Australian SportPilot Magazine - Issue #109 - August 2024

PREFLIGHT

“Are you not entertained?” says Maximus Decimus Meridius in the movie Gladiator to the crowded arena...

Looking through this edition, I feel the same way. There has been so much going on in aviation. From airshows to fly-ins and happenings that, along with a huge range of articles in this proverbial bumper edition, if you’re not entertained now, it might be you. Just saying.

For the rivet counters out there, this will be an edition for the ages. We’ve got detailed articles on multiple aircraft – both new and historic. We hope you enjoy those features, be sure to let us know. There’s also a lot of really good and interesting safety advice and

experiences coming from the RAAus team that is worth diving into. After all, it might just save your life.

Like so many southerners, my flying activities of late have been quashed by the arrival of winter proper and I’m getting itchy feet to start another adventure. This time we will be going “Over the Top” from the Gulf Country to the Kimberley, via Arnhem Land, as we revisit some favourite places. We’d love to hear your tips and suggestions for must see and stay places across the top. Along with these suggestions, keep your stories, story ideas and pictures coming to editor@sportpilot.net.au, we love them.

I wish you all clear skies, a tailwind and safe flying.

NICHOLAS HEATH Editor

editor@sportpilot.net.au

EDITORIAL

(03) 5273 4777

editor@sportpilot.net.au

EDITOR

Nicholas Heath

DEPUTY EDITOR

Sophia Blakebrough

STORY

CO-ORDINATOR

Tom Lyons

ADVERTISING

(03) 5273 4777

advertising@sportpilot.net.au

ADVERTISING

DIRECTOR

Simon Larcey

ADVERTISING

CO-ORDINATOR

Monique Pakzamir

FINANCE

Christine Heath

PRODUCTION

SENIOR DESIGNER

Regina Mari

DESIGNERS

James Conte

Steven Hedley

PROOFING

Sam McMillan

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

RECREATIONAL AVIATION AUSTRALIA

HEAD OFFICE

PO Box 1265 Fyshwick, ACT, 2609

Unit 3, 1 Pirie Street Fyshwick, ACT, 2609

International: +61 (2) 6280 4700

National: (02) 6280 4700

Email: admin@raaus.com.au www.raaus.com.au

ACN: 070 931 645

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

GENERAL ENQUIRIES admin@raaus.com.au

PILOT AND MEMBERSHIP ENQUIRIES members@raaus.com.au

AIRCRAFT AND MAINTENANCE ENQUIRIES tech@raaus.com.au

SAFETY ENQUIRIES safety@raaus.com.au

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

Mark Ferraretto mark.ferraretto@raaus.com.au

Simon Ozanne simon.ozanne@raaus.com.au

Paul Reddish paul.reddish@raaus.com.au

Andrew Scheiffers andrew.scheiffers@raaus.com.au

TERMS 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 Copyright 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.

LETTERS

RE: He Made It! (SportPilot 108)

Dear Editor,

I was inspired by your article on Hayden McDonald’s solo navigation experience in the last issue of SportPilot. Well done Hayden, you should be very proud of your achievement.

I note there were times when Hayden was forced to rush and get up very early to avoid having to deal with controlled airspace, or revise the plan according to the opening hours of towered airports en route. In particular, the bit where he had to “sprint to his plane, do run up and takeoff checks in record time and take off with only minutes to spare” is not an ideal scenario for obvious reasons. This article highlights to me that access to controlled airspace for RAAus pilots who only hold an RPC should be an urgent priority once the weight increase matter is bedded down.

I appreciate that that RAAus has been working with Airservices over many years on this issue and hope that it can be brought to finality sometime soon. The training required should not be onerous, and most of the newer RAAus-registered aircraft I see are transponder equipped. Keep at it, and thanks for sharing the Hayden story with us.

Ross Clarke

Editor: Yes, the access to controlled airspace for RAAus is sorely needed and works are underway. We understand it is the next big priority after Group G, so expect more news soon. WRITE

RE: Across the Guts (SportPilot 107)

Hi Editor,

I enjoyed reading your article on your trip across the country.

I took particular note of your experience of getting fuel at Leonora as I had a bad experience there as well a couple of years ago. At the time I should have written to the Leonora Council and requested a few changes. If I had done that it may have saved you a bit of grief.

When I read your article, it stirred me into action and I have contacted the CEO of the Leonora Council. Will see if I get any response and if any changes are made.

Brian Mayfield

Editor: Glad you enjoyed it Brian, look out for another adventure in the December issue. I heard on the grapevine that Leonora has improved, but I haven’t tested it myself yet.

RE: Across the Guts (SportPilot 107)

Hi Editor,

As a regular reader of Australian SportPilot, articles of adventure and holidays in aircraft make pleasant relaxing reading, as a break in other great technical sections of the magazine. I’m an old aviation enthusiast that can only enjoy the paddock at the Aldinga airstrip these days. Keep up the good work.

Brian Palmer

Editor: Glad to hear you’re enjoying the travel adventures. You might also like the history piece on The Schneider Trophy in this edition and expect another travelogue in December when we go over the top.

RE: The Warlu Way (SportPilot 108)

Dear Editor,

I was fascinated with the article about the “Warlu Way” by Dave Smith and his associates. I don’t fly a real plane, but I am very keen on flight simulation. The X-Plane software platform I use is very close to real aviation, and I expect as X-Plane evolves, it will get even closer to its real-world counterpart. Actually, computers are evolving closer to real aircraft, and real aircraft are, in a curious parallel, simultaneously

evolving closer to computers. In fact, if a pilot flies an aircraft with the Garmin G1000 glass cockpit installed, they are almost flying their aircraft by computer, for all intents and purposes. There are now companies, like RealSimGear, that make a version of the Garmin G1000 glass cockpit that never leaves the ground, because it is made especially for flight simulation. I expect the technology of glass cockpits to advance significantly over the next few years. Flight simulation software will then mimic this, in order to remain relevant to the student or the refreshing/upgrading licensed pilot. I was so interested in Dave’s article that I am going to replicate his flight in X-Plane. The map provided is very helpful. I have now got a way into this. If any of your readers who fly X-Plane would like to join me, I am happy to share my .MFS flight plan files with them.

Robert Constantine

Editor: I use MSFS as a great way to familiarise myself with airports, try dumb things and to fly aircraft and locations I will never get to in real life. The experience is getting very realistic and I think provides a great alternate training tool - and plenty of general enjoyment. Perhaps it’s time for us to revisit the subject in the next edition. For all the sim fans out there, let us know what you’d like us to cover. If you want, we can identify a spot to share resources like Robert’s .FMS file.

If you have a story, or an idea for a story, we’d love to hear it. Plus share your pictures with us so we can share them with the community. Send your stories, ideas and pictures to editor@sportpilot.net.au

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

In September of last year, the board of directors and the previous CEO made a strategic decision to make some changes to the structure of the company. The main focus of this restructuring was to separate the role of the CASR Part 149 Accountable Manager from that of the CEO. This change was implemented through our change management system and received approval from CASA as of 1 May, by updating our CASR Part 149 Exposition.

Within this new organisational structure, we have adjusted several team roles to better align with our strategic objectives. Cody Calder has assumed the position of Chief of Aviation and the CASR Part 149 Accountable Manager, while Chris Windle has taken on the role of Head of Safety. This reorganisation aims to facilitate the company’s growth by delineating responsibilities more clearly. Cody will focus on managing the aviation aspects, ensuring compliance and operational efficiency, while I, as the CEO, will direct the business elements, including strategy, finance, and overall corporate governance.

This new structure is designed to leverage our team’s strengths and provide a more focused approach to achieving our goals. By having dedicated leadership in both aviation and business management, we are well-positioned to enhance our operational capabilities, improve safety standards, and drive the company towards a prosperous future.

FAREWELL TO JILL BAILEY

After 13 years of dedicated service, Jill Bailey has retired from RAAus as the Head of Flight Operations. Jill’s contributions have been nothing short of extraordinary. She has been a pillar of strength and inspiration, guiding

Credit: Bill Struthers

the team with her expertise, vision, and unwavering commitment. Under her leadership, we have achieved numerous milestones and set new benchmarks for success. We extend our heartfelt gratitude to Jill for her remarkable efforts and wish her all the best in her retirement and future endeavours.

Jill has been instrumental in the growth, development, and oversight of the Flight Operations department during her 13 years with RAAus. She has also been a driving force behind the transition to CASR Part 149 as well as the re-write of Flight Operations Manual v8, which will now be handed over to Marty and the rest of the RAAus team for implementation.

The majority of our members will have interacted regularly with Jill over her years with RAAus and I’m sure will join us in wishing her the very best for her retirement, and a well-earned break. She will be greatly missed by the RAAus family!

WELCOMING MARTY PETERS

In light of Jill’s departure, Marty Peters has stepped up into the role of Head of Flight Operations. Marty has been an integral part of our company for the past two years in the position of Assistant Head of Flight Operations, bringing a wealth of experience and a proven track record of excellence. His innovative approach and dedication make him the perfect fit for this position. We are confident that Marty will continue

to drive our company forward, building on the strong foundation laid by Jill.

INTRODUCING ANTHONY COLEIRO

RAAus has also employed a replacement Assistant Head of Flight Operations, who has begun training with the organisation. Anthony Coleiro will bring a wealth of aviation experience to RAAus, having started his flying career in 1990, gaining CASA pilot gliding, and ultralight qualifications. Anthony has also worked in heavy maintenance at the Qantas Sydney Jet Base and with CASA in the field of general aircraft maintenance. Anthony also holds CASA and RAAus instructional qualifications and was an Airbus A330 ground instructor, conducting systems and procedures training in fixed base and full motion simulators for initial pilot endorsements on the type for 14 years at Qantas. We look forward to adding Anthony’s broad experience and expertise to the RAAus team.

In conclusion, RAAus is embarking on a new phase with a revised organisational structure, staffing changes, and the introduction of new personnel. We believe these changes will allow improved focus on key business functions whilst ensuring improved oversight of our approved aviation functions. These changes aim to support our current members whilst allowing us to execute our strategic objectives for future growth for the organisation.

• All Metal Multipurpose Aircraft

• Taildragger or Tricycle

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CROSSING THE MURRAY AND HEADING NORTH FOR PARKES, THE CLOUDS BEGAN TO DISSIPATE AND THE WARM AUTUMN SUN SHOWED ITS FULL STRENGTH. IF WE WERE LOOKING FOR AN OMEN AS TO HOW FLY’N FOR FUN WAS GOING TO GO, WE’D FOUND IT.

Words Tom Lyons

Traffic was busy at Parkes as Editor Nicholas Heath and I joined circuit. There were 30 or so aircraft already on the ground and plenty more on their way in that Friday. We were all, of course, here for the second instalment of Fly’n For Fun, presented by RAAus and Principal Sponsor the AMDA Foundation.

The mood on the ground was buzzing as pilots landed and exchanged stories of their travels. The parking area quickly filled with different aircraft types from across the country, making a pre-event wander through the parking area a necessity.

With the main festivities kicking off on the Saturday, Friday offered eventgoers a chance to browse exhibits from a spate of aviation brands, including Tecnam, Bose and Garmin, at a more relaxed pace.

Several exhibitors came bearing exciting news about their aircraft. The updated 2023 model of the Aerospool WT9 Dynamic made an appearance, featuring a new wing design and a smoother transition from cowling to cockpit, giving the aircraft a more streamlined profile. An updated ATEC 321 Faeta NG was also on show, featuring added baggage space in the cockpit.

The seminar tent struggled for seating as people packed in to see the day’s presentations.

As the sun began to set, attention was turned to the campfire. The bar opened and eventgoers settled in for a night of catching up and talking aviation. While some elected to head back into town for accommodation, many stayed to camp under-wing with their aircraft.

The event site was bustling the next morning, as even more aircraft began to arrive. The day was opened with a speech from RAAus CEO, Maxine Milera, who welcomed all travellers and thanked the event’s sponsors. This was followed by speeches from two major partners, the Historical Aircraft Restoration Society (HARS) and AMDA Foundation, whose efforts truly made the event a possibility.

The seminar tent struggled for seating as people packed in to see the day’s presentations, beginning with OzRunways who provided a tutorial, Q&A session

and a look behind the scenes at the EFB’s newest developments. This was followed by a presentation from Terry Horsham of CASA, with important information on sharing the air and a few helpful tips and tricks to avoid making mistakes when it comes to communication and protocol. RAAus also presented several helpful seminars throughout the day, including sessions covering Group G, the new Flight Operations Manual and the new RAAus instructor syllabus.

The parking area quickly filled with different aircraft types from across the country.

With not a cloud in the sky and only the slightest of breezes, conditions were perfect for conducting Trial Instructional Flights. Parkes Aero Club, Flying With Grace, and the Australian Sport Rotorcraft Association (ASRA) were in attendance to provide eventgoers with trial flights in both fixed-wing aircraft and gyrocopters. No doubt several budding aviators were formed over the weekend, hopefully we’ll be seeing them solo in the skies soon enough!

The afternoon saw Michael Halloran, CEO of Jabiru, share some insight into the iconic Australian manufacturer’s new developments.

