Sport pilot 17 oct 2012

Fo r c re reaR ti2012oVOnLa17l(10) pi lots OCTOBE

L RECREATIONA AVIATION AUSTRALIA

SPECIAL FEATURE Floating hull seaplanes

Testing the

NSW/ACT ELECTION RESULTS

SeaRey

DON’T LAUGH VICTORIA BY-ELECTION AT JC’S SHAGSWING VOTING

ISSN 1839-0501 RRP $7.70 inc GST

contents

07 08 10 53 67 58

Regulars

President’s report Calendar of events Letters to the editor Pilot notes Happy landings Member’s market

13 14 14 15 15 15

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08

phed by Barry Wrenford >> Cover image: Searey LSX. Photogra

News

Columnists

A tiny charity doing a big job Come Fly, Come Try Day From the CEO Zenith turns 20 New Superstol launched Vale Neville Sinnott

17 Dr Gerry Considine 23 27 47 42

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15

18

Features

18 GPS Accuracy 24 44 48 50

Arthur Marcel Overdownunder II Jerry Farson A Marathon Journey Robert Tully Mayday, Mayday, Mayday Ian McDonald Sopwith Pup Bruce Clarke

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67

Learning to fly Brian Bigg Editor’s choice Adam Finn Tech talk Ops team Pilot talk Professor Avius Instructor’s forum

28

Readers’ stories

28 Laugh if you will

JC 29 Murray River trekking Louise Neal

Speed is overrated for a well designed seaplane like this one Cover story

31 Testing the SeaRey Barry Wrenford

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48

50

55 NSW/ACT Board election results 56 Vic by-election statements FOR RECREATIONAL PILOTS

. Sport Pilot 3

T R O P S PILOT

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WHAT IS RA-AUS? Call RA-Aus head office in Fyshwick in Canberra. The staff can help by telling you what’s required and point you in the direction of the nearest flying school or club to where you live.

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President’s Report Steve Runciman MUCH has happened during my 12 months as President. I have had a number of issues to deal with in that time.

The original CASA audit took place in November 2011 and two follow up audits in April and July. At the end of the last follow up audit there were a number of comments made by CASA, the main one being “While RA-Aus has developed a number of new procedural forms and processes to facilitate aircraft registrations, there remain several outstanding issues to be addressed to finalise the November, 2011 audit”.

CASA has also recommended a follow up audit at the end of October.

This can partly be attributed to a number of factors; the absence of a Tech Manager for a period of time and the reluctance of some manufacturers to work with us to resolve these issues. Following a discussion with the full board and CEO, my intention is to get the issues resolved as soon as possible. This may include a face to face meeting with the manufacturers involved.

There were errors made during the administration of the Junior Membership matter and apologies have been made. The decision was never going to be easy and this matter was subject to much deliberation by the board. Each board member made their decision for their own reasons and I cannot talk for them. However, I looked at the issue as a simple ‘what if’. I imagined the unthinkable; an aircraft accident where the person sitting in the pilot’s seat was a 10 year old child or younger.

My view is that if this did happen and the public knew RA-Aus had given someone that young a student pilot certificate, it would spell the end of RA-Aus. There was also discussion about other things such as - does the child have the maturity to decide if he/she knows the dangers involved in flying an aircraft.

Having considered my scenario, it came down to one question – is it worth risking the organisation for the sake of the junior members we had at the time. My answer was no. A number of concessions were made to these members when they rejoin at the age of 14, such as a year’s free membership and some financial support towards their training, but I admit we need to do more to encourage junior members into the organisation and maintain their interest in aviation.

I proposed at the time we introduce a Junior Membership category to encourage young people. There are ways we can do this, such as linking them with a local CFI to have a flight once a month as a passanger or fun study towards the theory side of aviation and competitions - the list is endless. I have been re-elected to the board for a further two years and I intend to look into this further.

There have been a number of changes to the board in the past 12 months. Recently we welcomed three new members – Mike Smith from SQLD, Cliff McCann from NT and Dave Caban from NSW. On behalf of

>> Continued P41

FOR RECREATIONAL PILOTS

. Sport Pilot 7

calendar of events Pancake Breakfast Fly-In 7 October

The GV Aero Club at Shepparton will host the brekky at Wahring Field (30kms south of Shepparton). YWHG S 36 40.8 E 145 14.6 CTAF 121.1. Rwy 03/21. Lucky landing time prize. For more information: Martin 0418 467 846.

Back to Holbrook Fly-In and JabFest 3-4 November

Holbrook Ultralight Club will host its annual Rag & Tube fly-in and Jabiru Festival (JabFest) at Holbrook Airpark. Interesting forums on Saturday afternoon, a three course dinner among the aircraft Saturday night and a hot breakfast Sunday morning. Trophies awarded at the dinner. Underwing camping and transport to and from town for accommodation and fuel available. All aircraft welcome. For more information: www.holbrookultralightclub. asn.au or Bryan Gabriel (02) 6036 2601.

Jamestown Air Spectacular 14 October

More than 100 aircraft, aerobatics and spectacular pyrotechnics. For more information: www.jamestownflyinggroup. com.au, Chris 0428 485 651 or Sharon 0439 526 676.

Jacaranda Muster 27-28 October

The Grafton Aero Club invites everyone to celebrate the region’s famous Jacaranda Festival, a world renowned event which has been held every year since 1935.

This is an informal fly-in with preferential treatment provided to pilots prepared to take one of the Jacaranda Queen contestants for a flight over the city on Sunday morning. No landing fees during festival. Ample parking/ tie down, underwing camping. The club has a bunkhouse, kitchen, toilet, hot shower and “Verandah of knowledge” facing the taxiway, 900 metres of sealed east/west strip or 1200 metres of grass. The strip (YSGR) is right on the edge of town within walking distance of shops, restaurants, pubs and clubs. Avgas is not available, although it is only a short distance to Mogas facilities.

Transport into the city available. For more information: Kevin Wilson (02) 6649 1853 or at graftonaeroclub@gmail.com

Motors in Motion

QVAG AFM Wings of Yesteryear Fly-In

Kingaroy Aerodrome. Planes, cars, motorbikes, tractors and lots of other things which rely on motors. A fly-in as well as car and motorbike gymkhanas. Remote controlled aircraft and cars. An aerial ping pong drop for the kids.

For more information: www.sbmotorsinmotion.com or Kevin 0428 622 749.

Wings of Yesteryear is a fly-in event that goes over two days at Kingaroy in Queensland. It is held in conjunction with the Kingaroy Peanut Festival.

