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Inc."Experimental, Sport Aircraft, Homebuilts & Gyros"

July/August 2012

Aust. $7.50 NZ $8.20

Print Post Number PP 343 695 000 02

Now That's Flying!


• • •

The A22LS Foxbat Ground or Flight Instruction The Mega Fly-In that wasn't 28/05/12 4:00 PM


28/05/12 4:00 PM

Pacific Flyer Angela Smith


Carole Pollard



Advertising/Classifeds Carole Pollard Contributing writers

Bob Piper John Laming Gary Wiblin Macarthur Job Alan Betteridge Jim Trusty Richard Bond Peter Mclean Scott Williamson

Pacific Flyer

Postal address: P O Box 731 Mt. Eliza Victoria 3930 Australia Ph: (03) 9775 2466 Fax: (03) 9775 2488 Office hours: Weekdays: 9.30 - 3.30 E.S.T. International: 61 3 9775 2466 Email: Homepage address: Published by: Khandu Publishing Ph: (03) 9775 2466 Distribution: Newsagents: Network Services (02) 9381 3108 Issue price: Australia: $7.50 inc. GST New Zealand: $8.20 inc. GST


Material from readers for publication and photographs are most welcome and will be returned to the contributor after publication. Articles are welcome on CD or disk, in Microsoft Word or plain text and can be posted or emailed. Please send digital photos as high resolution separate jpegs. We also accept neat handwritten articles. As encouragement to contributors, a twelvemonth subscription will be awarded to one person each month for material published. If you are a current subscriber, it will be added to your subscription. * To qualify do not send the same article to other magazines before publication in Pacific Flyer.

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June - 2012. “Come Along” CASA Safety Seminar Caboolture Date: 3 “Come Along” and enjoy a day of information and entertainment for all aviation like minded people. Cost: NIL + a free lunch is provided. Angel Flight appreciates any donations you may wish to make. Contact: Sean O’Driscoll for more Info. Yarrawonga Flight Training BBQ - 10th of June 2012 YFT Hangar 19 Hangar 19, John Duigan Drive - Yarrawonga, Victoria, Australia YFT will be holding a lunchtime BBQ. All welcome, whether you fly or drive, for this BBQ Chat’n Chew. Cost is a gold coin. A plate of salad or sweets would be gratefully accepted. RSVP (to help Anne’s sanity) (03) 5744 1466 June - 9th,10th,11th 2012 Rylstone Aerodrome Airpark You are invited to an open day Fly-In, Inspect the new Aerodrome Airpark. Charity BBQ daily from 11.30-2.30. Breathe some fresh Rylstone country air and take in the beauty. To assist us with catering & aircraft parking. Please RSVP - Rob Loneragan. Mob: 0411 816 300 email: June - 2012 “Come Along” CASA Safety Seminar Caboolture, YCAB Date: TBA - Time: TBA “Come Along” and enjoy a day of information and entertainment for all aviation like-minded people. Cost: NIL + a free lunch is provided. Angel Flight appreciates any donations you may wish to make. Contact: Sean O’Driscoll for registration & information CANCELLED - Flying Fun Games Day Caboolture 9 - September - 2012. Spot on Landings + Spot on Time + Spot That Navex + BBQ, so “Come Along” Past event snippet watch?v=Dg9e8axVboM Cost: minimal All profits goes to Angel Flight Contact: Sean O’Driscoll for registration & information

Jamestown Flying Club Jamestown Airfield - Oct 13 - 14th A Fly-In and AIR SPECTACULAR, remember the last one with warbirds, pyrotecnics, military re-enactment , classic aircraft, flying doctor and LSA aircraft.more information to come at www. Contacts Danny Keller on 0428 305 987, Sec. Peter Thomas on 0427 641 904, Please submit dates for the calendar, minimum of 8 weeks prior to the event, as they may not appear for 5 weeks due to printing times. Contributions to the calendar are free. Pacific Flyer July/August 2012


28/05/12 7:13 PM

EDITORIAL Hello everyone, and welcome to the July/August issue of Pacific Flyer.



I trust you have all been out there flying before good old winter sets in, and it definately seems earlier this year. This month’s issue features the coverage of the Mega Fly-In by Alan Betteridge. Unfortunately, this fly-in didn’t turn out to be ‘Mega’ as expected, with a very poor turn-out. Thanks anyway to Alan for your contribution to Pacific Flyer! We hope you will find some interest in the content featured this month, and look forward to receiving any articles and photos you may have for us to print in a future issue - please send in! All articles are appreciated! Safe Flying Angela Smith.

Sept/Oct magazine will be on sale on the 23rd August


Material from readers for publication and photographs are most welcome and will be returned to the contributor after publication. Articles are welcome on CD or disk, in Microsoft Word or plain text and can be posted or emailed. Please send digital photos as high resolution separate jpegs. We also accept neat handwritten articles. As encouragement to contributors, a twelvemonth subscription will be awarded to one person each month for material published. If you are a current subscriber, it will be added to your subscription.



The A22LS Foxbat - Robert Knight covers the Russiona-built A22LS Foxbat


First Solo Flight - Dom Stevenson shares his very first solo flight


Ground or Flight Instruction - Thought-provoking article from Jim Trusty

15 20

Now That’s Flying - Stu Simpson’s article

The Mega Fly-In that wasn’t - Alan Betteridge covers this not-so-mega fly-in


Airport Management - Richard Bond gives his view on this interesting occupation

Front cover: Barry Davis used to fly a C-182. Now he flies this Zenair CH601. Photo by Stu Simpson see article - page 15

* We ask that you do not send your article to another publication until article has been printed in Pacific Flyer.

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Flying the Corsair - Huge and blue - describes the Corsair by Doug Matthews


Recreational Aviation Flight Lesson


- Part 2 of Eric’s flight lessons in Goulburn


Drum Refuelling - Tips on refuelling your ultralight aeroplane


Book Review - ‘Wings’ a brief synopsis - Author Pete Abela


Accident Summaries - Gary Wiblin’s regular segment on aircraft accidents


REGULARS 1 42 43 44 45 46

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- What’s on!


- Where to become a member

Flying Schools

- Where to get lessons

Order Forms

- Subscription form and advertising rates

Advertisers Index

- Who’s selling what!


- What’s for sale

Pacific Flyer July/August 2012


28/05/12 7:13 PM

By Rob Knight

The A22LS


Called a Valor in the USA, the A22LS Foxbat is Russian built by Aeroprakt. Its designer, Yuri Yakolev, foundered the Company in 1990 specifically to produce ultralight aeroplanes to fit within the new Light Sport aircraft category limits The Foxbat prototype first flew in 1996 and is still in production. The Recreational Flying Club based in Gympie, in Queensland, invited me to sample their brand new yellow A22, newly arrived from Kiev via Melbourne. I cast my eye over it as it sat in daffodil splendour on their line at Gympie and two things immediately struck me - it’s vast expanse of polycarbonate windows and its large tyres. Aeroprakt curved the doors so the occupants can see directly down. With door catches along the bottom edge and hinged along the top, they open out and upwards, assisted by gas struts, leaving the person entering to duck their head and climb in. The seats are low set and adjustable before entry. They are well shaped and not excessively raked. With no trim except carpet on the floor the cockpit is utilitarian but comfortable. The dark grey instrument panel presents a basic set of VFR flight instruments plus engine instruments and the radio. The console between panel and floor holds electrical instruments and switches including the CDI. Pitch and roll control is via a two-handled central column; each handle having a neoprene grip with a brake lever for applying the disc brakes. A manual valve located on the lower console locks line pressure for parking. The rudder pedals are connected to the steerable nosewheel for ground directional control. Elevator trim is fitted and is activated by buttons on each control handle. 4 Pacific Flyer July/August 2012

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Peter Stanton, the School Instructor, took me through the very straightforward pre-flight inspection. The top cowling lifts off completely for easy engine access and only the fuel caps on the wings are not within easy reach. The large polycarbonate panels make inspecting the interior and rear fuselage simple. The only item unusual to me was checking the zippered luggage locker behind the seats for weighty objects previously forgotten. In taxi, the aeroplane rolls easily on its large tyres and the nose-wheel steering is firm. The turning circle is adequate without individual wheel brakes and the run-up is conventional as are the DVAs. As this aeroplane is touted as STOL I decided to look closely at its low and slow flight characteristics so we would start with a short take off. I set full flap (2 notches) as per the POH. The wind down Gympie’s runway 14 was under 10 knots as I opened the throttle fully and released the brakes. At 20 knots I raised the nosewheel just clear of the runway and at 35 knots we lifted clear - ground roll - less than 100 metres! Holding the attitude I let the speed rise to 50 knots, the VX for the A22, before I lifted the nose to simulate clearing an obstacle. I continued the climb-out to 300ft AGL before raising the flaps and lowering the nose to increase the speed to the VY of 55kts for best climb rate.

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Let’s go baby!

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maintaining 50kts “ IStill turned at the head of the valley. Even at this speed there was plenty of controllability and the turn radius was tight


At 3000 feet I levelled off and did the HASEL checks. Without power or flap it stalled with the ASI flickering around 42 KIAS. The stall was gentle - just the nose sinking away with the wings level. Recovery was immediate with stick forward and the height lost was about 50ft. Stalls with varying degrees of flap and power resulted in the same stall characteristic, albeit with higher nose attitudes with power applied. The same applied to a stall with full flap and 3500 RPM. Then Peter suggested that I try a full power stall with no flap and this really did display the excellent low speed performance of the aeroplane. The Foxbat just refused to stall. Instead we meandered along with a very high nose attitude with about 36kts on the ASI and the VSI reading zero. Any increase or decrease in nose attitude caused the VSI to display a sink. I noticed that the aft stick pressure increased dramatically as the speed fell away rendering an inadvertent stall less likely. Tracking to the low flying area I tried some 45% banked turns. Entry and exit required just light rudder pressure to balance the heavier aileron input and even heavier back pressure to maintain height. Airspeed decay in the 45% banked turns was noticeable but not significant. I found that entry into 60% banked turns required more finesse as differences in the feel of individual controls, and less overall control harmony was more pronounced than I expected. However, performance-wise, in the steepest turns, with full power applied, I could easily hold the airspeed at 60 knots. After doing the appropriate checks we descended into the low flying area. With 4000 RPM and a notch of flap I maintained 50kts and 200 ft AGL comfortably, but I did note that the nose attitude was higher than I expected in this configuration and quite restrictive to forward visibility. There were plenty of tall gums to try constant radius turns around, but little wind to make the turns challenging. However, they did provide an excellent opportunity to experience the advantage of all the transparent surfaces around the cockpit. I entered a gently sloping valley and there was plenty of surplus power to maintain ground clearance as we climbed along its floor along the downwind side. 6 Pacific Flyer July/August 2012

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Stick and panel

Engine bay

Full power and 35kts IAS, maintaining height

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Still maintaining 50kts I turned at the head of the valley. Even at this speed there was plenty of controllability and the turn radius was tight. I crossed the valley and turned left, back into wind, this time using a 60% bank. Maintaining height and 50kts was no problem, I didn’t even need full throttle, and the turn radius was now extremely small. I was tempted to land on a disused airstrip that sat on the windward side of the valley, but discretion prevailed and I regretfully established a climb and we headed back to Gympie I turned onto left base and then realised the aeroplane’s glide was better than I expected. I was intending to do a short landing but with full flap I turned it into a simple glide approach. For the second circuit I was wiser and wider, but still needed some slip on base. With full flap, and speed at 50 knots, I carried sufficient power to flare on target. After a very short float the aircraft touched down softly on its large tyres. I squeezed the brake handle and we pulled to a stop with a ground roll of around 85 metres. This aircraft does have STOL capabilities. The Foxbat is mild mannered and performs well. It displays no flight characteristics that are undesirable or would be challenging for a student to grasp, and it has great low speed and STOL capabilities. I enjoyed the superb lateral visibility and comfortable seats. The controls are well placed and all within easy reach. It was pleasant to fly and I would be delighted to use it as a training platform. Q

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Be proud of your flying and airmanship

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Pacific Flyer July/August 2012


28/05/12 7:13 PM

First t h g i l F o l o S By Dom Stevenson

My flight instructor surprised me. After completing two take-os and landings under his watchful eyes, he asked me to taxi back to the apron. Striving to maintain an air of professionalism in the cockpit, I tried to conceal my disappointment. It was getting a little dark, I thought, but most lessons we managed to get in at least ďŹ ve or six circuits before we called it a day.