The impacts of the FAA’s new Modernization of Special Airworthiness Certification (MOSAIC) proposal were discussed, with the company expressing hope that CASA adopts something in a similar vein here in Australia. Perhaps the most exciting announcement

from Jabiru however, was that the company is developing a fuel injection system for Gen4 Jabiru engines. The prototype system flew from Bundaberg to Parkes for the event, with the company expecting to be completing deliveries by the end of the year.

Day one had drawn to a close, and the campfire was lit once more. People gathered for live music, trivia and the hotly-anticipated pilot and aircraft awards.

Sunday brought just as much sunshine as its predecessor, another perfect day for more aviation fun. An RAAus Members’ Forum gave eventgoers the chance to have dialogue with RAAus staff, while presentations from OzRunways and IOR Aviation brought in crowds eager to learn.

With seminars concluded, it was time for Paul Bennet and his team of daredevil pilots to take centre stage. The team’s aerobatic displays and low passes were enough to make even the most seasoned pilots hold their breath, as the laws of physics were pushed to their limits. The crew’s showmanship and professionalism were on full display, chatting with crowds and signing autographs before and after the show.

Sunday brought just as much sunshine as its predecessor, another perfect day for more aviation fun.

All in all, the 2024 iteration of Fly’n For Fun was a resounding success. A significant step-up on the inaugural event back in 2022, this year saw more displays, more seminars, improved event areas, and a record number of attendees, with over 1,200 people and 300 aircraft across the weekend. The work done by HARS to prepare the event space was incredible, and with plans to continue to improve the area, it’s safe to say the 2026 event will be another monumental step in the right direction for an event that is quickly finding its footing on the aviation calendar.

A huge congratulations must be given to the entire RAAus team for their tireless work coordinating an event of this size. Everything from landing on Friday to taking off on Sunday ran smoothly, and not a single complaint was heard during our time.

The SportPilot team can’t wait to be flying back into Parkes in 2026, we hope to see you all there!

This year saw a record number of attendees, with over 1,200 people and 300 aircraft across the weekend.

FROM THE CHAIR

MICHAEL MONCK Chairman

Michael is the Chair of the Board of RAAus and has held this position for 10 years. He holds flying qualifications from RAAus and CASA and advocates for the broader industry in a number of different forums. Michael is an active pilot and owns a CTLS aircraft which he regularly flies throughout Australia. michael.monck@raaus.com.au

On the weekend before writing this article, I was meant to be at a fly-in. It was a small event, organised by a good friend of mine, intended to be a gathering of people on an informal basis. It was to be held at his property for a group lunch.

On the morning of the fly-in, I woke up and looked outside. Cloud was pretty low over the hills but there were holes to the north. The rain was drizzling down around me, and the wind was calm. The forecast didn’t look great, the rain was due to get worse.

I called the organiser and we had a good chat. Between conversations on life, the universe and everything else, we also managed to speak about the event! A few things came up during that part of the conversation that I think are worth noting.

People were either already there or on their way. The lunch was going

to go ahead regardless. A good time would be had by all. In some ways, this may have created a little bit of pressure on me to push on. The cloud is low but not that low. The rain is there but not that bad. I didn’t want to miss out after all. I had been looking forward to this outing for a few weeks now; it was going to be great.

On the other hand, our conversation was easy. It was a no-brainer with absolutely no pressure. As we spoke there wasn’t the remotest consideration for the fly-in to proceed. We had both reached the same conclusion independently – that it would be foolish to fly in this weather.

This situation serves as a stark reminder of the unseen dangers of flying VFR into IMC. While the temptation to push on can be strong, especially when we’re eager to be somewhere, safety must always be our top priority. We are now in the middle of winter and there will be many more scenarios like this before the end of the season, I am sure of it. My flight would’ve only taken around 30 minutes, and I could’ve always turned around if it looked worse than I thought. You have to ask yourself the question though; is it really worth trying in the first place?

While the temptation to push on can be strong, especially when we’re eager to be somewhere, safety must always be our top priority.

We have all been told about the dangers of VFR flight into IMC. Unfortunately, no amount of training will stop it from occurring. People still drive into floodwaters despite numerous warnings not to. People don’t evacuate when warned during bushfires. It is human nature, for some reason, to ignore warnings. As humans we want to take risks, some people more so than others, but it won’t always end well. Especially in our aircraft which, for a lot of us, just aren’t approved to go into IMC, ever.

Flying VFR into IMC can quickly lead to disorientation, loss of control, and potentially fatal consequences. When we lose visual reference to the ground and horizon, our senses can be easily tricked, causing us to make incorrect control inputs.

Even experienced pilots can fall victim to these dangers. Overconfidence, a desire to reach our destination, or simply a misjudgement of the weather can all lead us down a dangerous path. Listening to that inner desire to see people for lunch may – and I don’t want to underemphasise this – mean that we will never see those people for lunch again.

We operate in a world of informed participation, but that doesn’t mean we have no obligation to others. We owe it to our loved ones – those who have to clean up the aftermath of our bad decisions – and even to ourselves to make good, rational choices.

This weekend’s events serve as a valuable lesson for me. While it’s disappointing to miss out on a fly-in, it’s far better than risking our lives and the lives of others. It is also a reminder to me that I am mixing with the right crowd. One that doesn’t put pressure on me in the wrong ways. Never was my decision questioned, just respected.

Let’s hold each other to account and question one another in the right way. If we see someone who is headed down the wrong path, let’s step up and help them out. We don’t have to do this in a bad way; we can do it respectfully. Help your fellow aviator out. Imagine the alternative where you did nothing, then read a tragic headline. How would that make you feel? And if you get questioned, take it the right way. Someone is looking out for you and you should be happy for that.

As the saying goes, “It’s better to be on the ground wishing you were in the air, than in the air wishing you were on the ground.” Let’s keep that in mind and continue to enjoy the skies safely and responsibly.

Risen Completes Transcontinental Flight for Oshkosh

In a mammoth effort this June, Italian duo Alberto Porto and Andrea Florence successfully completed a transcontinental journey from Milan to Wisconsin, in time for Oshkosh 2024. Flying in the Risen Superveloce, an aircraft designed and developed by Porto himself, the journey included a transatlantic leg from Stornoway, Scotland to Goose Bay, Canada.

Co-pilot Andrea Florence reminisced on the transatlantic leg. “I know well that the year before, [Alberto Porto] delivered a Risen Superveloce to the States, but he then passed through the “classic” North Atlantic route Scotland, Iceland, Greenland, Canada.”

“This time, however, the plans were way more ambitious: The idea was to fly the new Risen Superveloce, with a Rotax 916 without stopping to refuel, leaving from Stornoway, Scotland. We were to basically do something that only the Risen Superfast can do—fly at speed beyond 300 km/h, with 20 knots of headwind consuming only an average of 18 litres (4.5 gallons) per hour.”

Equipped with the new Rotax 916 iS, the duo crossed the Atlantic Ocean in 1900nm at an average speed of 165kts. With no refuelling stop, the flight used just over 43 gallons

(163L) of fuel, achieved with the addition of long-range auxiliary tanks fitted to the aircraft.

Even before fitting the 916 iS, the Risen had developed a reputation as an extremely fast LSA, thanks to its strong focus on aerodynamics. Porto’s design principle was to create a sleek aircraft that would cut through the air with as little resistance as possible, allowing pilots to get the absolute most out of their engines.

Alberto Porto, head of Porto Aviation Group, intends the crossing to be a grand introduction of the Risen to the American market. The aircraft, in its new Superveloce configuration, is set to be launched late in July, at this year’s iconic EAA AirVenture Oshkosh event.

10k Aircraft Descend on Oshkosh for AirVenture

More than 10,000 aircraft and 60,000 people have gathered in Oshkosh, Wisconsin for the annual EAA AirVenture event. The largest of its kind in the world, the event has become somewhat of a pilgrimage among aviation enthusiasts worldwide.

Pilots, manufacturers, industry professionals and general enthusiasts were treated to a full week of aviation content, including aerial displays and talks from some of the largest names in aviation. Many international manufacturers use the increased media buzz around the event to make big announcements, so be sure to look out for new announcements from your favourite companies.

China Delivers their First Electric LSA

In May, Rhyxeon General Aircraft from Shenyang, China delivered their first new electric powered RX1EA. With its T-Tail and ultra long glider-type wings, the RX1EA looks strikingly similar to a Pipistrel Virus. Interestingly, with a claimed 2.5-hour endurance, the aircraft is amongst the first electric powered types to have a significant cross-

country range – obviously aided by that ultra efficient wing and lightweight carbon fibre construction.

Chinese LSA aircraft have made enormous strides in the last few years, with Chinese manufacturers moving to focus on what they call the “Low-Altitude” segment, which includes Light Civilian, Drone and eVTOL aircraft.

NASA Focuses Attention on the X-59

Oshkosh brings all the biggest names in aviation together, and NASA is no exception. The American space agency will have a heavy presence at this year’s event, with particular focus directed toward the development of the X-59 experimental supersonic aircraft.

Developed by Lockheed Martin, the X-59 “Quesst” is part of NASA’s Low-Boom Flight Demonstrator project, aimed at reducing the sonic booms caused by supersonic flight. If successful, the X-59 could be the precursor to the return of non-military supersonic flight, which has largely disappeared in previous decades due to regulation and lack of perceived commercial viability.

How would you like to score a pair of the new FLYTE sunglasses, designed specifically to be lightweight and comfortable with aviation headsets? Simply submit a story or article to editor@sportpilot.net.au and you’ll be in the running to win one of two pairs!

Entries close September 30, 2024.

We look forward to hearing from you! WIN A

FLIGHT TEST

REVIEWS OF GREAT AIRCRAFT

THE FOX FOR DOWN UNDER

WHY THE EUROFOX FEELS AT HOME IN AUSTRALIAN SKIES

Words Tom Lyons | Images Aeropro Aircraft

In its 30+ year history, the Aeropro Eurofox has developed quite an exceptional reputation. Putting aside the name, you’d be forgiven for thinking it was born here. Designed and built in Slovakia, it’s surprising how much of this plane feels purposebuilt for Australian conditions.

The two-seat, high-wing aeroplane has developed a loyal following since its first flight in 1991. Available in taildragger (Eurofox-2K) and tricycle-gear (Eurofox3K) configurations, the Eurofox boasts over 600 models flying throughout the world. What makes this unassuming workhorse so loved is its exceptional performance and durability, two things valued highly by Australian pilots.

The Eurofox is based on the popular Denney Kitfox, itself a derivative of the Avid Flyer. The Kitfox is an aircraft type with over 4,500 kits delivered across its 40-year history, experiencing a particular level of popularity in the United States. It’s a charmingly simple design, with Junkers-style flaps and folding wings, ensuring its popularity with spatially-challenged pilots. In picking up this design, Aeropro were determined to produce an aircraft that refined the basic elements of the type for maximum performance and to meet the needs of the modern recreational pilot.

Constructed with a 4130 (Chromoly) steel frame and boasting one of the widest undercarriages in its class, the Eurofox is built to handle bush flights and Short Take-Off and Landing (STOL) operations. Armed with the ubiquitous 100hp Rotax 912 ULS, the aircraft is capable of taking off in 139m and landing in an equallyimpressive 130m at MTOW.

While many STOL aircraft fall into the trap of focusing solely on these specifications (often to the detriment of the overall experience), the Eurofox has artfully maintained a balance between being a capable STOL plane, while still being comfortable and efficient to fly at large. A cruise speed of 100kn allows for comfortable cross-country flight, while the 997km (6 hours) range will keep you in the air for as long as you’ll ever want to be.

Inside you’ll find a comfortable, spacious cockpit experience. The 1.12m cabin width is larger than the

The Eurofox takes a simplistic, functional design and improves upon it.

Cessna 172, giving you plenty of room for two-up flying. Visibility is exceptional, aided by clear, gullwing doors and minimal windscreen obstructions. For those with a penchant for flying on the rugged side, the doors are also designed for quick removal, a feature that also comes in handy when flying in hot Australian summer conditions. The dash is also remarkably well-designed, neatly balancing traditional gauges with a centrallylocated space for glass instrumentation of your choice. As with the majority of manufacturers however, instrument panels are highly customisable and can be specified on order.

In the air, the Eurofox is a responsive handler, thanks to full wing-length flaperons (combined flaps and ailerons). The high-wing design can make it feel a little ‘floaty’, but nothing out of the ordinary for aircraft of this configuration.

Being a STOL plane, the Eurofox also boasts an exceptional rate of climb at 1000ft/min, making for an extremely pleasant general-use aircraft, getting out of just about any airfield with ease.

It’s easy to see how an aircraft with these specifications fits so well in the Australian aviation landscape. Bush flying and STOL capabilities, coupled with a comfortable cruise speed and respectable range makes for an aircraft that will appeal to both cross-country pilots looking to visit Australia’s remote airstrips and those simply looking for a plane that’s fun to fly. While it may not boast the very best STOL characteristics in the market, nor is it the fastest LSA out there, the Eurofox excels in its ability to effectively balance both, making it the perfect all-rounder.