Organised by Queensland Vintage Aeroplane Group Inc. For more information: Mal Shipton 0427 618 271 or info@qvag.org.au. Web: www.qvag.com.au

27 October

8 Sport Pilot .

FOR RECREATIONAL PILOTS

28-29 October

6th Catalina Festival Fly-In 3 November

Ex RAAF Flying Boat Base Rathmines – Lake Macquarie NSW. The spiritual home of marine aviation. Flying boats, floatplanes. All welcome. Many attractions. Will commemorate the aircrew who served at the base during World War 2 with a building housing a Catalina and Museum. For more information: Bill Hitchcock (02) 4944 8189, 0438 448 115 Wildbill1928@ bigpond.com or Mike Usher (02) 4975 2257, 0402 460 285 mikeandlyn@southernphone.com.au

Gathering of the Moths 23-25 November

Mt Beauty Fly-in. Flyers of all denominations are, once again, invited to fly the sheltered Kiewa Valley at the foot of the picturesque Victorian Alps. Full range of accommodation available. For more information: Mark (03) 5754 4572 or 0409 544 572, Email lmarksgardening@aanet.com.au

Gloucester Aero Club annual Fly-In and Bonfire 10-11 November

Now in its fourth year. Benefits the club and the Westpac Rescue Helicopter. Lunch and dinner Saturday. Breakfast Sunday. Model helicopter display. Paul Bennet from MaxxG Aerobatics will perform in his Pitts. A relaxed, friendly event in a lovely part of NSW. Camping available. More information: www.gloucesteraeroclub.org.au, Andy Edwards 0416 240 949 or at eddybecs@optusnet.com.au

Great Eastern Fly-In 4-6 January 2013

The big event at Evans Head is back after two years of major site difficulties. Come and see the plans for the new aviation centre being planned for the aerodrome, including an air park, a centre for major aviation industry, a new club house, a new aviation museum, new hangars for all types of aircraft, accommodation for visiting pilots and more. The museum will have a display on the war graves of Evans Head. For more information: Gai Taylor 0427 825 202 or info@ greateasternflyin.com

Clifton Fly-In

10 March 2013

At Clifton Airfield (Bange’s). The Darling Downs Sport Aircraft Assn.

Inc. annual fly-in has become an iconic event in the region and is the premier attraction for all types of aviation in southern Queensland.

See various types, shapes, sizes and models of recreational, ultralight and homebuilt aircraft including sport, vintage, general aviation and any other flying machine. Come late pm Saturday, 9 March for BBQ, drinks. Fly or drive in, see ERSA. On field camping, bring your swag.

Advise for catering. NB 2013 will be the 50th anniversary of our CFI obtaining his Pilot’s Licence. For more information: Trevor Bange 0429 378 370, (07) 4695 8541 or trevorbange@bigpond.com FOR RECREATIONAL PILOTS

. Sport Pilot 9

letters to the editor

Oh Carol I received my Sport Pilot mag today. Thank you for putting the article about Carol in it.

I received an email from Carol today saying she had received her mag and found out the award has been approved. She is tickled pink.

navigation for this part of the flight is now flying to the field. But, as noted above, that will not always be the case; so the basic skill set still needs to be taught. By all means learn about GPS and become proficient with it, but we need to remember that those basic sets of skills are also still required.

Thank you for publishing the article and making her day.

- John Lyon, CFI - Chieftain Recreational Aviation Bankstown

Keep the sunny side up.

Mind boggled

- Wayne Mathews Ed- Wayne, hopefully we will have a picture of Carol being tickled pink in the next edition.

She was due to be presented her award at the end of September.

have we not? Perhaps RA-Aus is now a dictatorship run by decrees and a big stick.

Bring back Narromine as the central spot for RA-Aus and turn it into the Australian version of Oshkosh. We can do it, yes we can.

I’d volunteer some time to help setting up infrastructure if needed. By having volunteers to do the work, it would not cost much to have the best in the country. Selling Fyshwick would pay for most of it..

- Andre Maertens

In your Letters to the Editor (Sport Pilot August 2012) contributor, Mark Pearce, voices many good ideas regarding an organisation with 10,000 plus members.

A problem stopping I refer to the recent articles published referring to brake problems experienced by the editor (Sport Pilot February 2012).

If I may take his thoughts a stage further, I the if editor think it would be letters a grandtoidea RA-Aus was to acquire its own airfield, for the benefit of The first article posed the question of the airring to not have runways; A fuel shortage It need worthiness of an aircraft experiencing brake I read with interest the articles, letters and the its membership. One bind them all adequate. Comgrass strips are perfectly problems.

The second article answered ‘Ops’ response recently published concerning pared with Canberra, if staff these questions pretty clearly GPS and its use (Sport Pilot August 2012).

Moving members were airfield bound, and pointed out that operating the Office Firstly, let me say I am fan of GPS. The best they would get a better “feeling” an aircraft intended to have thing since sliced bread as they say. for aviation. brakes, without the brakes being functional, was not just an But, I think some aspects are being under Imagine, an airfield owned, infringement of regulations, but emphasised in the discussion. Pilots need a staffed and operated by RecHeading into the also a significant safety issue. trees range of skills to be effective, navigation be- reational Aviation Australia.

However I would like to pose a ing one of them.

Our own base of Aviation Exfurther question on this issue. cellence, where all future But, the unasked question is, why?

NatFlys could be held. And I operate a factory built LSA aircraft registered under the 24 The answer; situations develop where a pilot that would be only the start. category. This aircraft regularly needs to proceed to an unplanned location. The mind boggles. experiences failures of the brakThis is the case with a diversion. This can be - Stuart Jacobs ing system. This is sometimes a in circumstances (eg: turbulence) where GPS gradual loss of hydraulic pressure requiring is simply not an immediately practical solutopping up of fluid and bleeding, which I carry tion. In another life, I do a fair bit of aerial out as required. It can be as few as 20 hours of photography, a lot of which is in class ‘C’ airI’d like to make some comments about a Letservice. I have also experienced brakes bindspace. In that environment we often will get ter to the Editor by Mark Pearce (Sport Pilot ing, which then heats up the discs and callia clearance where ATS will want us to move August 2012). pers causing expansion and eventual locking. ‘quickly’ to a new, non-planned location. Thus Some years ago, I suggested map reading, situational awareI have also had numerous occurrences of that RA-Aus should purchase a ness and orientation skills all Pilot property near Narromine. They split brake lines, particularly where lines entalk play an important part. ter fittings. I feel this system is completely were cheap at the time. inadequate and would be more than happy Uses of aeroplanes are many The rule of common sense Narromine is very popular with to spend whatever it takes to upgrade it to and varied. A pilot using an the members to whom I have something more reliable. I have spoken to aeroplane on a property, say spoken. I said that Temora, for other owners of this type of aircraft and most for stock locating, certainly all its appeal, is too far for many have experienced the same problems I have. needs navigation skills. He or and I must say that all my RA- As a result they have replaced the brakes she needs to be able to ‘just go Aus friends around here will not with a different system. there’ promptly and not be distravel there. tracted by having to ‘fiddle’ with I do my utmost to ensure that the brakes are the GPS. Also he or she needs Thanks to the fact we now have functioning correctly, but can never be sure to be able to communicate loNORRA AUS we can show how when I start a trip away or even a local flight, cation information to ground far north and far west members are and that that they will be working when I need them. I parties and that will not be in terms of longi- all homebuilders have not downed tools and do my best to operate in a fashion that does tude and latitude. It will be by road junction moved south. not rely on good brake function. or some other topographical feature such as Narromine was, for many years, the heart of a river crossing, bend etc.

The thing that stops me from changing to anRA-Aus, but varied interests have decided other system is that I am well aware that with It seems to me a good many pilots think of otherwise. Have the powers-that-be asked the an S-LSA (factory built) aircraft, no changes flying on an aerodrome-to-aerodrome basis; members for their opinion? No. We, the memcan be made without written permission from because that’s what they mostly do. In that bers, are shareholders in RA-Aus. In a well-run the factory. scenario the pilot can usually see the desti- association or company, the shareholders are nation from at least seven miles or so. Thus asked to vote on such important matters. Why Unfortunately, the factory will not acknowl-

More GPS fanmail

sauron is now upon us. Might as well change the name of Natfly to Natdrive.