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I assumed it was going to be ground school for the rest of the night. As we approached the parking area, my instructor Steve unbuckled his safety harness. “Keep her running. How would you like to go around once yourself?” My logbook indicated that eleven hours of training had been leading up to this moment. But in reality, my preparation exceeded officially recorded flight hours. Ten years ago a family friend showed me Microsoft’s Flight Simulator, and I watched with youthful captivation as he demonstrated how the computer program allowed you to take control of a variety of planes, from small Cessna Skylanes through to fully laden Boeing 737s. From the age of eight onwards, I consumed everything that flying could give me. I read any and all books I could find on the subject, from campy Biggles flying adventures to encyclopaedic reference books on the latest fighter jets. I built model planes, usually World War Two classics, smearing glue and paint everywhere, and when I had assembled a sizeable squadron I had them engage in mock dogfights for control of my bedroom. When I was eleven, my parents took me to the Avalon Air Show, an unbelievable spectacle where I witnessed all

the planes I’d pored over for hours in books scream past me in seconds. And, when I wasn’t doing these things, I was planted in front of Microsoft Flight Simulator, giving my virtual passengers a hair-raising experience as I barrel rolled a Boeing or tried to do loops in a Learjet. My friends’ idea of video gaming heaven was racing each other in Mario Kart or playing shoot-em-up arcade games; mine was recreating a precision landing approach at night with a strong crosswind. I was an aviation nerd. Naturally enough, my obsession led me to pursue flying lessons, and I experienced my first flight in a small Cessna 152 when I was sixteen. I remember listening politely to my instructor as he explained the role of the various complex gauges sprawled over the instrument panel. Microsoft had taught me the functions of these instruments years ago, and I kept snatching distracted glances out the window to the magnificent Derwent River that bisects Hobart. Flight Simulator may have instilled the principles of flying in me, but its jagged graphics never came close to replicating the magnificent beauty of the world from the air; the glorious panorama of greens, reds and yellows eventually fading to blue against a distant horizon stretching out to infinity. Objects take on different properties from the air. Trees are transformed from majestic towering archways into tiny green splotches;

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Upon landing after my first flight I got the impression that Flight Simulator should be renamed, perhaps to ‘aircraft simulator’ or ‘pilot systems simulator’ because it never came close to simulating real flight. Flying in a small plane is less of an experience than it is an emotion, a feeling of unconditional liberty from day to day plights. Family disputes, job troubles, fears and traumas don’t have wings; they cannot escape the bonds of the earth. Instead you are alone with the aeroplane, gliding over an unimaginable myriad of shapes and colours confined to the ground, each with a specific and distinct function on earth but holding very little purpose in the air. No computer program can or will ever come close to replicating that feeling of complete freedom. As my training progressed over a period of months, I practiced turns, stalls, simulated engine failures and a whole host of other small but vital techniques to give me complete confidence in handling the aeroplane. Takeoffs and landings were next, the true benchmark for any aspiring pilot. There is a certain unmatchable satisfaction derived from taxiing laboriously onto the runway; detecting a small but firm nod from your instructor in your peripheral vision and opening the throttle smoothly and hearing the engine happily comply. Cessna’s wonderful engineering means the 152 basically takes off by itself, only a small amount of back pressure on the control column is needed to coax it into the air. Like any bird, the 152’s natural element is the sky, and the awkwardness of taxiing is all but forgotten as the aircraft slips away from the usually irresistible pull of the Earth. The approach into Hobart airport is spectacular, and the final approach to the runway leaves you descending over emerald green water and Seven Mile Beach. In the distance, the sun parched hills of the Coal River valley provide a stunning backdrop, imperceptibly changing shade from muddy gold to deep blue as distance swallows them. But this is no time for a scenic tour. ‘Look up, look up, look up.’ Steve says, telling me to watch the area just beyond the runway, which gives a much better indication of rate of descent than staring at the desired touchdown point. Crossing the runway threshold, I ease off the throttle. The little Cessna, VH-UNE, hovers above the runway, reluctantly contemplating a return to the ground, but eventually gravity wins and the plane touches down. This was a routine I would complete at least thirty or forty times over the course of my training, albeit always with a flying instructor in the right-hand seat, teaching me, guiding me, giving me a go-to option if something went wrong. As I’m sitting alone in UNE for the first time on the main runway of Hobart airport, I notice that the previously cramped cockpit of the 152 seems positively cavernous when I’m the 10

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I align the plane with the runway, trying to fight feelings of accomplishment and achievement until I actually get the damn thing on the ground

buildings are no longer feats of man-made engineering but insignificant squares of white and red; waves are harmless, lifeless wrinkles on the deep blue surface of the river.

only one sitting in it. I think of at least ten things that could possibly go wrong, all in the first minute. My engine could fail in the critical period after takeoff, when I’m too high to return to the runway but too low to have any realistic chance of making necessary landing manoeuvres. I could hit a flock of birds and lose control of the plane. I could suddenly forget all that I had been taught over the last five months, and be forced to simply cruise around until I run out of fuel and crash into a house, a field, or the ocean. I don’t have much time to dwell on these unpleasant options though, because Air Traffic Control crackles in my headset: ‘Uniform November Echo, please expedite takeoff. Traffic is 737 on downwind. Cleared to take off, runway three-zero.’ At Hobart airport student pilots have the unique experience of sharing their training field with commercial airliners. While it provides invaluable experience to share the skies with the pros, the presence of these giant birds adds pressure to an already stressful situation. Having been told in flying parlance to ‘hurry the hell up’ because a large passenger jet would be landing on the runway in about four minutes, I reply to the tower in a voice sounding more confident than I feel, ‘Cleared to take off runway three-zero, roger traffic, Uniform November Echo.’ I release pressure on the brakes and firmly open the throttle. UNE surges forward quicker than usual due to the absence of my instructor’s seventy odd kilos. As the earth falls away below me, I am surprised at my calmness. I am not worrying about the engine failing or the wings falling off, but rather I am simply repeating the steps that I have taken hundreds of times before. Trim the aircraft for a steady climb at seventy-five knots. Flaps up at 200 feet. Check left and right for other air traffic. Like a child who has rote learned the alphabet, I complete each action carefully but without excessive conscious thought. As I begin my bank to the right at 500 feet, I am overcome with a sense of liberty foreign to my sixteen year old brain. If I turn the yoke to the right, the plane does indeed bank right. I pull back, and the nose tilts up. The feeling of complete

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control saturates me, dares me to push the limits. I could push forward on the stick until UNE is plunging straight down, gaining airspeed until it ploughs unceremoniously into the ground and ends my existence; such is the power I have at my hands. Sixteen-year-olds rarely have access to this sort of omnipotence. The feelings flow out of me as quickly as they rushed in. Ignoring the unfamiliar urges to flirt with death, I fly on. Time is stopped on the ground when in the air; the altitude robs my perception of movement on earth; as though I’m flying above a gigantic freeze-framed world which only resumes movement and meaning when I touch down again. The act of flying consumes me. I rely on the aeroplane for safe passage through the air, and it relies on me to fly it diligently and bring it back to Earth. I cannot fly without the aeroplane, and the aeroplane cannot fly without me. We are a complete unit, one meaningless without the other. On the downwind leg of the circuit I complete my landing checks. I test the brakes to make sure they’re working; I check the undercarriage, the fuel mixture, the hatches and harnesses. Gaining the confidence that seems so readily available to young males, I make the call to the tower in my best Chuck Yeager drawl, trying to master the classic aviator technique of sounding disinterested yet in complete control. ‘Uniform

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November Echo is on base, runway three-zero, request full stop landing.’ ‘Uniform November Echo cleared full stop runway threezero.’ I align the plane with the runway, trying to fight feelings of accomplishment and achievement until I actually get the damn thing on the ground. I have fleeting visions of buzzing the control tower, fighter-jock style, caring little for the fact that a small Cessna buzzing the tower at seventy knots would be reminiscent of a granny doing a burnout in a VW Beetle. Focusing again, I realise late that I am a little too high, and intuitively I close the throttle and keep the nose attitude high. My instinctive actions please me; like walking, I don’t have to tell my brain when to put which muscles where, it happens thoughtlessly, effortlessly. The simultaneous loss of power coupled with the high nose angle means that UNE bleeds off speed quickly, and I deploy full flaps and begin to descend steeply. My approach back on track, I do as I’ve been taught and stare beyond the end of the runway, and as the ground rushes up to meet me I gently flare, and UNE bumps onto the ground, simultaneously concluding a routine flight for the aircraft and a most un-routine flight for its sole pilot. Q

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By Jim Trusty

Which is the most important,


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ground or flight instruction? Well, personally, I am biased on this opinion. I was an Advanced Ground Instructor Instruments (AGII) long before I became a Certificated Flight Instructor, Instruments (CFII). This has convinced me that ground instruction is by far the most important. You can’t truly fly an aeroplane until you understand what makes it fly, how it works, how it was built, the numbers, and a million other things readily available as information that is supposed to be digested long before you set off on that first flight. Let’s not confuse Ground School with written test preparation courses. I’ve seen this happen when I offered classes at a local community college. Some of those registered really wanted help in preparing for the written, and ground classes do help in some small way by getting you familiar with the necessary vocabulary. However, it is not structured toward the written test enough to be of any value. Always make sure that what is being offered is what you need and want. It bothers me terribly to get a student from someone else, or a Private Pilot looking for the next step up, Instrument or some other add-on, and find this pilot cannot converse intelligently about the basics of the aeroplane they have been flying. They have never seen the engine nor do they know how it works, what a magneto is and what they are doing as they turn one and then the other off, carb heat and how

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it works, rudders, trim, ailerons, flaps, the prop, and a zillion other things you would think of as being important if you are going to trust your life to that machine. What do they do when they buy a new car? Look at it in the showroom, sign the papers, and drive it away? When something goes wrong much later, or maybe even sooner, do they then read the book? You can only hope it’s not too late. With an aeroplane, things generally go wrong in the air, and it is probably a little too late to find that book and read it unless you just happen to be a lot faster than I am. If you are a student, this should be a major question for your new instructor: “How much time will we spend doing ground school?” In reality, a good instructor will most likely spend as much, if not more, time with you doing ground school than they will in flight instruction. The reward to you will be that you will become a better and more knowledgeable pilot and, without a doubt, SAFER. Knowledge is power, so if you fly with me look forward to doing ground school before we go up, after we land, and also look forward to having an assignment to do before our next flight or meeting. Yes, homework! The joke around my training airport is that you can spot a Jim Trusty student by the amount of paperwork they are carrying. Joke or not, you need ground instruction in an abundance to keep up with the requirements of the FARs and to safely make use of the SYSTEM. It simply cannot be done without the proper training.


Designed and Made in Australia




PH: (03) 9716 3429

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The amount of time that you will devote to both should be spelled out clearly in the initial interview and programmed into your syllabus for this particular student

Now we turn the other cheek and tell you some things about flying that no other flight instructor has told you before. Flying is the easiest thing that we as pilots do!

form of teaching. I charge. Actually, I probably make more money in a year’s time from ground school that I do from flight.

What did he say? How can a CFI say something so broad and encompassing as that statement? Let’s go backwards and look at it. The very first flight you ever took, you flew. Well, “kinda sorta,” “of sorts,” “some portion,” “everything but the landing,” “quite a bit,” “with some assistance,” and several other quotes that you have made to anyone that will listen. You actually flew the aeroplane. We do this to let you know how much fun it really is, the power surge you get being in charge of an aeroplane, and actually just how easy the motion of flight can be accomplished. If we do it right, we usually end up with you as a student.