It also, in my opinion, lends itself extremely well to farmers and pilots regularly operating out of remote communities. Its reliability and short field characteristics make it a perfect option for those flying out of undeveloped airstrips. Furthermore, the exceptional visibility of the aircraft offers unmatched stock-spotting and surveying capabilities for farmers.

Recently, Aeropro have begun offering the Eurofox equipped with the performance-focused Rotax 915 iS. For those looking for a little more grunt, the 140hp

The two-seat, high-wing aeroplane has developed a loyal following.

Its reliability and short field characteristics make it a perfect option for those flying out of undeveloped airstrips.

version of this tried and tested design will undoubtedly deliver. It’s also being spruiked as a glider tug option, giving the Eurofox even more potential to become a regular fixture at gliding clubs across the country.

The Eurofox may not have taken Australia by storm just yet, but it feels more like a ‘when’ than an ‘if’.

Like the much-loved Jabiru J230, it feels like a utilitarian dream that, with a little more attention, is bound to be popular amongst Aussie pilots. Time will tell, but I think we’ll be seeing plenty more Eurofoxes (especially equipped with the 915 iS) in the years to come.

For those interested in finding out more, Horsham Aviation Services is the Australian agent for Eurofox sales.

FAREWELL JILL BAILEY

Words Tom Lyons

In June this year, one of RAAus’ most dedicated, passionate and long-serving team members called time on her exceptional career. Jill Bailey, Head of Flight Operations for more than a decade, has made an immeasurable impact on both RAAus and the recreational aviation community as a whole.

Jill started with RAAus in 2011, immediately making her mark. She came to the job with considerable experience, having previously worked as an instructor in Nowra and CFI at Temora Flight Training.

In her time as Head of Flight Operations, Jill oversaw the issuance of countless Recreational Pilot Certificates, Instructor Ratings and Senior Instructor Ratings in an era of blossoming membership for RAAus. She championed RAAus’ move to become a CASR Part 149 organisation, culminating in the issuance of RAAus’ Part 149 Certificate in March 2021. Jill then turned her attention to updating the Flight Operations Manual. Version 8 is set to be rolled out this year, a final testament to Jill’s hard work and dedication.

Jill with Red Bull Air Race champion Matt Hall.

Jill with RAAF pilot Matthew Warren at the 2017 Avalon Airshow.

Jill speaking with members at this year’s Fly’n For Fun

A passionate aviator, Jill became a staple at RAAus events and one of the most recognisable faces of the RAAus staff. Be it fly-ins, seminars or workshops, Jill has always been keen to lend a hand and have a chat with members of the RAAus community.

I personally got to work with Jill at the most recent Fly’n For Fun event at Parkes earlier this year. In that time two things left an impression on me; her encyclopaedic knowledge of RAAus flight standards, and her ever-present smile. It was clear Jill was passionate about her work.

Jill’s absence will be felt, as it always is when you lose someone so good at what they do. Thankfully though, her retirement plans include plenty of flying, so we’re bound to see her at a fly-in somewhere soon.

On behalf of the team at SportPilot and the wider RAAus community, we say farewell to Jill and wish her all the best on her future endeavours. Thank you for all your hard work in making this community what it is today. May your skies be clear and your tailwind strong!

Jill with a Temora Flight Training student.

Neil Schaefer, Jill and Lt. Emily Hull at the 2017 Avalon Airshow.

The RAAus team at the 2023 Avalon Airshow.

PAYING IT FORWARD

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

I had the privilege of reviewing and assessing the 2024 RAAus scholarship applications last month, along with fellow members of the scholarship review panel. This insight into the passion, dedication and commitment of these applicants to become aviators has compelled me to write this month’s article. It shines a light on all that is great with not just the program, which has now been running since 2009, but the vast range of applicants, their backgrounds and the journeys they have embarked on to fly.

For many of us, the recreational training system didn’t exist when we began our flying journeys. It was a hard slog, but perseverance and tenacity often paid off. While the world may have changed, with aviation now being a viable career path for many aspiring pilots and maintainers, one thing hasn’t changed. That passion, commitment and tenacity is alive and well. As I read through the applications, my heart and spirits were elevated beyond belief.

The first thing that stood out to me as I waded through pages of well-written essays that highlighted backgrounds, pathways and demonstrated commitment was diversity, specifically gender and cultural diversity. No longer just the domain of wealthy young males, the applications were balanced with a healthy reflection of today’s values and inclusivity. The aeroplane doesn’t care, and neither should we. The fact that these barriers are no longer

evident says a lot about how far our industry has come. Many applicants recalled their first flight, the visceral appeal, that somehow it changed them or unlocked the puzzle of what they wanted to do with their life. That they were often able to access this experience through an RAAus Trial Instructional Flight or with a club, friend or family member shows how the network of accessibility is yielding benefits both now and in the future for RAAus.

Every applicant that had taken that first leap was now part of a bigger family, the flying family, our RAAus family.

The next was determination. Wanting to do something is not enough. I recall my long bicycle rides to the local airfield, setting up a mowing run, painting and odd jobs in the school holidays to earn every dollar towards training, even driving the gliding club winch in school holidays to earn flight credits. These endeavors were echoed in the applications I perused, balancing schoolwork with casual jobs, fitting in air cadets or helping wash planes at the local school. Many of the young applicants had already come to the realisation that family financial support was not enough. In coming to this realisation, they had already conquered one of the many laws of success — that nothing good happens without hard work and persistence — and in doing so had already taken huge steps towards a successful life, wherever it might lead.

The next was resilience. Many of the applicants were already well into their ab-initio training with RAAus. Most were trying to balance time and resource commitments, especially studies. Some had setbacks; domestically, having to move locations, or suspending their training temporarily. But despite these setbacks they never wavered in their commitment to flight. It reminded me immediately of the well-known phrase “For once you have tasted flight, you will walk with your eyes turned skywards, for there you have been and there you will long to return.”

The last and probably the most significant facet that struck me was camaraderie. Every applicant that had taken that first leap was now part of a bigger family, the flying family, our RAAus family. The pilots, the schools, the mentors and the professionals they had met along the way. The influence already demonstrated by their instructors, educational professionals and the community was clearly evident in the references and testimonials. It was a great thing to witness that the commitment already shown by these fine young aviators had bolstered those who had encountered them, again providing a mirror to our own experiences and journeys and showing us that the future is in good hands, whatever path these students embark on.

I commend all the 2024 RAAus scholarship applicants for their drive and determination to pursue the joy and opportunities that flight brings. I also want to thank our invaluable sponsors who make these scholarships possible. As we pay it forward, I have no doubt these young aviators will pay it back as they stretch their wings and our vision into the future.

THE FLOATPLANE THAT SAVED A NATION

FROM THE SCHNEIDER TROPHY TO THE SPITFIRE

Words Nicholas Heath

The Supermarine S.6B on land.

Floatplanes are a fascinating oddity today, but in the years before WWII, floatplanes, seaplanes and amphibians solved a big problem; a distinct lack of airfields, particularly in remote areas. Plus, you had the option to land and fix an issue, or even refuel, mid-ocean. That might sound ridiculous, but it’s exactly what happened.

Just for the record, a floatplane is, well, a plane with floats attached instead of a normal undercarriage. A seaplane has a boat-like hull that floats and an amphibious aircraft can be a floatplane or seaplane with wheels – typically retractable – so the aircraft can either land at an airport or on water. In some cases, they must land on water and can then use their wheels to leave the water via a beach or ramp. Most of the early long transport routes over water were operated with seaplanes and floatplanes. So much so, that after World War I, it wasn’t clear if landplanes or seaplanes would become the dominant form of aircraft.

In a single year, the speed had almost doubled. It was a trend that would follow the Schneider Trophy through its life.

Seaplanes were at the cutting edge of aviation technology. In fact, the competition amongst seaplane and floatplane builders was so intense it led to one of the most tightly-fought aviation competitions; the Schneider Trophy. A closed course speed event for seaplanes, the Schneider Trophy was founded by French aviation enthusiast and hydroplane racer Jacques Schneider in 1912. The correct name for the trophy is Coupe d’Aviation Maritime Jacques Schneider.

Jacques Schneider is an interesting man in his own right. Jacques’ family controlled (amongst other things) the famous French foundry of Le Creuset. If you’ve ever lusted after expensive French enameled cookware, it was probably a Le Creuset. Jacques inherited the company and used it to indulge his love of adventure, particularly hydroplane racing and high-altitude ballooning. After meeting Wilbur Wright – as you do when you’re a well-funded adventurer – he was bitten

with the fixed wing flying bug and became the 409th pilot registered in France. Badly injured in a hydroplane accident shortly afterwards, Jacques would have to live out his aviation ambitions vicariously. He had officiated at a race meeting in 1912 and he felt seaplanes were not getting the development they deserved, so he established the Schneider Trophy as a way to promote what he thought was the logical way to move people from place to place. The event ran 12 times between 1913 and 1931, with breaks for World War I, and a few missed years.

The Schneider Trophy event developed some rules that seem a little odd by today’s standards. Aircraft had to

The Schneider Trophy at the Science Museum in London.

be able to float for six hours – the sort of rule that gets added due to someone pulling shenanigans in a past event. Each aircraft would have to complete a 2.5-mile water taxi before flying. During the race they had to land on water twice. If anyone won the event 3 times within 5 years, they would be the permanent holder of the trophy.

Basically, the course would be typically triangular, with markers indicating the turn points. The course length eventually grew to over two hundred miles. As a spectacle it must have been amazing – particularly in later years. The first event was in Monaco and was won by a French Deperdussin Coupe Schneider monoplane

at an average speed of 73km/h (39 knots). Just a year later, a British Sopwith Tabloid took the title, with an average speed of 139km/h (75 knots). In a single year, the speed had almost doubled. It was a trend that would follow the Schneider Trophy through its life.

The First World War interrupted the event. It’s noteworthy that the Sopwith and Deperdussin aircraft would both form the basis of important early war aircraft, and those manufacturers would make a significant aviation contribution to France and Great Britain collectively during that war. Again, a pattern that would repeat itself during the life of the Trophy and beyond, but I’m getting ahead of myself.

Top: The Macchi M.7 won the Trophy in 1921. Bottom: The Deperdussin Coupe Schneider won the inaugural event in 1913.

Despite the dramatic development of aircraft during wartime, it took a little while for the technological advancements to impact the Schneider Trophy. Part of that was because of the format of aircraft that were flying. The early post-war winners were ex-military flying boats; biplanes with relatively low-powered engines. They were converted bombers and patrol aircraft. Money and national fervour were just not there to fund new aircraft. But that was soon to change.

In September of 1923 the event, held in the UK at the Isle of Wight, was contested by entrants from Great Britain, France and the USA. Italy had been a late withdrawal. The British and French had fielded flying boats, but it was the Americans with their Curtiss CR-3 floatplane that was to dominate the field. It was a stark contrast; two tubby seaplanes against the sleek biplane, standing high on its floats. The 450hp inline engine was tightly cowled and streamlining had been applied to every detail. It showed. Not only did the Curtiss (with a healthy dose of backing from the US

government) win the event hands down with a handy speed of 285km/h (154 knots), it also set a world speed record for aircraft. Suddenly the Schneider Trophy wasn’t just at the forefront of waterborne flying – it was leading all of aviation.

A year later no one showed up to challenge the Americans, so the event was cancelled. In 1925 the US again dominated with a home ground advantage at Chesapeake Bay in a Curtiss R3C-2, piloted by a then relatively unknown Jimmy Doolittle. He would later rise to fame for commanding the first post-Pearl Harbor response – the famous Doolittle Raid. His plane was up against a British Gloster III, an Italian Macchi M.33 and a British Supermarine S.4 designed by another relative unknown name, Reginald Mitchell.

Speaking of unknown, a relatively minor Italian leader of the time got quite annoyed that Italy – a leader in maritime aviation – was being trounced by the upstart Americans. That leader – Benito Mussolini –ordered the Italian aircraft industry to win the event

Jimmy Doolittle with his Curtiss R3C-2, which won the race in 1925.

Note of warning to fascist dictators: never underestimate an aircraft from the pen of Reginald Mitchell.

“at all costs”. In 1926 the Italians ruled triumphant at Hampton Roads in the USA. The Americans had run short of budget and weren’t able to compete against the Italian Macchi M.39 which featured monoplane construction and a V12, water-cooled engine. The aircraft ran a very respectable 396km/h (213 knots).

Benito Mussolini must have been feeling pretty chuffed, Italy having won the event and now having the right to host in 1927. His team had trounced the opposition. If Italy could win the next two years, they would be the permanent holders of the trophy.

Unfortunately for him, the British had had quite enough of this sort of continental nonsense and decided to get serious. They backed manufacturers Supermarine, Gloster and Shorts and, just to make sure, loaned RAF pilots to operate the aircraft. Supermarine took the previously unsuccessful S.4 design and redeveloped it as the new S.5, relying on extensive use of aluminium. The aircraft featured a minimised fuselage cross section, streamlined radiators built in to the wing and extensive wind tunnel testing to minimise resistance.