- Norm Sanders

i suppose you ran the article “facing up to casa” (sport pilot June 2012) to show that we shouldn’t be afraid to come to Natfly if we are properly prepared. Unfortunately, you have just taken what was previously a rumor about casa inspections at fly-ins and shown it to be true. the civil aviation safety authority, despite its grandiose name, is only a bunch of public servants. every public servant is aware that advancement (or even continued employment) depends on having nothing happening on their watch.

casa employees know the best way to have a perfect record is to keep airplanes out of the air. casa has done an admirable job in this regard with Ga. (casa can’t touch the airlines, of course, because they have political clout.) to casa’s horror, many Ga pilots didn’t stay on the ground, but escaped to ra-aus. Just like in the lord of the rings, the malevolent eye of

A big stick

Ed- Norm, ever wondered why the hobbits had to spend weeks walking all the way to Mordor but rode eagles for the quick trip home?

When i raised the prospect at the Natfly ‘Meet the Board’ forum earlier this year of relocating our office, I prefaced my remarks with a congratulatory vote of thanks to those that serve on the board for their tireless efforts. past and present incumbents have done a great job.

Prudent financial management dictates we always examine ways to maximise the return on our investments. this includes our head office. It may be that it is not feasible to move anywhere. The acquisition of the current office building may have been a great deal. We will know how much when it is professionally appraised. During the forum, i didn’t mention any particular new location for an office, although i noticed that others have since mooted temora. I would expect there would be a tidy profit if the relocation were to a cheaper, regional site such as this. recurrent costs (rates, etc) would also be lower.

Yes, we are blessed with great staff and we would not want to lose their experience. these key staff would not be lost lightly. Members would want to offer incentives to entice these crucial staff to relocate. there will always be staff turnover, but in the regional areas where employment opportunities are in shorter supply, turnover is less. in terms of quality, are we suggesting that country workers are in some way inferior to city folks? i hope not.

a move to a regional location with an attached RA-Aus friendly airfield would make face–toface meeting with members significantly easier. Members with computer, communications, audit and other special skills would find it easier to fly in to volunteer their expertise, realising further savings. for other formal meetings, there is a thing called video conferencing and it is used by large corporations very successfully. We in ra-aus are equally capable.

We can do this. With over 10,000 members, we need to.

Zane Tully & Jill Bailey

GPS not to be used as the primary means of navigation

i note that, even at natflY, pilots needed to resort to taking jerry cans to town. seems to me to be a no brainer that less risk would be the outcome if there were bulk outlets on-field.

Do i detect a political roadblock? always looking for safer methods, - Andy

Ed- Anyone know why we don’t get motor fuel onfield? Is it just a matter of no one asking for it? Please write in if you know.

However, the work never ceases.

if we were a boating organisation, we would expect our head office to be located in a seaside town. It’s only logical. We are an aviation organisation which is nowhere near an RA-Aus friendly airfield.

pilot talk

With the growing number of rotax 912 Uls (and like) powered aircraft, which favour premium unleaded fuel, I am intrigued to find out why this fuel is not being made available on-field?

- Mark Pearce

re prof. avius’ excellent treatise on stalls (sport pilot June 2012).

i had an aerobatic rating years ago and i loved spinning, looping and rolling in tigers and chipmunks for fun.

However, I have also flown single engine fixed wing aircraft over secondary (three layered) jungle and rescued or recovered many unfortunates in rotary wing aircraft from amid tall timber. so my question is this.

If I was forced to land a fixed wing in tall trees or jungle would i: 1. flattish stall it just above the leaves/ branches?

2. Do an exaggerated nose high stall to hopefully slide in tail first?

3. spin in with zero forward speed and the gear down or up – if retractable?

You thoughts please. perhaps there is a simulator program to test this?

By the way, i was knocked out after crashing a Bell 47 on ayers rock with a 1000+ ft/min roD, (incipient vortex ring state due 180º wind change) but with virtually no forward speed. i received only a scratch on my knee but the chopper was wrecked. two weeks later, i was back in the territory (after paperwork in sydney) flying charters without even having to do a medical or check flight. Things were different back in 1968.

- Phil Latz

Ed- I’ll open this up to discussion. Who knows the right way to land in the trees? By the way, after a year’s sterling column writing, Professor Avius has hung up his quill for a well-earned rest. Any candidates out there to take over the column? Email editor@sportpilot.net.au

RA-Aus Operations team

12 Sport Pilot .

flight planning

there are several very important points which need to be remembered about the practical use of Gps and other electronic devices for navigation by ra-aus pilots. firstly, Gps will only tell you a part of the picture; and as any pilot knows, the whole picture is vital if we are to safely and successfully navigate our aircraft. By creating a plan, pilots are creating a ‘big picture’ of where they are, where they should be, what they expect to see, and how long it should take to get there.

A pilot must positively fix the aircraft position by visual reference to features shown on topographical charts at intervals not exceeding 30 minutes. not only is this a requirement of the regulations, it just makes common sense. secondly, we must remember that electronic devices like Gps may only be used to provide primary navigational information when the Gps is compliant with a technical standard order (tso).

What does this mean? from a ra-aus pilot’s point of view it means additional cost because a tso’d Gps is far more expensive. Using your ground based Gps or a non tso Gps is not acceptable as a primary means of navigation. are your electronic devices (Gps, ipad, etc) tso’d? is the software approved and included with the tso? is the tso valid? non-tso electronic devices most certainly should not be used to ‘skirt’ closely around cta steps because, being non-tso, they are a guide to the step being there, NOT the certified, approved (TSO) position of the step. furthermore, a quick look at the steps on a Vtc reveals the step distances detailed in regard to Distance Measuring equipment (DMe), not nautical Miles (nM). this means that your non-tso Gps may be measuring your distance from the cta airport from a different reference point to the DMe. therefore, by using your nontso Gps to skirt the cta step you could actually be within the step ‘buffer’ or worse, inside the cta. Have you heard of anyone experiencing this? the pilot thinks they are outside the ‘buffer’, and are then called up by Air Traffic Control

(atc) and asked if they intend to remain clear of the zone? the mere fact atc asked the question is a clue that you are not in the right place. thirdly, while Gps may provide accurate groundspeeds, and eta’s, there is an often quoted phrase in the computer industry… “Garbage in, garbage out’. a Gps is only as good as the information installed or programmed. if the device has not been tso’d, the information it provides cannot be relied upon, particularly in

situations of tight tolerances and narrow maneuvering. on the other hand, a map purchased from airservices is accurate, and has been provided to pilots for just that purpose. in regard to end of daylight (a concern for all Day Vfr pilots), some Gps may only indicate end of daylight for where the Gps is now, not the programmed destination. Know your equipment and find out if this is the case, it may just save your life. the Gps cannot take into account geographical features which will dramatically affect visibility when east of a mountain range close to last light or in conditions of poor weather, low cloud or smoke . this is the responsibility of the pilot in command. finally, and possibly most importantly, fuel planning is the most critical area for a pilot and yet, we still see regular accidents caused by aircraft running out of, or running low on, fuel.