The amount of time that you will devote to both should be spelled out clearly in the initial interview and programmed into your syllabus for this particular student. Once they see they are getting ahead of the other students and becoming smarter, they will appreciate the effort being put forth by you and by them. So it finally comes down to you doing ground school on the ground or spending half of your flight time talking about something that should have been covered before the flight.

From the time that we have you hooked on flying, we continue to let you fly. We make suggestions on how to improve what you are doing and what would be more comfortable and how to leave one manoeuvre and go gracefully into the next. But you are doing all the flying. Step back and think, “If I can already fly, what else do I need?” You need ground classes to fully explain what you are doing, the best way to do it, and what to do if you do something wrong. See how well the two forms of instruction compliment each other? I have never understood why an instructor would not use both forms of teaching. It makes for a more complete student, a more knowledgeable one, and it gives student and instructor plenty to do on bad days. If you are an instructor, you never have to miss another appointment with a student again, and you can set your schedule weeks in advance because of ground school. Some CFIs tell me that they don’t do it because they were never taught how. It’s just more talk! Have you ever met an instructor that couldn’t talk? Neither have I. Some say we can’t charge for it. Why not? All we have to sell is our time and expertise, and both of these fit into either


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Your choice, as are most things we do as instructors. We are given such leeway, to evaluate and modify to suit the needs of each case, that we should never produce anything but winners each and every time. And we usually do. If you would like to discuss this matter from your viewpoint, my address and telephone number are listed at the end of this article. Always remember, pilots who don’t fly have no advantage over people who can’t fly. What’s your excuse?

JIM TRUSTY, ATP/CFI/IGI/ASC, was named the FAA/ Aviation Industry National Flight Instructor of the Year for 1997, and the FAA Southern Region Aviation Safety Counsellor of the Year for 1995 & 2005. He still works full-time as a Corporate Pilot/ “Gold Seal” Flight & Ground Instructor/ FAA Aviation Safety Counsellor/ National Aviation Magazine Writer. You have been enjoying his work since 1973 in publications worldwide. If you have comments, questions, complaints, or compliments, please e-mail them directly to me, and I’ll respond. (


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Now, That’s Flying! Article and photos by Stu Simpson

I was, as the saying goes, right on the ragged edge. I was on the toughest approach Iʼd ever made in 25 years of flying, right at my limits, and having a ball! I fought turbulence and wind shear like Iʼve never seen. And for a few seconds I was actually frightened in an aeroplane; a very foreign feeling for me.


t was September at a backwoods airstrip in Idaho, USA, on the lee side of a mountain that was churning a gusty 20 knot wind into a raging cauldron of turbulence. I regularly put the controls to the stops just to stay pointed in the approximate direction of the runway.

Geoff Prichard’s lovingly restored Aeronca Champ - also photo above

Luckily, my Merlin has such good STOL performance, and such good low-speed handling, that I knew I could make the landing. Probably. And I did make it, but it was ugly. I touched down beneath the trees on my first bounce just as a threepoint buck wandered onto the last third of the strip. But by the end of my second bounce, I knew this just wasn’t meant to be, nor did I want to subject my wingmen to such a beating. I powered up, still coursing with adrenaline, and left that backwoods airstrip behind. Now, that’s flying!

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And then there’s Darren Scarlett, who owns an RV-7. It’s beautiful, and it’s powerful. It has a 180 horse-power engine and a constant speed prop. It’s fast, too. I mounted a video camera in his cockpit once and recorded him as he did some rolls and a Cuban Eight. Then I watched by the runway as he shot a low inspection pass at high speed. I could see his smile flash as he zoomed by in the sunlight.

“ A million or more lights of all colours would dazzle as they reflected from the glass of the downtown skyscrapers “

Now, that’s flying! How about Geoff Pritchard? He’s got this pristine, and I do mean pristine, 1946 Champ that he recently rebuilt from the ground up. It’s gorgeous in red and white. When that Champ is on the taxiway silhouetted against the evening sun, or in the sky against the deep blue, the effect is simply mesmerizing. Geoff and the Champ float along up there thumbing their noses at age and time, making the most of every minute they’re in the sky.

Bob Kirkby’s 1947 Piper Super Cruiser

Now, that’s flying! Wade Miller has what some consider a dream job. He’s an airline captain. He pilots a 737, worth around $70 million dollars, probably more. It has stuff in the cockpit that comes straight out of Star Wars. And Wade gets to work with it all. The plane’s capabilities are simply amazing. It zips along at about 500 mph, climbs beyond 40,000 feet, and still lands on runways only a mile long in nearly any weather. And 737s make money. Now, that’s flying! Barry Davis flies a homebuilt Zenair CH601 aeroplane now, but he used to fly a Cessna 182. A great deal of that flying was done at night. He’d cruise over the city and watch the world sleeping below. He’d see cars and trucks scooting along beneath the endless cones of street lamps. A million or more lights of all colours would dazzle as they reflected from the glass of the downtown skyscrapers. Red and green fireflies would race through the blackness above the horizon as other planes came and went at the airport. And an uncountable number of stars would twinkle overhead until an errant cloud would scrub them away for a few moments. Now, that’s flying!

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And Bob Kirkby. Bob has a terrific aeroplane - a Piper Super Cruiser. It’s a flying piece of history that looks like it just rolled out the factory door. It did, of course, back in 1947, but you’d never know to look at it. Kirkby loves to get up in the Cruiser with one of his grand kids, or another aeroplane buddy, or maybe just by himself. He’ll go about half an hour away to where there’s a restaurant that serves pie almost right next to a grass airstrip. Bob and the Cruiser love grass runways. After pie, he’ll take-off to who-knows-where and cruise along at, oh, maybe a thousand feet over the ground. He’ll watch as the land changes colour in the season, maybe getting greener, maybe browner. Bob will feel the stick as the wind tugs on the ailerons every now and then, checking to see what it can get away with. He might snag a thermal and then ease off some power as that small burst of heat floats him along a little bit faster on a little bit less gas. Bob will smile at that. And soon he’ll make that last turn onto final approach at his own grass airstrip. Bob will set the Cruiser down so smoothly that for the first few seconds he’ll wonder if he even landed. Really, I’ve seen him do it. Oh, ya. Now, that’s flying!


28/05/12 7:14 PM

The author’s Merlin over the Rocky Mountains. By Brian Vasseur

The author makes his way through a high mountain pass in western Canada - By Reid Huzzey

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Pacific Flyer July/August 2012


28/05/12 7:14 PM

The Mega Fly-In that wasn’t Story and photo’s by Alan Betteridge

There was perfect Queensland weather for the holding of the inaugural Caboolture fly-in and aviation event, held over the weekend of April 21-22 THE ONLY THING MISSING

was the fly-in part of the weekend. At least a fly-in in the traditional sense that is. Event organiser Sean O’Driscoll of Let’s Go Flying said it was always intended to be a more ‘hands-on’ type of event. “What was planned was a flying ‘poker’ run on the Saturday followed by a BBQ dinner, winner’s presentation, and movies Saturday night and a question and answer navigation exercise on the Sunday morning,” Sean said. None the less most people who attended had a great time and there is still a lot to see at the aerodrome.

Getting a lot of attention on the Sunday was the new LSA Sparviero (Italian for Sparrowhawk). This Italian built aircraft was flown in from Caloundra by Sunshine Coast entrepreneur extraordinaire Roger Yates. “These are beautiful aircraft both to look at and to fly,” Roger said. “They are a composite aircraft using carbon fibre and fibre glass with an empty weight of 300kg and a useful load of 300kg.

The aerodrome is home to the Caboolture Warplane & Flight Heritage Museum which only charged a $2 entry fee over the weekend and it was money well spent.

“Take-off roll is only 150m, climb rate 1150ft/min, stall speed 45kts and they will cruise at between 115 to 120kts. “When you combine that with a 120 litre fuel capacity you have one of the best Light Sport Aircraft available in Australia today,” he said.

There is a huge range of aircraft memorabilia including photographs, news clippings, uniforms, engines, a MIG 15 and much, much more.

“The Sparviero uses the time tested Rotax 912ULS engine of 100hp so buyers can be assured of many years of trouble free flying.

Their flying warbirds include a P51D Mustang (VH-MFT), CAC Wirraway (VH-MFW), SNJ-4 Texan (VH-NAG), Winjeel (VH-SOB) and a Nieuport Type 17 (VH-NIE).

“And with a fly-away cost (ex-Brisbane) of only $90,000, including GST I reckon it is one of the best value-for-money aircraft in the country.

Any aviation buff could spend quite a few hours looking at what they have to offer.

Anyone who would like to know more can contact Roger on (07) 5491 3977 or mobile 0413 935 620.

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RUSSIAN MUSCLE...Looking back along the clean lines of a MIG 15 with an ex-RAAF Winjeel in the back ground

NOT MUCH HAS CHANGED!....Maryborough visitor Paul Burleigh checks out a very elderly homebuilt. “Not much different to the new stuff really,” he laughed

QUALITY ALL THE WAY.... The finish of this RV-7A (VH-EVZ) shows the care and skill of its builder. The finish would shame even some factory built aircraft

WINNERS ARE GRINNERS....Looking pretty pleased with himself Dave Jaillet was the winner of the first Caboolture flying Poker Run

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Caboolture is one those aerodromes that seem to hold more than its fair share of aircraft history and almost every hanger has some hidden aeronautical treasure inside. It is also home to the Beaufort restoration project (keep your eye open for a future story in PF) and the lumbering Antonov AN-2TP biplane (VH-CCE) which despite how old it looks is, in aviation terms, relatively young being built in 1989.

SHINY NEW..... Savannah S of GO-FLY Aviation is lovingly referred to as ‘Jaffa’. I wonder why?

A much older aircraft was also attracting a lot of attention. The Caboolture Warplane & Aviation Heritage Museum’s SNJ 4 Texan, which was built in 1942, was kept busy over the weekend conducting adventure flights. As is always the case with warbirds it is not so much a flight but a total flight experience which really begins when you climb into the rear cockpit. By the look on the faces of returning ‘budding fighter aces’ it was an experience they will never forget.

ITALIAN BEAUTY.... Roger Yates proudly shows off the new Sparviero Light Sport Aircraft. “Looks good and flies superbly and well priced – what more could you want,” Roger said.

For an inaugural event it was a great effort for all concerned and it is certain to get better as the year’s progress. Would I go again? Absolutely.

NEAT AS A PIN...Cockpit of Sparviero is a clean and very functional.

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NOSTALGA REIGNS.... Nieuport Type 17 (VH-NIE) is a flying example of this famous WWI aircraft

                 

     

       


  

   


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Pacific Flyer July/August 2012


28/05/12 7:14 PM

Airport Management I’m going to try to give you a snapshot of this interesting occupation in one short story, done here on my computer while watching the news/footy out of one eye. By Richard Bond

Firstly, I was an engineering technician (civil)

with the local council, which owned the airport.

I had been in New Guinea with a mapping firm doing aerial photography for mapping, once upon a time. I did have a private license, so I knew a little bit about flying machines and what makes them tick.

• • • So, with all that as a background plus my natural good looks, I was given the job. The position was timely for me, too - because I was just coming up to burn out time on the road design drawing board and about to have my perfectly normal mid life crisis over it.

