India where it was produced as the Hindustan HUL-26 Pushpak with a 90hp Continental C-90 engine. It flew for the first time on September 28, 1958, and was produced until 1968. 154 planes were used mainly by flying clubs in India. Bellanca finally bought the type certificate with the intention to develop a new trainer, but it was discontinued after reaching prototype stage. American Champion Aircraft Corporation now own the design. n

The Aeronca Chief

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Ian Harvie’s Story

Mark Smith tells how Ian and aviation came together.

In 1962, Ian left Australia in a five-year-old Land Rover and drove overland to England to attend his sister’s wedding. He had one pound left when he arrived, but quickly found a job with a UK-based company who sent him to South Africa, which at the time was still a frontier country very much under British influence.

In 1972 a newspaper in Johannesburg ran a competition to get people interested in flying. Ian couldn’t resist.

“You took a flying lesson in a Cessna 150. The best 10 from this test got to keep flying until solo and the best of this lot was taken to PPL with a brand new Cessna 150 as the top prize.

Well I never got anywhere but it planted the seed about learning to fly and I did my PPL at Grand Central airfield about half way between Johannesburg and Pretoria,” he said.

South Africa is a big country, with lots

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of wide open spaces, so immediately Ian saw a way of combining his new skill with his work.

“Given the company I was working for covered the whole of southern Africa it was obvious that it was far more economical and convenient to fly to see customers and to service the instruments we sold. At first I rented aircraft such as the Piper-28 -180, 235, Arrow, C-182 and so on.”

Unfortunately a family tragedy led to Ian having to change his employer.

“In 1974 my wife died of cerebral malaria and with a young family I could not travel such extended trips with that company.

I had been handling the whole of Africa, but further than Rhodesia I went airlines.

So I joined an American company who had just started an office in Johannesburg.

They were very taken with the economics of flying to service customers and leased

a Mooney M-20C for me.”

Around this time he got involved in the EAA in South Africa and bought a Stinson 108, which he occasionally used for company travel when the Mooney was unavailable.

Then in 1983 his employer offered him the chance to return to Australia, which he accepted and ended up in Sydney. Of course the aeroplanes had to come too.

“I shipped the Stinson and the Chief back, and later even my old Land Rover.

Must be my upbringing as my parents were never ones to throw out and buy new. I’ve owned my Land Rover for 54 years, the Stinson for 40 and the Chief now for 34,” he laughs.

Ian is now 78 with 43 different aircraft types in his log. Given his enthusiasm for both aircraft restoration and flying, he’s got quite a few more take offs and landing in him. n

WARBIRDS

Training in the Chippy

Stephen Death chose a British classic as the training platform for his children.

Mark Smith reports.

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Noted warbird pilot Stephen Death can be described as the ultimate aviation enthusiast.

His various day jobs see him either ferrying aircraft solo around the world or flying low and fast spraying crops. Yet among the many airframes he gets to operate, including the Temora Aviation Museum’s warbird collection, one of his favourites is a small, two seat trainer that was designed in Canada in 1946 - the DHC-1 or, as it is better known, the Chipmunk.

By his own admission he became a Chippy owner largely by accident.

“The aeroplane was damaged in an accident at Romsey when the owner landed late afternoon on a wet strip and slowly slid into the fence. The cowl was slightly damaged, propeller untouched and there was a bit of a mark on the wing fairing so the insurance company put it up

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for tender,” he says as the early morning light bathes VH-CPI on the tarmac outside its hangar.

“I saw the tender and thought ‘nah I don’t want a Chippy,’ but then had second thoughts and decided that maybe I should look at it. I put in a bid and much to my shock and horror I won it. I thought ‘ok everyone else must be smarter than me’ but it’s actually turned out really well.

“We brought it home on a CASA special flight permit and we did a 100 hourly.

Since then my three boys have learnt to fly on it, as have Allan Arthur’s (Albury based Kittyhawk owner) boys and it’s used by the local flying school where it’s proved very popular. It’s just one of the coolest aeroplanes we own because it’s so great to fly. It’s so simple.”

Stephen’s son Alexander, 17, agrees

about the family trainer. He started learning to fly at age 13 and has soloed in the Chippy.

“I started with the flying school in the Chippy. I still take it out solo every now and then. Now I’m doing my PPL training in our 206 and occasionally fly the Harvard with dad,” he says. “It’s pretty cool to train in an aeroplane that is a classic, that has trained lots of other people both here and in England. I like flying old aeroplanes and this is pretty much the nicest aeroplane I know you can fly.”

His middle son, Riley 22 is a commercial pilot who is following in the family tradition of flying low by spending the past 12 months peforming power line inspections. He did almost all of his training on the Chipmunk.

Stephen’s eldest son Hayden, 27, is

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Photos: Mark Smith

Stephen with his three boys (from left) Riley, Hayden and Alexander.

also enthusiastic about the type. As well as being a private pilot he is a qualified LAME, so knows the aircraft from both sides of the fence.

“A lot of my time is in our Chippy. It is just about as good as an aeroplane is going to get,” he says “It’s just a dream to fly, not so much a dream to work on. It’s very English underneath the panels. The cockpit is also a bit interesting, with the pilot needing to swap hands on the stick fairly regularly.”

Stephen’s Chipmunk is online with the Riverina Aviation College at Albury Airport, where it provides pilots seeking their tailwheel endorsement the chance to do it in a classic warbird.

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“We’ve had someone come from as far as Perth to do their tailwheel endorsement in the Chippy,” she says.

