Australian SportPilot Magazine - Issue #111 - April 2025
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NEXT STOP AVALON
Welcome to a bumper Avalon Airshow edition of SportPilot. Since the first Airshow happened back in the nineties we’ve been involved in displays or communications at the event. This year we will be there again, working and enjoying the show. Our office is 5nm from Avalon, so when the big jets roar in we hear and feel them arriving and leaving. It’s an exciting time. If you can get there, don’t miss it. There are a lot of good airshows about (we help run some) but Avalon combines a great aerial show with the biggest ground display in Oz. RAAus will have a display at this year’s event and I encourage you to come and visit us and chat to staff who will be on hand and very glad to see you. If you spot any of the SportPilot team there, don’t hesitate to come and say hello.
I know we bang on about safety a lot, but the recent spate of air accidents both in Australia and overseas is making us all aware of the risks in aviation. In the next few issues, we will be focusing on topics like airmanship, safe flying practices and what to do in the event of an accident. We will be including important information that might just save your life, so I think it’s worth investing a few minutes in reading the articles. And as always, we would love to hear your thoughts on what we can all do to make flying safer.
May you have blue skies and a tailwind and I hope to see many of you at Avalon.
The Republic of Korea Air Force (ROKAF) Acrobatics Team, Black Eagles in display at the 2023 Australian International Airshow at Avalon.
EDITORIAL
(03) 5273 4777
editor@sportpilot.net.au
EDITOR
Nicholas Heath
DEPUTY EDITOR
Sophia Blakebrough
STORY
CO-ORDINATOR
Nick Jones
ADVERTISING
(03) 5273 4777
advertising@sportpilot.net.au
ADVERTISING
CO-ORDINATOR
Camille Wagner
Sophia Blakebrough
FINANCE
Christine Heath
PRODUCTION
SENIOR DESIGNER
Regina Mari
DESIGNERS
James Conte
Steven Hedley
PROOFING
Ruby Rawlins
DIGITAL
Nick Jones
Budda Pile
Matt Dwyer
Nic Emanuele
SUBSCRIPTION INFORMATION
SportPilot Magazine is an official publication of Recreational Aviation Australia and is published three times a year by Pace Marketing Pty Ltd. ABN 33 052 999 925. 6 Brougham Street Geelong VIC 3220.
As part of their RAAus financial membership, all members, flight training schools and clubs will receive each issue of SportPilot free of charge. Alternatively, readers are welcome to undertake an Affiliate Membership with RAAus with an annual charge of $39.95*.
To subscribe visit raaus.com.au
MAR 2025
RECREATIONAL AVIATION AUSTRALIA
HEAD OFFICE
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CEO
Maxine Milera ceo@raaus.com.au
CHIEF OF AVIATION
Cody Calder cody.calder@raaus.com.au
HEAD OF SAFETY
Chris Windle chris.windle@raaus.com.au
HEAD OF FLIGHT OPERATIONS
Marty Peters marty.peters@raaus.com.au
HEAD OF AIRWORTHINESS AND MAINTENANCE
Jared Smith jared.smith@raaus.com.au
ASSISTANT HEAD OF AIRWORTHINESS AND MAINTENANCE
Darren Barnfield darren.barnfield@raaus.com.au
HEAD OF TRAINING DEVELOPMENT
Neil Schaefer neil.schaefer@raaus.com.au
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DIRECTORS
Michael Monck (Chair) michael.monck@raaus.com.au 0419 244 794
Luke Bayly (Deputy Chair) luke.bayly@raaus.com.au
Trevor Bange trevor.bange@raaus.com.au
Jennifer Laird jennifer.laird@raaus.com.au
Simon Ozanne simon.ozanne@raaus.com.au
Paul Reddish paul.reddish@raaus.com.au
Andrew Scheiffers andrew.scheiffers@raaus.com.au
AND CONDITIONS All content published within this magazine is the property of Pace Marketing Pty Ltd. ABN 33 052 999 925. It is protected by Australian and International
and Intellectual Property legislation. You are unable to interfere or breach any of the legislation or intellectual property rights that protect this publication. All rights not expressly granted under these terms of use are reserved by Pace Marketing Pty Ltd. Unless stated otherwise, you are forbidden to copy or republish any content or property within this magazine without the copyright or trademark owners’ permission. The magazine title, as well as the associated logo of Recreational Aviation Australia Ltd, are the property of Recreational Aviation Australia. Pace Marketing Pty Ltd reserve the right to be acknowledged as the magazine’s designers. While every reasonable effort has been made to ensure the accuracy of content within this magazine, no warrant is given or implied. Content within this magazine is available to you on the condition that you undertake full responsibility for assessing the accuracy of the content and rely on it at your own risk. Opinions expressed are not necessarily those of the individuals named or referenced within this magazine. Recreational Aviation Australia Ltd in conjunction with Pace Marketing Pty Ltd reserve the right to decline any article, letter or comment deemed unacceptable for any given reason. No endorsement or responsibility is implied or accepted for any product advertised within this magazine. Advertisers and buyers within this magazine are responsible for ensuring that all products advertised and/or purchased via this magazine meet all appropriate Australian Certification and Registration requirements, particularly those pertaining to Civil Aviation Safety Authority (CASA) and Recreational Aviation Australia. Please note that all aircraft featured within this publication are registered and legally permitted to fly. Please be advised that photographs of aircraft within this publication may be altered without notice for editorial purposes.
DARWIN TO THE KIMBERLEYS
LETTERS
Dear Editor,
I would like to support Rob’s contention about the advantage of early exposure to the flapless approach to assist the student’s ability to hold off for a lowspeed touchdown. Easily the most difficult motor skill to obtain in flying is this judgement and there are a number of considerations and probably as many opinions. Some observations from my experience as an instructor. Firstly, and obviously, the lighter the aircraft with flaps out the more quickly it’s likely to sink to contact the ground. Ben makes a good point that there will be little time to ‘get the eye in’. Similarly, slower flying aircraft with low stalling speed may not have to lose much speed before running out of flying speed and wind shear, such as a sudden rush of headwind, can cause loss of lift in a split second. Also, the type of landing area makes a big difference to our depth perception. The easiest landing experience tends to be where there is a relatively narrow, defined runway, compared to landing on a very wide, black runway. Particularly if wet, in poor light a runway can look like a black hole. I look at the problem this way. We evolved to assess depth, say picking something off the ground, only about as fast as we run, which is much slower than the average aircraft’s hold off speed. Therefore, relying on ‘natural’ skills, like trying to get a judgement of depth (height above ground) by getting a ‘bead’ on the ground close in front just isn’t possible because it’s rushing past. Only the learned skill of depth perception can overcome our lack of evolved ability in this very particular case.
Regards, Alexander
Editor: Hi Alexander, That’s some interesting points you have raised. It’s always good to hear from Instructors as they have that hard won experience. I hear you on runways in wet weather. It can mess with depth perception. My light bulb moment was when my instructor got me focused on the far end of the runway in the flare.
Dear Editor,
I refer to the article on aviation fuels by James Heath in Issue 110. The article contains several errors. Firstly, MOGAS purchased at Australian service stations does not contain ethanol unless labelled as such (E10/
E80). There are laws in certain Australian states that specifically prohibit the selling of ethanol blended MOGAS unless specially labelled. I suspect that this misconception is derived from the USA where several states have mandated all MOGAS is ethanol blended. Australian fuels are required to meet specific standards and data sheets are available. Secondly, the article states that MOGAS has a lower calorific value than Avgas. This is not correct; the available literature indicates that non-ethanol blended MOGAS has equivalent calorific value. What is correct is that ethanol blended MOGAS does have a lower calorific value.
Regards, Phillip
Editor: Hi Phillip, Thanks for your input. And yes, I think we could have worded that better. Ethanol was our primary concern as the article explains, because of its tendency to absorb water and potentially react with fittings. To make matters worse it can be unclear which fuel is which – for example BP is now saying “At BP service stations offering this product (E10), it’s sold as BP Unleaded 91 with up to 10 per cent renewable ethanol, and usually replaces our Regular Unleaded 91 grade.” So, it’s marked,
but that and potentially other additives and handling issues on all fuel types means you need to be aware of the risks associated with using auto pump fuel. But good point and well spotted.
Dear Editor,
That was an interesting SportPilot article on the visits to the Benalla and Temora aviation museums but a notable omission was the Tocumwal Aviation Museum and the adjoining cafe The Drome. Tocumwal is roughly mid-way between.
Regards, Dick
Editor: Hi Dick, Right you are, we actually did a separate write up on Tocumwal in a ‘Clubs and Runways’ section in edition 102. That being said, we didn’t get to focus on the museum as much as it probably deserves. If I am not mistaken it is home to some interesting planes including a Grumman Avenger as well as Aermacchi MB-326H Jet Trainer from the RAAF.
Dear Editor,
It has recently come to my attention that almost every time we fly into smaller airfields the locals are generally in their late 70s or early 80s. There don’t appear to be many younger pilots involved with a lot of these clubs which would suggest that over the next 10 years or so, with councils always looking for more land to sell, these airfields will systematically disappear. Not sure how this can be solved in the immediate future but would definitely be worth making people aware of this potential problem because once the airfields are gone, we won’t get them back.
Regards, Barrie
Editor: Hi Barrie, You are absolutely right that we as an aviation community need to fight to preserve airports and their airspace rights or we will lose them. Ever since I’ve been flying, aero clubs have been populated by the old breed – I suspect because they have more time to hang out and do the stuff we’d all like to be doing – namely hanging out at the airport, watching traffic and talking about planes. I suspect the
young people are doing what you have to do to pay for aviation. Still, your point stands. We need to be on guard.
Dear Editor,
Quick question about SportPilot (hard copy issues): unless I’ve missed them, why are no dates printed? I think it’s quite important to at least have the year of publication printed somewhere, especially for an aviation journal. Also, if someone is citing/referencing a story, a date is useful, sometimes required.
Regards, Matt
Editor: Thanks Matt, Nice to hear from you. I think you’re right. When we took over SportPilot Magazine’s publishing we followed the previous publisher’s issue numbering scheme on the front cover for continuity, but I can’t see any reason we wouldn’t also add a publication date on the details page for reference purposes. Great suggestion.
Dear Editor,
On the SportPilot website there is an article title “ParaWhat?” Within this article is an incorrect statement regarding engine maintenance which I would like you to address as I believe a misinterpretation of this information is dangerous. The sentence I am referring to states ‘Regular maintenance costs are minimal, amounting to little more than a new set of sparkplugs every 50 hours.’ Please amend this as soon possible.
Regards, Oscar
Editor: Thanks Oscar. You are right, it was a quote, but could be misleading and it has been removed.
Tocumwal Aviation Museum - Grumman Avenger. Credit: Sportavia Tocumwal
FROM THE CEO
MAXINE MILERA CEO
For nearly two decades, Maxine has been part of RAAus. As the organisation transitions, she is honoured to have stepped into the role of RAAus’ first female CEO, supported by an exceptional team. Together, Maxine looks forward to continuing RAAus’ legacy of safety, community, and innovation, inspiring aviators for generations to come. ceo@raaus.com.au
As we welcome the New Year, it’s a time to reflect on the challenges of the past and set our sights on the opportunities ahead. There’s no doubt that last year was tough for many of us, with the rising cost of living and interest rates adding pressure to households across the country. At RAAus, we understand these challenges and are committed to doing our part to ease the financial burden on our members while continuing to grow and innovate.
A Strategic Approach to Diversifying Income
This year, I am working closely with our Business Development Manager to implement RAAus’ strategic plan. A key focus of this plan is diversifying our income streams. Currently, membership fees account for a significant percentage of our income. While these fees are vital for maintaining our operations, we recognise the importance of finding alternative revenue sources to reduce our reliance on them. Our ultimate goal is to keep membership fees affordable and recreational flying accessible to as many people as possible.
By exploring new business opportunities and partnerships, we aim to ensure financial stability for RAAus without overburdening our members. This is an exciting step forward in our mission to make aviation a fun, safe, and inclusive activity for all. Some of the initiatives we are exploring include sponsorships, partnerships, promoting RAAus at non-aviation events, merchandise sales, and leveraging digital platforms to reach wider audiences. These efforts aim not only to strengthen our financial base but also to increase the visibility and appeal of recreational aviation.
How You Can Help
Our members play a crucial role in keeping RAAus strong and vibrant. One of the simplest yet most effective ways you can contribute is through word-ofmouth promotion. Share your love of flying with friends, family, and colleagues. Tell them about the joy and freedom that recreational aviation brings to your life. Your stories and enthusiasm can inspire others to join
Additionally, we’re here to support you in promoting your local flying schools. Our marketing team is always on hand with ideas and resources to help schools attract new students and grow their businesses. For instance, we’ve offered to include flying school pamphlets in the showbags we distribute at flying events and airshows. However, we’ve noticed that only a few schools take advantage of this opportunity. We’d love to see more schools participate, so contact media@raaus.com.au if you need assistance promoting your school. Imagine the impact if every flying school actively promoted its services, creating a ripple effect that brings more people into the world of aviation. Together, we can spread the word about the amazing opportunities in recreational aviation and grow our community.
Strengthening Our Community
Our strength lies in our community, and this year, we aim to foster even closer connections among members. From participating in local events to sharing your flying experiences on social media, every action helps to build awareness and enthusiasm for recreational aviation. We’re also planning on attending more events and working on online forums to bring members together, celebrate milestones, and showcase the incredible diversity of our flying community.
We encourage members to collaborate with each other and with us. If you have ideas for events, initiatives, or partnerships, we’d love to hear from you. Your input is invaluable in shaping the future of RAAus and ensuring we remain a leading force in recreational aviation.
Looking Ahead
As we embark on this New Year, I’m filled with optimism about what we can achieve together. With a renewed focus on financial sustainability, community growth, and member engagement, we’re paving the way for an exciting future. Let’s work together to make 2025 a year of progress and success for RAAus and for recreational aviation across Australia.
Here’s to safe skies, strong partnerships, and boundless horizons in the year ahead!
THE FUTURE OF AIRSHOWS AND FLY-INS
LUKE BAYLY Deputy Chairman
Few things bring the aviation community together quite like an airshow or a fly-in. The sound of engines overhead, the awe-inspiring aerobatics, and the camaraderie of like-minded enthusiasts create an atmosphere unlike any other. In recent years, these events have seemingly surged in popularity across Australia, reinforcing the deep passion that exists for aviation in our country. As we look ahead to 2025, the opportunity to attend airshows and fly-ins within Australia has never been better!
Chair of the Board, Michael Monck is currently overseas on business, so I’ve swooped in as Deputy Chair to share my enthusiasm for Australian aviation events this year.
From small regional fly-ins to large-scale international airshows, Australia has an ever-expanding calendar of aviation events. These gatherings provide opportunities for pilots, aircraft owners, industry professionals, and enthusiasts to come together and celebrate aviation.
Local fly-ins are a fantastic way for grassroots aviators to connect in a relaxed setting. These events often feature static displays, short joy flights, and informal networking
opportunities, fostering the strong sense of community that defines recreational aviation. Larger airshows, on the other hand, bring a different level of excitement, featuring breathtaking aerobatic displays, cutting-edge aircraft technology like military jets, and industry showcases that appeal to both aviation professionals and the general public. As a long-time supporter, RAAus is proud to be a part of these events showcasing the multiple pathways into and throughout aviation.
One of the biggest advantages of these events is the inspiration they provide to the aspiring pilots and aviation enthusiasts within the community.
Luke Bayly is the Deputy Chair of RAAus and has been working with the board for nearly 9 years. Luke’s professional background is in Engineering and Business and he regularly flies a Jabiru J160 owned by a syndicate in South Australia. luke.bayly@raaus.com.au
Seeing aircraft up close, engaging with experienced aviators, and witnessing world-class flying displays can ignite a passion for aviation that lasts a lifetime. With the 2025 airshow season shaping up to be one of the busiest in recent memory, there is bound to be something within proximity to you.
The Australian International Airshow at Avalon, scheduled for March 2025, is one of the highlights of the Australian aviation calendar. This internationally renowned event brings together industry leaders, aviation enthusiasts, and government representatives, offering a platform to showcase the latest advancements in aviation right next to the accessible (and more affordable) world of recreational flight. RAAus is proud to once again be heading to Avalon, hosting a dedicated stand where members and visitors can engage with our team. Our presence at Avalon is an opportunity to discuss developments in recreational aviation, address member inquiries, and highlight the benefits of being part of our ever-growing community. We always find ourselves engaged with interesting conversations between members and the public about pilot licensing, aircraft ownership, or advocacy efforts and our team will be available to provide insight and support.