The job was not as Airport Manager initially – it was Airport Groundsman and the main job was to cut the grass and paint the runway markings, while keeping out of everyone’s way. I re-titled the job to Airport safety Officer on the basis that was safer to keep away from moving flying machines. The Airport users then anointed the job as Airport Manager to give it the correct tone of authority. This glorious title also attracted additional responsibilities, once the owners found out about it. I guess I was adjusting the job to fit my skill set and at the same time adjusting myself to fit the job. Anyway, it turned out to be the most interesting and satisfying vocation I could have ever hoped for. Perhaps I should give you a peek at a typical day’s operational Log Book Page, as follows; • • • • • •

06:00 check the runways and airport property for kangaroos or feral animals and the runway surface conditions, generally, 06:20 breakfast. 06:40 listen to first airline arrival (you can tell by the noises if everything’s OK or not). 06:59 go to the office in the shed next door, 07:00 start work by checking the landing frequency monitor and then work on the airport annual budget, 07: 10 twiddle pencil while looking out the window, wondering if I was going to get bored today? (you never actually get bored because once the airport starts up, there’s too much going on).

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• • • •

07. 15 go and replace a couple of runway light globes and do fuel checks. 08:00 back home for cup of tea (remainder of breakfast) and see kids off on school bus, 08;20 back in office watching flight instructor arriving at aero club - then 1st student arriving shortly thereafter. 08:30 go and help student pull training aircraft out of hangar, refuel it and give it the daily inspection. (the student knows how to do this, but its best to be sure), 09:00 cup of coffee with flight instructor and student at aero club kitchen and read their latest magazines. 09: 15 a twin engine aircraft commences ndb let down practice overhead, even though its cavok…… 8/8ths clear blue sky, so he’s visual if necessary. 09:20 instructor and student commence doing circuits and bumps. Whoa, I’m getting tired, back to office and airport budget. 09.30 flying doctor requests Jet A1 refuelling for 10:00 am by R/T; 10:00 refuel flying Dr. It’s a Beech King air turboprop….nice aircraft, nice nurse – she always brings me biscuits. (she might bring all refuellers biscuits).

And so it goes on until the airport finally shuts down by itself, usually not until about 9pm after the navy jets have done some touch and go landings in the night. Note; I’ve already taken bookings for night freighter refuelling commencing at 03:00 next morning. You have to really love the aviation environment to see the fun in it all. Sometimes I might even get the opportunity to go for a fly, myself. There were greater things than the airport budget, too – things like; • • •

Emergency Exercises Planning and execution, Airport Operations Manual, Rebuild the refuelling and fuel storage facility, etc.

But Airport Manager nah! Don’t think so – Caretaker, maybe - Airport Bum….more likely….!

28/05/12 7:14 PM



The roots of Breezer Aircraft reach back to the year 2000. At that time engineer Ralf Magnussen designed and built the very ďŹ rst Breezer prototype. Fast forward to 2006 when Breezer Aircraft GmbH & Co.KG was founded with the goal of producing larger series of high quality units

The elegant design, our thoughtful engineering and high level of pre-manufacturing quickly established the Breezer as one of the premier aluminium LSA, experimental and ultra light kit planes. Planning for a Breezer kit plane version from day one, the airframe structure design was kept simple and sturdy. To assemble the components, you only need a flat table top. The high level of prefabrication allows a rapid fuselage assembly. Accurate matched drilling. Other parts, like the spar centre section, are provided fully assembled. Wherever needed the fuselage is reinforced in an optimal way. The wings are built in a classical time tested spar/ rib structure. As the wings sport no wash-out, neither aerodynamically nor geometrically, and are pre built. Jigging is minimal. Like with the fuselage, the wing parts come with most holes match drilled into the ribs, spar and wing skin. This assures that assembly errors are eliminated from the outset.

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This same simple and sturdy structure is used to assemble the horizontal stabilizer and elevator. Due to the high level of pre-manufacturing you’ll only need some 300 hours to assemble your Breezer. Some builders even needed a mere 200 hours! Whatever your building speed, it’s preferred that you take the time needed to ascertain that you end up with an optimal copy of a Breezer LSA. Breezer presents young and dynamic , LSA and experimental category designs that sport excellent cross country qualities, otherwise only available with heavier certified class aeroplanes. At the same time a Breezer distinguishes itself by its very docile flight behaviour, making it an outstanding aircraft for flight training purposes. A Breezer LSA or experimental copes very well indeed with the requirements of both cross country flying and flight training. A special hallmark is the Breezer cockpit ergonomics. The entire cockpit was designed to make the pilots feel right at home. From the instrument panel to the seating arrangement, everything was modelled and shaped to achieve this goal. A nice and clean cockpit design creates a comforting atmosphere. A pilot that feels better performs better. We‘ll happily adapt our cockpit or instrument panel design and equipment to your specific requirements

Like with the fuselage, the wing parts come with most holes match drilled into the ribs, spar and wing skin. This assures that assembly errors are eliminated from the outset.

This same simple and sturdy structure is used to assemble the horizontal stabilizer and elevator. 
Due to the high level of pre-manufacturing you’ll only need some 700-800 hours to assemble your Breezer.  Some builders even needed a mere 550 hours!
Whatever your building speed, it’s preferred that you take the time needed to ascertain that you end up with an optimal Breezer LSA, experimental or ultralight aeroplane.
 To get an impression of what it takes to assemble a Breezer kit, check out where builder Andreas Portner documents his Breezer experimental project. His Breezer was built with typical Swiss precision.  Some of Andreas’ hints and wishes were integrated into our Breezer series production.

Aircraft GmbH & Co.KG Jens-Patent-Weg 1 D-25821 Bredstedt Germany Ph: +49 4671 9313-93 Fax: +49 4671 9313-9498

st! Call C&H Freight Fir

Breezer kit planes

To assemble the components, you only need a flat table top. The high level of prefabrication allows a rapid fuselage assembly. Accurate matched drilling lets you to assemble aluminum alloy parts without extensive jigging. Other parts, like the spar center section, are provided fully assembled.  Wherever needed the fuselage is reinforced in an optimal way.

 The wings are built in a classical time tested spar/ rib structure.  As the wings sport no wash-out, neither aerodynamically nor geometrically, these can be built on a flat table top.  Jigging is minimal. 


Pacific Flyer July/August 2012

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DERS ING FOR HOMEBUIL PAIN-FREE IMPORT Almost 20 years experience freighting aircraft and aircraft parts Convenient door to door service (if required) Weekly departures for consolidated cargo & full containers Flexible part container and full container services Convenient door to door service (if required) Honest advice Competitive costing Personal, friendly service For a quote email

03 9330 0800 or with supplier details, weights & dimensions.

Unit 3, 4-8 Mareno Rd Tullamarine Vic 3043 Fax: 03 9330 0811

JKD CHF 11209

The elegant design, our thoughtful engineering and high level of pre-manufacturing quickly established the Breezer as one of the premier aluminum LSA, experimental and ultra light kit planes.
Planning for a Breezer kit plane version from day one, the airframe structure design was kept simple and sturdy.

28/05/12 7:14 PM

Shop Tip frayed cable ends

Sent in by Paul Fiebich

Cable wrapped around a  thimble and sticking beyond the sleeve may fray if unprotected or the original heatshrink tubing deteriorates. This results in a safety hazard for either catching clothing or poking skin when working around it.  To remedy the situation, wrap it for about an inch with .032 safety wire, then coat  the wrapped wire with JB Weld.  The photos below describe the process.

Original frayed cable end, both unsightly and a safety hazard.

Tightly wrap safety wire around cable and pass loose end through the loop. Pull other wire towards sleeve with pliers to pull loop under the coils and mechanically secure it.

18" length of .032 safety wire bent to shape to begin wrapping over frayed cable. 

When wrapping and pulling is complete, cut off the wire ends. Cut sleeve end close to first coil, cut loop end about 1/8" from the last coil.   Position safety wire as shown and wrap away from sleeve. Hold safety wire against cable with  pliers while wrapping. 

Crimp loop end wire to mechanically secure it    Finally, apply JB Kwik Weld over the safety wire to secure it and provide a smooth protective covering.

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Pacific Flyer July/August 2012


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Photo: Tim Leslie


“ Unlike the Hellcat, there is no deceleration while the main wheels rotate 90 degrees during retraction. I climb up and check out its roll rates in turns either direction, then slow her down to see her slow-flight and stall characteristics in all configurations “

Vintage Wings

26 Pacific Flyer July/August 2012



Huge! Huge and Blue! Yep, that’s what the Corsair is when first encountered. The Allies’ biggest fighter! An airline engine with weapons and a seat strapped on. As you approach it, it’s a bit intimidating - with a broad wing span spreading out in a unique “gull-wing” configuration and a massive prop - so big, they had to bend those wings downwards to get the prop far enough off the deck! And that big nose! Starting with the first production versions of the Corsair, the already long nose was extended even more to accommodate an enlarged fuel tank. In fact, in spite of those massive, folding wings, another surprise is that there are no fuel tanks in the wings! Yet, with the addition of two external drop tanks, the Corsair has a non-combat endurance of over six hours! Amongst WWII fighters, only the P-51 Mustang could stay airborne longer. I’ve put so much into studying these warbirds before a first flight, I have strong preconceived notions about how they will handle. The Corsair is no exception. Nicknamed the “Eliminator” and “Ensign Eater” during the war, I remind myself of the experience level of those 22-year-olds that checked out in the Corsair. It was not allowed on U.S. carriers

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until December 1944 due to its poor slow-speed handling and landing characteristics. When asked why they permitted Corsair carrier operations a year earlier than the Yanks, the Brits responded, “We had few aircraft alternatives and we were prepared to accept the losses!”.


To get to know each aircraft I fly, I find every article and book written about the machine. I read the Pilot’s Handbook, the Maintenance Manual and the Flight Training Manual. Then I contact mechanics and pilots with lots of experience on the type. From them, I learn everything I can about the plane and its engine. Next, I write a training program (I learned a long time ago that the best way to really learn a plane is to teach it!). Lastly, I write the checklists, both Normal and Emergency. So, with all this input, I have definite impressions of what to expect. With the Corsair, no exception! It’s a large aeroplane for sure! But, as a Navy fighter pilot, I’ve done the large thing before, so it’ll be ok. The Corsair is a complex machine (eight hydraulic sub-systems!). This one has the best version of the R2800 radial but I have flown R2800s before in the Hellcat and Bearcat, so no surprises there, just another 250 horsepower. Same prop as the Bearcat. Yes, it’s easy to see how this was the first fighter to exceed 400 mph in level flight! Lastly, with the eye of an engineer I look over the plane with a calculating eye. Let’s see - within that long nose is 1750 pounds of fuel and 2600 pounds of engine. So I calculate that 40% of my takeoff weight is forward of the under-carriage! Hence the warnings on the ground, don’t let that nose wander one inch!”. In flight, this might be of interest in the vertical. Then there’s the horizontal stabilizer. It’s been tacked on mostly aft of the vertical stabilizer like an afterthought! Hmm, I suppose that’s tied to all that weight in the nose again. Big ailerons placed far out get my attention-might roll nicely. However, that gull wing could fight a good roll rate. I note the very large wing flaps. Now for a thrust-to-weight calculation. In the P-51, I was 1 to 5hp power to weight. In the Corsair, I’m 1 to 4. I should climb well. Love the look of that cockpit! Nicely laid out and roomy, with a throne sitting up high providing a unique perspective looking out. With my elbows in sight with the canopy closed, I have that “Range Rover” feeling. Great… easier to bail out! On pre-flight, there is a lot to look at, but the starting procedures are simple and include unfolding the wings - my favourite part! Everybody stops to watch that! On the first taxi, I am reminded of all that weight forward and try to stay off the brakes, which would fade them due to heating. With a big crosswind component and that large vertical stabilizer, I lock the tail wheel when taxiing. With that long nose blanking everything forward, I still have to s-turn.

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For takeoff, I double check that the tail wheel is locked and add power “judiciously”. For my first flight, I have decided that I can probably get airborne safely without the whole 55 inches manifold pressure and not tax my right leg too much!