Note of warning to fascist dictators: never underestimate an aircraft from the pen of Reginald Mitchell.

The S.5 wasn’t perfect. There wasn’t time to completely redesign the wing in metal, so a wooden wing based on the S.4 was used. The engine – a Napier Lion in a W configuration of 3 banks of 4 cylinders – produced up to 900hp in racing form but was unreliable. It was based on mid-war technology and was being stretched to do something it was never designed for. Despite these limitations, it was clear that the S.5 was the class outfit at the 1927 Venice event. It went on to take first and second place – with no other entry completing the course – at a winning speed of 453km/h (244 knots) setting another world speed record.

The Supermarine S.5 that would win in 1927.

The beautifully-designed Macchi M.39 won in 1926.

The Italians had turned the event into a major national competition with heavy promotion, posters and even discounted train fares. Over 250,000 people attended and everyone expected the Italians to win. Benito must have been pretty angry when that didn’t happen. The various contesting nations decided that more time was needed to prepare and races would now be run every 2 years; this time the Italians would be ready. What they didn’t realise was that the British needed the time too, to address their rushed fuselage and problem powerplant.

Now emerged a partnership that would be so defining, it would affect the outcome of the Second World War. Rolls-Royce had scaled up their Kestrel V12 engine to produce the Buzzard engine in 1927. Using this as a foundation, Rolls-Royce created the R Engine. After exhaustive testing, this engine would be capable of producing 1,900hp in race form. It featured supercharging and high compression for the time. To do this, it ran on a cocktail of avgas, benzole, tetraethyl lead and ethanol.

At Supermarine, Reginald Mitchell received the drawings of the engine in 1928 and developed an enlarged and stronger version of the previous winning entry which became the S.6A. Streamlining

Now emerged a partnership that would be so defining, it would effect the outcome of the Second World War.

everything into the smallest package possible, the engine was tightly cowled and the oil coolers were copper pipes that formed the fuselage sides. The radiators were flush mounted to the wing. Fuel was stored in the floats and extra oil was contained in the vertical stabilizer.

The 1929 Schneider Trophy was held at Calshot near the Isle of Wight in the UK. Over half a million people attended. It was a British and Italian contest; Macchi versus Supermarine. In the end it was an uneven contest with the Supermarine S.6A besting the Italian aircraft with a speed of 528km/h (285 knots).

The stage was now set, with Britain poised to take a hat-trick in 1931 and ownership of the Trophy forever. But times had changed. The 1929 Stock market crash had left Britain and most nations in a perilous financial state. Support for the racing entries was stopped. It looked like Britain would lose the event by default.

The Rolls-Royce R Engine, on display at the Science Museum in London. Compare the similarities with the Merlin overleaf.

Now emerges an unlikely hero. Dame Fanny Lucy Houston, better known as Lady Houston, had risen from chorus girl to become the second wealthiest woman in Britain, claiming 3 husbands and a list of lovers on her way. She was an avid supporter of women’s rights and aviation. Hearing that Britain may forfeit, she donated the sum of one hundred thousand pounds – about 15 million dollars in today’s money –to contest the event. This and a public subscription would form the fighting fund. It wouldn’t be enough for a whole new aircraft and engine, so Mitchell and RollsRoyce would have to wring what they could out of the S.6A and R Engine.

The result was the S.6B. Running the upgraded engine, now capable of 2,300hp for limited time, the cleaned-up aircraft would be dubbed by Mitchell “the flying radiator”. Dissipating heat was such an issue that even the floats’ surface area was utilised as radiators. Sodium-cooled valves were utilised to help manage heat in the engine. Mitchell redesigned the floats to be longer with less frontal area to reduce drag. Seeing a potential winner on the cards, the British government announced they were going to support the effort just 9 months before the race. Much too late to materially help, the government assistance was limited to pilots supplied by the RAF High Speed Flight.

The combination of post-crash financial stress – and perhaps the indignity of losing again – led to no Italian or any other competitor joining the now all-British field at the 1931 event. The real question was what speed could be achieved. The S.6B completed the course with a speed of 655.67km/h (353 knots) which was another world record. That’s almost 70 knots faster than the previous year’s winner. As the British had won the event three times in a row, they were now the perpetual owners of the trophy. It can still be seen today on display at the Science Museum in London.

The cleaned-up aircraft would be dubbed by Mitchell “the flying radiator”. The

Schneider Trophy captured the imagination of the public.

In the brief 18-year lifespan of the Schneider Trophy, speed had increased by over 270 knots. Remember, these are seaplanes, with substantial floats attached, covering a long-distance course. To put that speed in perspective, the Bristol Bulldog fighter in frontline service with the RAF at the time was capable of a top speed of 155 knots. But all that was about to change.

Looking at the S.6B, you can see some of the lines that would carry over to the Supermarine Spitfire. The last great work of the dying Reginald Mitchell, the Spitfire would come to embody the British fighting spirit in the darkest days of WWII. But it was the technology that Rolls-Royce developed to produce the R Engine that found its way into the design of a new service engine –the Merlin, which would go on to power aircraft such as the Spitfire, Hurricane, Mustang, Mosquito, Lancaster and so many other aircraft that helped determine the outcome of WWII. It would even power late-war tanks in an evolved form.

The Second World War also led to the establishment of thousands of airfields throughout the world – many of which form the basis of our major airports today. That, and the development of aircraft that could travel thousands of miles in a single leg, made amphibious aircraft and seaplanes an anachronism. The hull shape and floats were aerodynamic limitations that would see them eventually fall out of the mainstream.

And Jacques Schneider, the man who started it all? After the First World War, his firm went bankrupt and he died in poverty. But he can rightly be said to have had a major role in inspiring the aircraft technology and engines that helped to save the UK and subsequently France, his homeland, in the Second World War.

Looking at the S.6B, you can see some of the lines that would carry over to the Supermarine Spitfire.

The Rolls-Royce Merlin had an immense impact on WWII.

IN THE HANGAR

BUILDING, MAINTAINING AND DOCUMENTING YOUR AIRCRAFT

BREAKING RECORDS IN THE

KWF

CAMERON OBST’S RECENT TRIUMPH FOR THE RFDS

Words Tom Lyons

It’s not every day an aviation record is broken, but that’s exactly what happened in Chinchilla, QLD this March when Cameron Obst took off one morning... then did it 144 more times that day.

When you design and build something functional, you naturally want to test it. For Cameron Obst, breaking the Australian record for take-offs and landings in a single day in the Kangawallafox – an aircraft he designed and built himself – seemed like the perfect test.

“I wanted to prove to myself, more than anything, that I’d built a good, reliable plane.” Cameron said when I asked him about his motivations for breaking the record. “I thought, well, that’d be a pretty good way for me to prove to myself that it can handle it.”

As an RAAus pilot and recently-qualified instructor, Cameron’s passion for aviation is obvious. After owning a number of amateur-built aircraft in the past, he decided to design and build his own, aimed at extremely efficient Short Take-Off and Landing (STOL) flying.

“I wanted to prove to myself, more than anything, that I’d built a good, reliable plane.”

“It took me probably 12 months to nut out a design” Cameron told me. “I liked the wings off the Zenith, the fuselage from a Rans S-6 like I used to own, and the undercarriage of a Highlander. Essentially, I’ve taken the concepts I like from other aircraft and tried to morph them into one animal.”

What resulted was a minimalist, brutally functional, high-wing aircraft, powered by the fuel-injected 117hp Aero Momentum AM15. Considered a “Frankenstein” build by its designer, the name Kangawallafox came about because it was a “mix of different animals”. It’s an appropriate moniker, and one that will now live on in the record books.

A supporter of the Royal Flying Doctor Service, Cameron’s record attempt gave him the perfect

opportunity to host a fundraiser for the organisation. Through online donations in the lead-up to the event, as well as donations made by local businesses and individuals, Cameron was able to raise just over $17,000 for the RFDS.

“We had almost $12,000 in online donations and a bit over $700 in cash on the day. The business I work for, Origin Energy, also ran an internal fundraiser. Any donations employees made, the business committed to match it.”

As a not-for-profit organisation, the RFDS relies on donations to continue their operations. Donations they

receive go toward providing life-saving medical care to Australia’s remote communities.

It was a typical day in Chinchilla when Cameron began his first take-off at 6:45am. The previous record was set at 140, which required a pilot to take off, fly a circuit and completely touch down again, before repeating. Cameron took plenty of breaks for resting and refuelling, but with 6.8 engine hours for the day, he managed to complete his 145th landing around 3:30pm. “It had only done maybe 30 or 40 landings in its life, and I put on 6.8 hours and another 145 landings!”

“It was boring,” Cameron said with a chuckle, “I was essentially just flying around and around all day, but it was a good day and for a good cause, so I’m happy.”

With the record under his belt, Cameron set his sights on entering his Kangawallafox in this year’s OzSTOL competition, held in April at Luskintyre, NSW. Competing in the “Bush Experimental” category, Cameron finished with a combined take-off and landing distance of 75m, enough to secure second place. It was his first time competing in a STOL competition, and Cameron was over the moon with how his aircraft performed.

The Kangawallafox is considered a “Frankenstein” build by its designer. Credit: Cameron Obst

“It had only done maybe 30 or 40 landings in its life, and I put on 6.8 hours and another 145 landings!”

“For me to come in a little homebuilt plane, first time, to be able to jag a second, I was rapt with that.”

Despite all the success, Cameron is planning to part with the mighty Kangawallafox. In fact, at time of writing, the aircraft is listed on planesales.com.au, for anyone interested in owning a record-breaker.

An Australian record and a podium finish at OzSTOL isn’t all that’s on his mind though. In the meantime, Cameron is in the process of setting up his own flight school.

“It’s something I’m just really passionate about, I absolutely love it” he told me about his love for teaching people to fly. Cameron is a two-week-

on, two-week-off worker, and in his off weeks has been volunteering as an instructor with GoFly in Caloundra. “For me, my flight school is something I intend to run purely for passion. Because I’m not relying on it for my sole source of income, I can keep my rates as low as possible and hopefully get more people interested in aviation.”

He intends to start training operations in the near future, having ordered a new Brumby aircraft, scheduled for delivery in the coming months. Providing flight training services out of Chinchilla, Cameron has even set up a scholarship program, to be awarded to a Year 11 student from the local high school each year, who wants to learn to fly.

More flight schools in rural areas are something we love to see. We hope to see Cameron and KWF Flight School training up the next generation of pilots very 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.

caption

Credit: Francis Ben

Credit: Martin Grant

Mount Greville & Lake Moogerah scenic rim.

Credit: Martin Grant

Credit: Ross Gleeson

Credit: Ross Gleeson

Boonah 04 final approach.

Credit: Martin Grant

Credit: Ross Gleeson

SPEAK UP, FLY SAFE

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 a recreational pilot, the thrill of flying is unmatched. But with this freedom comes the important duty of keeping our skies safe. That’s where your voice matters.

BREAKING THE SILENCE

Reporting safety concerns or incidents can save lives. While RAAus and the Australian Transport Safety Bureau (ATSB) require reporting of certain events, going beyond these obligations can make a significant difference.

TURNING REPORTS INTO ACTION

RAAus does more than collect reports; we use them to create real changes:

• Investigation: Our staff analyse every single report to work towards finding causes and risks.

• Trend monitoring: RAAus identifies trends and systemic issues from multiple reports.

• Policy Development: Your insights help shape RAAus’ policies, training, and safety programs.

• Education: Real-world examples from reports are used to create safety materials.

MAKING REPORTING EASY

Reporting is simple with easy online reporting via the RAAus Occurrence Management System. There are dedicated emergency hotlines and no requirement to then “re-report” to the ATSB. We believe that the

easier it is to report, the more likely you will share your experiences, so we’ve endeavoured to make the system as smooth as possible.

ENCOURAGING A CULTURE OF SAFETY

It’s crucial to create an environment where everyone feels comfortable reporting incidents. When pilots share their experiences and insights, it leads to a more informed and safer flying community. Flight Training Schools and Clubs can promote this culture by regularly discussing safety topics, recognising valuable contributions, and emphasising the importance of reporting.

YOUR VOICE SHAPES THE FUTURE

By sharing your experiences or concerns, you shape the future of general aviation in Australia. RAAus uses your insights to create a safer flying community, and we are inviting all members to email us at safety@raaus.com.au with any suggestions as to

what you would like to see during our 2024 National Safety Month.

So, if something doesn’t go to plan during your flight, speak up. Your report could prevent accidents and save lives. In recreational aviation, your voice is essential. Let’s work together to keep our skies safe, one report at a time.

Credit: Shaham Aloni

MOST COMMON OCCURRENCES BY PRIMARY CAUSE

LOSS OF CONTROL

Loss of control events remain the leading cause of aircraft damage and injury in RAAus operations. Over the past 6 months, RAAus received reports of 13 such incidents, with 10 occurring during the landing phase. Two aircraft were destroyed, and five others were significantly damaged. Pilots are encouraged to review RAAus’ loss of control video series at www.raaus.com.au/loc

NEAR COLLISION OCCURRENCES

Aircraft near-misses and separation incidents continue to be among the most frequently reported occurrences to RAAus. All pilots should regularly review safety guidelines to avoid potential mid-air collisions, especially when operating around noncontrolled aerodromes.