Beyond discussions and networking, Avalon offers attendees a front-row seat to some of the most exciting
aerial displays in the world. From vintage warbirds to cutting-edge military aircraft, the airshow is a true spectacle. Whether you’re a first-time visitor or a seasoned attendee, Avalon 2025 promises to be an unforgettable experience.
While Avalon is a major event, it’s just one of many airshows and fly-ins that RAAus is committed to supporting. Throughout the year, our team strives to attend and engage with aviation communities at regional airshows and fly-ins across Australia. These events serve as vital hubs for knowledge sharing, networking, and advocacy, ensuring that the voices of recreational aviators are heard at all levels of the industry.
Our commitment to supporting these gatherings goes beyond simply showing up. We actively engage with event organisers, contribute to discussions on aviation safety and regulation, and provide resources to help pilots navigate their flying journeys. By being present at these events, RAAus better understands the needs of members and helps reinforce the importance of recreational aviation in Australia’s broader aviation landscape. Over the past few years, I’ve had the privilege of travelling across Australia and attending several airshows and fly-ins. Each event has reinforced my appreciation for the aviation community and the
RAAus visits aviation communities at regional airshows and fly-ins across Australia.
Whether you’re a pilot, an aviation enthusiast, or just a supportive partner, there has never been a better time to immerse yourself in the world of airshows and fly-ins.
shared passion that brings us all together. There is something truly special about walking through an airfield filled with aircraft, talking with other pilots about their latest flying adventures, and watching the sky come alive with incredible aerial performances. My kids don’t mind it either!
At its core, aviation is about more than just flying — it’s about community. Airshows and fly-ins serve as the inspiration to re-engage with the social aspect of aviation. These events create moments of inspiration, learning, and connection that stay with us long after the
last aircraft has touched down. Events like the RAAus Fly’n For Fun highlight this sense of community, proving that you don’t need an elaborate airshow to create a memorable weekend. Pilots return home not just with great memories, but with renewed motivation, having re-engaged with their fellow aviators and shared their passion for flight around the campfire.
As we look to 2025 and beyond, we encourage all members to take part in these gatherings, support their local aviation events, and continue sharing their passion for flight. Maybe this year, reach out to some friends and make a real social day of it to share your passion with them. Whether you’re a pilot, an aviation enthusiast, or just a supportive partner, there has never been a better time to immerse yourself in the world of airshows and fly-ins. RAAus is proud to continue to support these important events, and we look forward to seeing you at Avalon and more through the year.
Safe flying!
The First of The Many!
Group G has been circling and now the first aircraft has landed! As predicted by SportPilot last issue, the first Group G aircraft on the register is Tony Brand of Horsham Aviation’s adorable Cessna 150. Resplendent here with its new livery and rego 34 – 9150. Well done Tony and the team and all the RAAus staff for getting this over the line!
Father and Son Loop for Police
Father and son duo David and Max Schutchings broke new records performing 45 consecutive loops in a glider for charity this January.
The pair spent a full year preparing for the big day. David and Max were joined by the Adelaide Soaring Club, who supported them throughout their journey, providing training, and facilitating the risk assessments required to ensure the pair were safe and fully prepared. They managed to match the previous Guiness World Record – 24 consecutive loops –during one of their training sessions several months ago, but a tie wasn’t enough for the daring duo.
On the day of the flight, they were eager to get off the ground at Gawler Aerodrome. Final pre-flight checks were performed at 6am and the pair set off to the sky shortly after. They performed 45 consecutive inside loops in their glider, smashing the previous record set by Stefan Frisk in Sweden in 2001.
The feat wasn’t just performed for fame or glory, though, as David had a personal reason to do this. A police officer of over 30 years, David wanted to give back to the officers and families who supported him throughout his career. They raised $13,000 for South Australia Police Legacy, a charity supporting the South Australian Police Force.
Tony Brand’s Cessna 150 is the first Group G aircraft on the register.
Credit: Nat Ntensity via Facebook
Healdi Microlight Biplane Joins JMB
Ultralight Concept has been acquired by JMB Aircraft, adding their retro-inspired SV4-RS biplane microlight to JMB’s catalogue.
The SV4-RS is a replica of the iconic StampeVertongen SV-4b, a training craft once used by the Belgian and French Air Forces in the early 20th Century. The microlight is fitted to contemporary aviation standards, connecting pilots to history while they fly in modern comfort.
Ultralight Concept has been blending historic form with modern engineering since 2007 and their first SV4-RS took to the skies in 2016. The company says the partnership will help them to expand their offerings to the international microlight community and get their iconic retro-inspired microlights into the hands of more enthusiasts.
Credit: JMB Aircraft
FLIGHT TEST
REVIEWS OF GREAT AIRCRAFT
THE ORION CUB
Words Nicholas Heath | Images Orion Cub
The Orion Cub’s steel tube fuselage is an upgrade from other Cubs.
Orion Cub kits are a hobbyists’ dream.
I have a keen interest in STOL and backcountry aircraft. My next plane will probably be something with fat tyres and the ability to land short. Actually, that could probably describe me... anyway... I’m always interested when a new type that fits the bill comes to market, especially when it’s a kit aircraft that gives the option to personalise while saving money.
The Orion Cub was developed by South African designer Kevin Hopper, a self-confessed plane nut and budding plane builder. Having his earliest flights in a Cub, he developed an affection for them and decided to build his own – labelled the Teddy. Reproducing it was difficult as the Teddy was largely wood – a timeconsuming approach. So, he redesigned and built a new version – fittingly named the Teddy Too.
From the Teddy Too grew the Orion Cub – a slightly larger version of the Cub with a 4130 steel tube fuselage and an aluminium sheeted wing. That wing is now a thoroughly modern Riblett airfoil with slotted flaps – there’s a gap between the wing and the flap that assists with maintaining airflow over the flap – which makes for a hilariously low 24 knots stall speed. FRISE ailerons – where the front of the aileron protrudes into the airstream to prevent adverse yaw –
ensures that the aircraft will be well behaved when you are down at those low airspeeds.
The Orion Cub evolved to a refined design, optimised for amateur building, offering the traditional Cub’s features, made better with modern materials, design and some hard-won experience.
Enter Errol Van Rensburg, owner of GAP Aviation in Australia, who was looking for something that might fit the Category G class and fill a utility role. According to Errol, ‘My first impression of these aircraft was exceptional quality. This upper level sits at the upper end of the bush type aircraft but at a much lower price.’ Here’s where the magic starts for RAAus members –under the new Group G weight category, this aircraft can be flown with 380kg useful load, depending on options. That’s two big crew members, a full load of fuel and a whole lotta stuff. It’s also light enough that if you keep your accessories modest, it could be registered under 600kg and still have 220kg useful load. For those of us, including me, on the *ahem* generously proportioned side, maybe Group G is the better option.
One of the biggest issues with Cub-style aircraft is that they mostly originate in the US – hardly surprising
The Orion Cub evolved to a refined design, optimised for amateur building, offering the traditional Cub’s features, made better with modern materials, design and some hard-won experience.
as the original Piper/Taylor Cub was a US design –but being US sourced, they are subject to the poor exchange rate. The Orion Cub, with its origins in South Africa and its assembly in Australia, manages to sidestep the US exchange crunch, which puts the kit on the market from around $80K – excluding engine prop and avionics. For a kit of this quality, that represents good value. There will also be a quick build kit available for a little extra, with the tail and fuselage covered already and you build the wings, aileron and flaps.
*Based on 100hp Rotax 912 ULS
FLY FURTHER FLY FASTER
FLY SHARK
Strap into the SHARK 600, the perfect aircraft for Australia‘s vast landscape. With its stunning looks, speed, agile handling, appetite for long-distance flights, and sophisticated safety features, what‘s not to love? Get ready to leave dull club planes behind. If you‘re an experienced pilot who craves adventure, speed and superior handling, then now is the time to redefine your flying.
The standard fitting up front is a Rotax 912 ULS. I can imagine that it would benefit from the fitting of a 914, or 2000fpm climb fans. But you are not limited to Rotax. I’m sure someone will fit a Jabiru 3300 soon enough. Equally well, you could fit a little Lycoming or Continental to it in the appropriate range. However, I think a max 200hp would frighten the hell out of me. That one is for the super STOL crowd. With 126 litres on board as standard, you’re going to be able to get places too – albeit at a leisurely 100ish knots – so pack lunch and a drink. That’s probably a bit unfair, because in this class 100 knots is a good cruising speed.
My dream retirement includes a plane project like the Orion Cub.
Currently Errol has the first aircraft in Australia completed with a Rotax 915 and an Airmaster 3-blade electric in flight adjustable propeller. Plus, balloon tyres and beefed-up undercarriage to make a real backwoods/bush machine designed for powerful STOL type stuff out in the boonies. All of those extra goodies take the weight to 445kg, but because this particular example would be registered as Experimental, it still has 355kg of useful load. It does mean a higher stall speed of 33 knots, but all that extra power and adjustable prop will equate to a screaming climb.
My dream retirement includes a plane project like the Orion Cub, probably just not quite as sophisticated as the version Errol has just built. I could actually see this aircraft sitting in my hangar (read: shed) at the farm where, due to the steep nature of the country, it’s more like a carrier landing than an airstrip. The ability to come over the fence at thirty-something knots and drop in could come in very handy. The original Cub could happily operate with about 300 feet of strip, and I think the Orion Cub would probably best that –especially if you fitted a climb prop.
We haven’t had the chance to fly it yet, but you can bet we will as soon as it is available. We will give you the final verdict after that.
The Orion Cub’s interior with a charming red trim.
AVOIDING COMPLACENCY
CODY CALDER
Chief of Aviation
Cody has been with RAAus for seven years, having previously held the position of Head of Safety. He holds a Postgraduate Certificate in Transport Safety Investigation, Diploma in Aviation, Diploma in Business, Commercial Pilot Licence and a Multi-engine instrument rating. Cody is passionate about all aspects of aviation, with experience in skydiving and charter operations (Fiji/NZ), gliding, aerobatics and warbirds. cody.calder@raaus.com.au
During the Christmas holidays I stumbled across a motorbike hire company which had a range of bikes available for rent. I owned my own motorbike several years ago and, with my father-in-law and brother-in-law both owning adventure bikes, I came up with a grand idea; let’s make a boys’ weekend of it. Shortly thereafter I had a booking confirmation in hand, and we were plotting back-country dirt roads between Canberra and the South Coast of NSW.
I collected the hire bike early one Saturday morning. The weather forecast indicated heavy rain, but that wouldn’t dampen our spirits. Off I set, on a 200kg adventure bike, with limited prior gravel experience and some time since I had been ‘in the saddle’. Some 30 minutes later we were straight into the thick of it, and unsurprisingly (in hindsight) on a wet and slippery clay corner on a back-road dirt track, I was to come unstuck. Over I went. I promptly hauled the bike back onto two wheels, dusted myself off, and was thankful the only real damage done was to my pride.
The remainer of day one was largely uneventful, albeit with a heightened appreciation for slippery clay corners. That was until late in the day when the weather caught up to us. And down it
poured. Still a couple of hours from our evening stop-off, we continued until we reached a river crossing. The heavy rain had caused the water level to rise, and the flow was strong. “We’re not going through there,” we proclaimed, as we turned around and pulled off to the side of the road to determine our next steps. It turned out that our only option was to backtrack an hour to find an alternative route. “Perhaps the water’s not that high,” we thought, peering back at the crossing. “Let’s just walk it and see”. Before we knew it, we were kneedeep in water, bikes in tow, and safely standing on the other side, now with very wet feet.
The experiences of this weekend got me thinking about how my decision making would translate within the aviation
environment, and how it goes against every possible aviation safety message;
• Currency: I hadn’t ridden a motorbike in an extended period
• Experience: I was operating on dirt tracks with limited prior experience in this discipline
• Familiarisation: I was on a new bike type, totally unfamiliar to me
• Weather: I elected to start the trip despite the forecast and pushed on into deteriorating conditions
• Get-there-itis: I elected to allow the inconvenience of turning around shape my decision that it would be fine to continue
• Fatigue: Many of the decisions were made nearing the end of a long day of riding.
Some sports and activities are far more forgiving than others. When learning to sail in 2024 I was surprised to be sent out on the water without instructor guidance from my very first lesson. When learning to ride a motorbike this is commonly done in a paddock where it is expected that you will take some tumbles. The reality is that on our weekend motorbike trip, based on my skills, experience and the conditions, I was facing a far greater likelihood of coming into unplanned contact with the ground. The difference here is that the most likely consequence of doing so was potential damage to my bike and minor injuries to myself.
Aviation, however, is not so forgiving. These very same factors to which I turned a blind eye are known contributors in many fatal accidents. We have seen a high rate of serious and fatal accidents involving
These very same factors to which I turned a blind eye are known contributors in many fatal accidents.
pilots in newly acquired aircraft types, or operating in environments in which they are unfamiliar, such as from short farm strips or operating at low level. Far too many pilots have not made it home because they pushed on into poor weather or decided to continue on despite an inkling to turn back. When we get it wrong in an aircraft, we are not able to pull over and make a new plan, sit it out while the rain passes, or to simply dust ourselves off when we take a tumble.
We must ensure we make a conscious effort to not let complacency impact our decisions when operating (or maintaining for that matter) an aircraft because the consequences are unlike that of other disciplines. We’re not operating a piece of farming equipment, we’re flying an aircraft, and we must respect that fact in order to continue doing so safely. There is a saying that “Aviation in and of itself is not inherently dangerous. But to an even greater degree than the sea, it is terribly unforgiving of any carelessness, incapacity or neglect.”
It’s been a little while since I’ve done much flying. One thing I can tell you for sure is that even with a CPL and over 1,000 hours, I won’t simply be hiring an aircraft and hoping it goes to plan. I’ll be taking the time to brush up on and consolidate my skills with an instructor, on multiple occasions, before acting as Pilot in Command (PIC). Even then, I’ll be making sure the weather conditions and planned flight path are proportionate to my skills and recency prior to further flights.
Premium recreational and general aviation at an affordable price. Fast. Comfortable. Efficient.
Choose between the Classic 600 kg fixed gear, retract gear, tail tragger option the B8 High wing or the New Fully Certified, 750 kg B23.
Bristell
GOFLY ONLINE:
ELEVATING YOUR FLIGHT TRAINING EXPERIENCE
Words & Images Nicholas Jones
GoFly Online Review
I sat my first RAAus exam roughly 13 years ago. To help me pass and absorb the content, I used an online portal that had practice exam questions. It was incredibly helpful and sped up the learning process but I still struggled with a few things. Aside from the online questionnaire, for me, studying consisted primarily of trudging through my textbooks and writing out notes/ summaries which wasn’t exactly captivating. When it came to video content, there was very little to be found online and what was available was practically guaranteed to be US-centric, which usually just left me with more questions than answers.
Luckily for me, on the weekends my flight school would host learning sessions covering a specific topic like meteorology or navigation with a very small group of students. We would sit there and interpret various weather reports, trying to convert what felt like hieroglyphics into plain English or pass around a flight computer confused about which way was up. Until eventually we would have the ‘penny drop’ moment thanks to our very patient instructors and their sheer persistence. Although invaluable, the only downside to these in-person classes is that once I left that building there was no way to replay a moment if I had forgotten something or needed a refresher.
Fortunately, that is no longer the case. For quite some time I have seen GoFly Online ads and notices and
had naively assumed it was similar to my online quiz that I did all those years ago, but boy was I wrong. I signed up for a free trial of the premium plan and took a deeper dive into what Damien and the team at GoFly have created and was blown away.
First off, let’s start with the courses. At the core of the platform is the ‘Ab Initio Course’ which includes 26 videos, covering 14 core lessons. Each lesson starts with a ‘pre-flight briefing’ which meets the legal requirements for both CASA MOS Part 61 and the RAAus Syllabus of Flight Training. From a student perspective, I think this is fantastic. There were many days when I would show up to lessons and sit through a flight briefing while simultaneously trying to learn a new concept and there was simply a lot to absorb. If I were able to watch this the night before, that would have really helped me. These videos are meant to complement and enhance the traditional preflight briefing, but the best part is that you can watch them as many times as you need.