“It’s more of a true tailwheel than some modern tail wheel aircraft that can be a bit easier to handle, especially on the ground.

The Chippy has been described as a three handed aeroplane and at times it would be good to be an octopus. While taxying you have the throttle and the brake on the left as there aren’t any foot brakes, so at times it would be good to have another hand.”

Rhena says tailwheel flying requires a more disciplined approach than operating a nosewheel aircraft.

“It’s more the old fashioned stick-andrudder flying. You can get away with five knots of downwind with a nosewheel

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aircraft whereas with a tailwheel you are always watching the wind, assessing its strength and direction. It’s not just enough to take a cursory glance at the wind, but rather it must be in the forefront of the pilots mind.”

The Chipmunk is delightful to fly, though as said before it has some quirks.

The cockpit looks smaller than it actually is, so once you’ve got your backside on the seat there is a surprising amount of elbow room. The throttle and mixture are on the left of the cockpit, along with the brake lever, which is slightly reminiscent of the handbrake from an English car from the 1950s.

The cockpit in Steve’s aeroplane is very original, with the only difference from the 1950s being the magnetic compass

sitting on the top of the dash, replacing the traditional P8 compass that used to live between the pilot’s legs on the floor.

The radio now takes that position. Steve’s aircraft served in the Royal Air Force from 1955 until it left military service in 1996 and was imported into Australia.

Taxiing requires a bit of practice as the only way you can get differential braking is to pull on the brake lever while pushing the rudder bar in the desired direction.

Basically the procedure is to set power, quickly take your hand off the throttle, apply brake and rudder. As the aircraft turns it slows due to the braking action so apply a touch of power, back on the brake, and then repeat, hoping the people watching can’t see the sweat appearing on your brow. It is really fun taxiing in a

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crosswind, but again this is what teaches the skills a pilot needs to safely operate a tailwheel aircraft.

Once lined up, another difference from more modern aircraft appears. The Gypsy Major 10 MK2 turns in the opposite direction to a traditional aircraft engine, so left rudder is needed on takeoff. The wide undercarriage, coupled with the good view down the narrow nose, makes taking off into the wind relatively easy.

Lift-off is around 50 to 55kts and climb is best at around 65kts to keep the engine cool.

Once airborne the controls are very crisp and it becomes a two finger exercise to keep it where it needs to be. The ailerons are very light, with little rudder needed in turns. Cruise is around 90kts.

The Chippy is a great platform for learning aerobatics as it’s a touch underpowered with two people on board. This forces the student to plan each manoeuver, teaching good energy management skills. It takes a lot of effort to get it to spin, but once it’s forced to comply it stabilises within half a turn in quite a nose low attitude. Anti-spin input involves positively moving the stick to the full forward position and kicking in opposite rudder and within another half a turn it’s heading in the right direction again.

Landing a tailwheel aircraft is almost identical to a nosewheel, right up until you are six inches above the runway. The Chipmunk is no different. Good speed control is essential so the aeroplane touches down in the correct three-point

The Chippy is a great platform for learning aerobatics as it’s a touch underpowered with two people on board.

attitude fully stalled. Then it’s onto the very effective rudder to keep the runway centreline under the wheels.

Stephen Death flies for a living, yet the simple nature of Chipmunk flying sees him regularly top off his day’s labour with a quick trip around the local area.

“I quite often push it out the door on a nice day and just go for a buzz. It burns no fuel, no oil and it’s just fun. It’s just lovely to fly.” n www.aopa.com.au I AUSTRALIAN PILOT

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The Flight of the Trojan It’s one thing to buy a classic warbird, but another to fly it across the country home. Peter Godfrey and his son Christopher did just that.

Like many aviation odysseys, ours started with an ad and a phone call to a broker.

The Trojan first come to our notice when I saw it advertised. It was located in Western Australia and I called the broker to ask about the state it was in and how much the owner wanted for it.

I was told it was in reasonable condition but had not flown for three years. The cost was more than we could afford, but I told my son Christopher about the Trojan and he said he would look at it. Four days later he first set eyes on it and made an

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offer, which was accepted.

Suddenly we had a classic warbird - on the other side of the country.

The partial restoration went on for almost two years, with the aircraft in Perth and Christopher and I on the east coast. One of the major issues found was that the propeller was starting to corrode from the inside.

We sought maintenance approval to ferry it to Moorabbin where the prop shop was located but our request was knocked back, so we bit the bullet and Christopher went to the USA to search

for blades. No T-28 “B” blades could be found but three S2-F Tracker blades in good condition and at a fair price were found and shipped to the prop shop at Moorabbin. These blades were cut to length to conform with the T-28 “B” blade specification and fitted to the refurbished 43D50 hub, but while this was being done we found one of the blades was not in good shape and had to be replaced.

So we had to find another propeller blade! There followed a huge logistical chain of events. Christopher contacted a

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Story: Peter Godfrey. Photos: Elizabeth Godfrey

One of the major issues found was that the propeller was starting to corrode from the inside

Peter and Christopher minutes after the ferry

friend in the USA to source another blade and he delivered it to Los Angeles airport where it was picked up by another of Christopher’s pilot friends who took it back to Fiji on his aircraft. In Fiji it was passed on to another pilot who took it on his aircraft to Melbourne where my eldest son, Michael, picked it up for me and finally I took it to Moorabbin. The new blade was cut and shaped and the whole prop assembly was fitted with the new blade, balanced, tested and shipped to Jandakot for installation on the aircraft.