Pacific Flyer July/August 2012


28/05/12 7:25 PM

In combat, 60 inches was normal for takeoff, and with water injection and supercharger, they could go to 75 inches for 2500 h.p. and 450 M.P.H.! With the tail down and a bootful of right pedal, she comes off in a 3-point stance without a long roll. Safely airborne, I am reminded of the R2800 power as the machine accelerates nicely when cleaned-up. Unlike the Hellcat, there is no deceleration while the main wheels rotate 90 degrees during retraction. I climb up and check out its roll rates in turns either direction, then slow her down to see her slow-flight and stall characteristics in all configurations. (All the while, I am looking over my shoulder or into the sun for the attacking enemy!) Next, I check out her feel in aerobatics. Amazingly, the Corsair has a great roll rate in either direction. In the vertical, you can generate a lot of energy and she comes down hill with enthusiasm! I start my first loops at 300 knots and a 4-G pull, seeing a low of 140 over the top. The second loop starts at 250 kts. and I see 120 over the top. Ok, I’m happy with no altitude loss, so next time - I’ll work down to my eventual starting altitudes of 750 feet AGL for displays. She’s pretty straight forward in all regimes, so we’ll enter the circuit. (I hate to return with full ammunition trays and the tape still on my gunports!) I approach the aerodrome for a 250-knot pitch out/battle break. Power then back to 17 inches, not to be touched again. Flaps are selected gradually, stopping as the manual suggested at 30 degrees “until greater experience is acquired”. I hit the 180 point configured for landing and at 140 knots. I use my usual “Navy arc” and descend slowing to a 100 knot fence speed for these first wheel landings (later we’ll work on 90 knots at 50 flaps). Due to an interesting undercarriage structure for carrier landings, main-wheel landings are extremely smooth. It’s hard to tell when you’re on the ground. However, once the tail starts down, those large flaps blank the rudder (even at only 30 degrees), making steering very tricky. I retract the flaps after touch down and walk the tail down normally, but with great attention! There is a lot of momentum to be generated up front and divergence is not desired here! I taxi back and launch again for some full-stall 3-point landings. Those reduce the landing roll nicely, but are best left to minimal crosswind days. It’s definitely a fighter. It is responsive and well behaved, yet still tricky in some ways. I try to sense what those who checked out and flew it in the war must have felt, given what they had been flying - Harvards, Martlets and Hellcats. What a great weapons platform! Of all the WWII fighters, the Corsair continued longest in production after the war (until 1953 to be exact!). This was due to its superior capabilities as a fighterbomber in close-air support. I have now flown her in formation, done some good “dive bombing” as well as “dog fighting” against other fighter types. Inevitably I’m asked how the Corsair compares with these other types - the Bearcat, Mustang or whatever. The Corsair is

28 Pacific Flyer July/August 2012



“ Of all the WWII fighters, the Corsair continued longest in production after the war (until 1953 to be exact!). This was due to its superior capabilities as a fighter-bomber in close-air support “

probably the best overall fighter-bomber of its era. You don’t “wear it” as comfortably as some others, but you do have a most distinct impression that this is the ultimate weapons platform of its time. And Huge! 

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28/05/12 7:25 PM

Recreational Aviation Flight Lesson

Part 2

Flight Lesson 2 – 6/8/11 – Turns and Circuits (1.0 hour – total 2.3 hours) This is my 2nd flight instruction at Goulburn in an ultralight. The instructor said the purpose of this lesson would be to practice some more level left and right-hand turns, and then maybe to try a circuit. My lesson was due to commence at 0900, but I arrived at 0830 as I was so keen to go flying again. The instructor Teraya Miller arrived shortly afterwards. The weather on this early morning was fine and sunny, although a frontal system was moving in and due at 10am. Thus the instructor was keen to get the lesson under way before the weather was due to close in. We did a pre-flight on the Gazelle aircraft and then started the aircraft. After the aircraft warmed up we taxied to the holding area where I did a run up check, then when the oil temperature had reached the green section of the gauge we did a pre-take-off check and taxied to the runway holding point. This time the taxiing of the Gazelle was a bit more predictable than on my first lesson, but still a bit difficult to control. The air was reasonably calm just prior to taxi and takeoff. After the first lesson, Teraya had given me some details about circuits to study as well as the radio calls. I had been practicing the radio calls. So this time, when Teraya gave the calls I could actually understand some of what she was saying which went something like “Goulburn traffic, Gazelle 3290, taxiing runway 04, for training area to the south, Goulburn”. As the wind was coming slightly from the southwest, Teraya said we needed to take-off from the opposite end of the runway. Teraya gave a radio call and we started to taxi down runway 22 to the end of the runway and we turned around and now sitting at the centre of runway 04. Teraya said we were ready for take-off.



By Eric McCandless

I slowly applied full throttle and as we gained speed kept the aircraft in the centre of the runway and when we reached 50 knots, I slowly pulled back on the stick. We lifted from the runway and started to climb. I kept the aircraft climbing at 55 knots and when we reached about 500 feet (2600 above sea level on the altimeter), I started a slow left turn while still climbing. We then flew crosswind until the runway was about 45 degrees, then turned left again onto the downwind leg and levelled out at 1,000 feet (3,100 above sea level) and proceeded towards the training area to the south. Teraya asked me to practise some turns. During the 1st lesson, I had little difficulty with left turns as I could keep a reference to the angle of bank. I had more difficulty with right-hand turns as I could not seem to get a proper reference to the horizon. Initially we practiced a few left-hand turns, and a couple of right-hand turns. With this lesson I felt more comfortable with my right-hand turns. Teraya asked that we head back from the training area to the airport for a couple of circuits. I flew towards the airport and over flew the airport at 1,000 ft at right angles to it, then after a short period performed a left hand turn and then joined the downwind leg of a circuit pattern. Teraya then gave me instructions on doing a downwind check, which is fuel pump on, sufficient fuel, landing lights on, brakes off (i.e. don’t press the top of the rudder pedal with feet), seat belts secure, check runway for wind, aircraft, and other obstructions. Teraya said to keep an eye on the position of the runway and when we are at about 45 degrees to the runway, we should start to turn left onto the base leg. We then turned onto base, and started a slow descent with engine set to about 4,500 rpm. Teraya let me know when we should turn onto the final leg using a slow descending turn, and line up with the runway and keep the aircraft tracking towards the centre-line. Pacific Flyer July/August 2012


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We were at about 500 feet just after the turn which is about the right height. She instructed me on how to set the attitude of the aircraft and point towards the runway number as the aim point. She said that I should be looking more outside than on the instruments, but keep an eye on the air speed occasionally. Our air speed should be about 60 knots for final approach in the Gazelle, ours was slightly higher at close to 70 knots, so Teraya asked me to reduce the throttle slightly and we descended at around 65 knots whilst I concentrated on keeping the attitude pointed towards the runway number. She said that when I get closer I should shift my focus from the number to the end of the runway to get a better feel for the horizon and thus height and attitude of the aircraft. When we got closer to the runway, I shifted my gaze to the end of the runway and Teraya asked me to reduce power and then asked me to start slowly pulling back the control. “Hold it for a while and let it wash off some speed and settle” she said. Occasionally Teraya nudged the control up or down a bit, then asked me to reduce the throttle to an idle and after a short while we touched down on the runway. “OK, use gentle rudder control to keep it straight, no sudden movements. Keep the control pulled back until the nose wheel touches and then ease the control forward”. The nose wheel touched down and I eased the control forward. “OK, now gently push the throttle fully open and when we reach 50 knots pull back gently on the stick to take off again, but smoothly”. I did this and we were soon in the air again, and I tried to maintain a climb speed of 55 knots. The Gazelle seemed effortless in getting airborne again after touching down. Soon we were at 500 feet and I turned left in a climbing gentle turn. Then we reached the point where she asked me to turn downwind and after reaching 1,000 feet, I levelled out and set the power back to about 5,200 rpm. After a short while she asked me to do the downwind checks and then when we were about 45 degrees from the runway, she asked me to turn onto base, and start to descend. She said the objective was to be just above

30 Pacific Flyer July/August 2012



500 feet when we started to turn onto the final leg. The instructor noticed that the crosswind was building up and instructed a final landing. She advised that as the crosswind was high she would take control and that I was to follow her on the controls to do an aileron into the wind landing. There are apparently two main landing techniques with crosswind. The first type is to bank into the wind using aileron control which causes the aircraft to be inclined to the horizontal, and then land by touching down on one wheel (lowest) and then use rudder and aileron to bring the aircraft level with the runway. The second type is to keep wings level and to yaw the aircraft into the wind to maintain a straight direction down the runway using the rudder. Then when the aircraft is about to touch down, the rudder is used to straighten the aircraft as the wheels touch the runway. The instructor elected to perform the first type using aileron to steer into the wind. The instructor performed the manoeuvre and I followed her movements through the rudder and aileron controls. It was a strange feeling with wings steering into the wind and landing first one wheel, but the instructor performed the manoeuvre effortlessly. I only hope that I can learn and get experience at this type of landing. After landing, I took over again and taxied down the runway until we reached the grass strip and then taxied down the grass strip to the parking area and shut down the aircraft.

28/05/12 7:25 PM

During the taxi down the grass strip, I could feel the impact of the crosswind on the aircraft trying to push it off the straight line. I had to use more rudder control than normal to keep the aircraft straight. For the 1st flight I had lots of difficulty with rudder control on the ground during taxiing. With this 2nd flight I felt a bit more comfortable with rudder control although I still had a little difficulty, but it seemed a bit more controllable despite the effect of the crosswind which was pushing the aircraft around on the ground causing me to have to compensate. We taxied to the parking area and performed the shutdown sequence, engine to an idle, radio and intercom off, CDIs off, and the engine stopped, and then master switch off. We got out of the aircraft, but I found it hard to get my feet on the ground. I was so elated that I was floating 10 feet off the ground. The adrenalin was still flowing and it took me a few hours to come down. I can’t wait for my next lesson. P.S. The above description is written by me as an inexperienced pilot and is probably the incorrect procedure, it is just my impression and memory of what happened during the flying lesson noting that there is a awful lot happening in my mind during this stage of training. I will no doubt learn what the correct procedure is during my future lessons. 


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Refuelling By Richard Bond

Firstly, the idea is not to blow yourself up, You can avoid this by using static lines and clips wherever a new contact is made.

hot day, when the Avtur can be emitting vapour more so than usual. So what do we do?

Judging from the vast selection of different flying machines in this lively magazine, it is evident that a considerable degree of drum refuelling will be currently happening. The first thing to avoid doing is inadvertently blowing yourself up while refuelling. This was happening during the war, until they learnt about static electricity.

We effectively earth everything prior to bringing things together in any way. Use static lines to ground drums, pumps, and aircraft, to get rid of all static electricity potentially contained in anything. This means;

You see, when a metal flying machine speeds along through the atmosphere it picks up static electricity from the air, so it becomes positively charged, and when it lands on presumably rubber tyres, this charge cannot escape into the earth (through rubber) to render the aircraft neutrally charged, or to have the same charge as inanimate objects already in contact with the ground, like refuelling drums for instance. Such static electricity likes to get into the ground as quickly possible. Make no mistake about it – a static electricity spark can, and will, ignite aviation fuel such as Avgas, and it can ignite kerosene vapour, Avtur, just as readily too, particularly on a 32 Pacific Flyer July/August 2012



• A master static line from aircraft to the ground, • And then secondary static lines between drum and pump, • And pump and aircraft. This all might sound pedantic, but it comes from the same source as your other safety procedures, contained in your mnemonics, for instance, ie, experience won the hard way. MOISTURE. The next potential horror is moisture.

28/05/12 7:25 PM

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While Moisture will not blow you up, its effects can be just as disastrous. You can effectively look upon a drum of Avgas as a water pump, because of the amount of water it can potentially ingest from the atmosphere.