There is then an inflight video for each lesson filmed in the cockpit from multiple angles walking you through the topic just as if you were in the plane with an instructor. In addition to this, each lesson includes a summary video covering the topic, again filmed from within the cockpit. Watching through, it is clear GoFly have done everything they can to give student pilots
the cockpit experience while following along from their desk and it makes it so much easier to understand that application of the information taught.
It goes a lot further than just training videos though. GoFly have also created what they call “Easy Brief” which is a small text book chapter that is associated with each lesson. You just click the link and simply read the related course material. This makes the process of reading through the required material much more palatable as they are easy-to-digest blocks that are broken up into each appropriate step.
They also haven’t forgotten to include the quizzes, which are still front and centre. I gave some a go just to test out the system. Compared with alternative products available online today, I found it by far the simplest to use. The ones I was testing out are associated with each lesson in the Ab Initio Course but there is a whole separate practice exam area as well. For anyone preparing for their exams, I’d say a practice exam tool like this is a ‘must’ — even if it’s not officially required. It is all well and good to pass an exam but for me I have always wanted to be confident that I not only firmly understand the information, but that it will stick long term. From personal experience, it really helped
me find the gaps in my knowledge and made me a better pilot.
After digging through the Ab Initio Course, I naively expected that I must have covered most of the training material. In truth, I had only scratched the surface and the longer I spent in the online portal the more interesting things I found. In addition to the Ab Initio Course, GoFly also have courses on the following which is all part of the same subscription.
• RPL/PPL Training
• Navigation Training
• RAA Instructor
• Passenger Endorsement
• Aerobatics
• Electronic Flight Bag
• Performance Weight and Balance
Then there is the ‘Aerotainment’ section which is all listed on the public site free of charge. Included within this are eight separate areas covering a wide variety of topics. One of them, called ‘Flight School’, is filmed in the cockpit and follows the progress of students as they learn to fly. Another whole area offers full length
GoFly has gone above and beyond to provide students with an immersive experience.
I have always wanted to be confident that I not only firmly understand the information but that it will stick long term.
aviation documentaries. I hadn’t anticipated spending quite as much time watching through so many videos but it’s hard not to get carried away when there is so much on offer. Personally, I really enjoyed the ‘GoFly Fix’ series, which includes 51 short learning videos, along with additional videos such as ‘How to Side Slip’. They are simply nice, short informative videos that cover interesting aviation topics that can help you become a better pilot.
At the time of writing, GoFly have been working tirelessly to update all of the material to match the new RAAus Syllabus of Flight Training which is due to be released imminently. Of course, this means that much of the video content has all had to be refreshed, as well as the practice exams, which are being updated to reflect the new exam set. And if that wasn’t enough, GoFly have also written a new textbook which will likely be the first textbook written to directly match the new training syllabus. Again, this is available as part of the online subscription and once finalised will also be available for purchase in print format.
Now for the price. GoFly currently offers two subscription plans: a Basic Plan for $9.99 per month, which gives you access to videos only, or the Premium Plan for $19.90 per month which gives you access to all resources, including the theory book, videos, exams, and more. For me, I am about to do my RPL conversion, so I signed up to the premium plan and I don’t regret it for a second. It is uncommon in aviation to come across anything that feels like a bargain, but I have already well and truly got my money’s worth. And if the price is still too high, at the very least go and make the most of the free content that GoFly post on their website.
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HOW LONG WILL THIS TAKE ME?
UNPACKING THE TIME, COST AND COMMITMENT OF FLYING
NEIL SCHAEFER Head of Training Development
Neil Schaefer has been involved in General and Sport Aviation for over 45 years. A qualified instructor, examiner, accident investigator, auditor and SAFA Senior Safety Officer, Neil has had a vast range of experience in the aviation world. Currently serving as the Head of Training Development, Neil previously spent 4 years running an RAAus flight school and worked 7 years as Assistant Operations Manager at RAAus. neil.schaefer@raaus.com.au
One of the most frequently asked questions of any instructor or indeed anyone associated with flight training is the grand old question of time. How many hours do I have to do? How long will it take? Followed by the inevitable associated question of cost. In this training edition, we unravel the sixty-four thousand dollar question and find out it will cost much less and definitely take less time to find out.
Learning a new skill is not like buying a product or service, ask any pilot who’s been around a while, and they will tell you it’s a never-ending journey. But in today’s world we have been conditioned to grasp the end goal, not the journey, and to put a value on it bringing with it all the associated expectations. The buy now, pay later or fast-food drive through cultures have conditioned us that if we want it, we can have it now. This is the cultural norm, fed by advertising, captured by promises from politicians to TikTokers.
I often respond to this question by establishing a frame of reference. In every state in Australia, it’s now mandatory to log at least 100 hours of
assisted driving as a learner before you can even be considered for a practical test. Driving shouldn’t be considered an easy skill to acquire, some might say many never do but still manage to get a driver’s licence! The fact is you can stop a car with the push of a pedal, which has ABS and other wonderful technology to help you. Also, you won’t generally die if you drive too slowly, and there are painted lines and signs that tell you what to do. Now compare this to taking that car and putting it in the air – needing to use three and sometimes more controls at once just to turn it, then being able to plan to land in the width of a parking bay while entering the car park at 100kph and not being able to see the parking spot as
How long? Until you get it consistently right, and with a degree of accuracy.
you slow down. There are no traffic lights, no marked roads, and the road you drive on is constantly moving. Oh, and did I mention the ever-present threats related to weather? So, when we start talking about minimums around 20 hours, it seems unfathomable that we could ever learn to fly in anything like these minimums. The reality is there are approximately 16 hours of new skills you will need to learn and then practice; ensuring you have these right, every time.
Firstly, you need to be shown how the aircraft is maneuvered and managed, then practice these skills until they become automatic — all of this being done with the safety of lots of clear airspace all around you, and the guiding words of your instructor. How long? Until you get it consistently right, and with a degree of accuracy. On top of that, you’ll be learning to judge perspectives and angles from a completely new dimension, as well as how to identify threats such as birds and other aircraft — things you do in the two-dimensional world in a completely different
way. And let’s face it, these threats are real. It’s worth remembering, there’s nowhere to park up there while you figure it out, one mistake when you’re in charge and we’re not exchanging insurance details, we’re likely going to hospital or worse. Many of these skills may be counterintuitive to what you already know, or completely foreign concepts like the aerodynamic stall, or force coupling. So, while it’s not impossible to complete all the required training in the minimum 20hour syllabus, it’s not the norm, and you can probably begin to understand why. Let’s now look at some other factors that influence not just the required flight hours but the actual time it will take to obtain that coveted pilot certificate.
Motivation. This is like the New Year’s resolution. These dreams become reality for pilots every day, but we should be prepared for the challenges of learning. Fitting flying lessons in with a busy life and competing priorities can be difficult. Study, research, and practising checks and procedures at home are going to replace social media scrolling for a while if you want to accelerate your progress.
Recency. Our brains and bodies are like elastic bands, we need to stretch them regularly, and even then, we can lose up to 60 percent of presented information
THE 4 FORCES OF FLIGHT
RULES
initially until the concepts are stored in long-term memory. Long breaks and lack of consistency can really hamper progress when learning new skills. We may not always be able to control interruptions in our training, but dedication and a robust plan are required if we aim to realistically reach our goals.
Finances. Flying has never been cheap but ask any pilot and they will say it was worth every cent. The reality is that it is coming up with $7-10K in today’s market, while cheaper than many investments, it’s money that still must be found in the budget. Whether you’re a 15-year-old working an after-school job or a busy adult juggling a myriad of life expenses, this is not pocket change and realistically requires planning, investment and commitment to realise the value. Of course, there are many other factors such as your own learning style, modifying existing behavioural primacies and the rate of skill absorption as well as external factors like weather, training locations, school availability and of course the quality of the training provider.
So, while all of the above considerations are part of reality, your flying dream can be realised, and in some ways it has never been easier. Flight school data indicates that our training systems can build and deliver capable pilots in generally less than half the time of a learner driver. RAAus constantly receives stories of successful teenagers gaining their pilot certificates
While it is not impossible to complete all the required training in the minimum 20-hour syllabus, it’s not the norm.
before they even can obtain a driving permit, and working adults realising their dream in a few short months of training. While every journey will be different, recreational flight training remains the most cost-effective and simple way to start your flying adventure.
Aviation, as both an activity and a career choice, has been on the rise now for over the last ten years, with airborne travel now part of just about everyone’s lives and flight schools existing in almost every major city in the country. Recreational aviation schools make up a significant proportion of these, with many offering boutique programs tied to secondary school-based STEM programs. There has never been a better time to start your flying journey, but it is important to realise it’s not about the minimum time to get there but the maximum enjoyment and learning along the way. Finally, don’t forget to give those drivers stuck in traffic as you fly overhead, a cheeky wave as many are slogging out their 100+ hours and you’ve long taken to the skies.
WINGS OR WHEELS?
Heading from tween to teen, the decision will soon come for me whether a driver’s licence or pilot’s licence will come first.
For most kids the decision would be easy. “What will my first car be?” “Will it look good... will it go fast?” But for aviators and student pilots the decision may not be so straightforward. After initial training for a Recreational Pilot Certificate, and with as little as 20 hours training and a competency pass, student pilots can solo as young as 15 years old. RAAus has more than 160 approved flight schools and can take you from fun flying to serious career journeys. Student pilots often start their flying in whatever aircraft their flight school has available, or they may have a personal favourite. The choice can vary from Cessnas through to Pipistrel electric and many choices in between.
What aircraft do I dream of flying? And is it better to start with wings or wheels?
Amy doesn’t know if she wants to go wings or wheels, but she’s certain she wants to go fast and far.
Words & Images Amy Spicer
Recently I spent some time thinking of my dream aircraft. I love the Pipistrel Alpha Electro for its convenience, size and lower costs as a training plane. From my childhood I was excited by the Cirrus SR range with its incredible safety option of the CAPS (parachute safety system), but recently I found the very sleek Bristell capturing my eye. I thought I’d do a comparison between my dream luxury car and a gorgeous luxury plane. The McLaren 750S versus the Bristell B23 Turbo.
A bit of online research and a few emails later, I was standing in the showroom of McLaren Perth. Wow! These cars are sleek! They were like sparkling jewels in colours of Papaya (McLaren’s signature orange), Flux Green and Volcano Yellow. They also come in the most amazing colours of Aurora Blue and an incredible dark silver with a metallic red sparkly undertone.
I was lucky enough to sit in several of the cars with the help of Anthony and Bridgette from McLaren.
I’m still only a kid, so I imagine these aircraft peeking out of open hangar doors thinking “it’s a beautiful day, could I pleeease go for a fly?”
These cars just rumble on start-up! The all-glass instrument panels would seem overwhelming for most car owners, but for a student pilot with a future of Garmin glass cockpits it seemed quite normal to me. There were lots of buttons plus some classic features, including gull-wing doors and customisable everything! The comparison between automotive and aviation was clear to see in nearly every feature. It also helped to already know they sit quite close in speed and luxury fittings, but not horsepower! McLaren would be pleased to know they topped the charts in that area. They obviously spend millions of dollars in development
Bristell B23 IFR powered by a turbocharged Rotax 915iS Engine.
and F1 Racing, so their on-road customers can also take advantage of that. Behind the beautiful cars in the showroom is also a mega-screen showing a real time view of the McLaren factory production floor. I stood absolutely transfixed by the cars being assembled and the workers in a pristine white factory. It was so easy to fall in love with the McLarens.
But as much as I’d dream of owning a McLaren one day, my heart absolutely belongs in aviation, and I got a personal introduction to a local, privately owned Bristell for my second photoshoot. The BRM Bristell B23 Turbo will only set you back a fraction of the price of a McLaren. Sitting peacefully and unassumingly by itself in the hangar, I knew the Bristell was equally amazing. Hopping into the seat and scanning the cockpit, it just feels like home. The true magic of this aircraft only slightly reveals itself on the ground, as it leaves its star performance for when it’s airborne. I’m still only a kid, so I imagine these aircraft peeking out of open hangar doors thinking “it’s a beautiful day, could I pleeease go for a fly?”
And the Bristell would be quick! Compared to a McLaren, the BRM Bristell B23’s cruise speed of 291 km/h would be pure FUN! Add to that a range of 1111km (600 nautical miles), and certification up to 18,000 feet, pilots could just go and enjoy themselves or cover serious distances for work. The B23 sports a high performance Rotax engine and MT propeller for agility and excellent response. I was relieved to see they also have a Ballistic Rescue System. The Garmin Autopilot would make the long-range flights
more comfortable. There are a few features that I’ve never seen on an aircraft before, and both the steerable nose wheel and exhaust silencers were intriguing. But what related the most to my personal flying experiences was the tow hook! The Bristell B23 might only be a 2-seater, but it can tow gliders up to 800kg. This gives you the ability to launch your friends in their glider so everyone can enjoy a flying day. Customisable seats and paint can make your Bristell look amazing! BRM’s vision is to produce luxurious high-quality airplanes, but I love their explanation of their planes better — Wings with a Heart!
It was super-fun to do a comparison between luxury wheels and wings. My McLaren visit was certainly unique and I absolutely loved the Bristell. One day, maybe? We can all dream.
McLaren Perth gave Amy a dream tour of the showroom floor.
Words Ruby Rawlins | Images
AMDA Foundation
For aviation enthusiasts across the globe, Avalon Australian International Airshow is a household name. The largest airshow in the southern hemisphere, Avalon attracts hundreds of thousands of attendees from every continent of the world. And Avalon 2025, open from 25th–30th March (28th–30th for public access), is looking to be the biggest yet. We’ve got the scoop on all the hottest events and showcases this year.
First, and you’ll need to hold onto your hats for this one, Avalon is bringing back public view of the runway flightline, so you can get up close and personal with the stars of the show – the aircraft. There will be over two dozen aircraft on display, with more than half of
those taking to the skies to make a show – from small aircraft to helicopters to jets and drones, there’s sure to be something to get your blood rushing.
For the more military-minded amongst you, the Royal Australian Air Force and United States Air Force will be flying state-of-the-art jets, helicopters, you name it, throughout the event, with several aircraft available for walk-ins and tours. The US Air Force’s F-22 Raptor Demonstration Team will be in full force, ready to dazzle the crowds with their fifth-generation fighter. Our own MQ-28 Ghostbat showcases the Royal Australian Air Force’s technical achievements, marking a turning point for air control in the 21st Century.
RAAus will have a variety of aircraft on display in the General Aviation area, so don’t forget to stop by and take a look. The most up-to-date information about exactly what to expect at Avalon 2025 is continually being updated on the Airshow website, so keep your eyes peeled.
For the enthusiasts bringing along a not-so-enthusiastic plus one or family, worry not. Avalon 2025 will have all kinds of family-friendly events and fixtures to keep your friends and family entertained. A carnival on the showgrounds will be offering free rides throughout the event, including the Avalon Eye Ferris Wheel, giving everyone a view from up high. The Kids Zone will be packed with events and activities to entertain even the
littlest aviation enthusiasts, and will feature all kinds of arts, crafts, games, and activities. And for those just eager to explore the show, there will be plenty of events and roaming entertainment.
Within the General Aviation Precinct, a pavilion, aviation museum, and General Aviation Discovery Hub will be freely available for attendees to visit. Countless events will be held in the area – located between the carnival and runway – throughout the weekend. Check the Avalon website for a map of the grounds and an event schedule to learn more. Avalon 2025 Flyers Market on Friday through Sunday and will be held in Exhibition Hall 4. It’s a must for the enthusiasts who want to get up and close with all kinds of manufacturers and sellers.
Avalon 2025 will have all kinds of family-friendly events and fixtures to keep everyone entertained.
From small aircraft to helicopters to jets and drones, there’s sure to be something to get your blood rushing.
Drone races hosted by the Australian Defence Force will be run throughout the event with the finals to take place on Sunday afternoon at the Defence Drone and Bone Zone, right near the carnival rides. The Bone Zone will also be host to several military working dog displays. Stop by and see the best that man’s best friend has to offer.