We all sighed with relief when the new prop assembly was fitted and ready to be tested, but unfortunately that was not

the end of the propeller saga.

The prop assembly was fitted on the aircraft in Jandakot and test run unfortunately a seal was leaking oil so it was deemed unserviceable and the whole assembly had to be disassembled, repacked and shipped back to Melbourne to be unpacked, reassembled repaired and checked then returned to Jandakot by the same method. This of course took some time, but finally it was reassembled for the last time and was run successfully and declared serviceable. The whole aircraft then underwent its annual check where there were hydraulic leaks to fix, the intercom replaced and many other

small things to be rectified.

The dedication of our engineer Michael was amazing. He had overhauled another Trojan some years before, so he knew all there was to know about the Trojan.

Finally, after many months, the annual was complete and Christopher successfully test flew it. After that the aircraft had to do a further five hours of flying before having the final oil analysis done after flight load to make sure the master rod was not showing any signs of wear.

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down to Serpentine and surrounds. In the meantime we had sought helmets, parachutes and equipment and continued to plan the trip back east as the cross-country flight got closer.

The day of our departure from Perth finally arrived and so, with all checks completed and passed, the aircraft refueled and the oil topped up, we were ready to go. We were carrying three boxes of oil bottles (36 litres) as well as emergency water and rations. We both had helmets and parachutes and, of course, iPads to navigate and phones to communicate and take pictures.

Christopher had been planning the route for months and I had confirmed it on my device. We planned to take the first leg to Kalgoorlie nice and easy and overnight there - then get an early start the next day and make it to Mangalore by 1600 hrs local.

Unfortunately the weather had other ideas and our departure from Jandakot was delayed until mid-afternoon.

Low cloud and sheets of rain swept

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constantly across the airport and the rain radar on the iPad showed more on the way. We decided to pick a gap between rain squalls and, when blue sky appeared briefly, we finally clambered aboard, settled in, established communications and started to run through the checks, which took about 20 minutes. Then it was time to start up and taxy to the run up bay.

The T-28D has a Wright Cyclone 1820-86 nine cylinder radial engine that develops 1425hp. The same engine was sometimes used in the DC3. Because it was a cold day we had to wait for the cylinder head temperatures to reach 150C, then after a propeller check, solid run up, barometric check, and checking all temperatures and pressures, we taxied to the runway and departed to the east.

The weather was not perfect. The visibility was around 7000m with a low overcast as we flew over Kalamunda in light rain, but as we pushed on the overcast lifted and the visibility improved.

We had planned the route to Kalgoorlie

to pass over a series of small airfields in case of any malfunctions but the aircraft flew perfectly and the weather continued to improve. After less than two hours we arrived at a windy and cold Kalgoorlie.

We cancelled SAR and refuelled before finding a hotel for the night.

It was a very windy night and it was still blowing in the morning as we departed for Forrest with a very healthy and welcome tailwind.

After topping up the oil on a freezing early morning in Kalgoorlie, we took off again in the wind, turned downwind and noticed the awesome tailwind was still with us. However when we were half way to Forrest the weather became changeable and we had to make a few small diversions around fronts, storms and a rather large thunderstorm. Little were we to know that this storm front would wreak havoc on South Australia that afternoon.

The land below was scrubby beige desert with hardly any roads, just the ever-present railway from Sydney to

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The crew about to leave Jandakot.

Perth across the Nullarbor Plain that has the longest straight stretch of railway track in the world By sighting along this railway line we saw Forrest airfield about 10 miles out where the wind was gusting up to 50kts – thankfully it was right down the westerly runway.

If you didn’t know it was there you could fly right over Forrest airfield without seeing it as it blends into the surrounding desert. We flew the approach, landed and had a difficult crosswind taxi to the apron where we refuelled and topped up the oil.

Despite the blowing sand and screaming wind we were quickly airborne again and climbed to 9500’ to take maximum advantage of the tailwinds that were still averaging 50 knots. Over the top we set course for Ceduna around 90 minutes away.

The weather on the way to Ceduna was clear on our track but all around us were storms, rain and cloud. Approaching top of descent we had to negotiate our way through a front before we could find

Ceduna, and then we had to expedite our refuelling as the storm front we had just flown through was rapidly approaching and could have closed the airfield.

It was a bumpy departure as the winds ahead of the front were strong and unpredictable so we turned quickly east for Whyalla with a continuing tailwind.

The countryside became steadily greener and we were leaving the storms and associated rain behind, but looking ahead toward Adelaide it was very dark with monstrous clouds building up.

Thankfully we were well clear.

We were delayed on the ground in Whyalla waiting for Chris to work out how to use the card swipe bowser! So we called ahead to our support group who were meeting us in Mangalore to tell them we were delayed by 45 minutes.

Finally we were airborne again, right before the hail started to fall.

Our last stop in Mildura was a bit slower than we planned, and we were now more than 90 minutes late and estimating our arrival at Mangalore 20 minutes before last light. The sun was dipping low in the west as we set course and it cast a golden glow over Victoria as the shadows lengthened.

We followed the Murray down to Swan

Hill then turned direct for Mangalore.

The sun was setting and sparkling off the creeks and dams as we turned over the top and I could see the cars of our support group in the airfield car park. We landed and taxied in to a great welcome from our family and friends.