In addition to near-miss reports, RAAus has noted several instances of pilots flying against established circuit patterns or attempting to use closed runways. To enhance safety, pilots should:

1. Review the ERSA to confirm aerodrome procedures before flying to unfamiliar locations.

2. Check NOTAMs or contact the aerodrome operator for any restrictions, such as runway closures.

3. Avoid using runways that conflict with active traffic patterns.

Many reported near-misses stem from non-standard circuit procedures and conflicting runway use. Adhering to proper protocols is crucial for maintaining a safe flying environment for all.

ENGINE FAILURE & MALFUNCTION – ICING

Carburettor icing is a significant risk in the types of aircraft we fly. Icing is capable of causing engine failure by obstructing the fuel-air mixture. This can occur in various weather conditions and temperatures, requiring pilots to remain alert and proactive. If not promptly addressed with carb heat, carburettor icing can result in reduced engine power, rough running, or complete engine failure, severely compromising flight safety. To mitigate this hazard, consider the use of Carburettor icing probability chart (see QR code below) as part of your pre-flight planning, and in-flight, maintain an awareness of the conditions where carburettor icing commonly occurs, such as during prolonged descents at low power and when near visible moisture.

Scan the QR code for more information on Carburettor Icing.

COMPLIANCE

RAAus would like to remind all pilots, aircraft owners, and maintainers to regularly review their compliance requirements prior to operating or maintaining an aircraft.

The following non-compliances are commonly identified within RAAus operations:

Member Non-Compliances

1. Conduct of flight by pilot without a current BFR

2. Operation of an aircraft without holding the appropriate certificate, rating, or endorsements

3. Operation of an unregistered aircraft

4. Flight conducted without holding current RAAus membership

5. Maintenance of an aircraft without holding a current maintenance authority

Maintenance Non-Compliances

1. Failure to complete biannual instrument and transponder calibration requirements

2. Failure to comply with mandatory service bulletin requirements

3. Unapproved modifications 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 an 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: Carburettor Icing

Operation type: Flight Training — Dual Injuries: Nil Damage: Nil

An instructor and student were conducting dual flight training which included various upper air work elements and Practice Forced Landing (PFL). The student conducted the PFL and when the instructor was satisfied that they would make the field instructed the student to conduct a go around. However, when power was applied, the propeller abruptly stopped. Taking control, the instructor attempted an engine restart but was unsuccessful. An emergency landing was executed in the field without injury or damage to the aircraft (other than a good wash).

The likely cause of the engine failure was carburettor icing, which is something that can occur in temperatures of up to 38° Celsius. This incident underscores the importance of awareness and preparedness for carb icing. Ensuring proper use of carb heat and maintaining vigilance can mitigate this risk, highlighting a crucial aspect of flight safety.

Occurrence Classification: Hard Landing

Operation type: Private

Injuries: Nil

Damage: Substantial

During a long-distance, multi-leg cross-country flight, a pilot faced several challenges and difficult decisions. Weather delays not only postponed the departure but necessitated changes to the flight plan. As the pilot approached the destination, landing conditions were complicated by the setting sun and decreasing daylight.

LOSS OF CONTROL: 3 PART SERIES

Fatigue became a factor, along with a desire to complete the journey. In this situation, the pilot decided not to perform a go-around or use the runway most aligned with the wind.

As a result the aircraft sustained a hard landing, resulting in significant damage, including a collapsed nosewheel and a propeller strike.

One life-changing story. Countless lifesaving lessons.

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38 YEARS

IN THE MAKING

DAVE SMITH’S LATE-BLOOMER CORBY STARLET

Words & Images Dave Smith

The Corby Starlet was designed in Australia more than 50 years ago.

Most amateur aircraft builders know it takes years to build an aircraft. A kit-built aircraft is much quicker than a plans-built aircraft, but it still takes a certain dedication and commitment. Particularly so if you’re in your late 20s, have a spouse, kids, and a regular job, all of which rightly demand much of your time. Back in the 1970s I had all of the above, so my attempt at building a Corby Starlet from plans stalled. I gave it away, but never lost my love for the type.

The Corby Starlet is a very attractive single-seat, woodand-fabric aircraft, designed in Australia by John Corby more than 50 years ago. Some say it resembles the P51 Mustang. I’m told it even won the 1960 Australian Aerobatic Championships, for what that’s worth.

There are many examples in Australia, some VHregistered and some RAAus-registered. There’s also quite a number operating overseas.

The prototype Starlet used a 2-cylinder Agusta GA.40 engine, which soon gave way to the ubiquitous VW. It’s now often fitted with the Jabiru 2200, which gives the aircraft quite impressive performance. In October 2015, fifteen starlets flew into Echuca to celebrate with John Corby, 50 years since the type first took to the air.

Having never lost interest in the type, I acquired a Corby Starlet in 2014 that had been built in Tasmania (then registered VH-JRR now 19-4386). I did some upgrades, but it was not the same as building an aircraft myself.

Dave made an exact replica of his other Starlet, this time using his two favourite colours.

Being in my early 70s at the time, it was impractical to start from scratch, so I set about looking for a partiallybuilt Starlet which I could claim to have finished building myself.

With the help of Norm Edmunds, the Australian Corby Starlet guru, I located a Starlet project in Kyneton, Victoria. Plans had been purchased in 1985 by Owen Cowlishaw and construction started in 1987. Owen’s work record shows 1460 hours up to the first stage inspection in Nov 1992. In January 1995 it was inspected again before the wings and tailplane were cleared for covering. The build record shows 2360 hours had elapsed, and it was maybe 60% complete.

Work then stopped for 9 years until January 2004 when the project was taken over by Ken Morris, a maintainer and RAAus member. Ken fitted control cables and did the coverings. The record shows he stopped work in June 2004. Sometime afterwards it was moved to Kyneton in Victoria where, 14 years later in November 2018, it came into my possession thanks to Norm Edmunds.

I set about looking for a partiallybuilt Starlet which I could claim to have finished building myself.

I now owned one and three-quarter Starlets. Sometimes called a barn find, what I purchased included everything needed to finish the aircraft. New 2003-built Gen 1 Jabiru engine still in the box, a new propeller, some instruments and an ancient set of drawings that resembled the Dead Sea Scrolls. It also included the build record, photos at various stages, lots of notes for Starlet builders, fuselage on wheels, and plastic bins full of parts. The wings, tailplane, ailerons and rudder had all been inspected and afterwards covered in Stitts polyfibre fabric with the protective silver coating applied. I’d say it was 80% finished, so as amateur builders typically say, I only had 80% to go.

I didn’t rush to finish the build as I had a Starlet in the hangar to fly when the weather was good. It’s handy too, to have a sample aircraft to look at – particularly firewall forward.

Jabiru Aircraft were selling engines, cowls and engine mounts to Starlet builders, so some quite detailed third-party drawings were available to assist builders like me. I ended up making this one an exact replica of my other Starlet. The only difference being the paint, where I used the Stewart System water-based paint, with my two favourite colours – metallic blue and silver.

Nicola Pearson from RAAus shepherded me through the process of filling out the many forms. Weight and balance seemed a challenge, but I found help from Russ and Terry Pollock. Later I learned that Rob Pigott not far away in Goulburn had calibrated scales, software and the necessary CASA approval to sign off the work. This turned out to be very convenient. Fast forward to Good Friday

Permit to Fly requires remaining within 25nm of your home airport and 25hrs of flight testing.

While the Corby Starlet may take years to build, it is a very attractive little aircraft and a joy to fly.

29 March 2024 and Pablo Depetris from Wedderburn did the final inspection at Shellharbour Regional Airport. Nicola confirmed the documentation was now complete and my application was now in the hands of ‘The Manager’. Just days later, Jared Smith from RAAus rang me to say he was issuing my Permit to Fly. At this point the message is don’t rush. Some more ground engine runs, taxiing about to get used to the rudder pedals, tweaking the brakes and waiting on the weather gods. Three-weeks later saw it leave Mother Earth for the first time at 3:30pm on 19 April 2024.

The next few months will see it put through its paces. The Permit to Fly requires remaining within 25nm of my home airport and 25 hours of flight testing. This includes testing its longitudinal and lateral stability, controllability and manoeuvrability, the stall in various configurations, take-off and landing distance, best climb and best glide using the RAAus Flight Test Guide for Amateur Built Recreational Aircraft booklet.

From when the plans were purchased in 1986 to its first flight this year has been 38 years! Now that’s a long gestation period. I doubt many other build projects have taken that long. While the Corby Starlet may take years to build, it is a very attractive little aircraft and a joy to fly. If you don’t have nearly four decades to spare, flying Corby Starlets do come up for sale from time to time!

MEMBER

DISCOUNTS WITH IOR AVIATION

GET 10 CENTS OFF YOUR AVIATION FUEL WITH IOR

Accessing fuel with IOR is a breeze, and it just got even better. Thanks to a new initiative between RAAus and IOR Aviation, all members are now eligible for a 10c per litre discount on Jet A1 and Avgas with IOR Aviation. You can sign up and use an IOR tag account or download the FuelCharge app, which offers a convenient pay-before-you-pump system.

At IOR Aviation, we pride ourselves on providing reliable aviation fuel not just to general aviators but also to some of Australia’s largest airlines, aeromedical rescue services, tourism brands, and the agricultural industry. Since our launch in 2015, we’ve constantly evolved to meet the needs of our customers.

Our network of airports stretches from Victoria, through NSW, along the East Coast, and into Central Queensland. Depending on the location, our facilities are either unmanned for 24/7 access or staffed by a dedicated team member for into-plane refuelling.

We’re proud to offer a safer, more reliable fuel to our customers. Unlike MOGAS, which can contain dangerous, uncontrolled, and incompatible oxygenated components, IOR’s AvPULP™ ensures enhanced safety with its assured higher-octane quality and energy content. Launched in 2024 at Latrobe Airport, we are excited about this fantastic new fuel option.

SO WHY BUY AT IOR?

• All RAAus members receive a 10 cent per litre discount on Jet A1 and Avgas.

• 24/7 access to fuel at all unmanned IOR airports.

• Convenience of paying at the pump.

• No IOR account needed if using our Fuelcharge app.

HOW DO I SIGN UP?

• Complete your registration form at https://raaus.com.au/ior-registration

• RAAus will share your contact information with us through our secure database and the discount will be applied to you.

• Once your registration has been processed, you will receive instructions on how to apply the discount through the Fuelcharge app.

CONTACT DETAILS? HAVE YOUR DOES YOUR LSA MANUFACTURER

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

As a Light Sport Aircraft (LSA) owner, ensuring that the manufacturer of your aircraft has your contact details is not just a matter of convenience— it’s a crucial aspect of aviation safety and maintenance. Here’s why keeping your manufacturer in the loop can significantly benefit you and contribute to the overall safety of the aviation community.

One of the primary reasons for maintaining updated contact information with your aircraft manufacturer is the timely dissemination of safety alerts and service bulletins. These documents are critical as they contain important information about potential safety issues, recommended inspections, and necessary modifications.

As CASA and RAAus are not responsible for the continuing airworthiness of LSAs, the manufacturers are required to

continually monitor the airworthiness of these aircraft in accordance with the ASTM standard for Continued Operational Safety Monitoring. To comply with this requirement, the manufacturer should maintain a database of all owners of aircraft in Australia and overseas, investigate service defects, and address safety critical defects with corrective action by issuing bulletins to all affected owners or registered operators.

Not all manufacturers have their bulletins published on their website.

When investigating the manufacturer’s website for service bulletins and none are located, this should be an indication to investigate further and not assume that no bulletins are applicable to your make or model.

Manufacturers sometimes identify parts that may need to be recalled due to defects or wear issues. If your contact details are up-to-date, the manufacturer can directly inform you about any recalls, ensuring you receive replacement parts or necessary repairs in a timely manner.

Aviation technology is constantly evolving, and manufacturers release updates and upgrades to improve the performance, efficiency, and safety of their aircraft. By staying in touch with your manufacturer, you can benefit from the latest advancements.

Manufacturers often provide ongoing support to aircraft owners. Whether it’s through webinars, workshops, or detailed manuals, having access to the latest training materials can significantly improve your understanding of your aircraft. Additionally, being on the manufacturer’s contact list ensures you’re informed

about any upcoming opportunities that could enhance your proficiency and safety.

Being in touch with the manufacturer often connects you to a broader community of pilots and aviation enthusiasts. Manufacturers on occasion organise events, fly-ins, etc. that can enhance your flying experience and provide valuable insights from fellow pilots.

Ensuring your aircraft manufacturer has your current contact details allows for a seamless flow of crucial information, from safety alerts and service bulletins to updates and organised gatherings. This not only enhances your safety and enjoyment as a pilot but also contributes to the overall safety of our aviation community.

For LSA owners, maintaining an open line of communication with your aircraft manufacturer is more than a best practice, it’s an essential part of responsible aircraft ownership. So, if you haven’t already, take a moment to ensure your contact details are up-to-date with your aircraft manufacturer. It’s a simple step that can make a world of difference.