Getting to the event has never been easier. Shuttles from Geelong and Melbourne will take you right to
the show grounds, and parking will be available for those who prefer to drive in (please pre-purchase parking with your tickets, though, as parking will be limited). Those of you who wish to fly in, Geelong Sports Aviators (GSA) will be offering Fly-In and Camp at Lethbridge Airpark (YLED) so you can attend the fashionable way. Free shuttles from Lethbridge to Avalon will be provided. Please plan ahead and contact GSA to reserve a spot so you don’t miss out. www.airshow.com.au
CHANGING SEASONS, CHANGING SKIES
CHRIS WINDLE
Head of Safety
Chris has been with RAAus for 3 years, initially as the Audit Coordinator before taking on the role of Head of Safety. He has a Bachelor of Psychology, Diploma of Aviation and is currently completing a Master of Aviation Management. Chris holds a Commercial Pilot Licence and both RAAus and CASA Instructor Ratings. chris.windle@raaus.com.au
As autumn settles across Australia, pilots find themselves at a critical juncture for preparing winter flying adventures. The established seasonal conditions provide an important opportunity to review cold weather flying strategies and ensure that both aircraft and pilot are prepared for the challenges ahead.
The true measure of a skilled pilot lies not in pushing boundaries, but in understanding them. Flying is about making intelligent decisions that keep you, your passengers, and your aircraft safe. No destination is worth compromising safety for, and the wisest pilots are those who know when to stay grounded.
Mid-autumn presents a unique opportunity to refine flying skills and preparation techniques. Day length continues to decrease, directly
impacting flight planning and available daylight hours. This is the ideal time to develop more precise flight planning habits and build a comprehensive understanding of seasonal flying conditions.
Autumn offers a prime opportunity to review cold weather aircraft operations, with carburettor icing becoming an increasingly significant concern. Humidity and temperature conditions during these months can create icing risks that demand careful
attention. Understanding these potential challenges requires more than technical knowledge — it demands a holistic approach to flying.
Pre-flight inspections become critically important as seasonal temperatures continue to change. Key systems requiring particular attention include the cabin heating system, engine bay seals, and pitot-static systems. A thorough inspection is the foundation of safe flying — a non-negotiable commitment to preparation that separates professional pilots from casual operators.
Aircraft performance transforms with temperature variations, making this the perfect time to refresh knowledge of cold weather operations. Engine starting procedures may need adjustment as temperatures continue to cool. Consistency and attention to detail become your most valuable tools in maintaining aircraft reliability.
Weather pattern knowledge becomes increasingly critical during this seasonal transition. Developing cold fronts can bring sudden changes in temperature, wind conditions, and visibility. Understanding these systems means developing an intuitive sense of when conditions align with safe flying practices.
This is an ideal time to evaluate personal flying standards for the approaching winter conditions. Ceiling heights, visibility requirements, and wind limitations should reflect a mature, thoughtful approach
The most successful pilots are those who view limitations not as restrictions, but as guidelines for sustained,
to aviation. The most successful pilots are those who view limitations not as restrictions, but as guidelines for sustained, long-term flying enjoyment.
Equipment requirements evolve with the cooling season. Ensuring all potential cold-weather equipment is serviceable goes beyond routine maintenance — it’s a statement of commitment to safe, reliable flying. Checking aircraft covers, reviewing heating system operation, and preparing systems for cooler conditions demonstrates a professional approach to aviation.
Winter flying brings unique challenges, but these can be navigated safely through thorough preparation and a genuine commitment to flying’s fundamental principles. The ability to make sound decisions — sometimes meaning choosing not to fly — is the hallmark of an experienced pilot.
The autumn season provides an opportunity for reflection, preparation, and growth. By focusing on careful planning, continuous learning, and a deep respect for aviation’s inherent complexities, pilots can approach the coming months with confidence and skill.
MOST COMMON OCCURRENCES BY PRIMARY CAUSE
COMPLIANCE
The following non-compliances are commonly identified within RAAus Operations:
Member Non-compliances
1. Conduct of flight without a current BFR
2. Operation of an aircraft without holding appropriate certificate, rating or endorsement
3. Operation of an unregistered aircraft
4. Flight conducted without holding current RAAus membership
Maintenance Non-compliances
1. Maintenance of an aircraft without a current maintenance authority
2. Failure to complete biennial instrument and transponder calibration requirements
3. Unapproved modification carried out on aircraft
All members are reminded to check their certification details from their RAAus member portal to confirm they hold all approvals, ratings and endorsements required prior to operating or maintaining a RAAus aircraft. Alternatively a copy of your membership certificate can be downloaded from the member portal, or by contacting the RAAus Office.
OCCURRENCE SUMMARIES
Occurrence Classification: Collision with Terrain
Injuries: Significant Damage: Substantial
An instructor and student conducting dual training which included operations into a one-way strip for a training exercise. The strip is technically quite challenging and requires pilots to maintain a low profile and accurate approach speed. On this particular approach, the approach speed was too high and resulted in floating down the runway. An attempt to land resulted in a significant bounce as an attempt was made to conduct a go-around. The instructor attempted to avoid obstacles but was forced to brace for a collision due to the trees at the end of the runway.
Occurrence Classification: Wirestrike
Injuries: Minor
Damage: Substantial
A member was conducting an approach into an airstrip that they were not familiar with. Due to the length of the runway the pilot attempted to conduct a short field landing and struck unflagged powerlines in the undershoot of the runway. It is believed that the powerlines struck the propellor and then nosewheel, resulting in the aircraft pitching down before colliding with the ground.
SCENE FIRST ON THE
A FIRST RESPONDER’S GUIDE TO A SMALL AIRCRAFT ACCIDENT
Words & Images John Callahan
It’s a Saturday afternoon and you’ve just put the aircraft back in the hangar. Then you hear a thump. There has been an aircraft accident and you are the first one there. So, what do you do next? We asked John Callahan, an expert in the field for some pointers that might just save a life.
Most aircraft accidents occur in the vicinity of an airfield, but can occur anywhere. In the event that you witness an accident, the first and most obvious step is to call triple zero (000). Stay calm. Give your name, location of the accident and the nearest cross-road for easy reference. If it is not a major airport, emergency services can take at least 20 minutes to arrive on the scene.
The
If it is safe to do so, approach the accident from upwind, so the wind is on your back. Remember that the first priority is your safety. Don’t become a casualty. Some potential hazards include fire, fuel, ballistic parachutes, toxic fumes, oxygen bottles and hazardous cargo. Then there are other external hazards such as powerlines. If powerlines are involved, always treat them as though they are live.
is awarded by The Commonwealth of Australia and was awarded to John for his work as a first responder, incident controller, aerial firefighter and a trainer for over 50 years. He is also a pilot of 45 years.
John Callahan AFSM.
Australian Fire Service Medal
Any vehicle traffic must be kept off the path of the crash so as not to destroy ground evidence. When there is injury or fatality, the site is under control of the ATSB or the coroner. The police must take control until instructed otherwise. If the aircraft is VH registered, it becomes the property of the ATSB and the police secure the site. If the aircraft is registered as recreational or gliding, the aircraft is under control of the police until the coroner releases it. Nothing can be moved without authority. For the emergency services arriving at the scene, it will most likely be their first experience at an aviation accident unless it is a major airport. They should wear full protective gear including eye protection. Their main task is the protection of life and the suppression of fire. Cutting equipment should only be used for victim safety.
The next priority to deal with is to turn off the main power switch, usually painted red. Any changes to switches or fuel selectors should be noted for investigators so their original selection is known and correctly recorded. After this, the fuel selector needs to be switched off, usually coloured red. Next, look for hazardous labels such as high-pressure vessels, ballistic parachutes or agricultural chemicals. Early whole-aircraft parachutes were deployed using a compressed air cylinder, but there are not many of these left in circulation. Ballistic parachutes are
IMPORTANT NUMBERS
Emergency Services 000 ATSB 1800 011 034
deployed by pulling a handle in the cockpit that uses a Bowden cable, activating a rocket which results in a fully open canopy in three seconds. Some later versions are activated by an electrical cable. These cables can only be cut using a proper cable cutter, not bolt cutters or wire cutters. The manufacturers claim over 484 lives have been saved by these ballistic parachutes. It is difficult to work out how many aircraft are fitted with these but it is a high number and this number is growing rapidly.
In the event of an accident, it’s important to ascertain if the aircraft is fitted with a ballistic parachute because the warning sign may not be visible. If the parachute is deployed, that is a plus but be aware that it may have deployed on impact, leaving the rocket still live. Try to find the activation handle in the cockpit within reach of the pilot, coloured red. There is a safety pin that goes in that handle but, because the pilot removes it before
Try to find the ballistic parachute activation handle in the cockpit within reach of the pilot, coloured red.
flight and replaces it on landing, it needs to be re-inserted to make it safe. The safety pin is retained on a wire hanging on the handle. Insert this pin or something like a zip tie to secure it. If the aircraft structure is damaged, there may be tension on the activation cable making it unsafe. Treat the rocket as a loaded shotgun. If there is a strong wind and the parachute inflates on the ground you can knock it down with a fire hose and secure it by parking a vehicle on it. Beware — it is capable of dragging a damaged aircraft along the ground. I have footage from airport security cameras at Orange showing a rocket self-deploying nine minutes after the aircraft crash. The rocket can be set off by heat or fire.
Another potential hazard can be from AmSafe seat belts. These release air bags from the seat belt shoulder harness or the lap belt. They are deployed by inertia and g-force sensors and propelled by high pressure cylinders sown into the belt harness. These cylinders contain helium stored at 6250psi, so no
cutting unless you know what you are doing. They can be set off by heat or fire. They are more common than you would think with around 150,000 fitted worldwide. And finally, it is helpful if you can get witness details and photos without being disrespectful to the situation at hand. No one wants this to happen, but awareness about what you can to do help in the event of an accident, and the hazards to avoid should be part of everyone’s aviation knowledge.
If there is no visible parachute, the rocket is still live.
READY FOR
NICK HEATH PREPARES TO GO REMOTE
Words & Images Nicholas Heath
Those of you who regularly read this magazine may have joined me vicariously in the reports and stories published in SportPilot over the years of my travels across this big, wide country. I have to admit that long-distance flying to new destinations is my favourite form of aviation. Everything else just feels like training for these trips. Being able to get in an aircraft, go to a meeting hundreds of miles away, and be back for dinner is a fantastic benefit, but I’m not sure it brings me joy. I can’t think of a single long trip I’ve done where there hasn’t been something that could’ve upset the program that was, thankfully, solved before it became a major issue because of a healthy dose of prior planning. So, for those that have asked, here’s a bit more of a breakdown of what I carry and how I prepare for long trips.
Packing the Bare Necessities
It would be lovely to be able to take everything you could ever need, but space and weight prevent that. We are flying light aircraft, after all, so that means you have to triage your carriage. In my aircraft we have 290kg of useful load. With the long-range tank fitted (7kg empty) and fuel loaded (184 litres) I theoretically have 154kg to spare – plenty you’d think for one large, fat (possibly big-boned) pilot and gear. But it isn’t quite that simple because of weights and balances. The long-range tank behind the seats robs me of half of the baggage area capacity. To overcome this, I remove the passenger seat cushions, use the seat area to carry baggage and use the passenger straps to keep the load in position. There’s also a good amount of space behind the seat backs in front of the long-range tank.
The flight bag sits beside me on the passenger seat (actually it’s on the personal bag which replaced the seat cushions) and contains everything I might need in flight plus some safety gear, including maps, a camera, logbook, windscreen cleaner and soft cloths, licence, tissue/wipes, spare radio, spare batteries, pens, kneeboard, drinks and spare water, spare reading glasses, EPIRB, snacks, lunch when required, more snacks, and the ever important wee bottle. Just remember that if you’re going to drink a couple of litres on a five-hour flight, you can expect most of that to come back out again. Just saying...
Tools & Spares
Tools are heavy, so you have to limit what you carry. I have a tool roll with the following:
• Flat/Phillips head reversible medium screwdriver
• Mallet (for tie-down pegs)*
• Pliers with a cutting section
• Medium shifting spanner
• Electrical tester
• Engine oil – 2 litres
• Box cutter
• Tube repair kit
• 12V jump battery
• Cable ties and speed tape
In motorsport they say that if you can’t fix it with cable ties and speed tape, you’re not using enough cable ties and speed tape, so I always bring plenty of both. The tool roll is great because it stops the tools rattling and rubbing against other stuff. It sits behind the passenger seat back, so I could get to it in flight if I had to.
The Camping Kit
As a young man I did a lot of hiking. We would carry our food, tent, sleeping bag and gear, and spend several days and nights hiking through the high country. That gear was bulky, heavy and expensive. Thanks to the growing popularity of the outdoors, we now have affordable, super-lightweight gear which compacts to a fraction of the size. That means you can pack a whole set of gear in the plane. The major items I carry are:
• Lightweight bivvy swag
• Lightweight -5 degree sleeping bag
• Self-inflating sleeping mat
• Dixie set knife fork and spoon
• FRED
• Mug
The bivvy bag is more like where swag meets tent. It’s a one-person, waterproof sleeping bag cover with some hoops to keep it off your face. Great for a night or two underwing. Add the sleeping mat and it’s relatively comfortable. The Dixie set and FRED is a hangover from my earlier camping and cadet days.
FRED is a Field Ration Eating Device. Only the army, huh? It’s a small, flat spoon with can opener. You could probably find something better, but I’m used to it and it all packs up into one nice, small box. Hint: throw a small washcloth in to stop it all rattling about. All of that is under three kilos and fits into a ripstop nylon bag.
Safety Gear
I guess everything on this list could be thought of as safety gear, but there are some specific items designed to deal with an emergency if it arises.
• EPIRB with GPS
• Spare radio and headset attachment
• SOS kit
• Aviation life jacket
• First aid kit
The EPIRB and life jacket were added to the kit when I went up to Boigu Island, just short of Papua New Guinea. I can’t see any reason not to carry them. The spare radio is an Icom ACE25 handheld. The SOS
kit is a little tin like they used to sell tobacco in (for those that remember). It’s packed with goodies, from a signalling mirror to paracord and matches. It was a little thing that I bought off the web, and it has a gazillion bits and pieces in it. It even has a tiny Temu pocket multi-tool. I hope I never have to open it. Some of the safety gear sits in the flight bag and the rest goes in the back with bulky gear.
The Tie-Down Set
I’ve been to some out-there places, and I can’t emphasise properly tying down an aircraft enough –especially if you aren’t familiar with local weather. I have a bag that lives in the plane with tie down gear. Up until recently, this consisted of a set of tie-down ropes with carabiners, wheel chocks for all wheels, gust lock and pitot cover, plus short steel stakes and a mallet to bang them in with. I’m getting ready to change my methodology around the steel pegs and mallet. I’ve been using screw-in pegs for camping and marquee installs and I am suitably impressed.
Repacking the plane after landing in Longreach.
The only thing is that in sandy soil you need a broader screw thread (technically I think it’s called the gauge) so that it will stick in firmly. In other areas you really need a thin strong screw. I think the solution is to carry three steel 30cm hex-headed screw-in pegs and three wider nylon sand-suitable pegs plus a ratchet spanner. That’s still a lot lighter and less bulky than steel pegs (effectively short star pickets) and a mallet. Although I will miss “Mjolnir” my favourite mallet, which was also useful for venting frustration when a peg won’t go in by throwing it as far as I could. The walk to pick up the mallet and back is quite soothing. The tie-down gear goes behind the pilot’s seat as it’s quite heavy and helps bring the weight forward if needed.
Food and Water
I’m a big fan of carrying a lot more water than I think I’ll need. I know it’s weight, but of all the things likely to kill you in a remote environment, I rate dehydration to be right up there. So, in addition to daily-use water, I will normally carry five more litres. For truly remote stuff I will up that to ten litres with a cask or similar. The water goes into two litre polycarbonate bottles. Dark colours are good and the ones with the glow in the dark tops are my favourite, though a bit pricey. When I started flying remotely, I got a few of those “survival” 24-hour ration packs and figured that would cover an
emergency. They travelled with me for a while – until I tried them. As the use-by date was approaching, I thought “I’ll give these a go and order some replacements.” It didn’t go well. Let’s just leave it at that. So now I carry some normal food. For snacks I have muesli bars, trail mix and dry biscuits. Instead of the 24-hour ration (shudder) I tend to carry a couple of tubs of tuna and rice, some two minute noodles, porridge sachets, a couple of fruit tubs and some tea bags.
In a survival situation, I consider the tea bags the most important. It’s amazing what a cup of tea can do to improve your outlook. After all, it was the fuel of empires. Other than the day’s food and water, most goes over the back to the luggage area, except for half the emergency water which goes behind the passenger seat.