We had done it! The stats were approximately 1900 litres of avgas, 40 litres of oil, eight hours flying time, 10 hours total time, and an elapsed time of 32 hours. The Trojan was home. It was only the next day that we found out the bad weather we had avoided had blacked out the state of South Australia.

The original pilot of this actual aircraft when it was in service in South East Asia during the Vietnam war was found us on a Facebook group and was delighted to know it was once again tearing up the skies and turning heads!

Hopefully our Trojan will be visiting Avalon Airshow in 2017 and we will be seeking sponsorship for further airshows and possible displays. Adventure flights are also possible in the future. If anyone wants to become involved with the aircraft in any way they can contact Christopher or myself. We are interested in possibly forming a syndicate of owners if there is sufficient interest. n www.aopa.com.au I AUSTRALIAN PILOT

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WARBIRDS

Another Aussie Mustang takes flight Andrew Carlile was lucky enough to see another Australian-built Mustang take to the air again.

It’s always pleasing to see a classic return to the air in Australia. It’s doubly so when the aircraft in question has defied the challenges of military service, a demanding civilian life and escaped at least two export attempts.

That’s the short history of Peter Gill’s CA-18 Mk 22 Mustang A68-199. Delivered to the RAAF in 1951, it’s not the lowest time Mustang flying but it’s certainly the youngest.

Like so many CAC-built Mustangs, 199 had a fairly undistinguished service

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AUSTRALIAN PILOT I www.aopa.com.au

life. Struck from RAAF charge in 1957 and sold in 1958, Fawcett’s Air Training of Bankstown took on the Mustang as VH-BOZ for target towing duties. In company with A68-39 VH-BOY, these aircraft underwent some fairly brutal modifications for their new role. The most notable was the airstream-driven propeller mounted on a boom on the starboard fuselage. This powered the cable drum and its mile-long cable and drogue, now living in the rear fuselage and which exited the lower fuselage

behind the radiator exhaust duct. A rearfacing seat for the winch operator was installed behind the pilot. VH-BOZ flew in this configuration in support of the Army and Navy until withdrawn from service in 1979 when she was put up for sale.

The recently imposed ban on the export of historically significant aircraft prevented an easy sale to a well known UK collector, who had already reserved the registration G-MUST for the machine.

Along with Sid Marshall’s Messerschmitt Bf-109G, the collector went to great lengths to disguise the aircraft. He damaged the original wartime paint of the Messerschmitt by covering it in

WARBIRDS

Photos: Andrew Carlile from AJD Engineering. They proposed a swap with the RAAF Museum of two replica WWI aircraft in exchange for 199.

Local enthusiast Graham Hosking then entered the picture with a more complex three-way deal that would see him gain ownership of the Mustang in 2002, once again avoiding export. Peter Gill purchased the aircraft in 2014 and has poured around 9000 man-hours into its restoration.

latex and spraying it silver. The export paperwork was falsified to state the contents of his container contained nothing more than “scrap aluminium”.

Some scrap. A tip-off by an alert local had the shipment stopped and eventually confiscated. The Messerschmitt now resides at the Australian War Memorial in Canberra, after much arduous work to remove the latex and preserve the original camouflage. After Customs impounded the Mustang, it eventually went to Fighter World at Williamtown before moving to RAAF Point Cook in late 1997.

In 1998 the aircraft was again the subject of another UK bid, this time

Now registered VH-URZ, a small but appreciative crowd watched as 199 flew again from Victoria’s Tyabb Airfield on December 16 with pilot Nick Caudwell at the wheel and 80-year-old engineer Peter Robinson in the back seat for a trouble-free 20 minute test flight. Judy Pay flew chase in her T-28B. Peter and his team can take great pride in their achievement of adding a fifth CAC Mustang to the air in Australia n

From left: Allan Schwarze, Judy Pay, owner Peter Gill, test pilot Nick Cauldwell and LAME Peter Robinson. www.aopa.com.au I AUSTRALIAN PILOT

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AVIATION

» Victoria

SERVICES

DIRECTORY iation related To advertise your av 9791 9099 service here Call 02 or email: .com.au advertising@aopa

» South Australia

220 Chesterville Road, Moorabbin, 3189 MAIL TO: P.O. Box 615 Moorabbin, 3189 PHONE 61 3 9532 1411, FAX 61 3 9532 3001 ask for TONY TAGGART E-MAIL tony@smithtaggart.com.au

AVIATION ACCOUNTING & TAX SERVICES

“There are three kinds of people those who can count and those who can’t” ~ Wincorn’s Law call SMITH TAGGART, CHARTERED ACCOUNTANTS

AVGAS, JET A1 NOW AVAILABLE PORT PIRIE SA SELF SERVE CERDIT CARD BOWSER 24/7 OPERATED BY VOLOUNTEERS OF THE PORT PIRIE FLYING GROUP FOOD AND DRINKS AVAILABLE NO LANDING FEES PORT PIRIE FLYING GROUP

ENQUIRIES PHONE 0407 602 077 or 0419 826 754

AVGAS Naracoorte Credit card bowser - 24/7 NO LANDING FEES Enquiries (08) 8762 1721

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» ACT

» Queensland

an ames Jan James

J J

Aviation Insurance Consultants

Aviation Insurance Consultants

(02) 6294 1383 General AviationPhInsurance Products Fax Non-Ownership (02) 6294 9026 Hull and Liability, Aircraft Liability PhMobile: (02) 6294 04161383 022 490 Aerial Application Liability, Hangarkeepers Liability, Fax (02) janjames@pcug.org.au 6294 9026 Email: Freight Insurance Mobile: 0416 022 490