Why is it happening? perhaps the Gps does not

take into account vastly increased fuel use on full power climb to 8500’? are you operating at a slightly higher rpM than usual? Does the Gps consider a circuit pattern and the potential need for a go-around because of parachutes landing, or an aircraft dawdling on the threshold? Does the Gps consider anything other than arrival overhead your destination? this is all the responsibility of the pic prior to takeoff. Knowing your equipment is the key here; some Gps communicate with fuel flow meters and management devices and amend fuel remaining in the event of a goaround or touch and go, most don’t.

Use Google earth and other resources to check out the ‘tiger country’, and airspace steps. Don’t forget you can fly around nasty areas, mountainous terrain and other parts which your Gps will boldly and blissfully take you over in its quest to go straight to the destination. Most importantly of all, don’t wait for your Gps to tell you that a cta is ahead. By the time it alerts you (if the feature is turned on) you will be bogged down with working out where to go, how high to be, staring at the screen and fiddling with knobs and buttons until…it’s time to write a report about a Violation of controlled airspace (Vca). look at the big picture on an adequately scaled map and ask yourself, does this show common sense? is this safe?

controlled airspace (avoiding)

When reviewing the big picture; a pilot’s aim should not be to clear a cta boundary by the minimum distance for separation (+/- 2nM when between 2000ft and 4999ft for example). a pilot demonstrating professional behavior and airmanship should plan a buffer from the buffer. a margin for error should be applied in order not to infringe the 2nm minimum distance for separation (as in this example). to use a car as an analogy, no-one drives right next to the centre line on the road, as there will be no safe buffer between you and the oncoming truck doing the same thing. We allow a buffer zone away from the centre line in order to as

for recreational pilots

10 Sport Pilot .

for recreational pilots

FOR RECREATIONAL PILOTS

. Sport Pilot 41

letters to the editor

edge there is a problem with these brakes and hence do not consider it necessary to make any change. I am sure that this is due to the factory not operating an aircraft for any period of time. They build, test fly them and then send them off to a customer with very little time on the aircraft.

tending my fuel range by shandying my Avgas with the addition of 20 litres of 98 octane Pulp from the local BP service station.

cal farmer, during the drought when feeding his sheep from an old V8 petrol powered truck running on unleaded. It constantly gave trouble due to fuel vaporisation. He found that if he ran the truck on Avgas (he also owned an aircraft) he had no more vaporisation problems.

As the fuel tank on my aircraft would be damaged by ethanol, I rang BP Australia to find out when the 10% ethanol policy was likely to be implemented. My question to the ap- After many conversations with many people, I am torn between operating an aircraft that propriate BP staff member was met with hor- I have decided to run my Jabiru solely on letters to the can become unsafe at any time, or making ror editor when he found out why I wanted to know. Avgas. The two main reasons are that I am a change to increase safety but effectively He implored me not to use car convinced that unleaded will varendering my aircraft non-compliant, which fuel in an aeroplane for many porise more readily than leaded sauron is now upon us. Might as well change Oneuninsured. ring to name of mainly Natfly to Natdrive. equals unregistered, which equals reasons,the but because A fuel shortage fuel, when run in a carburettor the growing number of rotax 912 Uls - Norm Sanders bind them all the refinery process for motor With fed engine. Although I have (and like) powered aircraft, which favour preCan you offer any guidance? i suppose you ran the article “facing up to Ed- Norm, ever wondered why the hobbits had mium unleaded fuel, I am intrigued to find fuel is nowhere as stringent as out why this fuel is not being made available driven thousands of kilometres casa” (sport pilot June 2012) to show that we to spend weeks walking all the way to Mordor but rode eagles for the quick trip home? shouldn’t be afraid to come to Natfly if we are Avgas. on-field? that for in fuel injected motor vehicles - Name Withheld properly prepared. Uni note that, even at natflY, pilots needed to fortunately, you have using unleaded, these vehicles Moving resort to taking jerry cans to town. seems to taken what was preI found this interesting, not least me CEO- Call or email the CEO and Ijust will contact to be a no brainer that less risk would be viously a rumor about have all been equipped with the Office the outcome if there were bulk outlets on-field. because soon after getting off Do i detect a political roadblock? casapersonal inspections at all owners of the particular type by When i raised the knock sensors and a computer fly-ins and shown it to the phone, I picked up a magaprospect at the Natfly always looking for safer methods, email/letter. The letter will include a simple be true. the civil aviato adjust timing instantane‘Meet the Board’ fotion safety authority, zine which displayedrumanearlieradverthis year of - Andy questionnaire on brake problemsdespite withitsthat grandiose ously if it should happen that relocating our office, I name, is only a bunch of Ed- Anyone know why we don’t get motor fuel tisement extolling the virtues type and a synopsis will be sent,public if appropriate, prefaced my remarks servants. every onfield? Is it just a matter of no one asking for a batch of fuel is not up to the with of a congratulatory public servant is aware of Technam aircraft, one these it? Please write in if you know. to both the Manufacturer and CASA. The that advancement (or even continued employ- vote of thanks to those that serve on the board advertised octane rating, thus for their tireless past ran and present ment) depends having nothing happening on being virtues thatefforts. they on in- Heading into the Technical Manager and I are worried this onmatter cumbents have done a great job. avoiding pre ignition problems their watch. motor fuel. may cause an accident before the matter casa employeesis know the best way to have a However, the work never ceases. trees which would quickly destroy an perfect record is to keep airplanes out of the Prudent financial management dictates we resolved. RA-Aus HQ has not received Incident re prof. avius’ excellentengine treatise onifstalls air. casa has done an admirableI job in this felt allowed to continue. The Jabiru enalso the BPwaysstaff member always examine to maximise the return was being regard with Ga. (casa can’t touch the airlines, on our investments. this includes our head of- (sport pilot June 2012).

Reports or Technical Defect Reports as they gine has fixed timing, and fires at 25 degrees overclout.)cautious, because I have driven motor of course, because they have political i had an aerobatic rating years ago and i loved fice. It may be that it is not feasible to move to casa’s horror, many Ga pilots didn’t stay on anywhere. The acquisition of the current office spinning, looping and rolling in tigers and chipshould have.

BTDC, thus requiring a continuous supply of vehicles several hundred thousand kilomethe ground, but escaped to ra-aus.

Just like building munks for fun. may have been a great deal. We will in the lord of the rings, the malevolent eye of know how much when it is professionally aphighfixed quality fuel. tres, and have never had any fuel problems.

However, I have also flownvery single engine

A question of fuel

praised. During the forum, i didn’t mention any particular new location for an office, although

wing aircraft over secondary (three layered) jun-

gle and rescued or recovered many unfortunates As an aside, the Jabiru company recomBecausei noticed there nohave fuel thatis others sinceprovided mooted temo- at my local in rotary wing aircraft from amid tall timber. ra. I would expect there would be a tidy profit if airport, I often jerry cans transso my question is this. mends its engines require NGK D9EA spark the relocationprovide were to a cheaper, regional site and In the August issue of Sport Pilot, Andy raises port to local such as this. recurrent costs (rates, etc) would If I was forced to land a fixed wing in tallEvery trees plugs.