PILOT PROFILES

TALES FROM OUR AVIATION COMMUNITY

HORRIE MILLER: AVIATION’S EVERYMAN

THE EXTRAORDINARY LIFE OF A FOUNDING FATHER OF AUSTRALIAN AVIATION

Words Tom Lyons

Horrie Miller and daughter Robin Miller, a nurse and RFDS pilot.

Credit: State Library of Western Australia

Looking at his résumé, you’d be hard-pressed to think of a job Horace Clive “Horrie” Miller didn’t do within the scope of aviation. Pilot, Mechanic, Air Force Officer, Aircraft Designer, Barnstormer and Airline Owner are just a few of the titles you’d find there, cementing Horrie’s position as one of the founding fathers of Australian aviation. His was a life lived to the fullest, with countless twists and turns in his fascinating story.

Born in Creswick, Victoria in 1893, Horrie left school at a young age, working a variety of jobs before landing an apprenticeship at Sunshine Harvester Works in Melbourne. It was here that a passion for aviation bloomed, as Horrie took an interest in building model planes.

With his apprenticeship complete, Horrie took a job at the Tarrant Motor Co., which was to prove extremely consequential for his career. It was here he met “the three Harrys” – Harry Hawker, Harry Kauper and Harry Busteed – who decided to move to England to pursue a career in the burgeoning aviation industry. In 1913, Horrie followed suit and travelled

to England, joining his friends at the Sopwith Aviation Company as a mechanic.

At Sopwith, Horrie developed a reputation for being extremely knowledgeable on aerodynamics. His work on the Sopwith Tabloid, which went on to win the 1914 Schneider Trophy, helped to cement Sopwith as a major British aircraft manufacturer in the lead up to World War I.

As the war broke out, Horrie returned to Australia for enlistment in the Central Flying School (CFS). When he arrived, he learned that there was to be a delay before the CFS could begin training, so Horrie spent this time designing and manufacturing his own aircraft, based on a French Gnome engine.

Wartime regulations at the time stipulated that all private aircraft were to be registered with the Department of Defence, and so that’s exactly what Horrie did upon completion of his project. On 8th June 1916, he was issued a certificate from the Department that made him the owner of the first officially-registered civil aircraft in Australia.

Horrie Miller in the cockpit of his Fokker 4, c. 1930.

Credit: National Library of Australia

“Embarking in October 1916 with No 3 (69) Squadron, he flew multiple missions in France.”

By now the CFS had begun training operations, and so Horrie honed his skills as a fighter pilot. Embarking in October 1916 with No 3 (69) Squadron, he flew multiple missions in France across the following year. It was in France that he contracted Spanish Flu, and was sent to South Africa while he recovered. He then returned to Australia, where he spent the remainder of the war testing aircraft at Point Cook, Victoria.

Following the war, Horrie turned his attention toward commercial aviation. He spent time in South Australia with fellow ex-Australian Flying Corps men, providing joy flights and commercial services in an Airco DH.6 biplane. By 1920, he had formed his own company – the Commercial Aviation Co. – with Arthur Kennedy. Together in an Armstong

Horrie with family and friends. Credit: National Library of Australia

Whitworth F.K.8, the duo barnstormed over much of Australia, performing fascinating aerobatic displays for a population that had barely had any contact with aviation prior to the war.

For the next 8 years, Horrie barnstormed with several companies and aircraft, competing in air races on occasion too. Eventually, he made enough from his escapades to return to Adelaide, with the idea to start an all-encompassing commercial aviation business.

In 1928, with the financial backing of confectionary magnate, Sir Macpherson Roberston, the MacRobertson Miller Aviation Company (MMA) was formed. With a fleet that included an 8-seat DH.61 Giant Moth, a Fokker and an additional two Moths, the company provided air freight, charter, medevac and

aerial photography services. Here Horrie held the titles of Managing Director, Chief Pilot and Chief Engineer.

Over the next decade, MMA gradually expanded from its South Australian roots, first to Western Australia in 1934, and then to the Northern Territory in 1939. The growth of his business didn’t demand all of Horrie’s time however, as he was also able to win the Sydney to Perth Centenary Air Race in 1929, the longest air race in the world at the time.

In 1955, MMA merged with Airlines of Western Australia, which saw Horrie move to Broome to take the role of Regional Director. From here the amalgamated airline became a subsidiary of Ansett in 1963, with the Miller family selling their shares. Horrie remained an employee until 1972, when he retired to live in Perth.

Horrie Miller (right) and Jim Woods standing with MMA’s Lockheed DL-1A Vega Special. Credit: National Library of Australia

“In

an Armstong Whitworth F.K.8, the duo barnstormed over much

of Australia.”

Horrie remained a passionate aviator in retirement, flying until he became incapable after a stroke in 1977. He was awarded the Oswald Watt Gold Medal in 1978 for “a most brilliant performance in the air or the most notable contribution to aviation by an Australian or in Australia”. In the same year, he was made an Officer of the Most Excellent Order of the British Empire (OBE).

After a life filled with adventure and excitement, Horrie passed away on 27th September 1980 in Dalkeith, WA. In an era of rapid change, Horrie dedicated his life to following his passions and being at the forefront of progress. His contribution to Australian aviation is immense, but it’s his dedication and commitment to his passion that is truly inspiring for aviators and the general public alike.

Aeroprakt A22LS

• Cruise 40-108 knots

• Stall 27 knots

• Carry 290kg including fuel

• Fuel capacity of 113L

WARBIRDS DOWNUNDER

IT’S BEEN SIX YEARS SINCE AUSTRALIA’S LARGEST GATHERING OF VINTAGE WARBIRDS GRACED THE SKIES OVER TEMORA. BUT THIS OCTOBER, WARBIRDS DOWNUNDER IS BACK AND BETTER THAN EVER.

“We’re quite excited to be able to put it on, it’s shaping up to be a successful event” said Peter Harper, CEO of Temora Aviation Museum who are responsible for the event. After abandoning the event in 2020 due to the pandemic and a last-minute cancellation in 2022 thanks to flooding, the team are ready and raring to deliver this instalment of the biennial event.

Not to be deterred by these setbacks, the 2024 Warbirds Downunder is shaping up to be a spectacular one. In a year that also marks the 25th anniversary of the Temora Aviation Museum, this year’s event will be a celebration of one of Australia’s greatest warbird collections. More than 50 vintage and modern warbirds

19-20 OCT 2024

will be performing aerial displays, including Tiger Moths, Spitfires, Mustangs, a RAAF F-35A and an aerobatic display from the Air Force Roulettes. Several of the Temora Aviation Museum’s own ‘fanfavourites’ will also be taking to the air, including the Hudson and Canberra bomber and the A37-B Dragonfly.

There will be plenty of action on the ground as well, with static displays, live music and kids’ entertainment providing fun for the whole family. Exhibitors and trade stalls will be set up in the Museum’s main display hangar, creating a “mini expo” area that aviation enthusiasts will be enamoured with.

Fly-ins are encouraged, with a range of camping and accommodation options on offer. While the Museum itself will be closed for the duration of the event, those that stick around an extra day will be able to enjoy the Museum’s many exhibits, including the new fullmotion Warbird Simulators and the recently-opened Guardhouse Café, located on the museum site.

All signs point to Warbirds Downunder making a truly triumphant return in 2024. Be sure to block out October 19th & 20th on your calendar, and get your tickets now while they’re still available!

Tickets on sale now at warbirdsdownunderairshow.com.au

Credit: Peter Morris

FROM 27-28 APRIL, SALE ROARED TO LIFE BOTH ON THE GROUND AND IN THE AIR AS VISITORS DESCENDED ON THE ANZAC WEEKEND AIRSHOW.

Words Tom Lyons

Nestled between pristine Gippsland beaches and the foothills of the Victorian High Country, the town of Sale tends to be a serene one, where visitors come to escape the rat race, rest and rejuvenate. That is, except for the ANZAC Day long weekend.

From 27-28 April, Sale roared to life both on the ground and in the air as visitors descended on the second instalment of the ANZAC Weekend Airshow. Across both sunny autumn days, the SportPilot team were in attendance to cover all the action.

There was a shared feeling of excitement as the gates swung open on Saturday morning. A crisp Gippsland morning was giving way to cloudless skies, perfect for a day full of aerobatic displays and aviation marvels.

The day’s entertainment was kicked off with displays from Paul Bennet’s SkyAces aerobatic team and a fascinating formation display of vintage Tiger Moth aircraft.

Crowds began to pack the event area, with patrons keen to get up close and personal with a number of static aircraft displays, including the mighty Douglas DC-3 parked in the centre of the grounds. Displays from the likes of Tecnam and Anderson Aviation allowed eventgoers to get a look at some of the most cuttingedge recreational aircraft on the market, while Pilatus’ PC-12 and PC-24 displays showcased the luxurious side of aviation as well. Patrons were also treated to plenty of entertainment in the form of live music, simulator trials, market stalls, vintage fashion shows and delicious food.

A crisp Gippsland morning was giving way to cloudless skies, perfect for a day full of aerobatic displays and aviation marvels.

All eyes were firmly on the skies as a constant stream of aerial displays took place across both days.

Despite such a strong ground presence, all eyes were firmly on the skies as a constant stream of aerial displays took place across both days. The RAAF Roulettes once again captured the hearts and minds of the audiences with their thrilling and technicallybrilliant aerobatic manoeuvres. The Roulettes were a crowd favourite for sure, though perhaps a home-sky advantage was evident, as the team is based at nearby RAAF Base East Sale. More thrilling stunts from Paul Bennet and his team of daredevils drew plenty of oohs and ahhs, as his famous Wolf Pitts Pro appeared to defy the laws of physics again and again.

The stunt shows were not limited to aircraft however. The Hot Wheels Stunt Team, led by renowned racing

and stunt driver Matt Mingay, showed off their mastery in their Super Trucks, spending plenty of time in the air themselves. Perhaps the most exciting stunt moment came when Bennet and Mingay teamed up for a ‘Truck vs. Plane’ race, that saw the two go head-to-head for bragging rights on each day.

As the sun set on the final day and crowds began to dissipate, it was clear that the second running of the ANZAC Weekend Airshow had been another huge success. With over 14,000 eventgoers across the weekend, it’s clear that the appetite for aviation in regional Australia is as alive and well as ever. We can’t wait to see how the 2026 event will build on the strong foundation that has been set out in Sale!

GOING SOLO FOR THE FIRST TIME

NAVIGATING FLIGHT OPERATIONS AT RAAUS

As I step into the role of Head of Flight Operations at RAAus, I can’t help but draw parallels to a student’s first solo flight. Just like that exhilarating moment when a trainee pilot takes control of the cockpit, I find myself at the helm of an organisation with a rich history and soaring ambitions.

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

THE SOLO FLIGHT ANALOGY

Training to Standard

Much like a student pilot, I’ve undergone rigorous training to meet the required standards. Over two decades in the aviation industry, my skills have been honed—from flying small charter aircraft to instructing others. Just as a solo flight demands precision, my experience has prepared me to manage situations as they arise.

Navigating Challenges

Solo flights aren’t without challenges. Turbulence, crosswinds, and unexpected weather patterns test a pilot’s mettle. Similarly, leading Flight Operations involves navigating

regulatory changes, safety protocols, and operational complexities. But just as a pilot relies on training, I lean on my industry knowledge and the talented team around me, especially my predecessor, Jill Bailey. I will forever be grateful for her direction and advice.

The Flight Crew

In aviation, the flight crew is essential. From the co-pilot to the cabin crew, everyone plays a vital role. Similarly, my focus is on maintaining a cohesive team at RAAus. We’ve recently welcomed a replacement Assistant Head of Flight Operations who has commenced training with RAAus. Anthony Coleiro began flying over 30 years ago, gaining CASA pilot

gliding and ultralight qualifications in 1990. He has an immense amount of experience working in the aviation industry, having worked at Qantas Sydney Jet Base doing heavy maintenance, and also with CASA conducting general aircraft maintenance. Anthony also holds CASA and RAAus instructional qualifications and also served as an Airbus A330 ground instructor at Qantas. Here he conducted systems and procedures training in fixed base and full motion simulators for initial pilot endorsements for 14 years. Anthony will be a highly valuable addition to the RAAus team, and we are looking forward to getting to work with him.

Each member contributes to our success, just as every crew member ensures a safe flight.

Monitoring Performance

There is always a need to monitor flight performance meticulously. Punctuality, safety and efficiency matter. Likewise, I’ll oversee RAAus operations, ensuring smooth processes and adherence to standards.

Our flight path may change, but our commitment to excellence remains unwavering.

The Journey Ahead

Starting a new venture is akin to embarking on a crosscountry flight. I have dreams for RAAus—expanding our reach, fostering innovation, and empowering aviators. Just as a pilot visualises the destination, I envision a thriving community of passionate flyers and maintainers.