ACGANBERRA E N T F O RA GENT Q B E FOR A V IQBE AT I O NA VIATION

68181 JJ 01

68181 JJ 01

Email: janjames@pcug.org.au 134 Calwell ACT 2905 PhPO (02)Box 6294 1383 Mobile: 0416 022 490 C ANBERRA A GENT FOR QBE A VIATION Email: janjames@pcug.org.au PO West ACT 2600 POBox Box272 134Deakin Calwell ACT 2905

» National

» NSW

Looking for Cheaper Maintenance for your aircraft I may be able to help you For example 100 hourly from $1100.00 inc GST (Plus parts as required)

AUSTRALIAN WOMEN PILOTS’ ASSOCIATION

CENTRAL AVIATION Aircraft Maintenance Engineers

For details phone Doug 0418 624 297 HANGAR 272 BANKSTOWN AIRPORT SYDNEY NSW 2200 central.aviation@hotmail.com

Founded in 1950 by pioneering aviatrix the late Nancy-Bird Walton, the AWPA aims to: • Assist women to follow their piloting aspirations in fixed wing, rotary wing, recreational, gliding or ballooning • Encourage networking among women pilots • Promote training, employment and careers in aviation Activities and services include: - Meetings and get togethers - Guest speakers - Fly-aways - Airnews magazine An extensive range of scholarships and awards – 2017 applications now open.

Annual conferences that include educational seminars, social functions, air navigation trial, and presentation of trophies, scholarships and awards.

Information and application forms – go to: www.awpa.org.au

www.aopa.com.au I AUSTRALIAN PILOT www.aopa.com.au I AUSTRALIAN PILOT

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PLACES

» New South Wales

» Queensland

Flying Safaris AROUND THE CENTRE 6th – 15th May 2017

Fly with us and visit Central Australia’s most iconic sites Lake Mungo, Trilby Station, Noccundra Pub, Birdsville, Kings Canyon, Uluru, Curtin Springs, William Creek, Lake Eyre, Flinders Ranges

Aussie Fly-Aways For more detail visit www.aussieflyaways.com.au ph: 0395983320 email: tonyang@aussieflyaways.com.au

» Victoria

» Northern Territory Barkly Homestead Wayside Inn

Northern Territory - Cnr Barkly & Tableland Highways 19 43’S 135 49’E

NEW AV-GAS TANK! A great place to stop 4 1200 metre airstrip

4 Av-gas tank

4 Fully licensed bar

4 Jet A1

4 ATM/Eftpos

4 Restaurant

4 Air-conditioned motel and cabin accommodation

4 Swimming Pool4

Ph: (08) 8964 4549 Fax: (08) 8964 4543 Email: barkly.homestead@bigpond.com www.barklyhomestead.com .au Open 7 days a week, 6.30am to 12pm

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AUSTRALIAN PILOT I www.aopa.com.au

Classifieds FOR SALE Aircraft

AEROSTARS TWO of, Aerostar WGK 601P 1978 4000 hours Located Bankstown Missing one motor Machen conversion.

Two new machen props AEROSTAR TLL 601P for parts. Motor and props 400 hours – t/r, calendar timed. A/frame unserviceable. Otherwise complete. Located Northam WA can dismantle and freight $50,000 for both Will split phone 0466 305 619

To advertise, email advertising@aopa.com.au or telephone AOPA on 02 9791 9099

Rosen visors,door Stewart,King radio stack,KMD150 GPS,S-Tech 50 autopilot. $140,000+gst if applic Sensible offers considered. For more info and photos ring 0418-493818

CESSNA A185E Serial # 185 1315, 1968, TT 9900, Prop 0 hrs, 3 Blade, Eng 1500hrs, IO-520F, Previous IFR Rating, now VFR. Current 100 hr inspection. Cargo Pod, not fitted. Factory installed Camera floor opening with SID. 2 Blade Prop as spare, towing gear. Recently fitted Vortex Generators, Wing & Tailplane. Always Hangared, can be seen at Goulburn. $135,000 no GST. Duncan Bray 02 9699 4849, mobile 0427 808 880, duncbray@bigpond.com

CESSNA 172C wrecking motor continental 1400 hrs t.R. $10,000 AUSTER J5G AUTOCAr VH-JSG a J5G Autocar has finally become available for purchase and is ready for a new home and owner. This aircraft is immaculate and has won Best Auster/Aircraft at every flyin it has been to. JSG has been hangared since restoration, leaving it still looking new. • 180 Hp engine – carries good load off ground in a short distance. • New leading edges • New and improved brakes • New alternating system.

For more details, please see www.bestauster.com or contact Grayden: graydenl@hotmail.com

BONANZA E33. New engine io470n upgrade full life with hartzel 3 blade prop and D/Shannon's baffle kit,fresh annual,total new interior leather seats

CESSNA 172B nil hr continental wings, tailplanes interior stripped $20,000 will sell nil hr. Motor firewall forward separate if required. Contact Bruce Symes: mobile 0466 305 619

CHIPMUNK DHC-1 VH-RSP Historic chippie reluctantly offered for sale.

Located Caloundra QLD. Always hangared. TTIS 13750. Time since total professional rebuild Sept. 89, 1080 hrs.

Time since $45,000 spent on complete engine O/H and fitting Slick mags 250 hrs. All AD and TNS requirements completed. $112,000. Genuine inquiries only. 0429 997 862 prdarwell@bigpond.com

CESSNA 182F 6166tt eng & prop 184 to run long range tanks o/size landing gear Codan HF 2xcom11A ADF Txpdr UHF 4 place intercom. Paint 6/10. Interior 6/10.