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When we were drum refuelling in the tropics, for instance, it was not unusual to discover two whole litres of water in already full drums of Avgas, which means two litres of Avgas was displaced in this process, and we are talking about sealed drums with the bungs in as tight as possible. Somehow this ingestion process is so effective that it can defy the mechanical seals. Fortunately moisture, being denser than fuel, will find its way to the bottom of the drum and lie there. So if the drum is slanted, your test samples should come from that artificially created low point. Always use a glass container for visual fuel tests, preferably a 2 litre laboratory beaker. Don’t fill it to the brim, but rather, leave enough space at the top to spin the liquid in the container. Such spinning assists all the moisture to accumulate to give you a good look at it in the bottom of the ‘jar’ where it will appear as a bubble type conglomerate, very similar to a blob of mercury. Then there is no mistaking this accursed affliction that you just paid well over a dollar per litre for. The effects of water in fuel can range from such disasters as loss of power on take off, engine failure in flight, or even engine damage in flight which amounts to the same thing. Moisture is probably more likely to cause failure than damage, because in conventionally aspirated engines (with carburettors) the moisture may not get past the carburettor because of low points, filters, etc. but if it did, and if that moisture found its way into the combustion chamber somehow, then the only thing likely to get compressed is the con rod holding the piston on. A further form of moisture testing is a paste which can be placed onto the end of a broomstick, say, or the end of a fuel pump, so the paste can change colour in the event of contact with moisture.

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Kerosene, or Avtur, tends to support suspended moisture a little more readily than Avgas, so there is good reason for using the paste method with Avtur, though I’d still use both methods either way. Look at me, I’m a silver haired old aviation fuel agent – and I’m still alive, aren’t I? Summary; • Ground everything with static straps, • Check for moisture Visually, and with paste, These are good habits to get into, and will most assuredly avert serious disaster which can occur when carrying out the otherwise simple and straightforward task of everyday into aircraft refuelling from drums. 



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28/05/12 7:25 PM


The devil is in the details of your aircraft’s systems ‘Flight Safety’ By Lloyd Knight

It seems to me that often pilots do not understand the principle of failsafe design, as it applies to electrical/electronic control of aircraft systems. To illustrate this, I will describe an incident that almost had a nasty outcome involving the operation of the hydraulically-boosted control system in the Bell 205 helicopter

Because of the heavy forces needed to control the rotor system, a transmission-driven hydraulic pump supplies pressure to servos that reduce the stick loads felt by the pilot. In the case of total hydraulic failure the helicopter can still be flown, although with some difficulty. Because hovering in this condition would be virtually impossible, a run-on landing would be required. A more difficult failure may occur when one hydraulic servo fails, but the others continue to work. This means that the controls are boosted in some parts of their movement, but not in others. Such a failure could easily result in an aircraft that is ‘unflyable’ by the average pilot. Bell therefore provides a switch allowing the pilot to disable the hydraulic system. The pilot still has to contend with a total hydraulic failure, but all the stick forces are equally high, and the aircraft is still flyable. The hydraulic disable system is fail-safe. This means that an electrical circuit is used to hold the hydraulic system in the disabled condition. When the hydraulic system switch is in the ‘on’ position, this circuit is switched off and the hydraulic boost is switched on.

34 Pacific Flyer July/August 2012



28/05/12 7:25 PM

“ What he had done by pulling the circuit breaker was negate the override system by de-energising it, which was the same as turning the hydraulic system back on “

Likewise, if the electrical system fails, this circuit will be de-energised, or off, and the control linkages will continue to be boosted, regardless of the position of the hydraulic override switch. This prevents loss of the aircraft electrical system from causing a total hydraulic failure. In short: if electrics ‘off’, then hydraulics ‘on’; for hydraulics ‘off’, electrics must be ‘on’. I was returning from an offshore sortie one day when the pilot of another aircraft called on the radio, in a highly-agitated voice, that he was losing control. He said the hydraulics kept cutting in and out, and the aircraft was rolling and pitching violently. There was real panic in his voice and I could hear his passengers shouting in the background. Another pilot called, ‘Switch off the hydraulics’. He responded with, ‘I’ve switched off the hydraulics, and pulled

the circuit breaker, I think we’re going in’. I called out as calmly as I could, ‘Leave the switch in the off position and push the circuit breaker back in.’ After a minute’s silence he came back with, ‘I did that and I have control back with no hydraulics.’ What he had done by pulling the circuit breaker was negate the override system by de-energising it, which was the same as turning the hydraulic system back on. Pushing the circuit breaker in turned the hydraulics off again. He proceeded back to base and made a run-on landing on the flight strip beside the runway. We all learned from that, about following the flight manual procedures and not applying our own overkill additional actions. The bottom line is:’ Know your aircraft’

SEAT LOCK FAILURE Report Text: On booking out a Cessna 150 at the flying club I noticed there had been an occurrence of the pilot's seat unlocking in flight. As there had been no reports in the days immediately before my flight I "assumed" that the defect had been rectified.

pulled the control column at 300 feet and 65 knots as the seat slid back a stall/spin could well have resulted. Opening the throttle fully caused the nose to pitch up and using the trimmer allowed the aeroplane to be controlled in pitch. My feet were too far back to reach the rudder pedals.

On final approach, as I applied rudder to counteract the crosswind, the seat moved back. I immediately applied full throttle and adjusted the pitch trim to fly the aircraft out of immediate danger. With the aircraft at a safe height, and stable, I repositioned the seat, and it seemed to lock. The landing was uneventful, but on parking, as the brakes were applied, the seat again moved back.

I can only conclude that other pilots must be taller than I am (being only 5ft 6ins) and the seat would then be in a different lock position, and maybe is locked. The pre-flight checks call for the seat to be adjusted and checked for security. This I had done and it seemed correct.

The defect was written up on the authorisation sheet as being dangerous, but a few days later, I noticed that the seat was recorded as having moved again. Was it in fact "rectified"? Defects on Cessna seat locking have been known for years and years and are supposed to have been sorted, they obviously have not!! Having been trained as an aircraft engineer, I tend to use a philosophy of "what if", and mentally rehearse the possibilities together with the necessary actions. Had I grabbed, and



CHIRP Comment: This can be a relatively common problem on some training/club aircraft through increased use of the seat adjustment mechanism. In the specific case of the Cessna 150 seat mechanism, an Airworthiness Directive has been issued. Involuntary seat movement can be extremely dangerous and sometimes catastrophic. In this incident the reporter handled a difficult situation very well by not instinctively grasping/maintaining hold of the control handwheel but electing to control the aircraft pitch attitude by power and trim.  Pacific Flyer July/August 2012


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MYSTERY PLANE Fellow aviation folk!

Here's a pic of something that looks like it came from outer space but it did fly and actually earned a living for a while. Just a little quiz to get the neurons going: 1. What is it? 2. Where is it? 3. What is it doing? 4. How many were built? 5. From what other aircraft type did many of its components come from? 6. What engine does it have? 7. When was it in service? 8. What is the Australian connection? (There are two). 9. What type of truck is in the picture? If you get all nine answers right - there will be an extra bikkie in your lunch box! Sent in by Ben Dannecker

LOST FOR A GIFT IDEA FOR SOMEONE WHO HAS EVERYTHING? Why not give a 12 month Gift Subscription of PACIFIC FLYER for just $38.00 - 6 issues We will include a Gift Certificate with the wording of your choice Just contact us on (03) 9775 2466 or Fax: (03) 9775 2488 with your details and we’ll do the rest. 36 Pacific Flyer July/August 2012



28/05/12 7:25 PM


“Wings” Author: Pete Abela

Wings – A Brief Synopsis “Wings” tells the story of Walt and his grandson Scott, who both have a fierce longing to fly albeit in vastly different circumstances. Walt - who grew up in the depression - found out first hand that becoming a pilot takes sacrifice and tenacity. When World War II broke out he pestered the RAF for eighteen months before they finally accepted him. At that point he was given forty eight hours leave to marry his fiancé and then sent overseas for twelve months of training. On his return to England for operational activities, his best friend was killed almost immediately and he had to write a letter of sympathy to a widow who had only been married for eight weeks. Scott spent his childhood listening to tales of his Grandfather’s aerial exploits and developed an intense craving to be a pilot. He gave up education, financial security and a possible career to follow his dream. However, the number of people wanting to be a pilot vastly outweighs the limited opportunities on offer. After overcoming numerous difficulties, Scott finally achieves his goal of becoming a pilot for Qantas. “Wings” weaves together two tales: one set in war-torn northern England,



and the other set in the modern-day Illawarra region of New South Wales. As Scott learns about the sacrifices and difficulties Walt overcame to take to the sky, he battles his own challenges in order to follow his dream. As Scott progresses, his grandfather declines - Walt loses his wife, his sight and his hearing – but throughout these difficulties is still there to offer support and encouragement. In following Scott’s progress towards his dream, Walt also keeps alive the wonder of his own youth. With insights into the modern day aviation scene and life in the Royal Air Force of World War II, this is a must for anyone who has an interest in history, aviation or simply an old fashioned love story. Wings can be purchased direct from the publisher or from Amazon. You can learn more about the author at

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ACCIDENT SUMMARIES By Gary Wiblin Editor, Aviation & Safety Magazine

Columbia 400 Down In IFR Accident Pilot Killed in Approach in ‘Quarter-Mile’ Visibility

'God damn it... We're gonna crash'

were the last words PDX controllers heard from the pilot. The aircraft was apparently in the process of making another missed approach in poor visibility to Rwy 10R while pursuing the ILS at O815 Local Time when the aircraft went down. PDX controllers informed the pilot that RVR was "700, 800 midfield, 800 rollout" as it was executing its second known attempt to land. A number of commercial carriers had landed just prior to the Columbia 400. The accident took the life of the pilot, Oregon doctor Richard Otoski, a Klamath Falls dermatologist. The accident took place just short of a runway at Portland (OR) International Airport. Otoski was the only person on board the aircraft, manufactured by the former Lancair Company, in 2005. A meteorologist with the National Weather Service, Dan Keirns, was reported to have confirmed that visibility at the airport (at the time of the accident) was approximately 'a quarter-mile or less' in fog. Other reports quote visibilities of as little as one-eighth of a mile. The tragic accident closed the airport for the better part of 20 minutes, reportedly delaying three arriving flights and five departures.

38 Pacific Flyer July/August 2012



Instrument flying involves knowledge, and skill. It is also one of the few skills that needs constant practice in order to remain current. It is a skill that fades quickly without regular use. I personally have never supported the idea of the PPL IFR rating due to the fact that most Private Pilots just don't fly enough to be completely safe in all weather operations. There are indeed those that do fly regularly enough to stay suitably sharp, but it is those that fly less regularly, and indeed less regularly in low visibility conditions that could be a danger to themselves, and others. I once heard an instrument rated PPL say to friends in the pub that he actually never used his IF rating, it was just there “in case he needed it one day, to get clear of weather and get home”. Ouch! In other words, this pilot was saying that he preferred to never practice his instrument flying skills and would only actually do some hands on practice when conditions demanded that he be super-sharp, or die. Just as an aerobatic pilot must maintain the edge by constant practice, so too must an instrument pilot do the same. Instrument flying demands a great deal of physical flying skill and also a well nurtured sense of situational awareness at all times. It cannot be kept for “just in case”. It will then most likely get you into trouble, and not out of it. 

28/05/12 7:25 PM

THE GINGHAM DRESS A lady in a faded gingham dress and her husband, dressed in a homespun, threadbare suit, stepped off the train in Boston and walked timidly without an appointment into the Harvard University President’s outer office. The secretary could tell in a moment that such backwoods, country hicks had no business at Harvard & probably didn’t even deserve to be in Cambridge. “We’d like to see the President,” the man said softly.’ “He’ll be busy all day,” the secretary snapped. “We’ll wait,” the lady replied For hours the secretary ignored them, hoping that the couple would finally become discouraged and go away. They didn’t, and the secretary grew frustrated and finally decided to disturb the President, even though it was a chore she always regretted.