The Personal Bag
The last item is the personal bag, which can get quite substantial if it’s a 10-day trip. I use a combo backpack/roll on luggage because it can be quite a hike to accommodation. It carries clothes, toiletries and probably my laptop if I’m working. I try to keep all that under 10kg. You have to calculate where you might get a laundry opportunity and how many days of shirts/socks and jocks that translates to.
Flying aircraft can be a sweaty business, so it’s nice to start fresh each morning. When you are travelling the length of the country you have to pack for winter (thanks Victoria) and the tropics (potentially, also Victoria, but more likely northern states) so I have a good, light-weight rain jacket which is also high viz – good for airside and potential ‘please rescue me’ wear. For that casually stranded look; shorts and full pants, boots and open footwear, t-shirt with a jumper as backup. A fleecy zip-up jumper won’t win you many fashion shows but can be taken on and off in flight and makes a nifty blanket or pillow if required. The personal bag sits on the passenger seat, with the flight bag on top, all strapped in.
Loading
Before loading, I do weights and balances. I prefer not to travel right at the edge of MTOW. Sometimes airfields are hot, high or short. After a final triage, we’re ready to stow. If you like Tetris and aerobics, you will love this bit. When it’s all stacked beside the plane, I always wonder how this is going to ever fit, but once packed it’s all neat and tidy. The priority is to have the stuff I need during the flight at hand, the heavy stuff as far forward as possible and the bulky stuff behind me in the luggage area. Do empty the plane out and reload to ensure that everything is actually there. A checklist is your friend.
As a young man I did a lot of hiking. We would carry our food, tent, sleeping bag and gear, and spend several days and nights hiking through the high country. That gear was bulky, heavy and expensive. Thanks to the growing popularity of the outdoors, we now have affordable, superlightweight gear which compacts to a fraction of the size.
If packed right, the rear of the aircraft remains largely undisturbed for the flight and I only need things from the top layer of the luggage area, the passenger seat and behind the seats. As the trip progresses, things can get untidy, so a repack once or twice is a good idea.
Getting the Plane Ready
Of course, none of this matters if you don’t have the plane ready to go. I make sure that I go and do some circuits a few days before I head out, to make sure the plane is A-OK. I do an extra big preflight and I will be looking closely at the wheels and tyres, probably adjusting the air pressure (which is a pain in our aircraft because of the wheel spats) and leave the aircraft clean, topped up and good to go. The oil funnel, fuel tester and dipstick all live in the glovebox. The plane is ready and I’m also better for having reacquainted myself with the aircraft if it’s been a minute. If we are getting close to the annual, I will book it in prior to the trip, because it’s a confidence booster when you’re out there.
This isn’t an exhaustive list, just the major bits! I know I travel like the Livingstone expedition, but it has saved me and occasionally others on many occasions. Everyone has their own approach, and I’d love to hear your thoughts on what is on your “must carry” for remote flying. Email us at editor@sportpilot.net.au
Hardly enough space for the pilot after all is said and done.
REGISTRATION OF WITH RAAUS LIGHTWEIGHT AEROPLANES
JARED SMITH Head of Airworthiness and Maintenance
Jared Smith is Head of Airworthiness and Maintenance at RAAus. He holds a Graduate Certificate of Aviation, Bachelor of Technology (Aviation) and Business Management, a CPL, an instructor rating and L2 maintenance authority. Jared has been with RAAus for the past five years, initially working as the Assistant Technical Manager for three years.
jared.smith@raaus.com.au
The long-awaited registration of Lightweight Aeroplanes (Group G aircraft) with RAAus is now progressing, and members are eager to get their aircraft listed. With the introduction of this category, it’s important to understand the registration process, requirements, and key operational limitations. Here’s what you need to know about getting your Lightweight Aeroplane registered and ready to fly.
Prioritisation of Registrations
RAAus is taking a structured approach to processing registrations, prioritising applications based on operational necessity. Flight schools are the first priority, ensuring that training providers have access to registered Lightweight Aeroplanes for student training as soon as possible. Following this, RAAus is reaching out to members and aircraft owners who participated in the Group G survey and indicated interest in registering their aircraft.
Once these priority applications have been processed, registration forms will be made available on the RAAus website for all other members who wish to register a Lightweight Aeroplane.
Key Requirements for Registration
To register a Lightweight Aeroplane with RAAus, applicants must provide the necessary documentation and comply with specific requirements. Below are some of the key considerations:
• Eligibility: A Lightweight Aeroplane must comply with the criteria set out in CAO 95.55. A Lightweight Aeroplane is an aeroplane that:
• is a single or two-place aeroplane; and
• that has a single engine and a single propeller; and
• has a maximum takeoff weight greater than 600kg but not
Cessna 152
exceeding 760kg. For manufactured aircraft, the maximum takeoff weight (MTOW) is determined by the type certificate. For amateurbuilt aircraft, the maximum empty weight permitted is calculated based on an occupant weight of 86kg per seat, 1 hour duration of fuel plus legal reserves.
• Nb: Light Sport Aircraft (LSA) are not eligible for Group G
• Certificate of Airworthiness: All Lightweight aeroplanes registered with RAAus require a CASA issued Certificate of Airworthiness for manufactured aircraft or an Experimental Certificate for amateur-built aircraft issued with the allocated RAAus registration number. This is in addition to a registration certificate.
RAAus has developed a streamlined process with CASA whereby RAAus may replace a Certificate of Airworthiness or Experimental Certificate for VH registered aircraft that have a current CoA or EC and Maintenance Release as part of the registration process with RAAus.
• Prefixes: Manufactured Lightweight Aeroplanes have been designated the 34-XXXX prefix and amateur-built Lightweight Aeroplanes have been allocated the 29-XXXX prefix.
• Deregistration: It is recommended that an aircraft is not deregistered until a complete application is ready to be submitted as once an aircraft is deregistered from a register the aircraft cannot be flown until it has current registration restored.
Pilot and Maintenance Requirements
Registering a Lightweight Aeroplane is just one step— understanding who can operate and maintain these aircraft is equally important.
• Pilot Qualifications: Only pilots who hold a Group G pilot qualification are permitted to operate a Lightweight Aeroplane with RAAus. Group A, B or D certificate holders are not permitted to operate a Lightweight Aeroplane.
• Maintenance for Manufactured Aircraft: Maintenance of factory-built Lightweight Aeroplanes may only be conducted by individuals who hold a CASA Part 66 licence endorsed with the appropriate categories.
• Maintenance for Amateur-Built Aircraft: Maintenance of amateur-built Lightweight Aeroplanes may be conducted by a CASA Part 66 licence endorsed with the appropriate categories or by the owner, only if they are eligible and comply with CASA Instrument 18/22 as amended.
The Next Steps
If you’re eager to register your Lightweight Aeroplane, stay tuned for updates from RAAus. The application process is moving in stages, and once the priority registrations have been processed, the forms will be made available online for all applicants.
RAAus remains committed to ensuring a smooth and efficient registration process. If you have any questions or need further clarification, refer to Section 15 of the RAAus Technical Manual or contact the RAAus team for assistance.
Flying over Wilpena Pound.
ZOE MANNING RECOUNTS HER EXPERIENCE WITH AUSTRALIA’S
WILD WEATHER
Words & Images Zoe Manning
I come from a long line of aviators. You could say that flying is in my blood. My dad was a commercial pilot and some of my earliest memories involve flying in aeroplanes! My grandfather, a WWII Wing Commander, also went on to fly commercially. But, thanks to an obsession with horses I’ve had since the age of six, flying never caught my attention... until I was 45.
I was late to the pilot party, but in the last 18 months I’ve managed to accrue 300 hours. Now I feel like I don’t have time to lose! They say much of becoming a good pilot comes down to experience. There is only so much you can learn from theory, and the story I’m about to recount was a lesson that was well and truly burned into my brain! I tell this in the hopes that others may avoid what I faced.
I had just enough time for a flash of panic before both Mum and I hit the roof! Trixie dropped out from beneath us, everything in the cockpit that wasn’t tied down came raining down on our heads.
I’ve been very lucky to fly an awesome little light sport aircraft: easy to fly, affordable and extremely capable. She is, of course, ‘Trixie’ the Foxbat! The Ukrainianmade Aeroprakt A22LS.
From day one I’ve wanted to fly my mum into central Australia. In September, after loads of planning, we set off on our adventure together from Tyabb (YTYA) in Victoria. Day two from Broken Hill to Arkaroola was the only day of the 12-day journey where I was not flying in the company of another aircraft, and that’s when things got interesting.
After completing my flight plan and checking the weather, we set off into an overcast sky with a high cloud base of around 4,500 feet. The forecast was for isolated showers east of the ranges. Our track, the forecast assured me, was clear.
From top clockwise: Mammatus clouds, distinctive for their hanging appearance, should be given a wide berth by pilots; Lake Frome to the East of Arkaroola airstrip in the Flinders Ranges SA; Lake Eyre on a still morning after dawn ; Zoe Manning and her mum safe and sound, excited to plan their next flight.
As we approached the southern edge of Lake Frome, only 50 miles from our destination at Arkaroola, we encountered showers. The cloud base was still high with the cell stretching northward. It was clear to the south. The rain cell was still a fair way in front of us, maybe 10 miles, and I was confident that at any time I could divert south into the clear sky if necessary, so I decided to keep tracking towards the cell and reassess as we got closer.
The radar on my iPad was clear, which didn’t make sense. What was behind that front? Would we be able to divert to the south and then scoot along the eastern edge of the Flinders Ranges to get into Arkaroola airstrip? I still had clear sky behind me and to the south. I delayed the decision to divert for a few more minutes.
The pull to divert grew within me. I sent my dad a photograph over text. And then I got his reply.
‘DIVERT! DIVERT! Do NOT fly into that!!’
I had just enough time for a flash of panic before both Mum and I hit the roof! Trixie dropped out from beneath us, everything in the cockpit that wasn’t tied down came raining down on our heads. There was shit everywhere. I immediately pulled the power back and started
banking to the left, away from the oncoming weather. Another violent jolt! The right wing flipped up suddenly, throwing all the loose stuff around the cockpit again.
Mum was giggling like a schoolgirl. ‘Wee! Ohhhh!’
‘Are you ok, Mum?’ I asked.
‘I hope the wings don’t fall off!’ She replied with a hysterical giggle.
‘The wings are NOT going to fall off, Mum!’ I growled nervously.
I identified a place to land, just in case. The cell rumbled over my right shoulder. What was light, misty rain a minute ago, was now an impenetrable, grey, wall of water stretching to the ground. And what was worse, the heavy rain kicked up the ground into an angry, red, dust storm! Landing would be a bad idea!
Another text from Dad. ‘That’s Mammatus cloud! Like hanging breasts, stay clear!’
WHAT? Breasts? Why the hell is he talking about hanging breasts at a time like this? Bloody weirdo, I thought. One last jolt, this time less violent, brought me back to the moment. In the rear it seemed as though the wall of grey was going to catch us. I eased
Trixie the Aeroprakt A22LS Foxbat on the Arkaroola airstrip.
the throttle to full power. Hearts in our throats, and Trixie’s engine roaring, we slowly pulled away from the wall of water.
We diverted around the southern edge of the weather and headed north again to land uneventfully, and with relief, at Arkaroola. The sky was angry that day, and Mammatus ‘Hanging Breast’ cloud is a thing! Sorry, Dad, for calling you a weirdo!
When we arrived at camp later that day, I did some reading on Mammatus cloud. Mamma is a Latin word, which means ‘udder’ or ‘breast’, which is attributed to the appearance of the cloud. They really do look like hanging breasts or udders. Often associated with severe thunderstorms, they are indicative of severe windshear and turbulence and should be given a very wide berth!
We continued our trip through the Flinders Ranges to Lake Eyre and William Creek and had a wonderful time. Trixie is a pleasure to fly. She’s such a fun and capable little aeroplane, and the views of the spectacular scenery can be appreciated fully from the near-360degree windows.
As my first fly away trip I can confidently say that I gained a tonne of valuable experience. Learning firsthand about Mammatus clouds, and why you should avoid them in a light aircraft, was a highlight I won’t forget about any time soon!
TAKE A LOOK AT SOME OF THE AMAZING IMAGES CAPTURED BY THE RAAUS COMMUNITY! SOME SHARED WITH US IN THE PAST FEW MONTHS, OTHERS DUG UP FROM THE ARCHIVES.
Submit your photos to editor@sportpilot.net.au or tag us on Instagram @sportpilotmagazine
Fire at Little Desert VIC, taken at YHSM.
Credit: Peter Kingston
Flying over Perth. Credit: Evgenjii Leizenberg
Flying from Wagga Wagga to Canberra to attend a gala in stunning class. Credit: @BendigoFlyingClub
Calm skies before wild winds whipped up trouble on this pilot’s first solo. Credit: @wingsoutwest
caption caption
Flying from Wagga Wagga to Canberra. Credit: @BendigoFlyingClub
Flying over Perth. Credit: Evgenjii Leizenberg
Flying over Archerfield in a Cessna 172. Credit: @thatsjacko
Flying a Tecnam P2002 over Manjimup WA. Credit: John Starkie
NAVIGATING THROUGH TURBULENT TIMES
A CALL TO OUR AVIATOR COMMUNITY
MARTY PETERS
Head of Flight Operations
From a young age, Marty soared the skies with model aircraft, sparking a lifelong passion for aviation. Over two decades in the industry, he has amassed a wealth of knowledge and expertise. Marty is a qualified RAAus Instructor and Commercial Pilot with several ratings, previously working as a CFI. His journey continues, learning new skills and inspiring fellow aviators.
marty.peters@raaus.com.au
As I reflect on the end of 2024 and the beginning of 2025, it’s clear that our community has faced some challenging times. We’ve experienced incidents and accidents that have taken a toll on us all, including the heartbreaking loss of some dear friends and family members. These events serve as a stark reminder of the inherent risks in our beloved sport of flying.
However, amidst these difficult times, there have been rays of hope and positivity. The interactions I’ve had with our members and higher approval holders have been incredibly encouraging. It’s evident that our safety messages are resonating with those who listen and, most importantly, want to listen. This is a testament to the strength and resilience of our community.
To those reading this, I urge you to continue prioritising safety in all aspects of your flying. Whether you’re embarking on a short trip to the training area or exploring the breathtaking sights of our amazing
country, always keep safety at the forefront of your mind.
For those who consistently do the right thing, I encourage you to keep an eye out for your fellow aviators. This can take many forms, from having a casual conversation over a cup of coffee about the weather to reporting poor judgment or blatant disregard for the rules. Your vigilance and willingness to speak up can make a significant difference in maintaining a safe flying environment for everyone.
As we move forward, let’s not forget to enjoy the privileges we’ve worked so hard to earn. Embrace the opportunities to try new aircraft,
Our passion for flying is what unites us, and it’s important to keep that passion alive while always prioritising safety.
including the exciting new ‘Group G’ category of aircraft 601 – 760kg, with experienced instructors. Advance your skills and fly to destinations that most people can only dream about. Our passion for flying is what unites us, and it’s important to keep that passion alive while always prioritising safety.
Together, we can navigate through these turbulent times and continue to soar to new heights. Let’s support each other, stay vigilant, and most importantly, enjoy the incredible journey that is sport flying. And remember, this amazing privilege is even more special when shared with friends and family. Let’s invite them to join us in experiencing the joy and freedom of the skies.
Jabiru J430 — an exciting new Group G eligible plane that was designed to compete with the Cessna 172.
DARWIN TO THE KIMBERLEYS
Words & Images Andrew Kennedy
After purchasing my Savannah with two mates and spending time familiarising ourselves with her during weekend flying and the odd overnighter to Kakadu, it was time to explore further afield. We had our sights set on the beautiful Kimberley for the start of the dry season.
The initial focus for trip planning required nailing down a proposed route – there’s a lot of interesting places to explore in the Kimberley! But there’s also long distances between ALAs, and even fewer with fuel. Fortunately, our Savannah carries 150L with four tanks which helped a lot.
We set off from Emkaytee (outskirts of Darwin) for Kununurra early in the morning, enjoying one of the early highlights – a picturesque fly over Lake Argyle, Australia’s second largest freshwater lake.
Heading into Kununurra, we filled up with AvGas (no MoGas available) and got ready to depart for the first camping spot at Ellenbrae Station. Lucky we made that call – the station manager advised they were only opening for the dry season the following day! So an alternate plan for the night was hastily arranged with a camp on another airstrip. With no urban lights to compete with, the sky was jam-packed full of stars.