Windows 9/10. Hangared at Tamworth very good cond. New annual inspection $59K+GST Sensible offers considered (02) 6769 7513

Cessna Skycatcher 162 Aircraft Registration:- 24/8182. Aircraft Airframe Total Time TT:- 250. Manufactured:2012. Location:- Moree.Selling Price:$132000 (GST Inclusive)Horse Power:- 100.

No Turbo. 1st Life Cycle. Serial No:- 1600198.

Propeller Make: Macaulay. Construction:Metal. Propeller TBO: 1750. Primary Avionics:- Garmin G300 MFD. Garmin Radios SL40.

Garmin Transponder. Factory Optional Extras include Intercom, EGT Sensor, Ext Receptacle, Sun Visors and Aluminium Prop.

Contact Details:- Andrew Crowe Mobile 0428 657 014

2007 Glasair Sportsman 2+2 VH-PNN. 185 hrs TT. Lycoming IO 360. C.S. Hartzel. Dynon D100. VM 1000. Icom IC-A 210 com. GTX 327 Txpdr. Tru Track A/pilot with Alt hold coupled to Bendix King Skymap IIIC. Leather interior. Folding wings. Winner Avalon 2009-Champion Concours D’Elegance & Best Overall Sport Aircraft. $150,000 no GST. Ring Peter Nelson 0418 949 943 or email peternelson666@gmail .com

www.aopa.com.au I AUSTRALIAN PILOT

77

MEMBERS MARKETPLACE CESSNA 180. 1956 Low time eng/prop/ airframe. Immaculate 9.5 inside/out.

Loaded extras, hangared. Aircraft will be available with fresh 100 hourly and SIDS compliant. Serious enquiries to: hangar. bum@hotmail.com

CESSNA 150K 1969 Engine T.B.O 1,525 Prop 800 VHF- AFD Many spares Always hangered.

Call 08 8676 5093 (evenings please)

FALCO F8L VH-SBD. TT 430hrs. IO360 B1E. Bendix/King KX 155 Nav/Com. Bendix/King KT76A Trans. Garmin GNC 420. PS Eng PM1200 Intercom. EDM 930.

Tru Trak autopilot slaved to GPS. Lift Reserve Indicator. Built to ANO 101.28.

Previously IFR. Always hangared. Offers around $115,000. Ph.02 4844 3139 or 0427 482123

headset, Garmin 196 gps coupled to a digital EIS fuel flow meter, lambswool seat covers, Digital altimeter, electronic fuel gauge, egt, 6 position cht gauge, 10 ply tyres, spats, strobe and Clause regulator.

This aircraft represents exceptionally good value at $21,000.00 (firm) Contact Geoff on 0439377463

LAKE RENEGADE LA mod fresh 100 hourly, Eng. 470HTR Prop1990 HTR Garmin 430W King GPS/COM Transponder, switching panel, Gear adv. system, VG kit a/c hangared $150.000 no GST. Contact Ken 0408 254 872 or email kenhug@bigpond.com

MAULE M9 First Maule M9 available in Australia, for details contact Rob, email rob@waratahair.com.au, 0425 252 550

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AUSTRALIAN PILOT I www.aopa.com.au

Expressions of interest Approximately I15 copies of "Australian Pilot" magazines, 2000 - 2016. Sell as a job lot only. $300.00 plus postage /freight.

Contact Jim 0427 482 868, 02 6548 2868 or elynside@bigpond.com.

MOONEY M20C TT4513.ETR520.PTR 1270. Fast and economic @ 38 LPH. Very good condition inside and out.Always hangered,nil corrosion.

Constant speed retractable .$53k no gst Phone 0418 511 253

JABIRU SP6 3300 Owner/builder is offering his 2003 Jabiru sp6. This nice little aircraft was built by an experienced builder and features the 3300 pushrod version of the engine and has all relevant mods and has been serviced meticulously every 25 hours. This aircraft has always been hangared, is in extremely good condition with only 320 hours on engine and airframe, has nil accident history and flys well. Many extras are included, some of these being Lightspeed Zulu anc

WINJELL VH – WIJ KYNETON VIC One owner for 32 years since retired from RAAF. Always hangered. ETR 900 hours. PTR 900 hours. TT airframe 4950. 5000 hour centre section and wing attach fitting NDI inspection carried out. Fresh maintenance release. 4 seats, aerobatic, cruiser, tail wheel, 985 powered economical to run and is excellent value and a fantastic historic/ex military a/c AUD $120,000 ono. Call Roger Richards.

Melbourne 0419 229 859 or Matt Richards 0417 396 101. rjrholdings@bigpond.com

Capitol Aviation Finance Funding is available for the purchase of all types of aircraft. We can structure a package to suit your requirements. Facilities available include:

• • • • •• •• • ••• •• • ••• ••• • • •

Leasing Finance Commercial Hire Purchase

• • • • •• •• • ••• •• • ••• ••• • • •

SPITFIRE SUPERMARINE Mark 25 75% scale replica with C of A VH-XST Jabiru 3300 with Rotec liquid cooled heads & Rotec TBI. Airmaster elect 3 bladed prop King avionics. TT 60 hrs. Hangared at Jandakot Many mods but to scale as per a real Mark 8 $155k, no GST. Peter 0414 945 129 or yatespj@iinet.net.au

Funds are also available for replacement engines and major avionics purchases.