The President was pleased. Maybe he could get rid of them now. The lady turned to her husband and said quietly, “Is that all it cost to start a university? Why don’t we just start our own? “Her husband nodded. The President’s face wilted in confusion and bewilderment. Mr. and Mrs. Leland Stanford got up and walked away, travelling to Palo Alto, California where they established the university that bears their name, Stanford University, a memorial to a son that Harvard no longer cared about. You can easily judge the character of others by how they treat those who they think can do nothing for them. A TRUE STORY by Malcolm Forbes

“Maybe if you see them for a few minutes, they’ll leave,” she said to him! He sighed in exasperation and nodded. Someone of his importance obviously didn’t have the time to spend with them, and he detested gingham dresses and homespun suits cluttering up his outer office. The President, stern faced and with dignity, strutted toward the couple. The lady told him, “We had a son who attended Harvard for one year. He loved Harvard. He was happy here. But about a year ago, he was accidentally killed. My husband and I would like to erect a memorial to him, somewhere on campus.” The President wasn’t touched. He was shocked. “Madam,” he said, gruffly, “we can’t put up a statue for every person who attended Harvard and died. If we did, this place would look like a cemetery.” “Oh, no,” the lady explained quickly. “We don’t want to erect a statue. We thought we would like to give a building to Harvard.” The president rolled his eyes. He glanced at the gingham dress and homespun suit, then exclaimed, “A building! Do you have any earthly idea how much a building costs? We have over seven and a half million dollars in the physical buildings here at Harvard.” For a moment the lady was silent.



Pacific Flyer July/August 2012


28/05/12 7:25 PM


AEROCHUTE ADVENTURES! POWERED PARACHUTES. Stories, News, Flying Tips and Adventure!

2012 Aerochute Flight May came around again and we all got ready for our Aerochute record flight at Werribee. Cars started arriving around 5.30am, we then had a detailed briefing and started to set up with our group leaders. The weather was good but we had a stiff 10knt wind. Take off started and Aerochutes were popping off the ground with a sunrise backdrop. We had a group of 34 Aerochutes all doing their fly past the field about an hour after the first take off. It was a spectacular flight and congratulations to all the pilots and ground crew.

40 Pacific Flyer July/August 2012



28/05/12 7:25 PM

JOIN THE GROWING BAND OF GYROPLANE ENTHUSIASTS Who are realising the unique performance safety and simplicity of the modern GYROPLANE. There are Clubs and Instructors around Australia who can take you from TIF to Pilot Certificate. They can also guide you toward obtaining your first GYROPLANE. Informative Quarterly magazines are issued with * Technical articles * Flying experiences * Information on events and fly-ins and * Contact with fellow enthusiasts

ASRA is the organisation approved by CASA to administer the sport of GYROPLANE flying in Australia. For more information on ASRA, contacts in you area, or information of “Gyro News” magazines, contact Mark Robertson PH/FAX 07 5476 9820; ASRA website

Tips for Handling Telemarketers Three Little Words That Work !! (1)The three little words are: "Hold On, Please..."

Saying this, while putting down your phone and walking off (instead of hanging-up immediately) would make each telemarketing call so much more time-consuming that boiler room sales would grind to a halt. Then when you eventually hear the phone company's "beep-beep-beep" tone, you know it's time to go back and hang up your handset, which has efficiently completed its task. These three little words will help eliminate telephone soliciting.



(2) Do you ever get those annoying phone calls with no one on the other end?

This is a telemarketing technique where a machine makes phone calls and records the time of day when a person answers the phone. This technique is used to determine the best time of day for a "real" sales person to call back and get someone at home. What you can do after answering, if you notice there is no one there, is to immediately start hitting your # button on the phone, 6 or 7 times, as quickly as possible This confuses the machine that dialed the call and it kicks your number out of their system. Gosh, what a shame not to have your name in their system any longer !!!

Pacific Flyer July/August 2012


28/05/12 7:25 PM


Ballina Aero Club Inc. - Dick 02 6687 7305 Broken Hill Recreational Aircraft Club - 0418 858 189 Casino Aero Club - Harry 02 6662 1973 Coffs Harbour & District Aero Club Ltd - Martin 02 6652 2992 Evans Head Flying Group - Bob 02 6682 4475 Flight North - Schelly 02 6683 4225 Forbes Soaring & Aero Club - Steve 02 6852 2594 Goulburn Aero Club - 02 4821 7798 Griffith Aero Club - 02 6964 1666 Hastings District Flying Club - Rod 02 6585 3835 Holbrook Aviators Group - 02 6959 2131; 0427 710 005 Holbrook Ultralight Club - 02 6036 3042 Holiday Coast Ultralight Association - 015 292 921 Hunter Recreation Flying Club - Chris 0419 486 125 Hunter Valley Gyro Club - Wal 049 326 534 (ah) Moree Aero Club - 02 6752 2582; 0428 526 010 Moruya Light Aviators - David 02 4473 8848 Mudgee Sport Aviation Club - Carolyn 063 724 771 Namoi Aero Club - Des 0429 664 969 Pico Light Flying Club - Jos (ah) 02 6026 5658 Powered Parachute Club - Graeme 0414 862 397 Royal Newcastle Aero Club - 02 4932 8888 (office) SAAA Chapter 1 Sydney Nth Inc. - Phillip 0411 387 434 SAAA Chapter 2 Camden Inc. - Graham 0417 985 200 SAAA Chapter 4 Sth Coast Inc. - Peter 02 4229 5350 SAAA Chapter 5 Centrak Coast Inc. - Phil 0407 494 930 SAAA Chapter 6 Coffs Harbour Inc. - Paul 02 6569 9484 (ah) SAAA Chapter 7 Mid-North Coast Inc - Bill 02 6559 9953 SAAA Chapter 11 Nth West Sydney Inc. - Darin 02 8213 6223 SAAA Chapter 12 Sydney Sthn Inc. - Graham 02 9585 8858 SAAA Chapter 23 Frogs Hollow Inc. - Drew 02 6495 9484 Scone Aero Club - - 02 6545 1741 Snowy Rivers Aviators - Gitta 0439 281 129 South Coast Recreational Flying Club - Graham 0407 031 121 Sydney Recreational Flying Club - Darryl 0425 251 939 Sydney Microlight Club - Andy 02 9999 3478 Tamworth Recreational Flyers Inc - 0429 659 077 Temora Aero Club - Jill 0412 409 171 The Moruya Light Aviators Inc. - Ian 02 4474 0151 The Oaks Flyers - Dave 02 4657 2771 Tumut Aero Club - Phil 02 6947 4075 Tyagarah Flying Group - Garry 02 6684 7104

Flying Fleas Flyers Ass. Aust - Andre 07 5482 6805 Flying Tigers Ultralight Club - Boonah - 0409 496 821 Gatton Recreational Flyers - Dieter 07 4630 6663 Gold Coast Sports Flying Club - Roger 07 3807 0790 Hedlow Flying Group (Rockhampton) - 079 227 255 Hervey Bay Aero Club - Mark 07 4129 4889 Hinkler Flying Club - Bundaberg - 071 551 900 Kooralbyn Flyers Social Club - Skyflyte 07 5544 6406 Isis Flying Club - Reg 07 4126 1420; 0418 760 848 Middlemount Flying Group - Ivan 07 4948 0241 Mount Isa Sport Fliers - John 0429 480 580 Noosa Flying Club - Tony 07 5485 3016 North Queensland Lightweight Aircraft - 07 4742 6535 Old Station Flying Club - Raglan - George 079 346 535 Brisbane Valley Sport Aviation Assoc. - Mike 0418 735 785 SAAA Chapter 15 Queensland Inc. - Peter 07 3345 3933 SAAA Chapter 19 Gold Coast Inc. - Brian 07 5502 9940 SAAA Chapter 22 Sunshine Coast Inc. - Graeme 07 5494 9582 SAAA Chapter 34 Far Nth Qld Inc. - John 07 4033 5448 South East Queensland. Sport Aircraft Club - 07 3205 5885 South East Queensland Gyroplane - Bruce 07 3266 6800 Sports Aircraft Operations Group - Straddie Aero Club - 07 3409 9727


SAAA Chapter 26 Monaro ACT Inc. - John 02 6239 6146

Adelaide RA Group - Chris 0418 859 815 Adelaide Soaring Club Inc - Gawler - Karl 0414 701 019 Aldinga Aero Club - Evan 08 8326 0609; Barossa Birdmen Inc. - Jeff 0418 809 840 Goolwa Aero Club - Doug 08 8555 3526 Jamestown Flying Group - Guy 0408 859 697 Kingston Flying Club - Dennis 08 8767 2145 Loxton Aero Club - Rod 0428 846 904 Maitland Aero Club Inc - Richard 0418 859 049 Mt.Gambier Ultralight Flying Club - Kevin 0417 877 529 Murray Bridge Light Aircraft Flying Club - Mick 0412 744 611 Port Lincoln Flying Club - Michael 0407 424 607 Recreational Flying Club of SA Inc - 0437163202 Renmark Gliding Club - David 0417 890 215 SAAA Chapter 17 Pallamana Murray Bridge Inc. Don 08 8363 3920 SAAA Chapter 25 Port Lincoln Inc. - Michael 08 8682 1977 South Australian Rotor Club (Inc) - Shaun 0409 675 875 Southern District Flying Club - Larry 0408 815 094 Southern Mallee Flying Club - Stretch 0417 081 773 Sport Aircraft Club of SA (Inc) - Ed 0408 787 018




Alice Springs Aero Club Inc. - Jack 08 8955 5200 Central Australian Sports Aircraft - Robert 08 8952 1985 Darwin Microlight Club - Chris 08 8945 7455 Darwin Rotorcraft Club - Russell 0418 276 747 SAAA Chapter 35 North Australian Inc. - Vern 0418 898 899 Top End U/L Club - Noonamah 0412 345 111


Airlie Beach Aero Club - Ivan 07 4948 0241 Albatross Flying Club - 07 5573 5444 Atherton Recreational Aviators - 07 4091 2743 Barcaldine & Dist. Airsports Club - 07 4651 2442 Bundaberg Aero Club Inc. - 07 4155 1528 Caboolture Microlights - John 0447 073 151 Callide Dawson Flying Group - Tony 0417 708 559 Canungra Flying Club - 07 5544 6406 Darling Downs Sport Aircraft Assoc. - Trevor 07 4695 8541 Dysart Aero Club - Michael 0400 733 283 42 Pacific Flyer July/August 2012



Aero Club of Southern Tasmania - 03 6248 5370 Gyro Recreation in Tasmania - Jim 03 6239 9688 Tasmanian Aero Club - 03 6391 8330 Wynyard Aero Club Inc. - Max 03 6442 1079


Aerochute Association of Australia - Andy 0413 056 666 Ballarat Aero Club - 03 5339 1742 Bendigo Flying Club - 03 5443 8395 Bendigo Gliding Club - Phillip 03 5435 3665 Cobden Aero Club Inc. - Chris 0419 351 977 Donald Aero Club Inc. - 03 5498 6253; 03 5497 6255 EAA - Point Cook Chapter 1296 - 03 5428 9202 East Gippsland Aero Club Inc - Jack 03 5156 4355 Geelong Sports Aviator - Michael 0422 231 520 Goldfields Ultralight Flying Club Inc - Bill 03 5345 3386 Goulburn Valley Aero Club - 03 5823 1411