Flying over Talbot Bay was one of Andrew’s trip highlights.
The next day was the best flying day of the trip. We departed early and headed west across the middle of the Kimberley following parts of the famous Gibb River Road and various gorges. We landed at Mt Hart Station for a quick refuel. They normally only hold fuel for their own helicopters but were generous enough to allow us to top up.
Then we headed northwest for the Horizontal Waterfall. Being aware of this location’s special flight procedure, we updated ourselves on the ERSA before take off and refreshed as we approached. With only one other aircraft in the vicinity to sequence with, we headed in for a few orbits. Amazing!
With no urban lights to compete with, the sky was jam-packed full of stars.
Whilst the Horizontal Waterfall is the famous landmark here, I reckon the whole of Talbot Bay and the Buccaneer Archipelago are just as worthy. Beautiful aqua clear waters and hundreds of islands!
After those highlights, a flyover of Windjana Gorge (a Kimberley must do if you’re driving in) and back to Mt Hart Station for the night. What a treat! The station typically caters for luxury campers flying in via helicopter from Broome and drive in campers staying at a campsite some distance away. Without a car, the manager encouraged us to camp on the grass beside the strip and join the staff for a few drinks beside a roaring campfire under the stars. For entertainment, one of the staff pulled out his guitar. That’s Kimberley hospitality for you!
The following day had a lot more smoke to contend with, but still allowed us to see some treats. IFR (I follow roads and railways) gave way to IFG (I follow gorges). One spectacular remote gorge after another including Silent Grove, Adcock, Galvans, Manning and Barnett River Gorges just to list the named ones.
On the third night we got to stay at Ellenbrae Station. A quick flyover of the homestead before landing triggered the welcoming party before we had a chance to tie down. A cooldown was in order. Once the manager realised we were from Darwin, she quickly
We camped next to the plane on the airstrip and kept a watch as a fire raged nearby Ellenbrae Station.
assured us that her daughter swims there most days – so no crocs to worry about. So, in we went for a cooldown.
Late in the afternoon, a large fire was approaching on the property. Noting the next airfield was quite a distance (million-acre properties in the Kimberley have that effect) and it was late in the day, we decided to camp next to the plane on the airstrip and keep a watch on the fire. At least we could move the plane around the strip if necessary! With the managers checking on us intermittently, it ended up being a good night with the best campfire seats in the house.
Once again, great Kimberley hospitality!
Again, took off early the next morning for the long flight home to Emkaytee.
As with any flight, there were a few lessons:
1. Whilst there was extensive flight planning at home, we still needed to remain flexible, alter route, and reconsider fuel/time of day requirements.
Aerodromes with fuel are a long way apart up here so a 20 knot headwind has a major impact on your
fuel considerations. Good planning and flexibility were key!
2. The Savannah’s timber dipstick made reading the AvGas level challenging since it was evaporating quickly. A new metal dipstick seems to make this easier.
3. Density altitude. Not really something I spend much time considering when undertaking 1–2-hour flights in a STOL aircraft near home. But on a trip with the mercury climbing near 40 on strips at 1500-2000 feet, with maximum weight, aircraft performance was certainly degraded.
To wrap up, it was an awesome trip and I’m very keen for the next cross-country flight. Even if that’s crossing the Kimberley again, I could see a whole different set of highlights. Maybe follow parts of the north coast, including the impressively large rivers near Wyndham, King George River, Mitchell Falls and King Cascades on the Prince Regent River. Or on to Derby, Dampier Peninsula and Broome.
So many places to explore!
Andrew is already planning his next trip to the Kimberley.
A bit of news that seems to have ironically flown under the radar is that CASA announced back in December that RAAus pilots and aircraft could soon have access to controlled airspace – specifically Class C and Class D. One of the reasons that it isn’t being made as big a deal of as it should be is that there are some conditions and confusion about what this means.
Before we begin, for those who can’t quite remember all the airspace classes (hastily refers to Airservices diagram) Class A is above 18,000 feet and for IFR, so we can leave that to the big boys. Class C is controlled airspace around a big airport and up to 18,000. Class D is controlled airspace around small airports that have a control tower and Class E is the wide open spaces above 8,500 feet and below 12,500 we share with VFR and IFR flights. Finally, Class G is the bit nearer the ground, below 8,500 feet. Phew. So up until recently, if you were an RAAus pilot you could only fly in Class E and G airspace, but that’s about to expand to let you fly in Class E and G (like before) plus Class C and Class D, which means controlled airspace around airports that have control towers or are remotely controlled.
Words Nicholas Heath Sydney’s newest Air Traffic Control Tower.
Previously you could access controlled airspace in an RAAus aircraft provided you had an RPL and Controlled Airspace/Controlled Aerodrome endorsement or higher, a suitable medical, currency and the aircraft met the required standards... which still excluded most RAAus certified pilots. Soon you’ll be able to fly in those spaces on an RAAus Pilot Certificate, but there are some caveats to keep in mind.
Firstly, you will need a Class 5 or better medical certificate. Class 5 is the new CASA based selfdeclared medical. It’s not difficult to get unless you have some major health issues looming. You complete an online module and application form. I’ve done one and it’s easy enough.
Secondly, you will need to show you are competent. Fortunately, they mean competent to fly an aircraft, or I’d be in real trouble. That will require you to show an instructor that you can fly the aircraft safely, navigate, plan, speak to ATC and manage your workload. To do that you will need to complete a Controlled Airspace/ Controlled Aerodrome endorsement, which should
“Despite their somewhat fearsome reputation, ATC are actually there to help you.”
take a few hours with an instructor and have a current biennial review. Once that’s done and CASA and RAAus formalise the rules for access, you will be able to fly in class C and D controlled airspace, chat to ATC and utilise controlled airports.
The key to ATC communications for a new or occasional user is to have your calls written down, or at least thought out, before you get to them. The hardest part is getting an ATC instruction to you noted down and reading it back in a timely manner. A kneeboard will be your friend here. Like everything in aviation, it starts off looking impossible and then becomes easier with use. Back when I was a budding pilot my instructor told me that the easiest way to learn the phonetic code was to read the rego plates of cars as I was driving, and it worked a treat. I reckon the best way to learn ATC calls is to download the Live ATC app (it costs about $7)
and run it for your local airport. Listen in and pretend like you’re the aircraft ATC is talking to and practice responses. Or search ‘live ATC’ on your computer for your preferred airport and there’s a good chance it will come up in a search. I like the app because I can listen in the car. And yes, I occasionally make flying sounds as I drive, and I try to bank left instead of turning. There’s a bunch of guides and videos on the Airservices website, too.
Once you are endorsed you will have access to a bunch of airspace and airports. Despite their somewhat fearsome reputation, ATC are actually there to help you. Most ATC operators are friendly and helpful. But they are busy and don’t suffer fools lightly. I recall flying into Canberra a few years ago after the bushfires and there was a heavy smoke haze. ATC, without prompting, assisted us with vectors to the turn point for final which was well appreciated. GPS shows you where
the runway is, but this was helpful to make a smooth approach. As you roll out from your landing you get quite smug to be landing with the big boys – until you realise that a velocity flight (Virgin Airlines) is waiting patiently for you to clear the runway, and your briefly smug moment is wiped off as you try to find your exit and organise the ground frequency.
Controlled airspace access has been the missing link in RAAus, made ever more important as more and more airspace is coming under control. You will also have the additional safety of avoiding weaving through rugged terrain by flying through the controlled airspace above it. This will be a boon for east coast pilots who have to dodge controlled airspace continually, and will let them access many of the airports they couldn’t get to. We will post more information on this as it becomes available. Got an opinion on it? Let us know at editor@sportspilot.net.au
Famous collection of Australia’s Aviation Heritage aircraft. Our guides will take you on board many aircraft and provide outstanding commentary. 9.30am - 3.30pm daily. Last tour at 2pm
Exhibits include Boeing 747-400, Lockheed Super Constellation, F-111C Fighter, Southern Cross Replica, 1954 Queen’s Visit Dakota, PBY-6A Catalina and Caribou.
747 VIP, Cockpit and Wing Walk Tours (must prebook) Café open 9.30am - 2pm for breakfast and lunch. Gift Shop.
A: Shellharbour Airport, Albion Park Rail
P: 02 4257 4333
E: harsinfo@hars.org.au
W: www.hars.org.au
HARS Aviation Museum
EVENTS
CHECK OUT WHAT’S HAPPENING AROUND THE COUNTRY
If you or your club have an event you would like to advertise, please send the relevant information to editor@sportpilot.net.au
Sunday 6th April 2025
BAROSSA AIRSHOW
The Barossa Airshow is Back!
Mark your calendars for 6th April, from 10am—4pm, as the Barossa Airshow takes to the skies at Rowland Flat Airfield in South Australia’s beautiful Barossa Valley.
The Barossa Airshow has become a beloved event, known for its thrilling aerial displays and family-friendly atmosphere. Hosted by the Rotary Club of Barossa Valley, this year’s event is set to offer a thrilling day of high-energy entertainment, showcasing talented pilots executing stunning aerobatic manoeuvres.
Not only can visitors enjoy the aerial displays, but they can also browse a variety of market stalls, sample
delicious food and drinks, and chat with pilots on the ground. The event offers a relaxed picnic-style atmosphere perfect for a day out with the whole family.
FLY IN FOR FREE
Pilots are invited to fly in to this spectacular event. Whether you’re interested in participating in the Flying Display or simply joining as a Fly-In Spectator, it’s a fantastic opportunity to be part of the excitement.
For more information about the fly-in, registration, and tickets, visit the Barossa Airshow website. barossaairshow.com.au
Credit: Katarina Husakova
Sunday 27th April 2025
WINGS, WHEELS & WINE
Get ready for an exhilarating weekend in the heart of the Mudgee region with the highly anticipated Wings, Wheels & Wine on 27th April at Mudgee Airport. This year’s event promises to be the biggest and most thrilling yet, with a jam-packed lineup that includes a spectacular airshow, classic cars, and so much more.
The skies will be alive with incredible aircraft, including the powerful Hawker Sea Fury, the iconic Curtis P-40 Kittyhawk, and the massive Grumman TBM Avenger. You’ll also be treated to mind-blowing aerobatics from Paul Bennet’s Wolf Pitts Pro and the SkyAces formation team, known for their high-energy stunts and
precision manoeuvres. Other highlights include the North American T28 Trojan, the Cessna 02, and the Yakovlev Yak-52 — each showcasing a unique slice of aviation history.
And what’s an event in Mudgee without its world-class wines? Take a break from the action and indulge in fine wine from some of the region’s premier wineries. Whether you’re a fan of aviation, classic cars, or just looking for a memorable weekend away, Wings, Wheels & Wine is the perfect mix of thrills, history, and local flavour.
wingswheelsandwine.com.au
AIRSPEED
While airspeed is of paramount importance, understanding the difference between True Airspeed (TAS), Indicated Airspeed (IAS), and Ground Speed is crucial for every pilot, whether you’re a beginner or an old hand at the controls. These three airspeeds are not only your guide to the skies but also your ticket to ensuring a smooth, safe, and efficient flight.
Airspeed 101: What Your Flight Instruments Aren’t Telling You
Airspeed is one of the most fundamental metrics in aviation — something experienced aviators monitor instinctively throughout every flight. It’s not just a number on a dial; it’s a real-time indicator of how the aircraft is performing and responding to the environment – one of the aircraft’s vital signs. At its core, airspeed dictates lift, climb rate, and overall control authority. Fly too slowly, and you risk a stall; push the limits, and you could compromise
the structural integrity of the aircraft. For seasoned pilots, it’s also about knowing the subtle differences between indicated, true, and ground speed — and how these shift with altitude and atmospheric changes. In turbulence, airspeed becomes your anchor, helping you protect the airframe and stay within safe operating margins. From take-off to touchdown, it’s the constant companion guiding every decision, helping you fly safely and efficiently. Without it, even the best-planned flight would be a risky gamble.
Words James Heath
Pitot tube cover in place while plane is parked to stop debris or insects causing issues with the instruments.
Breaking Down the Basics: IAS, TAS, and Ground Speed
If you’ve spent any significant amount of time in the cockpit, you’re no stranger to the airspeed indicator. But that number glaring back at you often isn’t as simple as it seems. While Indicated Airspeed (IAS) is the speed you’ll see on the dial, the other two speeds — True Airspeed (TAS) and Ground Speed — also play critical roles in how your aircraft behaves and performs.
Your traditional airspeed indicator – dial type – has a number of useful markings on it. The green area is your happy place. It represents the normal operating range, extending from the clean (no flaps) stall speed (Vs1) up to the maximum structural cruising speed (Vno). Within this range, manoeuvres can be conducted safely under normal conditions. Beyond Vno, the yellow cautionary arc indicates speeds where operations should only be conducted in smooth air, with manoeuvres performed with caution. It’s important to note that the design manoeuvring speed (Va) is not fixed and varies
depending on the aircraft’s weight. Then you find the red line. VNE or Velocity Never Exceed – the point at which you may damage the airframe. The white segment which extends alongside the green represents the speed at which it is safe to deploy flaps.
Indicated Airspeed (IAS)
Indicated Airspeed is where the needle points on your airspeed indicator. It measures the difference between the static pressure (the air pressure surrounding your aircraft) and the dynamic pressure (the pressure created by the aircraft’s movement). This difference is then translated into a speed reading.
For most pilots, IAS is the primary reference for day-today operations. It’s what you use to ensure you’re flying within safe operating limits, such as the stall speed, best rate of climb, and manoeuvring speeds. Simply put, IAS is the number you rely on to maintain control of your aircraft and to avoid critical situations like stalls or excessive speeds.
However, it’s important to remember that IAS doesn’t factor in variables like altitude or air density, meaning it doesn’t represent the actual speed of your aircraft relative to the air through which you’re flying. When we take off from an airport, we set the local pressure to reflect local conditions. As soon as we start to climb, that pressure will change. This is why two pilots flying at different altitudes can be flying at the same IAS and still be moving at different true speeds. To fully grasp your aircraft’s performance, you need to understand the relationship between IAS and the other airspeed measurements.
True Airspeed (TAS)
This is where things get more interesting. True Airspeed is the actual speed of the aircraft relative to the air mass through which it’s flying. Unlike IAS, which is based purely on pressure measurements, TAS takes altitude, air density, and temperature into account, providing a far more accurate measure of the aircraft’s performance.
Always remember that what you see on the airspeed indicator is just one piece of the puzzle.
TAS becomes increasingly important at higher altitudes, where the air thins out and the aircraft’s true speed through the air increases. At lower altitudes, the denser air means you’re generating more drag, so your TAS will be relatively close to your IAS. However, as you climb, the air density decreases, reducing drag, which means the aircraft needs to travel faster through the thinner air to maintain the same IAS. This results in a higher TAS at altitude, even though your IAS remains constant.
For example, at 5,000 feet, your IAS might be 100 knots, but your TAS could be around 110 knots. At 20,000 feet, the same IAS might correspond to a TAS of 140 knots. The rule of thumb is 2% increase in
Understanding the differences between IAS, TAS, and Ground Speed is not just a matter of memorising numbers — it’s key to mastering the art of flight.
airspeed for every thousand feet. Understanding TAS is crucial for managing your aircraft’s fuel efficiency, climb performance, and overall flight planning, especially when flying at higher altitudes where changes in air density can significantly affect your aircraft’s capabilities.
Ground Speed
Now, let’s add another layer of complexity. Ground Speed is the speed at which your aircraft is moving relative to the ground beneath it using GPS systems or manual calculation. Unlike IAS and TAS, which are concerned with the aircraft’s movement through the air, Ground Speed is affected by wind direction and speed. A tailwind will increase your Ground Speed, while a headwind will decrease it. Crosswinds don’t directly impact your Ground Speed, but they can affect your flight path as a vector.
Understanding Ground Speed is essential for flight planning, navigation, and time management. While you may be cruising at a high TAS, your actual progress across the ground could be slower if you’re flying into a strong headwind. For example, if your aircraft’s TAS is 150 knots and you’re facing a headwind of 30 knots, your Ground Speed will only be 120 knots. This is an important factor to consider when calculating
flight time and estimating your arrival. In an age of GPS, digital flight instruments, and flight management software, calculating your ground speed is not the chore it once was.
So Why Does TAS Increase with Altitude?
One of the most important concepts to grasp when it comes to airspeed is how TAS increases with altitude. This is a phenomenon that can be tricky for pilots, especially when they’re transitioning from lower to higher altitudes.