For funding information call or fax:

David McLean Ph: (02) 9555 8234 Fax: (02) 9555 8573 Mobile: 0412 218 011 Email: david@capitol.com.au

MEMBERS MARKETPLACE SYNDICATE SHARES

SHARES IN 1996 A36 BONANZA PARAFIELD SYDICATE SHARES AVAILABLE Archer 11. Fly $150 p hour wet and $75 pmonth fixed.

See website www.parair.webs.com or phone 0413 987 346.

Fully IFR, autopilot, modern avionics.

170kt TAS, air-con, leather interior.

Excellent touring aircraft.

Long standing well run syndicate. Aircraft hangared at YSBK. Shares $20,000ea.

Contact: 0417 481 529

FOR HIRE GRUMMAN TIGER for pvt hire: TOWNSVILLE. Rate negotiable depending on wet or dry hire.

Email andrew.kerans@gmail.com

MUSTANG FLIGHTS. Fly in a real P51 Caboolture QLD. www.mustangflights.com PH 0410 325 644, 02 4963 4024

BUSINESS Aviation Resort

3 HOURS FROM SYDNEY 2 hangars, three houses. Farming operation on 300 acres and accommodation income from houses $1.4 million. For brochure and details call 0413 963 438 or email adshedsyd@hotmail.com

Aircraft manufacturing opportunity.

1/3 SHARE IN 1998 CESSNA 182S TTIS 1836 hrs as at 1 Feb 2016 Engine 480hrs SOH (Crankshaft AD) Propeller 1835hrs since new (2000hr TBO) Maintained IFR, aerial work Hangered at YPEF AUD 75,000 Contact: Sean 0417 661 003 Efim 0432 213 802

HELICOPTER Pilots interested in forming a Bell 47 Helicopter Syndicate Contact Jim 0419 600 071

DA40 DIAMOND STAR: Syndicate shares available 2007 model with

G1000 & GFC700 based at Camden.

NO UPFRONT FEES, minimum 3 month commitment, $400 per month fixed and $125 per hour. No min hrs (subject to insurance). Photos & info on www.da40syndicate.com.au Call David on 0450 172 299 or email info@diamondaviation.com.au

OTHER Assorted Spare Parts

Parts suitable for Rockwell Commander.

Turbo prop. Assorted spare.

Plus workshop tools

(2nd hand); Full micrometer for engine shop, Honing top/complete 3” x 6”, Inclinometer, Oil filter cover cutter +more.

TOOLS: Just about to finish building our RV14A. Won’t be needing our tools, benches and equipment soon. One build only - given full TLC. If you are thinking about building an aircraft soon (particularly an RV) we have a complete set of tools and accessories you will need for your build. More comprehensive than those packaged tool sets we bought and then had to add on and onto. Don’t forget the GST and freight costs to import tools +25% on to the purchase price.

Replacement cost $8000+.

Selling $5500. Contact for full inventory.

Alan Carlisle 0403 323 973, alancarlisle@optusnet.com.au

Tooling, drawing components for the Typhoon and Cyclone aircraft. With the latest styling could be easily upgraded to the 600kg LS aircraft. $60,000. Retiring.

07 3205 4452 or 0431 693 280.

Leave message if not answered.

SHARK BAY AIR CHARTER IS FOR SALE Laid back lifestyle in an idyllic location while supporting yourself by flying.

Includes 2 SE aircraft with regular work Ideal for owner/operator, rather than an investor POA. Phone 08 9948 1773

Find us on Facebook www.facebook.com/ AOPAaustralia

TYRES: Retread Goodyear 4 off 6.50 – 10 8 PR; 1 Goodyear off 8.50 x 10 8 Ply, Citation (2nd hand); 1 off 22x8.00 x 10, 10ply; 1 off Aviator 8.5 x10, 10PR Contact: Euan 0412 418 345 or email sue_dc@bigpond.com

To Advertise in our classifies send an email to; advertising@aopa.com.auwith a short description and picture.

www.aopa.com.au I AUSTRALIAN PILOT

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MEMBERS MARKETPLACE FOR SALE Property

FOR SALE Hangar

ARCHER PARK PROPERTY Archer Park is a pilot’s paradise: 75 Acres of luxurious privacy located in Hervey Bay. 2x brick aircraft hangars, 3x runways, internal asphalt roads. Large brick colonial residence. $1.5 million. Ph. 0412 75 99 77.

Email: trevorhansen@bigpond.com

MOTIVATED VENDOR

GOULBURN AIRPORT Lot 19 Cummins Close, Unique opportunity to secure land at Goulburn Airport. 400 sq m vacant land at Goulburn Airport. Perfect for hangar / aircraft storage. Close to taxiway and runway Good access to site for vehicles Trish Graham 02 4822 1555

Prime site for sale next to the Whitsunday Airport with 1400m sealed runway. Fly in/ fly out to your tropical paradise. Gateway to the magnificent Whitsunday Islands and reef. 4.4 hectares (11 acres) of vacant land zoned rural residential with development approval for a four lot subdivision. Mostly level, partly cleared land featuring rain forest and a seasonal creek. Easy road access to Airlie Beach and Shute Harbour. Town water, electricity and telephone lines to the property boundary. $498,000 Mobile 0417-645268 email: harbourf@tpg.com.au

HANGAR TAREE Recent construction,12*12 metres, concrete floor, 3m sq internal office, additional carport. Front row position. Used to fit B55. Air con, hot water, bifold opening doors. $168K. Peter 0412884484 or Mark 0418 652 213.