Unlike relationships, we can’t “ghost” a business. Challenges will arise, but we’ll face them head-on. With my hand on the yoke, I’m ready to steer RAAus toward new horizons. Sorry, that’s a bad pun, but if I can’t laugh at myself and enjoy this journey then I shouldn’t be here.

So, here’s to my first solo flight as Head of Flight Operations—a journey fuelled by passion, experience and a love for aviation. Buckle up, we’re cleared for take-off. Sorry again, it’s just too easy!

Credit: Bill Struthers

EVENTS

If you or your club has an event you would like to advertise, please send the relevant information to editor@sportpilot.net.au

8 September 2024

MILDURA AIRSHOW

Get ready for an action-packed day of flying fun at the Mildura Airshow this September! Proudly presented by Mildura Airport, the Mildura Airshow will see the skies of the Mallee roar to life with displays from Paul Bennet Airshows and his team of aerobatic aircraft and vintage warbirds. Complemented by car and motorbike displays, local market stalls and a range of kids’ entertainment, the Mildura Airshow is a family-friendly event that is sure to capture hearts and minds! milduraairshow.com

16-18 August 2024

PACIFIC AIRSHOW GOLD COAST

Following on from the success of last year’s inaugural event, the Pacific Airshow Gold Coast is back bigger and better in 2024! The unique event offers three days of world-class aerobatic, military and civilian aircraft displays, showcasing thunderous power and speed. Performers at this year’s event include the RAAF Roulettes, US Air Force, and Red Bull Air Race Champion Matt Hall. There are also a number of nontraditional airshow performers, including the US Navy Leap Frogs, Gravity Industries’ Jet Suits and BASE jumper Jacko Strong. With plenty of on-ground activities, entertainment and food to match, the Pacific Airshow Gold Coast promises a mix of heart-pounding excitement and familyfriendly entertainment, stretching around 1.5km of picturesque Surfers Paradise beach. Mark your calendars, this is not one to be missed!

pacificairshowaus.com

27-29 September 2024

WILLIAM CREEK OUTBACK FLY-IN

Now in its seventh year, the William Creek Outback Fly-In has quickly become a bucket-list item on pilots’ calendars. This September, set your nav for outback South Australia for seminars, presentations, live music, pub trivia and even a screening of the AFL Grand Final! At William Creek, you can enjoy underwing camping in stunning outback vistas and catch up with pilots from all corners of the country. williamcreekhotel.com

19-20 October 2024

WARBIRDS DOWNUNDER

Take note, Warbirds Downunder is making its glorious return in 2024! Last held in 2018, Warbirds Downunder is one of the largest gatherings of warbird aircraft in Australia, and your chance to get up close and personal with a vast array of iconic and rare military aircraft. With both in-air and on-ground aircraft displays, you’ll experience a range of types spanning the history of military aviation! warbirdsdownunderairshow.com.au

WHAT’S HOT

COOL PRODUCTS & REVIEWS FOR FLYERS

FLYTE Aero

FLYTE Sunglasses

Words Tom Lyons

We all know that uncomfortable feeling of pressure from wearing sunglasses with our headsets, and the interference with our noise-cancelling that it can cause. Thankfully, the Team at FLYTE have delivered a solution. Launched at the beginning of this year, FLYTE’s focus is on creating high-quality, comfortable sunglasses that are compatible with headsets, headphones and helmets. FLYTE’s range of frames are constructed from ultralight carbon-fibre and high-quality components that make for a comfortable pair of sunglasses you can easily wear all day. Where these glasses excel though, is in their arms. The super-thin arms are as unobtrusive as possible to headsets and headphones, ensuring the seal around your ear is not interfered with. This preserves noise-cancelling to a higher degree than with other, standard glasses.

FLYTE have not skimped on lens quality either. The company offers a range of tints, with polarised and non-polarised options. When it comes to flying, CASA, FAA and the UK’s Civil Aviation Authority all recommend against the use of polarised lenses, due to potential interference with LCD displays on the dash and aircraft windscreens.

I recently tested two pairs of FLYTE sunglasses, the Halcyon and the Clarity, both with Tamatea (dark smoke) non-polarised lenses. I can confidently say that these are the lightest pairs of sunglasses I’ve ever worn, and were incredibly comfortable for everyday wear. When wearing with headphones, there is no discomfort or pressure. It allowed me to wear the glasses for an extended period with headphones on, with no comfort or noise-cancelling issues whatsoever.

I also tested the glasses while riding my motorcycle. I often have issues with wearing sunglasses with my helmet; they can be hard to put on, and you’re always conscious of them once you’re wearing them. Thick frames limit visibility too, which can have dire safety consequences. The Halcyon pair I wore while riding eliminated all three of these issues, giving me optimised visibility, reduced glare and a comfortable ride.

For those looking for the perfect pair of everyday sunglasses that adapt perfectly to flying, look no further than FLYTE.

From $195.00 at flyte.aero

Dream Pilot Magic Kneeboard

These days, most pilots fly with the aid of a smartphone or tablet for navigation and Electronic Flight Bag (EFB) assistance. For those without a dedicated space on their dash, the Magic Kneeboard from Dream Pilot is an ideal pick to keep your screen secure and easily accessible. The Magic Kneeboard is a true universal solution that will hold any portable device firmly in place. The 4-magnet design allows for portrait or landscape mounting while maintaining a strong hold. The unit is compatible with Apple’s MagSafe technology, and also usable with non-MagSafe devices via the use of steel plates. While other kneeboards often have a bulky

John Pugh

Seagulls do it better, John

James Vicars

attachment apparatus, the Magic Kneeboard consists of a simple band and magnet, making it comfortable to wear and easy to mount and remove your smartphone or tablet at will.

$79.95 at flightstore.com.au

Beyond the Sky

The ‘lost’ life of Australia’s first woman pilot. Before the glamorous flyers of the 1930s like Amelia Earhart, ‘Chubby’ Miller and Nancy Bird Walton, another woman opened the way to the skies—and were it not for a tragic twist of fate, her name might now be just as familiar. In 1920s Australia, flight was still new, dangerous and glamorous—and the aviators were all men. That was until Millicent Bryant, a petite 49-year-old mother of three, made her first solo flight, igniting a passion that led her to become the first woman in Australia and the Commonwealth outside Britain to gain a pilot’s licence.

$34.95 at melbournebooks.com.au

“Seagulls do it better, John” by John F Pugh is a captivating book that takes you on an exhilarating journey through the skies of Tasmania and Australia. Authored by John Pugh, an experienced aviator and instructor, this book stirs curiosity, revives memories, and intrigues pilots of all levels. From uncovering precision techniques to overcoming challenges, John’s patience, compassion, and wit shine through. With vivid descriptions and personal anecdotes, he paints landscapes and unveils the joys and hazards of flying. This heartfelt and must-read book offers a unique glimpse into the extraordinary life of a man who dedicated himself to the skies.

$50.00 at downunderpilotshop.com.au

Prices are correct at time of publication.

CLUBS & RUNWAYS

Cobbold Gorge, QLD (YFSA)

Deep in the heart of North Queensland’s Gulf Savannah, discover ancient geological landforms which rarely make the headlines of your typical well-beaten tourist trail. Known as Queensland’s youngest gorge (a mere 10,000 years old), this remote destination is a worthy getaway for the adventurous pilot.

FACILITIES

The Forsayth airstrip is 43km away from Cobbold Gorge, made easier by the friendly team at Cobbold Village who are more than happy to assist with transport from the airstrip. Forsayth airstrip is managed by the Etheridge Shire Council. The 1200m strip is sealed and line marked. Permission to land is required, so ensure you plan ahead.

STAY

The best place to base yourself is at Cobbold Village where there is plenty of accommodation to suit your budget and taste – from bush campsites to a variety of ensuite cabins and airconditioned suites. The village is packed with modern facilities including an award-winning infinity pool with its own swim-up pool bar. Tours of Cobbold Gorge leave here daily from April to October.

EXPLORE

Cobbold Gorge is protected, so this pristine environment can only be accessed by a guided tour. You can either fly into Forsayth and start your day tour from there, or from Cobbold Village itself. Tours include a boat cruise through the gorge or enjoy views from above as you

cross over their magnificent glass bottom bridge. For the more adventurous (and well-balanced) there are stand up paddleboarding tours, plus there’s great bushwalking, birdwatching and geocaching to enjoy.

EAT & DRINK

Despite its remote location, Cobbold Village has its own licensed bar and bistro overlooking the freshwater billabong and savannah grasslands. For those who prefer to do their own cooking, basic groceries are available on site with plenty of BBQs, fire pits and a small camp kitchen at your disposal.

ELEV: 1390ft

LAT/LONG: S18˚ 35.2, E143˚ 33.97

RWY: 1200m, sealed and line marked CTAF: 118.6

RWY LIGHTING: Solar lighting

AD OPR: Etheridge Shire Council (07) 4079 9090

info@etheridge.qld.gov.au

REMARKS:

Slight dip in middle of the runway

AVGAS: Nil

Forsayth Airstrip (YFSA)

Mt Beauty, VIC (YMBT)

Aptly named Mt Beauty is a beautiful alpine escape for those wanting to fly right to the doorstep of Victoria’s High Country. Mt Beauty Airport acts as a great base to explore the region and attracts aviators of all types from across the country. If adventure is what you are after, you have come to the right place.

FACILITIES

Mt Beauty Airport is very welcoming of visitors, with bathrooms, shelter and tea/coffee available at the terminal. The terminal is a leisurely stroll into town to explore further or grab a bite to eat. The airport is also home to the vibrant community of Mt Beauty Gliding Club.

STAY

Just a short distance from the airport, you will find plenty of options for a short break – head out bush on a farm stay, a rural cottage or an alpine retreat. Buses, taxis and private transfers are an easy way to get from place to place.

EXPLORE

No doubt one of the best ways to explore this beautiful part of the world is up in the air. Take in the magnificent views and serenity with a scenic flight over the High Country, often dusted with snow in the cooler months. During winter, there are regular transfers available to

ELEV: 1100ft

RWY: RWY 14/32

Unrated, asphalt. RWY 32 DTHR 310M.

Turn WID 18 RWS 60 Pads each end 23M WID.

take you up Mt Hotham or Falls Creek. The warmer months are perfect for hiking, horse riding and mountain bike riding.

EAT & DRINK

You can’t go past the Mt Beauty Bakery for a lunchtime rendezvous with the pastry cabinet. For a more substantial snack and a drink, Crank Handle Brewery will offer you a great feed and great views. And for something even more high-brow, enjoy a paddock to plate experience at AnnaPurna Estate – it’s country hospitality at its absolute finest.

RWS begins ADJ to RWY end. RWY LEN 1,500M

CTAF: 126.0

MELB CENTRE: 125.20

AD OPR:

Mt Beauty Airport Management Association Inc mail@ymbt.org.au 0417 565 514 / 0412 990 622

Landing permission not required. Donations for landing appreciated.

There are a number of aerodrome obstacles, traffic regulations and additional info to be aware of. Refer to ERSA for details. 14

32

REMARKS:

Mt Beauty Airport (YMBT)

FIRST IN CLASS?

SPOTTED: GROUP G AIRCRAFT

Recently I went to pick up our plane from Horsham Aviation Services. We’d just had the new ADS-B In and Out fitted. When the job was complete, the plane was then moved to a separate storage hangar, waiting for me to collect it.

When I arrived, I found the RV-6 tucked away in the back. We began to shuffle other aircraft out of the way to get to it. Out of the corner of my eye, I spotted something lurking in the corner of the hangar. It turned out to be a very fresh-looking Cessna 150. That in itself would be enough to warrant further inspection, but that’s not what caught my eye.

It was the registration on the tail. I took a closer look, and to my surprise, it was a new Group G number. As it turned out, I was (almost certainly) looking at one of the first Group G aircraft to be registered in Australia, and what a pretty aircraft it was. A fresh coat of paint and a revamped interior had made it look almost as good as the day it rolled off the factory floor.

There’s still a lot of work to be done figuring out how to register a Group G aircraft and then how to train instructors to train pilots for their Group G endorsement, but it looks like this one will be officially on the list soon. Probably... If it goes well.

Words & Images Nicholas Heath

...you are (almost certainly) looking at one of the first Group G aircraft.

We spoke to Jared Smith from the technical team at RAAus. He confirmed that this will be amongst the first Group G aircraft if there are no stumbling blocks. Not that any issues are expected. From my view the aircraft looks to be spectacularly maintained, and itching to fly.

So, we may have to wait a little longer. Still, it’s exciting to see Group G beginning to materialize, and puts paid to the naysayers.

No doubt there are other eligible aircraft across the country which will soon be joining this Cessna on our register.

Group G aircraft will be identified by a registration beginning with 29 or 34.

TECH TALK

OUT WITH THE OLD, IN WITH THE OUT... AND IN

Words Nicholas Heath

We finally pulled the trigger on upgrading the workhorse RV-6 with an ADS-B Out. It was a bit of a mad race to get in before the June 30 cut-off for government subsidy, but we got it done.

The good news for those who haven’t upgraded is that the grant scheme has been extended. After chatting to Adam at Horsham Aviation – who has done plenty of these – we elected to upgrade our ageing Garmin GTX 320A to a shiny new Garmin GTX 335A ADS-B Out Transponder. This also required new antennas and bits which came with the kit.