The pressure outside the aircraft is reduced as you climb. The airspeed indicator, based on a pitot tube, literally uses air pressure to measure your speed. Thus, as you climb, it will underestimate your speed as pressure drops. For instance, using our rule of thumb, if you’re flying at 10,000 feet with an IAS of 100 knots, your TAS might be 120 knots. If you climb to 20,000 feet and keep the same IAS, your TAS might increase to 140 knots. This is critical to understand because aircraft performance, including fuel consumption, engine efficiency, and stall speed, is directly linked to TAS. Failing to account for changes in TAS as you climb can lead to overestimating your aircraft’s performance and put you at risk.
Garmin G5 showing TAS top left, IAS on the left and Ground speed in the bottom left. Credit: Garmin
Can You Exceed VNE in True Airspeed?
Here’s a critical point for experienced pilots to remember: while VNE (“Velocity Never Exceed” or Never Exceed Speed) is typically defined in terms of IAS, you can exceed this speed in terms of TAS, provided you stay below VNE on the instrument. This is particularly meaningful at higher altitudes, where the TAS increases due to reduced air density. For example, you might be cruising at 10,000 feet with an IAS of 130 knots, which is within your aircraft’s safe operating limits. However, at that altitude, your TAS could be 150 knots — potentially exceeding your aircraft’s VNE. Just for the record, VNE is calculated as 10% below the demonstrated speed of the aircraft.
The Power of Airspeed Knowledge
Understanding the differences between IAS, TAS, and Ground Speed is not just a matter of memorising
numbers — it’s key to mastering the art of flight. These airspeeds are all intertwined, each one affecting the other in ways that can significantly impact your flight performance. By honing your awareness of these speeds, you’ll be better equipped to optimise your flight planning, handle unexpected changes in weather, and fly with greater efficiency and safety.
As you continue to gain experience in the cockpit, keep these airspeeds in mind, and always remember that what you see on the airspeed indicator is just one piece of the puzzle. Knowing how to interpret and manage IAS, TAS, and Ground Speed will elevate your flying, helping you navigate the skies with confidence and precision. With the right knowledge, you can ensure that every flight is not just about getting from point A to point B—but about getting there safely, efficiently, and with the mastery that comes from truly understanding the forces at play.
6 Inch Altimeter Wall Clock
‘Take Flight’ by Kathy Mexted
From balancing on a wingtip to circling with eagles, Take Flight tells the stories of Australian women who have leapt, tumbled and dived, and reached for the stars. In Take Flight, author and pilot Kathy Mexted celebrates the determination, skill and expertise of ten women who have beaten the odds to find success and joy in our skies. Read about the stories of Helicopter pilot Alida Soemawinata, Paramotor pilot Sacha Dench, Birdwoman Stef Walter, Hot Air Balloonist Donna Tasker, Gomeroi Astrophysicist Krystal De Napoli and Aerobatic pilot Emma McDonald.
Elevate your decor with the 6-Inch Aircraft Altimeter Wall Clock. Designed to resemble an aircraft altimeter, this sleek black timepiece features detailed markings and bold numerals for easy reading. Ideal for home offices or aviation-themed spaces, it combines practical functionality with a distinctive aviation-inspired design.
at museumofflightstore.org
Aircraft Spruce Product Catalogue
If you fly, repair, restore or build aircraft, this catalogue is a must for you. The catalogue includes 100,000 products for certificated, experimental and ultralight aircraft. Aircraft Spruce carries the most extensive selection of products in the industry and the product catalogue alone will not disappoint with over 1,000+ pages of aviation products. The best part of all, it’s free! You only pay for shipping.
at time of
TECH TALK FLYING 5 TH CLASS
CASA created a new class of medical last year –the Class 5. It’s a new self-declared medical that is the simplest and easiest CASA medical to get. Why does this matter to an RAAus pilot? Well, it’s one of the points of debate being worked on to grant RAAus pilots access to controlled airspace. Here’s the process and the limitations on it as compared to other licenses.
Up until now, a pilot required a Class 2 or a Class 2 basic medical. The Class 2 was issued by a DAME – a medical practitioner certified by CASA – and is what you needed for the full range of GA flight including night, IFR, heavy etc. The Class 2 Basic was limited to 10,000 feet, and day operations had other limitations but could be issued by any doctor.
As far as I can see, the new Class 5 self-declared medical gives you most of the benefits of a Class 2 basic medical without the doctor’s involvement. The major limitation is on passengers. You’re limited to one, just like in RAAus, so that’s hardly going to be an issue. The Class 5 has two target audiences: RAAus pilots and RPL pilots. There was also a category of medical
certificate for an RPL holder called a RAMPC that had the same limitations as an RAAus certificate. I suspect the Class 2 and RAMPC pilots will mostly transfer to Class 5.
So, what’s the process? It’s actually quite easy. You first do an online module that gives you an understanding of how to do a Class 5 medical. Once completed, you make an application. Provided the application doesn’t uncover any issues, you’re instantly issued with a Class 5 medical. The reason you might want to do a Class 5 medical is because it gives you access to doing an RPL conversion and controlled airspace. Right now, Class 5 isn’t recognised officially by RAAus, but that will surely be the case soon. So right now you will still need to do an RAAus medical declaration. Time will tell, but I think it’s a good idea –especially for pilots over 40 who are required to renew their medical every two years (its every four years for the juniors out there). Hopefully it will also relieve some of the burnout from CASA’s medical evaluation team who now have a lead time of several months for all the classes that require their review.
Words Nicholas Heath
Credit: CASA
As Pilot in Command, in-flight catering officer, refueller, ground-ops manager, scheduler, accounts and complaints department of my own aircraft, I suffer from information-overload and multitasking confusion simultaneously when flying.
Chatting to other pilots, it’s not uncommon. This is compounded when operating in new airspaces and using unfamiliar airfields. If you visit enough airfields, you realise that understanding local operating conditions and complying with them can be daunting, but very, very important.
The ERSA (En Route Supplement Australia) is the bible for being prepared. It has (almost) everything you need. Back in the days when I learnt to fly and dinosaurs ruled the earth, we carried a printed version of the ERSA – along with maps, an E6B (ask an old pilot), rulers, pencils et cetera. Now it’s all on my tablet as part of the Electronic Flight Bag. You can download it, along with a bunch of useful documents, from Airservices as a PDF. I’m sure most of you are familiar with the ERSA, but it’s basically a form guide for airports and flight ops. It is updated regularly, so you have to buy fresh copies. The digital version updates automatically – nifty. But there was also a comfort in having the words printed on a page that you could spread on your lap as you approached an airport – or you can hastily open when your copilot says, “I thought it was a right-hand circuit there now”. Sure, you can have the ERSA up on your tablet or phone but a) you probably need the nav page up on that screen and b) it’s not like they’ve optimised it for the digital age so it can be hard to read on a jiggling screen. The ERSA has some other limitations. It’s still written in TLAs (Three Letter Acronyms) and jargon. Much like weather briefings, it’s written like it was made to be telexed (again, ask an old person).
Words Nicholas Heath
YBOI Boigu Island airport — elevation shouldn’t be tricky.
I’ve made some fabulous aviation mistakes over the years. Fortunately, none were serious or dangerous. They say you learn from failures, not successes, and I can attest there is no greater teacher than the cringing embarrassment after you just messed up around an airport. To reduce these, I’ve come up with a way to make sure I have the pertinent information on hand when I need it. So here, in 200 words or less, is my distilled approach.
There is no greater teacher than the cringing embarrassment after you just messed up around an airport.
A bit of preparation makes life easier. I make a cheat sheet. Most of this information comes from the ERSA. Some comes from The Pilots Touring Guide, Plan Land and Stay or Outback Touring – all available online. Information can date so, when unsure, a call to the ARO, the local flying club or even the local flight school can clear things up. I’d rather do that than get it badly wrong. Be warned that the format, quality and accuracy of ERSA information can be wrong. That’s because AROs supply the info and aren’t consistent. So, the really important information about, say, a particular runway being unusable for take-off, may appear in the remarks columns way after you would expect it to. I’m looking at you, Horn Island. On other entries, that sort of information could appear under the Remarks, Additional Information or Local Traffic Regs section. My cheat sheet has only the necessary info for each airport I will be using on a particular day’s journey. You could use an off-the-shelf flight planning sheet, but I find my simple version works for me. Here’s a sample from a flight from Lethbridge, Victoria, to Gladstone, Queensland.
YLED Lethbridge 127.65 790ft 28/10 16/34
Avoid houses/town fill tank
YCBA Cobar 126.7 724ft 23/05 17/35 Displaced Threshold fill tank Park Clubhouse
YGLA Gladstone 59ft 118.8 28/10 RH Circuit on 28 Chimneys Due East! A4 to A3 ASIC
The format is loosely sequenced for when I will need the info. First is the airfield, then the frequency, so I can set up the radio. And hey, make sure you switch frequency across before you broadcast. Another life lesson. I’m not saying this happened to me, but make sure you turn the volume back up if you happened to turn it down because of annoying crop dusters near Thargomindah blaring away on 126.7, or you’ll miss important calls from a Velocity flight (Virgin) and have to apologise to them later in the terminal at Charleville. Just saying. Hypothetically... anyhoo – then we have the altitude, so I can figure out over the top and circuit height, then the runways with preferred runway first in bold or underlined, then any important circuit info, then any relevant taxi/ground info. Then, if required, any additional information in bold. My entry for Redcliffe has PELICANS! at the end. If you go there, you will find out why. It probably should also say “MOSQUITO REPELLANT” because, man, they are fierce in the GA parking area.
My cheat sheet sits on or with my printed flight plan. Yes, I have one of those too on most journeys with multiple stops, because it has a quick reckoner with all the headings and fuel info, plus spaces to drop things like pressure height, et cetera. One day I might combine all these things, but probably not. If a system works, it’s not stupid. All of this information is available on the EFB, but it’s easier for me to work with on hand and it will work if everything else stops. I also tend to jot down extra bits on it as I go along, so it’s both an aide-mémoire and a jotter.
This works for me, and we would love to hear what you do. Send your thoughts to editor@sportpilot.net.au
CLUBS & RUNWAYS
COOBER PEDY (YCBP)
Coober Pedy Aerodrome (YCBP) is one of the most unique outback destinations in the world. Famous for its underground homes, moonlike landscapes, and rich opal mining history, Coober Pedy offers an unforgettable experience for pilots looking to explore the heart of South Australia’s outback.
FACILITIES
YCBP features two runways: 04/22 (1,428m, sealed) and 14/32 (829m, gravel). Avgas and Jet A1 fuel are available. Parking is located near the terminal and basic amenities such as restrooms are available on-site.
GETTING AROUND
The aerodrome is located approximately 5km from the town centre. Taxis and pre-arranged shuttle services are available, or you can hire a car to explore at your own pace.
EXPLORE
Coober Pedy is an outback town like no other. Start with a visit to the Umoona Opal Mine & Museum to
learn about the region’s opal mining history and underground lifestyle. Take a mine tour or try your luck at noodling (fossicking for opals) at the public noodling areas. Drive out to the Breakaways Conservation Park for stunning desert scenery, and don’t miss the Dog Fence, one of the longest continuous structures in the world.
EAT & DRINK
For a meal with a difference, try Crystal Café or John’s Pizza Bar, famous for its hearty outbackinspired pizzas. If you’re after a drink, the Outback Bar & Grill serves up cold beers and pub meals with a true outback atmosphere.
STAY
Coober Pedy offers a range of accommodation options, from underground hotels that stay cool yearround, to outback caravan parks and motels. Stay at the Desert Cave Hotel for a unique underground experience or opt for the Opal Inn Hotel for a comfortable stay close to town.
COOBER PEDY (YCBP) 04 22 32 14 1428 829
ELEV: 745m
RWY: 04/22 (1,428m, sealed) 14/32 (829m, gravel)
CTAF: 126.7
MELB CENTRE 120.7
RWY LIGHTING: 04 / 22 PAL 119.6
AD OPR:
District Council Coober Pedy ARO 0400 108 230 cooberpedy.sa.gov.au
Jindabyne Airfield (YJIN) is the perfect entry point for exploring the stunning Snowy Mountains region. Jindabyne offers year-round adventure against a breathtaking alpine backdrop and puts you at the doorstep of some of Australia’s best outdoor experiences.
FACILITIES
Jindabyne Airfield features a grass runway suitable for light aircraft. Pilots should be aware of rapidly changing mountain weather conditions, including turbulence and strong winds. The airfield is private, owned and run by the Jindabyne Aero Club, so prior permission is required before landing for all non-members. Aircraft parking is available, and basic facilities are on site. A brand-new clubhouse and pilot cabins are currently under construction.
GETTING AROUND
The airfield is located just 5km from Jindabyne township, making it an easy ride into town via taxi or prearranged transfer (0459 234 726).
EXPLORE
Jindabyne is an adventure lover’s paradise. In winter, hit the slopes at Thredbo or Perisher, both within an hour’s drive. During summer, take on the Kosciuszko Summit Walk, go mountain biking at Thredbo Valley Track, or enjoy water sports on Lake Jindabyne. Fishing enthusiasts will find some of Australia’s best trout fishing in the region’s lakes and rivers.
EAT & DRINK
Warm up with a hearty meal at the Banjo Paterson Inn, known for its pub classics and live music. For locally roasted coffee and great breakfast options, try Birchwood Café. Craft beer lovers should visit Jindabyne Brewing, offering lake views and a relaxed atmosphere.
STAY
From luxury ski lodges to lakeside cabins, Airbnbs and holiday parks, Jindabyne has accommodation for every style of traveller. A few favourites right on the edge of Lake Jindabyne include Horizons Lake Jindabyne and Lake Jindabyne Hotel.
30 12 60 27 JINDABYNE (YJIN)
ELEV: 3400m
RWY: 09/27 750m unrated grass
12/30 850m unrated grass
CTAF: 126.7
MELB CENTRE: 120.75
RWY LIGHTING: Nil
AD OPR: Jindabyne Aero Club 0428 240 192 jindabyneaeroclub.org.au Prior permission required.
REMARKS:
Pilots should be aware of rapidly changing mountain weather conditions, including turbulence and strong winds. Animal hazard exists.
FUEL: Avgas, H24 self-service bowsers.
AD CHARGES: Yes, refer to website for details.
Always check ERSA for current flight planning, local hazards, procedures and restrictions.
ESPERANCE (YESP)
Esperance Airport (YESP) is hub to some of Australia’s most beautiful beaches and lakes in WA. Esperance is famous for its Pink and Rainbow lakes, which take on different colours depending on the season, but its beautiful beaches, hospitality and culture can’t be overlooked.
FACILITIES
YESP offers two runways: 03/21 (1,178m, gravel) and 11/29 (1,800m, asphalt). H24 and Avgas bowsers are available. YESP has well maintained terminal facilities including public bathrooms, vending machines offering food and beverages, as well as public free wifi.
GETTING AROUND
Esperance Airport is located approximately 23km from the city. Taxi and shuttle services as well as car hire options are readily available at the airport.
EXPLORE
Esperance demonstrates the natural wonders of Australia like nowhere
else. The Pink and Rainbow Lakes shift in colour throughout the seasons, offering a surreal and dreamlike aesthetic that can’t be missed. Visit Lucky Bay, home of Australia’s whitest beach, explore the rugged beauty of Cape Le Grand National Park and observe wild kangaroos who call Esperance home.
EAT & DRINK
Esperance is home to an array of historic and contemporary cafes, pubs, and restaurants. Grab breakfast at Downtown Espresso Bar, try freshly baked bread at Bread Local, and kick back with dinner by the beach at Wavecrest Bar and Bistro.
STAY
Esperance offers a variety of accommodation options, including beachside stays at RAC Esperance Holiday Park with caravan, cabin, and villa options, or Comfort Inn Bay of Isles. Esperance Pink Lake Tourist Park provides campgrounds and cabins for those wishing to stay near the region’s iconic lake.
REMARKS: Valid ASIC must be worn and properly displayed at all times.
FUEL: Avgas, H24 self-service bowsers.
AD CHARGES:
Yes, see website for details.