NGK D9EA spark plug I have service stations for transiting pialso be lower. or jungle would i: the question of the non-availability of mo- lots for refuelling ever bought has an icon on the end of its purposes. of these Yes, we are blessed with great staff Several and we would not want to lose their experience. these 1. flattish stall it just above the leaves/ tor fuel on airports, and you asked if anyone pilots have branches?been cardboard container, similar to the no smokcommented thatMembers they have key staff would not be lost lightly. knew why. want to offer incentives to entice these 2. Do an exaggerated nose high stall to hoperefused would service from other service stations, ing logo, with a little aircraft in the centre, crucial staff to relocate. there will always be fully slide in tail first? turnover, but infound the regionalout areas where operator where the fuel surrounded by a circle with a line through I would like to offer the following comments after thestaff employment opportunities are in shorter sup- 3. spin in with zero forward speed and the gear ply, turnover is less. in terms of quality, are we down or up – if retractable? it. Presumably, the NGK company is saying was going, claiming ‘policy’ reasons. regarding this question. suggesting that country workers are in some You thoughts please. perhaps there is a simuway inferior to city folks? i hope not. to test this?these spark plugs shouldn’t be put in aircraft I never comment lator to program the opIn 2008, I was a member of a committee or- For this areason, move to a regional location with an attached By the way, i was knocked engines, thus armour plating themselves out after crashing RA-Aus friendly airfield I need the would fuel.make face–to- a Bell 47 on ayers rock with a 1000+ ft/min ganising a commemoration of Arthur Butler’s erator why possible damages claim brought on face meeting with members significantly eas- roD, (incipient vortex ring against state due 180ºa wind ier. Members with computer, communications, change) but with virtually no forward speed. airline, Butlers Air Transport, which oper- My aircraft by failed spark plugs. audit is andpowered other special skills find it eas- engine. bywould a Jabiru The i received only a scratch on my knee but the ier to fly in to volunteer their expertise, realis- chopper was wrecked. two weeks later, i was ated from Tooraweenah, NSW in the 1940s manual states that for it other mayformal bemeetings, run onback unleaded ing further savings. in the territory (after paperwork in sydthe fuel companies retain the same -1950s. This commemoration included a fly-in motor fuel there is a thing called video conferencing and ney) flying charters withoutPerhaps even having to do a with an corporations octanevery rating than lawyers? it is used by large success-greater medical or check flight. Things were different of vintage and recreational aircraft. The Shell 95. Because fully. We in ra-aus are equally capable. in 1968. some production runsbackof Jabiru if we were a boating organisation, we would expect company was approached regarding supply- Phil Latz engines ourhave higher ra- - Gordon Foran head officehad to be located in a seasidecompression town. It’s ing tankers of Avgas and motor fuel for onlogical. We are an aviation organisation which Ed- I’ll open this up to discussion. Who knows tios thanonly others, I spoke to a Jabiru engineer is nowhere near an RA-Aus friendly airfield. the right way to land in the trees? By the way, Ed- Gordon raises some important and puzzling field refuelling these aircraft, many of which after a year’s sterling column writing, Professor about the advisability running We can do this. With over of 10,000 members, my aircraft Avius has hung up his quillissues. for a well-earned Anyone out there know more about were expected to have low compression enwe need to. rest.

Any candidates out there to take over the on unleaded car fuel. His responsecolumn? wasEmail that - Mark Pearce editor@sportpilot.net.au this? Please email editor@sportpilot.net.au. gines, such as the Gypsy, as well as more 95 would be OK, but 98 would be better. And modern 2 stroke engines requiring lower than if running 12 Sport Pilot . for recreational pilotssolely on unleaded, I should direct 100 octane LL fuel. more cooling air over the fuel pump, to avoid Shell was agreeable to supplying an Avgas possible vapour locks. Since then, I have distanker, but flatly refused to supply, in any form, covered it is generally believed unleaded fuel I first met Gaylene from Adelaide Biplanes afmotor fuel on the airport. As a result, the com- will vapour lock very readily in a carburettor ter my wife gave me a voucher for a joy flight mittee had to provide containers and transport fed engine. The problem doesn’t occur in mo- as a birthday present. to the local service station for pilots requiring tor vehicle engines designed to run on unleadmotor fuel. To my knowledge, Shell offered no ed, because the common rail fuel injection I had always looked to the skies and loved explanation for its policy. system on most cars uses electric fuel pumps visiting airports to watch aircraft. I had even located well away from engine heat. It continu- applied for a Qantas Cadetship when I was Additionally, about two years ago, it was anally returns unused fuel to the fuel tank, thus 17, but university study, job, career, marriage, nounced in the press that all motor fuel sold fuel does not get the opportunity to heat up family, mortgage etc, gave me excuses to put in NSW would have to have a minimum 10% and vaporise while sitting in the filter bowl of off learning to fly. ethanol content as from July that year. (the an engine driven fuel pump, while waiting for Using the voucher at Adelaide Biplanes, to policy was not proceeded with at that time.) the float level to drop - as happens in carburet- have Martyn take me up in his WACO biplane, My home airport does not have an Avgas tor fed engines. reignited my desire and I resolved to go solo bowser, and I have to fly to other airports to refuel. I was in the habit of occasionally ex- This theory has been given credence by a lo- before I turned 60.

Flying Lifesaver

FOR RECREATIONAL PILOTS

. Sport Pilot 11

letters to the editor

That was back in 2008. Since then, I have my RA-Aus Pilot Certificate and more than 130 flying hours logged in an Evektor Sportstar, including 76 hours solo.

Learning to fly with Adelaide Biplanes at Aldinga has been a real joy. The ambience Gaylene and her staff have created at the airfield is especially inviting.

One day, Gaylene mentioned I should have a full medical because “at your age” it pays to have regular checkups.

I must confess I responded the way I had reacted to my wife when she made the same suggestion.

As a recreational flyer, I only require a valid driver’s licence. I had been to see the doctor for a “checkup” only the year before. I was fit and healthy as a 62 year old, but I promised I would make an appointment “soon”.

Time went by. In March this year, Gaylene again mentioned the medical, as did my wife.

Maybe they were talking to each other! So I did.

The doctor gave me a thorough medical examination of the type required for commercial pilots while acknowledging I only required a current driver’s licence for a RA-Aus Pilot Certificate.

“just to be sure”.

The doctor could feel a slight lump on my prostate and recommended I see the specialist I had seen a couple of years earlier who had given me an “all clear”.

The specialist noticed a lump he wanted to check. He booked me in for a biopsy the next day.

Yes, I had prostate cancer, even though I had no symptoms whatsoever.

Just over a week later, though, I received a phone call asking me to make an immediate appointment because the doctor wanted to review my blood test results.

Previous tests had indicated a slight rise in Cholesterol and a mild increase in my PSA (Prostate Specific Antigen), but these increases were “normal for my age”, so I was not concerned.

But this medical was going to be more thorough than I would expect from my GP. The DAME suggested I have a Digital Examination

I

’ve been thinking about installing an auto pilot. and it’s not a small decision for me. i had a deliberate philosophy when i built my aircraft that i wanted to keep it very simple and as a result, hopefully, very safe.

In my pre RA-Aus era, I used to do all my flying in fast and complex aircraft, with checklists that went most of the way down the page. i was taught that each one was a potential killer if i missed it. Obviously, the more I flew a particular aircraft, the more comfortable i was with its systems, the safer I felt. Because I flew sporadically and in a variety of hired machines, i learned the discipline of checking, double-checking and triple checking.