HANGAR FOR SALE – Bankstown Suit medium size aircraft (King Air) Easy access & large hardstand in front Phone Brad 0419 54 1234

HANGAR SPACE AVAILABLE – Bankstown Suits Baron or Similar Ph: 0407 249 573

RADIOS OR AVIONICS BENDIX KING G.P.S. AV8OR – never used – with all books etc.

Price $1100 Contact email: hangar.bum@ hotmail.com

WATTS BRIDGE

3 minutes from Watts Bridge Memorial Airfield. Lovely home on 5 acres. Land is high, flat, and easy to mow. 20,000 galls water. Home as new; timber with iron roof; built 2009 as holiday home. 3 bed, 2 bath; 1 toilet off laundry; open plan lounge, kitchen, dining. Floors polished spotted gum, tiles in wet areas. Wide front verandah, great views to mountains.

Large shed for 2 cars, machinery and storage, plus long carport, and 2 garden sheds. 2 reverse cycle a/cs. $430K. Inspect by appointment only. Best contact is: 0732897310, or mobile 0412 889 930 email: thomasvall@dodo.com.au

PACIFIC HAVEN AIRPARK QLD 4659 Frazer coast Hervey Bay. 2 Acres large brick four bedroom lowset residence 4 Car garage large boat shed. Hanger with asphalt taxi ways to 3000ft bitummen runway with pal lig Above ground swimming pool. 20.000Gallon watertanks to house. Full share to your private airfield 5 min to Burrum river boat ramp $595,000. rocs1946@ozemail.com.au mob 0438 00 4471

Classifieds With over 9000 magazines distributed bi-monthly, It pays to advertise with us. To advertise, email advertising@aopa.com.au or telephone AOPA on 02 9791 9099

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AUSTRALIAN PILOT I www.aopa.com.au

JOIN AOPA and Receive Great Benefits AOPA is the only association in GA working directly to represent you. Whether you’re a student, a private pilot or a commercial pilot, we’re here to support you and your needs.

In addition to tirelessly advocating on your behalf, we also provide a fantastic range of member benefits.

These include an electronic members’ magazine, in addition to our newsstand bi-monthly mag, access to our members only area of our website and regular news updates on any new developments in the industry.

As a member, you’ll be the first to know about our safety seminars, and you’ll receive ongoing information about our scholarships and publications, such as the National Airfield Directory. We offer discounts on car hire, Virgin Australia lounge membership and Virgin holidays and discounted spare parts and specials from Hawker Pacific.

Join today, and you can start receiving these great benefits right away!

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Mail to form to: AOPA. PO Box 26, Georges Hall NSW 2198 Or Fax to: (02) 97991 9355

www.aopa.com.au I AUSTRALIAN PILOT

81

SHORT FINAL

Simply Amazing

Imagine offering this deal to a friend: in exchange for their time and a good chunk of their hard earned income, you’ll give them the ability to see the world in a way they never knew possible.

You’ll help them learn a skill that gives them the ability to perform a feat that long ago religions said only Gods and birds could do. And you’ll let them into a club that just over 100 years ago didn’t exist.

Of course, I’m talking about flying.

A good mate of mine just completed his first outback adventure. He’s an aircraft owner and retired design engineer who shares every pilot’s love of getting airborne. But, despite having a full PPL for a number of years, this was his first foray into a world beyond VTCs where the desert provides a red carpet below with clear blue skies above.

How did he go?

“Simply amazing! To see Australia via my own aeroplane and to get to share that with my passengers, one of my daughters and a visitor from the US, was why I got my licence. I’m only now realising how beautiful our country is from the lower levels.

That’s a sentiment I well understand.

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AUSTRALIAN PILOT I www.aopa.com.au

From 5000ft a border isn’t a line drawn on a map. Instead it’s a river, flowing as it’s done for tens of thousands of years. It’s only humans who erect artificial barriers.

It is pilots who fly over the landscape and realise such fences are artificial.

I’ve been reading blogs from astronauts who have spent time on the International Space Station. Want to know what the most popular place onboard is for recreation?

The Cupola – a viewing platform that gives ISS scientists an unlimited view of their home from 370km above. They sit there and marvel at the shapes and colours that parade below their lofty perch.

Interestingly, their view isn’t that much different than ours. From 370km they see vast tracts of the Earth. From 5000ft so do we, not as vast in scale but equally as enchanting.

I’ve probably been on board our family flying machine en route to Echuca a hundred times. Yet the view out of the window is always different. Farmers plough their fields in many different ways.

Sometimes it’s a checkerboard of lush green and contrasting rusting brown.

Other times you see the path a farmer, on his beloved tractor, has crossed time and time again as he does his work.

These views are not available to the general public. They speed along ribbons of tar, facing death constantly as trucks and cars play their head-on jousting contest, with the oncoming driver having no idea who maintained the car coming toward them at 100kmh.

But I’ll return to my original ramble.

Next time you are out flying, look at the ground. Enjoy the shapes and textures that only pilots ever get to enjoy. Be it 2000ft or FL200, we live on the Earth as ground-bound monkeys. It’s only when we accept the challenge of flight do we truly move above our destiny and show we can be one with our planet, understanding the problems but accepting borders are artificial, only created by tribes that couldn’t fly. We can now. Best we begin to modify our thinking. n Mark Smith