AVIATION CLASSIFIEDS WE LOVE
Words Nicholas Heath
Stinson 108-2
When a 1947 Stinson shows up on Aviation Classifieds, it’s going to get our attention. We’ve got a soft spot for any plane with classic and historic connections, and with a Stinson you get that in droves. The Stinson Aircraft Company were one of the early forces in light aviation, having been around since the early 1920s. Stinson were Detroit based and brought a lot of automobile thinking to aircraft. The first Stinson, the Detroiter Biplane, had an enclosed cockpit, a heater and even a cigarette lighter. Pretty much unheard-of luxuries in 1920s aviation. Not surprising, really, as Stinson became a subsidiary of Cord Auto manufacturing, makers of luxury cars between the wars. Cords are still famous as perhaps the best example of American design and luxury in the interwar years. The 108 was popular and continued in production even after Stinson was absorbed by Piper Aircraft in 1948. The Piper Apache Twin was also based on an original Stinson design.
The Stinson 108-2, like the one for sale in this edition, was a redevelopment of the prewar Model 10A Voyager/105. It is a 4-seat taildragger around 160 horsepower depending on engine choice.
This particular 108-2 indicates that it has a Franklin engine with 165hp. Franklin is an interesting engine
manufacturer in themselves. Their designs were leading edge in the prewar period and another feature that makes this a desirable classic aircraft.
An interesting feature of the 108 was the adoption of leading edge slots in the wing aligned with the ailerons. Why would you want that? Well, leading edge slots will mean that section of the wing will stall later than the non-slotted area. A stalled wing has a disturbed airflow, which is going to impact the effectiveness of aileron effectiveness. It also means that the outer wing will stall later than the inner wing, so less likely to drop a wing at the stall. The Stinson 108 had this enhanced safety feature 80 years ago. Yes, you read that right, 80 years ago. We checked that maths twice. In 1947 this model Stinson represented half of the 4-seat market – so it was the dominant type of the era and that’s enough reason to buy this aircraft.
If it wasn’t for our “You can’t buy any more projects until you finish the current projects” rule, we’d be on it like a seagull on a chip. This particular aircraft has been in storage since the 1990s so you can expect plenty of work required. It’s worth noting this aircraft can’t be Group G registered — it will need to be registered with CASA. If it rocks your world, give Allen a call.
The Stinson 108-2 is a gorgeous piece of history. Credit: Online
Savannahs for Everyone!
There are three separate Savannah aircraft for sale right now in the classifieds. The Savannah is an Italian-sourced, utility aircraft that is just as happy in the training role as it is in being a station mustering aircraft or a STOL weapon. Being available as a kit, it could be configured to sit your application. Early models had full-length leading edge slots to improve low speed characteristics and most run flaperons, where the aileron can “droop” to provide much greater flap area and improved stall speed. There are two S models and a VG on the market. The VG is the classic, while the S model is the latest iteration, featuring all the improvements to date. Reports on the STOL characteristics say they are excellent, and the stall characteristics have been likened to mush rather than a full stall. The fuel arrangement varies on the builder’s choice but the ones we have seen have up to 150 litres in total, most in the wings, but there is a sump tank behind the seat. When it gets to 10 litres, a red light
comes on the dash to say you have about 30 minutes of fuel. Not a bad feature. Typical empty weight can be under 300kg, with a 600kg MTOW, so you have plenty of capacity. With the Rotax on board you will be cruising in the low 90 knots range. The upside of that is that stall speed will be around 26 knots.
You will find Savannahs with every engine type you can imagine in the 60-120hp range, but in Australia it’ll either be a Rotax up front, as is the case here, or a Jabiru. While there is a tail wheel version available, these are all nose wheels. There’s quite a few Savannahs on the register in Australia plus more in New Zealand, so there’s a community to work with locally, along with several thousand models flying throughout the world.
The Savannah S is the latest iteration of the classic Savannah model. Credit: Online
AVIATION MARKETPLACE
BROWSE AIRCRAFT FOR SALE OR REACH A LARGE MARKET TO SELL
YOURS WITH AN ADVERTISEMENT IN SPORTPILOT
SportPilot cannot endorse any aircraft for sale in classified advertisements and recommends that you meet the vendor and are satisfied with the aircraft before parting with any money.
Jabiru J230-D
Jabiru J230-D, 24-5481 — Factory built August 2008. Airframe and engine hours 717. (Still being flown so hours will change). Second owner since 11/11/2015. Always hangared, location YGWA, fully maintained by LAME / L2. Next annual due Dec 2025.
Murray William Nitschke — 0411 722 953
$75,000
Stinson 108-2
2100 Airframe Hours, TT1454, TSOH90 Engine Hours, 108-2. My Stinson needs a new home. It was rebuilt and was flying in the 1990s. Circumstances led to it being dismantled and transported to the present location. Contact Allan for full details of this lovely aircraft.
Allan Morris — 0425 660 619
$20,000
W8 Tailwind
W8 Tailwind with 482 hours TT. Lycoming 0-235 engine, overhauled magnetos, standard instruments plus AV Map Ultra, VSI. Icom A210 radio. Fuel tank 100L. Was imported from Canada and registered in RAA. Maintained by L2. An affordable 2 seater. James Robert Auld — 0428 500 845
$39,000
Challenger 2
499 airframe hours, Rotax 582 220 engine hours. Lowrance 2000 GPS, Icom radio, headsets x2 and intercom, BRS 900 Ballistic Recovery System, Aux fuel tank, tricycle U/C, registered fully enclosed trailer, spares. A bargain at $25,000.
Steve Ridley — 0408 284 799
$25,000
Airborne XT-912-B
2005 Airborne XT 912 Tourer, original Cruze Wing — 146 hours on aircraft. Registered with RAA. Plenty of spare parts and extras including large windscreen. Custom built trailer (no rego) also available at extra cost. At this price the first to see will buy.
Rodney Hunt — 0438 365 056
$16,000
STOL CH701 ZENAIR STOL CH701. Rotax 914 Turbo 115 hp and 332 airframe hours. Bubble doors for 110 cm cabin width. Laptop with optimisation software and adaptors for motor parameters. Due to my health — Make an offer.
Uwe — 0413 608 551
$53,900
STOL CH701
332 airframe hours, 332 engine hours. Always hangared and in good condition. Long range wing tanks 114 litres. Flies well. Moulded windscreen. New bubble doors for 110 cm cabin width. As is, where is. Extras: propellor pitch adjustments and laptop with motor parameters optimisation software and adaptors.
Uwe — 0413 608 551
$53,900
VM-1
749.4 Airframe hours, 792.3 engine hours. Kit Built. First registered Sep 2004. All composite construction. Solid 115kt cruise. 544kg MTOW. 324kg empty weight. 115 litres fuel in wing tanks. Large electric flaps — VSO 35kt. Annual completed FEB 2024 with 5 year rubber replacement. New E-Prop.
Michael Scott — 0422 430 915
$70,000
Sport 2S Quicksilver 2S 2 seat aircraft, one of the safest and easiest aircraft to fly. All instrumentation including radio & intercom, Rotax 582 65HP only TT 70 hours, tundra tyres for beach or paddock landings. Flies excellently.
Gordon Young — 0412 890 582
$18,750
Airborne Xt 912
284 approx still flying airframe hours, 284 engine hours, Xt 912. Low hour airborne Xt 912. Excellent condition new streak 3 wing at 80 hours. Battens just reset, flies excellently.
Terry Blackford — 0428 515 000
$19,000
Challenger 11
Challenger 11 Quad City Amphibian with puddle jumper floats. 503 Rotax and lots mods / spares.
Total time airframe and engine only 110 hours!
Ashley Parker — 0477 009 448
$28,000
Brumby 610
205 airframe hours, 205 engine hours, 610. Brumby 610 for sale. Always hangared. John Cusack — 0425 358 679
$100,000
H5
42.20 airframe hours, 42.20 engine hours. All aluminium construction. Fun machine, very good performance and a delight to fly. Has detachable wings for easy storage/transport.
Graham Phillips — 0439 878 186
$25,000
Brumby 600
Brumby 600. 310 hours. Always hangared. Jabiru 3300 engine with water-cooled heads. Selling as I have too many aircraft.
Douglas McIlwraith — 07 5543 0300
$79,000
Australian Lightwing GR-582 1592 airframe hours, 529 engine hours, GR-582 Australian Lightwing GR-582. 1592 airframe hours, 529 engine hours. Good condition. Hangared Lockyer Valley. Extra engine and parts included.
Paul Robin — 0427 622 176
$25,000
Jodel D11 19-7519, Continental O-200, 1800 hours. Always hangered, with radio & basic instruments.
Mark Tait — 0413 289 604
$15,000
LightWing GR-912
1426 airframe hours, 25 engine hours. Recently refurbished aircraft, fitted with an overhauled Jabari 2200 B engine, engineered to fit. 25 registered, so can be used for training. Located in Kingston SE South Australia.
Stephen Edwards — 0407 672 372
$19,000
Brumby 610
297 airframe and engine hours, LSA R610. Brumby 610 24-8679. Rotax 912 iS, Airmaster CS 3 blade prop. Dynon HDX D1000 Garmin GTR 200. Hangared from new.
Adrian Fitzgerald — 0428 899 525
$100,000
Jabiru J230D
544.9 airframe hours, 544.9 engine hours. Jabiru J230D for sale. Good condition, always hangared and covered with a pumpkin head cover.
Tony Messenger — 0400 610 076
$89,000
AVIATION MARKETPLACE
Mustang 5151
Loehle mustang single seat tail wheel. first registered 10/2002. TT 130 hours. Easy to take off and land. Take off in 50 metres. Very low stall speed. Engine is a fuel injected Suzuki G16B. Brolga 4 blade prop. Fresh annual, always hangared.
James Robert Auld — 0428 500 845
$29,000
Cheetah XLS
214 airframe hours, 214 engine hours. The Cheetah XLS (precursor to the BushCat) is a very versatile aircraft. Well built and strong enough to handle almost anything. STOL capabilities. Cruise up to 90kts. Very comfortable to fly. Forgiving enough for the beginner and capable enough for the experienced pilot alike. LAME maintained. Recent engine rebuild. MR due 16/3/25. Needs a new home.
Mustafa — 0408 516 816
$75,000
VG Savannah
VG Savannah 2010, 19-7165. 904 air frame hours, 904 engine hours. Well maintained, always hangered. Long range fuel tanks, Xcom radio, Garman 1000 GPS, clockface compass, warp drive carbon fibre propeller with nickle leading edges. One owner.
Michael Kulow — 0427 684 227
$45,000
Allegro 2000
410 Airframe hours, 410 Engine hours. Great personal aircraft with very reliable 100hp Rotax 912ULS engine. Economic to operate, good load carrying capacity and comfortable. Can uplift 90 litres at 18 litres/hr and 100kts. 315kg EW, 520kg MTOW. Owned & hangared by present owner since 2011.
Ian — 0414 356 505
$70,000
Allegro 2000
411 Airframe Hours, 411 Engine Hours. Popular European trainer. Beautiful, low hour Czech Republic factory made Light Sport 2 seater. Now USA based. Easy to maintain, composite & Kevlar fuselage aluminum wings very economical to run. Fuel consumption is 11.5 L per hour at 4100 RPM. Rotax 80hp. Cruising 90 knots. VNE 119 knots, STOL 35 knots. 55l fuel tank. Gives you 4.5 hour flight + reserve. Hangered at Rylstone Airpark.
Miroslav Pekar — 0426 613 113
$55,000
Savannah S
80 airframe hours, 80 engine hours. Built by experienced multi aircraft L2 3rd Sav, long range fuel, extended baggage locker, painted two pack all white for your decals, in as new condition, cruise 90 kts at 5000 rpm, using 18-20 lph, serviced at 25 hrs. All maintenance log books!
Savannah S Savannah S. 10 months old, exceptional performance. Always hangared. 65 hours total time. Edge Performance 120 HP, fuel injected Rotax 912. Long range tanks, 160 litres. Park brake, Tundra tyres, wing nav/beacon lights, Trig VHF radio, panel mounted Garmin Area 660 GPS, electronic trim, 72 inch Bolly Prop, 3 point door latch, 2 pack paint, jump start inlet socket, fully carpeted. Internal ribs, spars, longerons, all 2 pack primed. Blown perspex bubble doors.
Ian Graham — 0419 703 926
$135,000
Rotax 912ULS
1836 airframe hours, 1836 engine hours. Rotax 912ULS 160+ / 2017. Under TBO hours & calendar. All accessories GST Inclusive. Full L2 / LAME service history. All Cylinders 79/80 before removal.
Gary Lee — 0439 526 261
$8,800
Jabiru J230
Jabiru 2013-J230, Annual done Jan 2025, 350h engine/frame, Gen 3 eng, fresh respray, no accident, full service history. New Dynon 10” HDX skyview, Trans. mode S ADSB out, comp. engine monitoring, USB 2 x charger. Located YSHL. Matus — 0406 558 304
$99,000
Koenig SC430 engine Koenig SC430 engine for sale as per pictures. Pallett jack not included, but the test stand and everything else is.
Attila Bertok — 0416 386 276 $3,500
Vixxen A32
Aerorakt Vixxen A32. 422 hours. Always hangared. Excellent condition. Transponder. Full covers. Peter Counsell — 0427 424 018
$170,000
Jabiru SP-500
590 airframe hours, 170 engine hours. Jabiru SP-500 aircraft. Exceptional performance & value looking for an aircraft that combines performance, efficiency, and affordability. Complete with some spares, an additional prop and spinner, exhaust, 6 complete heads and 2 new engine cowls.
John Guscott — 0403 839 911
$37,000
N3 Supa Pup
224 airframe hours, 30 since overhaul engine hours. Nostalgair N3 Supa Pup. Fun machine flown by current owner who has too many toys.
Alfred George — 0437 573 866
$9,900
Maxair 503 wire braced Drifter Rego — 19-1378 current. Good condition, last flown Casino to Clifton Dec 2022. Less than 350 hours frame/engine. Full annual inspection and service completed Nov 2022. Pull start. Full logbooks. Hangered at Clifton, QLD. Bradley Cook — 0417 959 682 $14,000
Thruster T500
1989 T500 Thruster 503. 491 airframe and engine hours. Details in photos, comes with plenty of parts, was great fun to fly but unfortunately does not get the use these days, feel free to message me or call. Nat — 0427 462 092 or 0428 931 200
$15,000
Osprey
200 airframe hours, 200 engine hours. See Youtube “Ozzie Osprey amphibious aircraft” 5 min video.
David Lewis — 0488 271 936
$9,990
FINAL APPROACH
BY NICHOLAS HEATH
LESSON LEARNT
All the talk recently about safe flying practices brought back a moment I had when I was in the last stage of doing my GA license over 20 years ago. I was practising circuits at the old Geelong airport — now a housing estate — on the somewhat notorious runway 27. Notorious because it required you to fly across the highway on late final, avoid the high-tension powerlines running along the road and then land smartly, because the office full of flying instructors was right at the edge of the apron. No pressure...
The Cessna 172 I was flying was a much loved and abused workhorse. Here was me with maybe 25 hours, continuing that abuse as a recent GFPT holder. That’s what you got back before RPL after you had soloed. If I am honest, I have never been a fan of circuits. Not when I could be flying elsewhere. But even I understood that many circuits make a better landing pilot. Eventually...
It was probably the fifth or sixth circuit where things went a little pear shaped. I planned to try to get the aircraft slowed down sufficiently on downwind and would use the base turn to wash off enough speed to get me in the white arc for flaps, drop a notch of flap and make my base call all together. That sounds like too much all at once for a new pilot, right? And it was, as things turned out.
Running downwind, I had the plane running a little faster than it needed to be. I needed to slow down. The extra speed had put me further downwind than expected and now I really needed to get around on base, so I hauled it round sharpishly to get on base quickly, dropping the throttle, keeping the nose up to wash off speed to airspeed in to the white arc with the flap down. I had a radio call to make, which I started, and then it happened. The left/inside wing dropped. Along with my heart. At the time it felt like a full stall but in reality, it probably just dropped a couple of feet. Whatever it was, I was truly paying attention now. I’d love to tell you about the conscious control inputs I made to rectify the situation, but all I remember is sticking in some rudder and adding throttle. But I’m not even certain about that. Barely formed instinct took over and the fact that the 172 is a very benign aircraft probably saved me. I got the thing flying straight again and decided judiciously that a) this would be a go around and b) I’d be landing after this circuit. They say mistakes are the best teacher and I have to say that this little lesson has stayed with me: Never get casual in the circuit. Don’t try to do too much at once.
If you’ve had a life lesson like this, we would love to hear about it at editor@sportspilot.net.au