But i also came to realise that i had the tendency to push my own personal safety envelope when i became comfortable in an aircraft which had the more complex systems which allowed me to do just that. so i developed a policy of listening with my gut. i do my walk around, check everything is right to go, then i move to the front of the aircraft and spend a few minutes just staring at it, thinking of nothing specifically. I am a believer that even if my conscious mind says i have checked everything is okay, i know my sub conscious mind will warn me if i have felt something is not right. if i get a tickle of uneasiness, i won’t go, even if i have passengers standing there waiting to fly, even if I can’t work out what specifically is wrong. The gut feeling has kept me out the trees so far (touch wood). it is also a realisation that a complex and potentially dangerous machine needs to be treated with respect and that i might not always be up to the task. I fly for fun. I don’t want to die doing it. (i want to die peacefully in my sleep like my dad did. not screaming in terror like his passengers).

The difficulty for me, when I came to installing my panel, was the realisation (from my log book) that I can go ages between flights at certain times of the year. the temptation, and the attraction, of having my own aircraft is being able to skip out of work an hour or so before dark and get off the ground.

But if it’s been a while since i had the chance, i run the risk of missing or forgetting about things which might bite me. in a complex aircraft that risk gets too high.

Becoming familiar with my own aircraft over the months and years ahead might also tempt

me to take my personal envelope further and further out that limb. so i wanted to keep my potential risk as low as possible. if i don’t have an electrical system, I can’t be tempted to fly at dusk. No AH? Then no scud running. No retractable undercarriage? no chance of a wheels up landing. a basic Gps (a pointing arrow, not a moving map)? Less chance of being led into a dangerous place. You get the picture.

Keep it simple.

But i have been thinking of bending my own rules and investing in an auto pilot. the problem

is my very light aircraft is very light and has tendency to think for itself when i am not paying attention. I can be flying along straight and level trimmed, look down at a map for a few seconds, look up and discover i am in in a steep turn and heading at the ground. in seconds. same when atc tells me to navigate via a particular point or squawk a particular transponder code. While looking down to change the frequency, I can be up or down 80 feet in a flash. atc hates it when you don’t keep your assigned altitude accurately. it is unprofessional too.

And even on a long flight when I want to reach

The gut feeling has kept me out of the trees so far (touch wood)

over to the other side of the cockpit for a drink or sandwich. By the time i straighten up, i’m often going the wrong way. it’s been growingly irritating for a while now but i have been reluctant, mainly because it will add a layer of complexity to my simple and safe system. My pre-flight and pre-landing checklist is now only three items long. fuel pump on/off, fuel bypass on/off and check the brakes. i’m not sure i want to add more. But if it means i can look away from the aircraft for a few seconds without it biting me, it might not be such a bad thing. after all, how much trouble can i get into using an auto pilot, right?

I’m now back flying at Aldinga and every time I see Gaylene, I quietly give thanks for her gentle persistence and for possibly saving my life. For without her and my wife’s insistence, I would not have gone for the medical.

My recommendation for all men over 50 - don’t put off having a check-up. It could be a lifesaver.

May be you can you persuade some knowledge person (Jill Bailey?) to do a comprehensive article on the pros and cons of having an auto pilot in a Recreational aircraft.

Initial cost is not difficult to find, but does it require a licence endorsement? What extra checks are needed? and what extra maintenance is required? for recreational pilots

In June I had 58 radioactive Iodine 125 seeds implanted in my prostate in a procedure known as Brachytherapy. The oncologist said the cancer would effectively be burnt out over the course of a year leaving only scar tissue.

E

me), an auto pilot would at least help one to keep “Wings level” until one had decided to do a 180.

don't bite me

Brian Bigg

The specialist seemed to think the cancer had been detected just in time.

AT T K OS PR HEC C

It included the usual heart check, blood tests, eye test, balance and coordination test and a pretty thorough examination. Everything appeared to be fine. I had no obvious medical issues and left feeling somewhat pleased with myself.

Editor’s choice

. Sport Pilot 21

- David Houston Ed- David, I will ask Jill for her insights.

New sims I notice in another aviation magazine an article on flight simulatiors.

Could you organise a similar review in Sport Pilot magazine of affordable sims including prices and what they might do for RA-Aus pilots.

- R Hamiltion Ed- We do regular articles on flight simulators in Sport Pilot - the desktop kind not the six axis of motion kind, which are probably out of the budget for most members. Keep reading and we’ll see if we can convince Dave Tonks to do another one soon.

- John Harris Ed- That letter put shivers up my back John.

Where’s the phone book? I might call Gaylene myself.

feature

Don’t bite me Re-reading the August edition of Sport Pilot I read to the end of your piece “Don’t Bite Me” (Sport Pilot August 2012) and found your tantalising comments on some of the advantages of having an auto pilot on board.

To me, (and I know very little about the subject), one safety advantage is that if one was to stumble into IMC inadvertently (I did once, for a short while, into bush-fire smoke at 5500ft, in a C172 and I had a Flying Instructor sitting alongside

Flying recreati aircraft from yo onal ur desk

by Dave Tonks

F

oR those of you who may not be aware of the software amazing realism now is because Anthony available for home-ba took all the photos flight simulation, here’s sed Drifter (0455) of my during the developm a short introduction the hobby. ent of the software to aircraft for FSX. I have been a flightsim He even took some ‘nut’ for many years pictures of the private enjoyed immensely and have where airfield the opportunity to ‘fly’ 0455 lives between flights a wide range elled of aircraft from my own that as well, as a freeware (Roadvale) and modstudy. Over the years, Flight Simulator has Microsoft Anthony has also develope add-on for FSX. continually improved , with the cur- freeware rent (tenth) version d Boonah for FSX titled FSX. (also , with an incredible amount of detail). The The basic (default) aircraft nam and the Drifter Tecwhich come with will set you back $20 a vast improvement each – and on what was previousl FSX are as a flightsim reviewer who has seen a huge amount y available, of software but as with all such things, , I can assure you aircraft with a high degree you really have to pay for at that they are both a bargain price. spect to flight dynamics of fidelity, particularly with reApart from the ‘must and sounds. Having have’ joystick or yoke, there are a lot of good said that, is not there much else you need quality freeware add to end up with a basic, able, and some of ons availgood these are good enough performing flight simulato as payware. to be sold puter. r on your home comThere is an amazing number of aircraft which to choose, from from trikes to the Flying Light Space Shuttle. You can select simple aircraft, or For many years, recreatio those so complex it will take you nal and ultralight aircraftw hundreds of hours a rare commodity in ere sonable level to get to a reaFSX. That has changed of expertise. , in particular due to the brilliant You can practice cross work done by Anthony country flights before Ant’s Airplanes.

Lynch of them (and you fly then be astounded by His website is at www.ant the similar view you will see when you fly sairplanes.com. There it in real life). You can will find a Tecnam Sierra you tice flying IFR even pracand a Drifter. And entirely on instrume haps wonder what if nts in a recreational the writer of this article you per- aircraft, (something you can’t do in real life don’t forget), check out the bloke looks like, including in the Drifter – it’s me.

SIDS, STARS and The reason I’m the of weather day or night, ILS approaches, in all types bloke in the red helmet and program a huge in the equipment range of failures during the flight to test your skills.

SEPTEMBER 2011

Something to say?

DON’T hold it in and give yourself a headache. Share it with the members and get it off your chest.

Maybe it’s you and your completely reasonable opinion about the world of recreational aviation that no one else will listen to.