That took care of ADS-B Out. For the ADS-B In, we could either pay thousands more for the Garmin that would do it, or just get a uAvionix pingUSB for about $300. That was a short decision process.

The total budget was driven by the fact that the ADS-B rebate would cover half of the cost up to a maximum rebate of $5,000. So, we had a $10k budget and that’s what we spent, with fittings and parts. In aviation there are three tiers of pricing: Expensive, Ridiculously Expensive and Beyond Ludicrous. We went with Ridiculously Expensive. It seems like a lot (actually, it is a lot) but when the government are paying half...

We’ve talked before in SportPilot about how ADS-B should provide much greater awareness of other aircraft in the sky. But that was theoretical. Now it was fitted and we got to test it out on the short flight home from Horsham. The ADS-B Out part was all set up in the Garmin GTX 335A for us by Horsham, so all we had to do was turn it on. Easy. Just as well, because our old unit was the analogue, turn-the-dial type, but this new unit was all digital and we hadn’t really

mastered it. The whole setup really did only require a bare minimum of knowledge to operate. If we had a problem, it would have been, well... a problem. There is something to be said for the old tactile units. On the other hand, the uAvionix pingUSB required a quick connection to our EFB – in this case OzRunways –which took about 3 minutes. That’s it. Never needs to be touched again.

Boom. There suddenly appeared a whole host of aircraft in the sky around us on the EFB map. We had always had the odd aircraft showing up because OzRunways shows other OzRunways aircraft, but this was some next level stuff. Suddenly we are seeing commercial flights chuffing overhead at 400 knots. Most importantly, our aircraft was there too, which means anyone running ADS-B In can see us. Plus, ATC now has a lot more info to work with. These are all good things.

We’ve only just started to figure this stuff out, so we will give you a longer-term test report soon. In the meantime, if you want some of this free government money, have a look at the ADS-B rebate. It’s a win-win.

The ADS-B rebate has been extended.

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.

Flightstar Ultralight

UK Airframe Hours, 364 Engine Hours since rebuild. 2-Seater, fully enclosed fibreglass cabin, zippered removable side doors, dual controls, flaps and in-flight adjustable trim. Pre-sewn Dacron sailcloth covering, 37L fuel tank, 65kts cruising spd, hangered 24/7 Ballistic para, logbooks available.

Ian Miller — 0448 948 484

$15,000

Challenger 2 by Quad City Ultralights

499 Airframe Hours, 220hrs Engine Hours. Lowrance 2000 GPS, Icom radio, Headsets x2 and intercom, BRS 900 Balistic Recovery system, Aux fuel tank, tricycle U/C, Registered Fully enclosed trailer, Spares.

Steve Ridley — 0408 284 799

$25,000

Quicksilver Sport 2S

70 Airframe Hours, 70 Engine Hours

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. flys excellent.

Gordon Young

$18,750

Airborne Microlight XT 912 STK 3 Wing 675 Airframe Hours, 675 Engine Hours. Always covered and hangared. One owner since new. This trike is fully set-up for touring and ready go. Included in sale: 2 x Micro-avionics helmets built in head-sets, 2x extra helmets, bellybag, A-frame bag, stone guard.

Tracey Hayes — 0418 963 796

$20,000

Fly Synthesis Storch S LSA

770 Airframe Hours, 770 Engine Hours. 2007 model — factory built as a photo/display aircraft. 770hrs TTIS. Docile, well behaved 32kn stall. Full dual controls. Good STOL performance. Exceptionally reliable 80Hp Rotax. Good climb and cruise performance.

Andrew Elliot — 0413 220 911

$55,000

Zodiac XLB

71 Airframe Hours, 71 Engine Hours

Constructed 2004 first flew 2006. Total Hours to date 71. All parts primed before riveting. Always hangared. Upgrade completed 2019. Aircraft can be changed to tailwheel configuration, all parts supplied with sale. Recently fitted new Dyon AH. Rick Morris — 0490 845 689

$45,000

Eurofox 3K — 5051 2230 Airframe Hours, 510 Engine Hours. One of the nicest flying RAAus aircraft available. STOL performance with close to 100KIAS cruise all while sipping less than 20 litres of MOGAS an hour. Comfy seats and good instrumentation means that you will enjoy touring to all those destinations you’ve always wanted to visit.

Steven Bekker — 0427 519 163

$82,000

Airborne XT 912

284 Airframe Hours, 284 Engine Hours. Low-hour Airborne XT912 excellent condition new Streak 3 wing at 80 hours. Battens just reset, flies excellent.

Terry Blackford — 0428 515 000

$19,000

Airborne T-Lite with Core wing and Bailey 200 motor 71.5 Airframe Hours, 71.5 Engine Hours. Excellent condition, kept rigged and hangared. New TinyTach r.p.m. and engine temp meter. Strobe, ASI. All log books, manuals and maintenance records since new. Parachute repacked 2022. New harness, tyres, rubbers.

William Ditcham — 0421 339 399

$9,000

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 aluminium 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 4.5h.

Miroslav Pekar — 0426 613 113

$65,000

Jabiru LSA 55/3J

1278 Airframe Hours, 14.0 Engine Hours. Registration 55-4179. Registered until 8th September 2024. Manufacture date 27/08/2004

Serial No. 623. Engine rebuilt to late Gen 3 specifications, roller cam. Engine TSO 2.0hr All log books.

Brendan Reidy — 0427 057 447

$37,500

Protech Bushplane

35 Airframe Hours, 2100 Engine Hours. STOL Bushplane. Rotax 912ULS, NR Prop, 29” ABWs, Shock Monster Gear with T3 Tailwheel. Matco Dual Brakes. 110L fuel tanks, Metal wings/ Fabric Fuselage. Dynon D180 with all engine sensors, Garmin GTR200. Angus Williams — 0409 098 860

$60,000

Jabiru J200

894 Airframe Hours, 176 Engine Hours. A good reliable aircraft, a delight to fly cross country with 2-axis auto pilot and the convenience of the back door for loading luggage. Plane has always been hangered, currently hangered at Shellharbour. Christopher Parry — 0425 244 803

$59,000

Brumby 610

205 Airframe Hours, 205 Engine Hours. Always hangared.

John Cusack — 0425 358 679

$125,000

Jabiru 230-D 1171 Airframe Hours, 473.5 Engine Hours. This is a great opportunity to own a much-loved, great to fly and cared for Jabiru in excellent condition. It has a Dynon FlightDEK 180 with a combined EFIS and EMS with EGT and CHT. 2 Axis auto pilot and 2 VHF radios and Garmin 495

Maurie O’Connell — 0409 974 103

$86,500

Alpi Pioneer Kite — 24-8313

810 Airframe Hours, 774 Engine Hours. Always hangared. No accidents. Great to fly. Runs on 98 PULP. This is a certified aircraft (this is not an S-LSA) so the engine can run on condition after TBO. Jack Donsen — 0428 853 633

$119,000

SLING 2

381 Airframe Hours, 381 Engine Hours. Sling 2 for sale excellent condition LAME maintained. 110 knots TAS @ 18 litres per hour. Wingtip strobes/

Paradise P1

650 Airframe Hours, 650 Engine Hours. Recent annual. Hangered since new. 140L long range tanks. Cruises at 100kt, 14-15L/h. Selling due to upgraded to a new plane. James Goodwin — 0428 771 044

$125,000

Skyfox 55-0959

1300.5 Airframe Hours, 1300 Engine Hours. SportPilot readers please see full advert online. Allan Ayles — 0409 099 418

$35,000

Brumby 610

297 Airframe Hours, 297 Engine Hours. Rotax 912 iS, Airmaster CS 3 blade prop. Dynon HDX D1000 Garmin GTR 200. Hangared from new. Adrian Fitzgerald — 0428 899 525

$130,000

AVIATION MARKETPLACE

Thruster T300 Original 336 Airframe Hours, 336 Engine Hours. Beautiful example of T300 in very original condition. Just needs new battery (or a boost pack as we have used) but otherwise ready to fly. Built in ‘89 and appears to have only 336 hours. Unregistered at the moment.

Craig Jones — 0415 675 964

$10,000

New 107hp UL 260iS Engine & Instruments

UL 260iS fuel injected, 2600cc, 107hp, 72.3 kg (including all accessories, oil and exhaust), AVGAS/MOGAS. Manufactured/ purchased 2017 for a project. Test started only at factory, stored in dry climate. All standard factory accessories, installation maintenance & operating manuals, parts catalogue.

Murray Alston — 0408 031 776

$27,000

LightWing GR-912 1426 Airframe Hours, 1426 Engine Hours. Newly refurbished aircraft by Robin Crouch of Millicent, SA on behalf of the family of John Edwards (deceased 8 July 2022). Excellent condition. Located in Kingston SE, SA.

Stephen Edwards — 0407 672 372

$19,000

Jabiru J160-D

3195.2 Airframe Hours, 450.2 Engine Hours. A great opportunity to own a factory J160-D. The aircraft is in fantastic condition and well appointed, offering a suite of instruments and features not normally found in an aircraft of this type. It is well set up as a tourer or for hours building.

Daniel Mcintosh — 0412 413 198

$55,000

Thruster T500/300 Parts

All new almost complete airframe, red wings, includes wheels with brakes and spats and streamlined lift struts. Purchased from Thruster Factory, original price $14,300. Includes manuals and drawings.

Maarten Gerard Klop — (03) 5196 6121

$9,000

Zenith HD/HDS 601 Project 1 Airframe Hours, 0 Engine Hours Plans-built. Near completed fuselage with passed RAAus pre-closure inspection. XLtype spring u/c with Jabiru wheels and brakes. Maule tailwheel. Mainspars and ribs for HD plus extra HDS ribs. 0408762453

Ken Hernfield — 0408 762 453

$12,000

Sirius TL3000

872.2 Airframe Hours, 977.5 Engine Hours. Great cruising RAAus plane. Rotax 912 ULS. Honest 100kt cruise. 130L fuel. 30kg luggage. Dynon SkyView. Autopilot. Heater. Always hangared LAME maintained. X-COM radio will come with a spare DUC swirl prop.

McAtamney — 0418 452 521

$95,000

Wittman W8 Tailwind

479.9 Airframe Hours. Low time tailwheel aircraft for distance or local flight. Lycoming 0-235, Fresh annual, import from Canada, 490 hours TT, Icom A210 radio, AV Map Ultra James Robert Auld — 0428 500 845

$43,000

Stinson 108-2

2100 Airframe Hours, TT1454, TSOH90 Engine Hours. My Stinson needs a new home. It was rebuilt and was flying in the 1990’s. Circumstances led to it being dismantled and transported to the present location.

Allan Morris — 0425 660 619

$20,000

Savanah

0 Airframe Hours, approx. 1600 Engine Hours. Aircraft painted and completed except for doors and electrical.

Brian Howard — 0401 060 613

$65,000

Hoffmann Rosenheim Propeller

Date of Manufacturer 25/03/88. Suitable for Lycoming 0-235 Engine. Frank Williams — 0418 683 898

$3,900

Savannah S 186.42 Airframe Hours, 186.42 Engine Hours. Glen Tier — 0417 642 503

$86,000

OUTBACK AIR RACE ROUTE

The 2025 Outback Air Race officially has a route! Announced this June, the 2025 Outback Air Race will be taking contestants from Yulara, NT to Carnarvon, WA via the northern coast of Australia. The event is set to raise over $600k for the Royal Flying Doctor Service, proving vital medical care to people in remote locations.

Find out more at outbackairrace.com.au

FINAL APPROACH

BY NICHOLAS HEATH

AIRFIELD IN SIGHT

Have you seen how many airports are selling right now? Goulburn, NSW is on the market. So too is Cambridge in Hobart. Then of course there is Agnes Water/1770 – one of my favourite drop-ins.

The problem is that many airports sit on valuable land which is worth more than the return a small, regional airport can make. That means either cutting chunks off and selling them or shutting the whole airport – which is what happened at Geelong (YGLG), my original airport, which is now covered in houses.

Add to this the number of regional airports that are under threat from various issues. Between urban growth, environmental and various complaints, councils wanting to dispose of assets that don’t make money and the current economic conditions, we are going to see this get worse, not better. It wouldn’t be such an issue if we were opening new airports.

Lethbridge, my current home base, is one of the very few recent airports to be created. Now it’s under threat

as it is about to be ring-fenced by wind turbines. I’m all for wind turbines and alternate energy, but surely sitting them so close to a training-heavy airport is a bad idea. It’s a big country. Put them somewhere else maybe?

We could lose sight of some airfields forever...

Wherever we look, our access to airports is under threat. Many of the threats come from small minorities and conversely large corporate organisations who run coordinated and well-orchestrated campaigns to achieve their aims. As pilots and aircraft operators, we don’t do a great job of making our presence known.

So, this is a call to arms for a grassroots supporters’ campaign. Lend your voice and support to threatened airports and access. Let your Federal, State and local government representatives know exactly how important these assets are to you, the local economy and the community. Otherwise, we will lose them.