28/05/12 7:25 PM

CLUBS Hamilton Aero Club Inc. - Barrie 0427 052 578 High Country Aero Club - John 03 5159 1597 (ah) Horsham Flying Club - 03 5382 3491 Lightweight Aircraft Assoc. - Paul 03 9783 8859 Maryborough Aero Club - Fred 0409 859 565 Mid Murray Flying Club - 0408 694 998; 03 5032 2444 Mildura Sport Aviation Inc - Brian 03 5024 6442 Murrindindi Aviation Group (Yea) - Simon Wills 03 9716 1789 Porepunkah Alpine Flyers - Greg 03 5750 1555 Portland Aero Club - Will 0412 305 627 Powered Parachute Club of Victoria - Peter 03 9876 7877 SAAA Chapter 14 Latrobe Valley - Terry 03 5127 5765 SAAA Chapter 18 Melbourne Inc. - David 0418 342 983 SAAA Chapter 20 Kyneton Inc. - Donald 03 5789 1362 SAAA Chapter 21 Moorabbin Inc. - John 03 9532 2442 SAAA Chapter 27 Tyabb Inc. - Brian 0408 322 358 Sapphire Pilots Interest Group - Brent 03 5766 4220 Southern Microlight Club - Kel 0421 060 706 Sunbury Aero Club - 03 9744 1305 Sunraysia Sport Aircraft Club - Brian 0408 690 650 Victorian Sport Rotorcraft Association - 03 9379 3777 Wangaratta Aero Club - 03 5721 3845 Woodvale Flying Group Inc. - 03 5444 0892 Yabba North Flying Assoc. (Dookie) - Geoff 03 5821 0747


Kalgoorlie-Boulder Aero Club - Simon 0408 939 686 Midwest Aero Club (Geraldton) - Brett 0429 401 080 Narrogin Flying Club - 08 9881 1761 SAAA Chapter 10 SW WA Inc. - Michael 0408 090 438 SAAA Chapter 13 Albany District Inc. - Noel 08 9845 3242 SAAA Chapter 16 Serpentine Inc. - Bo - 08 9524 2000 SAAA Chapter 24 Jandakot Inc. - Joe - 08 9203 8260 Superlight Aircraft Club of WA (Inc) - Bob 08 9299 8008 University Flying Club - Andrew 08 9354 5427 WA Ultralight Flyers Club Inc. - Don - 08 9447 8037 Western Microlight Club, Inc. (Bunbury) - Don 08 9447 8037


Hang Gliding Federation of Australia Ph: 02 6559 2713; Email: Recreational Aviation Australia - Ph: 02 6280 4700; Email: Sport Aircraft Association of Australia Inc Ph: 02 6889 7777; Email: Australian Sport Rotorcraft Assoc. - Ph: 07 5476 9820 Email: registrar@asra, The Gliding Federation of Australia - Ph: 03 9379 7411; Email:

S L O O H C S G N FLYI Queensland

Sport Aircraft 3 Axis unless stated W/S (weightshift); P/P.chute (powered parachute)

New South Wales

Air Escape - Weightshift & 3-Axis training, Tumut. Servicing Canberra, Riverina southwest slopes. Airborne dealer. J160C Jabiru online Manilla Sky Ranch - Manilla. U/L, Microlight, Gyrocopter, Hang Glider Aerotowing. Phone Willi Ewig, 02 6769 7771; Airwings Recreational Flying School - 3 axis training in a Jabiru at Narrandera, serving the Riverina. For training phone Bob 0409 462 674; for hire phone Craig 0414 613 765; email International School of Aviation Cessnock Airport Ph: 02 4990 0888 Email:



in this list minimal included To be list for a inalthis d ude incl To befor st phone co a minim r 03 66 5 2466 24977 Pacerific03Flye 9775 ne c- Fly cost pho Pacifi New Horizon Microlight School Ballarat. Phone Wayne 03 5336 3259

Adventure Flights - Redcliffe aerodrome - Kipparing. Phone 0427 288 298 E:

Yarrawonga Flight Training Yarrawonga Aerodrome. W/S for all your training needs. Ph/Fax: Peter McLean 03 57441466.

ATA Recreational Flying School Townsville - Stephen O`Donnell 0414304893 Email:

Mallee Microlights - Lameroo Airfield. Phone Matthew Walter 0407 763 493

FlyCQ - Emerald Airport., John Gordon 0418 458 095. Email:


Aerochute - P/P.chute - Nth Coburg. Ph: 03 9354 2612. See ad in Pacific Flyer Ballarat Aero Club - Airport GA & UL. Phone Barry Green 03 5339 1742; Fax 03 5339 6143; Eagle School of Microlighting -W/S Bright. Ph 03 5750 1174 or 0428 570 168.

South Australia

Murray Bridge Light Aircraft Murray Bridge Airfield. Texan TC, Jabiru, Gazelle & GR912 Lightwing. Phone CFI Mike Chapman 0412 744 611 08 8531 0988;

Western Australia

Blue Sky Aviation - Wongan HillsBeverley-Narrogin. Phone Gareth Lloyd 0402 845 244; Sky Sports Flying School - York. 3-Axis and weightshift training. Phone 0419 942 645; MACKAGRI Aviation - Esperance RAAus Flight Training. Contact: David Mack: 0407 036 173 Pacific Flyer July/August 2012


28/05/12 7:25 PM

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Classified Deadlines Issue Sept/Oct ’12 Nov/Dec ‘12 Jan/Feb ‘13

Cut off

On sale

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Pacific Flyer July/August 2012


28/05/12 7:25 PM

Ph: 03 9775 2466, Fax: 03 9775 2488 or email: Sport Aircraft STOLP/STARDUSTER SA-500

SINGLE-SEAT THRUSTER Rotax 503 - 300 hrs. Needs Assembly Now. New covers, cables, fuel tank, fittings, Seat u/c. Never been registered. In storage. South Gippsland - $7,000 Ph: 0421 719 583 for inspection


KARAONE - 10-3025

Stolp/Starduster SA-500 Starlet 19-4424 2006, Lycoming O-235c1, McCauley prop, VFR, Radio, oil temp and pressure, e-starter, 87l fuel, 96h TTAF, 780h HTR on engine. Awesome RAA Sports Aircraft or aerobatic in VH. Vcruise 105kts @ 19l/h , Vstall 45kts. Less than a handful flying in the world - as featured in P/F Sept Issue 2011. Based at Caboolture, QLD. $ 35.000 negotiable - Looking for a good Pilatus B4 or 15/18m composite single-seat glider setup. Prepared to trade with cash adjustment either way. Phone Mario on: 07 3824 1769 0417036687 Email:

Reluctant sale due to ill health. Single-seat, Rotax 503, Electric start, Icom radio. Hangared at Narrogin W.A. Good Condition. $15.000. For more information phone: (08) 9419 3408



1835 VW completed 1984. Registration RA AUS, recent LAME workover, in good condition. Garmin 296 GPS and radio. 12.15 ltr/hr, stalls 32 knots. Sell for $21,000. Phone 03 9314 3513 - Vic


Drifter XP 503 T,T 200 hours on air frame. New motor and gear box “B” 3 blade Ivo-prop plane, has been re-built ground-up. Motor has not been started as yet $20.000 Also a trailer to suit plane - $2,500 Will consider trade for vintage car. For more info 0423970815 46 Pacific Flyer July/August 2012



90HP, 2400cc. Genuine 25 hrs since factory new with upgraded 4301 magnetos. High torque engine ready to install. $7,900. Yes, it is priced to go…less than half the price of the latest L2400. Reason for sale: Airframe buyer wanted different spec engine. Also engine required magneto upgrade due to airworthiness directive…$3,100 just spent on that. Suitable for motor gliders, ultralights etc. Email: Phone - 0421 331 141.

28/05/12 7:25 PM



Ph: 03 9775 2466 Fax: 03 9775 2488 or email: Gyros

Powered Parachutes TECHNOCHUTE


Powered Paraglider

2 seater, 2x40 goodwin seat tanks, Rotax 192, Rotor break electric prerotator, dual control, hot air intake, nose wheel brake. 28ft rotor blades. 50 hrs TT. Garmin 69C. UHF radio plus intercom. $55,500.00 Ph: Mark 0428 779 107



REVOLUTION MINI 500 HELICOPTER KIT Revolution Mini 500 Helicopter Kit. Brand new. Never assembled. Fibreglass prep work done. Complete with doors supplied. No engine. $26,000. Can supply with upgrade parts as required. Ph: 07 5429 8148 or 0408 124 350

TWO AIRCRAFT IN ONE!!! Powered paraglider and Weight shift Microlight. Double your fun. The QUAD-POD is a super strong ‘monocoque’ design constructed of fibreglass/Kevlar. A customised DFS Spartan trike converted to a quad providing superior ground stability over trikes. A unique machine that can be flown with a paraglider OR hanglider. Powered by a Compact Radial MZ34 with 201 exhaust, 32HP, approx.90 kgs thrust, three blade ground adjustable Ultraprop. Many extras, Geelong, Victoria Contact or 0417 341 367

UNFINISHED AERO PUP 4 X 2-SEATER Full kit to Firewall Forward. Fuselage factory Jig. TIG welded and powder coat painted. Wings assembled. Dihedral set (foldback) mounted on wheels. Freeling South Australia. $11,000 - ONO Contact Jeff - 0885 252 092 Mobile: 0417 816 490 Email:


I bought the Technochute about 10 years ago, and flew it round and round an airstrip. Arriving home in North Queensland, that flight was my only experience. I never flew it again. It has been hangared, which has caused some soilage. Has only 12 flight hours, and runs well. Has the same Rotax as the Aerochute, but is not RAA certified. Offers over $5,000 only. Phone or SMS Jon 0423 330 566 - Nth Qld

PLEASE NOTE: All classifieds must be pre-paid. Handwritten ads must have clear writing, as no responsibility will be taken for poorly written text.



Pacific Flyer July/August 2012


28/05/12 7:25 PM

Ph: 03 9775 2466, Fax: 03 9775 2488 or email: Trikes AIRBORNE WIZARD 2 WINGS FOR SALE 2003 manufacture, one blue and white, the other yellow, black and white. Both 250 hours and in good condition. Can email photos on request. $2,200 each. Phone Simon 03 9716 1789, 0418 554 872 or email - Vic


Builder Assistance BUILDER ASSISTANCE AVAILABLE Builder assistance available now for RV or any sport aircraft. 20 yrs experience with Sheet Metal, Tube and Fabric, Wood and Composite structures. Just completed an RV-7 and looking for a new project. Everything done in-house including avionics, wiring and paint. References available. Call Terry - 07 4168 9896 or 0408 698 235.

Rotationally moulded cross linked polyethelene

The Ultimate Fuel Tank

Now available, holds 10 gallons! Suitable for: Gyrocopters Microlights Homebuilts Hovercraft Australian CAA approved Flush mounted filler cap, moulded throttle inserts, catchment sump, non-corrosive brass inserts lay-back shape, body conformed, minimal fuel slosh design, rotationally moulded, 10 gallon capacity - empty weight 12lbs

Virtually indestructible

only $325.00 plus pack & post & fittings Ted Minty, The Australian Auto Gyro Co

Phone: (02)9449 9816

Hangars HANGAR FOR SALE Redcliffe Airport, Qld.. Brand new lease 11m X 14m. $108,500 ONO. For more information Email

Land Sale LAND FOR SALE 2500 M ² High, level land in the dress circle area of the final stage of Gatton Airpark. Power, phone, pressure town water, with 38 mt grass strip frontage. This residential, recreational airpark has matured with quality owners and quality homes, setting the tone for a bright and enjoyable future. Call Stan - Ph: 07 3880 1623 Mob: 0407 148 921

UNDERSTANDING WOMEN ( A MAN’S PERSPECTIVE) I know I’m not going to understand women. I’ll never understand how you can take boiling hot wax, pour it onto your upper thigh, rip the hair out by the root, and still be afraid of a spider.

48 Pacific Flyer July/August 2012




TruTrak Flight Systems Autopilots for All Recreational Aircraft - Jabiru, SportStar, Technam, Texan, Sonex, Esqual, Lightwing, Glassair, Lancair, RV... You build it- we fly it.

Australasian Distributor & Service Centre

0419 554 656

28/05/12 7:26 PM

BRM Aero Bristell.

Simply impressive.

Well designed, quality construction and outstanding performance from the masters of Czech aviation, BRM Aero. Brett . 0428 355 266 JULY/AUGUST FRONT COVER 3 4352 Fullpp_PacFly_201206.indd 1


28/05/12 4:00 PM 26/04/12 2:53 PM


28/05/12 4:00 PM

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Pacific Flyer July-August Issue