12 Sport Pilot .

FOR RECREATIONAL PILOTS

| Sport Pilot | 41

Email editor@sportpilot.net.au

Email editor@sportpilot.net.au and have your say. (By the way the editor reserves the right to edit Letters to the Editor to shorten them to fit the space available or in case of libel. We don’t want your completely reasonable opinion to land you in court.)

news

A tiny charity

doing a big job

by Edith Rutherford

WHEN Douglas Field launched Wings of Life in 2010, with his father’s assistance, he had high hopes but never knew how far it would go.

Wings of Life was launched to support youth in aviation, but more importantly, awareness and much needed funds for the Royal Flying Doctor Service.

In 2012 the charity has held its third annual fly-in, including its first CASA approved air show, at Archer Falls Airfield.

Wings of Life is operated through Griffith University Aviation Club, and this year, a new young committee was keen to spread its wings to include even more activities in its major annual fundraiser.

“We really wanted to expand what was on offer beyond a fly-in, and we knew we had the

ingredients to do it,” says Douglas Field, Air Show co-ordinator.

“Pilots like Paul Bennet from down south, through to Terry Kronk from Toowoomba, all gave the show their best, and all those who attended were in awe of the spectacular display.

“We also added a the Rainbow Eco Family show, which all the kids, young and old, embraced.

“Ron and Jennifer Marshall’s art exhibition is world class, and we are thankful they and the Australian Light Horse came this year, they really added something special to the weekend, and something different to the previous events.”

“We were blessed with perfect weather conditions, and a full program, and must thank our community and aviation partners for their

support in making this event a great success.”

“While the last of the accounts is being finalised it seems we have raised more than $8,000 for the Royal Flying Doctor Service, and that’s what it’s all about.”

If you haven’t already visited Archer Falls airfield, its a must on your wish list.

The hospitality is warm, the scenery and surroundings spectacular, midway from Woodford to Kilcoy just an hour from Brisbane, it’s an aviator’s paradise.

Contact the airfield operator for more details. In the meantime we’ll go searching for more fun in the sky at South Burnett’s Motors in Motion at the end of October. Their inaugural event last year was well worth it.

I can’t wait for this year’s to see what they have in store at Kingaroy on the last weekend in October.

FOR RECREATIONAL PILOTS

. Sport Pilot 13

OCTober

news

'Come Fly 28 Come Try' Day gawler

T

HE Adelaide Soaring Club will hold a 'Come Fly Come Try' Day this month, believed to be the first such event by a flight training facility or flying club in Australia.

The club will give everyone a chance to get up close and personal with a range of aircraft. People can choose what they want to fly on the day, from a glider to a powered light sport aircraft.

The club’s qualified flight training instructors will be on hand to show people how easy it is to learn to fly.

The event will be different from an airshow. Visitors will be invited to fly and actually take the controls in the air.

Each potential pilot will be given a thorough briefing before the flight.

Afterwards, photos of the budding aviator in the pilot's seat, will be emailed to them as a memento.

The instructional flights will be at special prices from as little as $50 in a powered aircraft, to around $185 for aerobatics in a high performance glider.

As a bonus, every two hours, a ticket draw will enable one visitor to fly as a passenger over the Barossa region for free.

The 'Come Fly Come Try' Day is a new concept and the demand is difficult to predict, so the rule will be first come - first served.

The club is hoping to tempt locals to take up flying as a sport. It is already well known for its modest flight training costs, fine safety record and excellent range of modern aircraft.

For those who prefer to stay on the ground, there will all kinds of interesting aircraft on display from classic to modern as well as sports and classic cars.

There will also be exhibits by the Royal Flying Doctor Service, Australian Air Force Cadets, the Australian Air League, flight simulators and local aircraft trade displays.

Food and refreshments at nominal cost by the 'flying club kitchen'.

This is a day out for the family, guaranteed to be very special. It all starts at 9:30.

14 Sport Pilot .

>> Archana Kothaeri, a student pilot at Adelaide Soaring Club, enjoying her flying training

From the CEO

OVER the past three months, there has been a flurry of activity between myself and Operations in preparing the new draft of our Operations Manual.

The draft is now with the Board review committee, which consists of Rod Birrell, Myles Brietkreutz and Paul Middleton.

Once these gentlemen settle on the final version, the document will go to CASA for a final check.

FOR RECREATIONAL PILOTS

We see the new manual in action, optimistically, by the end of this year.

Other good news is that AirServices has given an undertaking to extend the GYFTS program.

Precise details of the new scheme is not yet known.

Safe flying and call me if I can help you.

- Steve Tizzard, CEO RA-Aus

news

New Superstol launched

Zenith turns 20 THE Zenith aircraft company has just passed another milestone.

“Over the past 20 years kit and experimental aircraft have evolved,” says Zenith president, Sebastien Heintz.

“In terms of kit quality, precision, parts availability, and especially fly-ability, virtually everything has improved,” he says.

“And when you’re talking about building your own aircraft, all those advantages come together even better, when you realize how much more advanced the kit manufacturing equipment, processes, and documentation have become, thanks in large part to technology [such as CNC manufacturing and CAD engineering]. It’s easier today than it ever has been to build your own great-flying airplane.”

Zenith opened its doors in 1992 at its facility in Missouri in the US. Today it

has several thousand kit-built aircraft in the air, and several more thousand under construction around the world.

One of the hallmarks of the Heintz designs has been a readiness to allow flexibility in design features.

“We are not locked into any particular engine for our airplane designs,” notes Sebastien.

“Though the vast majority of pilots choose to fly the standard configuration, we see Lycoming, Continental, Corvair, VW and Honda auto conversion, 4 and 6 cylinder Jabiru engines, and increasingly, the UL Power series being picked by our builders.

This flexibility means people can more-readily tailor their aircraft to their exact tastes, and be assured of factory cooperation and support, while having access to an engine that meets their budget.”

Vale Neville Gordon Sinnott 6 Sep, 1936 - 22 Aug, 2012

by Jill Bailey

NEV started flying from Hoxton Park and Bankstown in GA aircraft, but he soon became an enthusiastic AUF convert.

In 1988, he purchased Sapphire 0059.

He later built and flew a Europa originally registered VH-NSE which was moved to RA-Aus registration early this year, becoming 19-8050.

While living and working in Sydney, he became associated with Sydney Ultralight Flying Club (now Sydney Recreational Flying Club) at The Oaks. Neville gained his Instructor Rating in 1992 and then started training at The Oaks under longtime AUF and RA-Aus member, Carl Holden.

In June 1998, Nev started flight training at Jaspers Brush, a small grass airfield near Nowra, and became CFI there in February, 2000. At the controls of his red Skyfox 55-0684, Nev trained 39 Pilot Certificate holders, providing valuable information and support to enthusiastic, wide-eyed pilots.

Nev was quietly authoritative about all things aviation, with a cheeky grin and a ready wit. He was keenly involved in flying, sailing, his family, and loved any opportunity to talk about aeroplanes and flying. He was a skilled raconteur, and could keep tables of people

JUST Aircraft has completed design and testing of a new STOL aircraft.

This newly completed Superstol features a high lift wing and long strut air shock landing gear. Fowler flaps and automatic leading edge slats increase wing cord and provide STOL performance while maintaining the trailerable folding wing.

Just says the new aircraft is at least 10% faster in cruise, has at least a 10% slower stall speed and a 50 percent reduced landing distance.

The shock absorber gear will be fitted with 29” Tundra Tires which will allow an extremely aggressive landing.

For more information Alpine Aircraft Sales 0418 521 534 or www. alpineaircraft.com.au

amused for hours. He genuinely cared about people and loved helping pilots build and fly aeroplanes. He spent hours and days of his time in other people’s hangars and garages assisting with kits.

Nev’s wife, Shirley, never had to wonder where he was on weekends. She knew he would be at Jaspers Brush as the backbone of South Coast Minimum Flying Club (now South Coast Recreational Flying Club). He trained at Jaspers Brush using Skyfox 0684 most Friday afternoons, all day Saturdays and Sundays and probably spent the rest of the week recovering from doing all that training. It was a great time to be flying at Jaspers Brush; the club boomed thanks to Nev and his enthusiasm. There were regular weekend activities, fly aways, and plenty of plane nuts to talk to.

I first met Nev in March, 1998, when I fronted up at Jaspers Brush, nervous and excited, for my first Trial Instructional Flight. I owe a lot to that first TIF at Jaspers Brush with Nev. If it wasn’t for him, I may not be doing what I am doing now. Great times were had operating under Nev as CFI, along with ex-Qantas and RAAF LAME, Bevan Maloney (RIP Bevan) and ex-Qantas engineer, Ron Traynor.

These three men were mentors to many club members and were always ready to help people along their path to flying.

I know I will miss Nev’s cheeky grin, quick wit and enthusiasm for all things aviation.

FOR RECREATIONAL PILOTS

. Sport Pilot 15

www.chfreight.com.au

voice

what goes around Learning to fly Dr Gerry Considine G

OSH! The time was flying by. After three days I had totalled 7.6 hours.

Prior to climbing up into the Pirie sky, my instructor, Earl, and I trotted off to the Bureau of Meteorology station to gather (and report) the weather we were about to get up into. That meant walking over to read off temperatures, rainfall, dew point and then entering the info into a decidedly DOS-looking interface for the Bureau. Walking back, I spied a cat with no tail slinking around the hangars. Perhaps it strayed too close to a propeller one day.

Eight lives left.

The walk back to the plane also gave us a chance to talk about the past. As a young lad, my instructor had gone into flying after heading skyward with a family friend and watching aircraft conducting circuits at Parafield Airport. But today was the day for honing my own circuits up in the air. The idea was to practice these so many times that everything became second nature, so I could turn the plane while completing all the calls and checks. To help, Earl had given me a circuit diagram on a sheet with all of the important points written on it.

After a few circuits, I was getting into a good rhythm. So that when it came time to make the obligatory look out of the window to check the undercarriage, the same little homestead would float by beneath.

Using the visual landmarks became an important part of doing the circuits and helped me assess where I was in the pattern and when to turn. It was extremely comforting to know I was in ‘roughly’ the same place each time. Gradually the landings were getting better and better too, although there remained lots of room to improve. I was constantly told to “hold it off, hold it off, don’t let it land, not yet.”

It was probably the fact that the ground was so tantalizingly close and I wanted to land the Jabiru quickly and get it over and done with. Hopefully the art of flaring and a light touch down would come in time.

After a bite of lunch, it was time to practice emergency procedures such as engine failure after takeoff. We climbed out from the runway until about 200ft, when Earl would pull back the throttle to simulate an engine failure. The procedure called for

The idea was to practise these so many times that everything became second nature nose down to keep the speed up, lowering full flaps and looking for a suitable place to land/belly flop - preferably somewhere flat with a good run out space and no power lines or fences. After a few of these, it was time to practice go-arounds I would use when a landing went awry or something was on the runway. Coming down for one such landing, I would hear “cow on the runway!” Then it was full power on (with a bit of forward pressure so the nose didn’t leap up). As the airspeed crept up, I would bleed off the flaps little by little and re-join the circuit to try all over again.

However, on this occasion, I needed to use a different runway.

Alas, all of my nice circuit landmarks were of no use to me. A few times I got flustered. To add further pressure, Scott had flown in to watch me. He’d chucked on a high-vis vest and walked near the runway to watch a few of my circuits.

I wonder whether he guessed what all the go-arounds were for. Especially as how there weren’t really any stray cows on the runway!

A nice finish to the day was passing the pre-solo exam. Sadly, it was probably a better mark than I had achieved in any medical exam I had undertaken.

Next month Dr Gerry goes solo.

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. Sport Pilot 17

tech feature

by Arthur Marcel

Different Geodetic Datums

Latitude and longitude values can be based on different geodetic systems or datums, the most common being WGS 84, a global datum used by all GPS equipment. Other datums are chosen by national cartographical organisations for representing their region on printed maps. Therefore, the latitude and longitude on a map may not be the same as on a GPS receiver. Coordinates from maps can be translated into those based on GPS datums, but it should be noted that the differences between national mapping datums and GPS datums do not seem to be of critical importance for normal visual navigational purposes. For example, to convert from ETRF89 (GPS) to the Irish Grid, you only have to add 49 metres to the east, and subtract 23.4 metres from the north.

flattening at the poles, and both the angular velocity and gravitational constant of the Earth.

Since 1994 (particularly), GPS datums have also been taking into account movements of the Earth’s tectonic plates (continental drift).

century, (May 2, 2000), it was turned off. Determination of heights also improved greatly with the deactivation of SA. The graphs (below left) illustrate the difference between SA on (left) and SA off (below right).

Wide Area Augmentation System (WAAS)

Satellite geometry

WAAS is a satellite-based augmentation system to support aircraft navigation in North America. It is not operational in Australia. WAAS uses a number of (about 25 or so) ground referencing stations to increase satellite accuracy. Before WAAS, GPS aviation systems could not provide horizontal and vertical navigation for approach operations for all users at all locations.

Satellite geometry refers to the position of satellites in relation to each other from the viewpoint of the receiver. Poor geometry is when the available satellites are only in one corner of the sky. The more acute the intersection lines between satellite beams, the worse the positioning information. Errors can increase by up to 150m compared to when satellites are well distributed over the whole

The WGS84 System

World Geodetic System 1984 is a global geodetic datum maintained by the U.S. National Mapping & Imaging Agency (NMIA). It is the datum to which all GPS positioning information is referred. Prior to January 1987, the system in use was WGS72.

WGS84 uses over 1500 geodetic stations around the world. WGS84 is an earth-fixed Cartesian coordinate system with its origin at the earth’s centre of mass (the geocentre). The geocentre is the physical point about which GPS satellites orbit, and it is therefore preferable to any local geodetic datum. Its “z-axis” is aligned parallel to the direction of the Conventional Terrestrial Pole (CTP) for polar motion. Its “x-axis” is the intersection of the WGS84 Reference Meridian Plane with the plane of the CTP Equator. Its “y-axis” completes a right-handed, earth-centred, earth-fixed (ECEF) orthogonal coordinate system, measured in the plane of the CTP Equator, 90 degrees east of the x-axis.

The WGS84 ellipsoid is defined by the length of its semi-major axis, the degree of ellipsoidal

18 Sport Pilot .

Selective Availability (SA)

Selective availability was an artificial falsification of signal for civil GPS receivers (50 to 150 metres over a period of several hours).The ostensible reason was safety, particularly in relation to US national security. At the beginning of the

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tech feature

sky and intersection lines are close to 90 degrees. The following two dimensional diagrams compare good geometry (top diagram) with poor geometry (below diagram): Thinking in three dimensions it is easy to realise that satellites directly overhead are not as good as satellites closer to the horizon. Satellite geometry is also affected by the vehicle’s structure (airframe?) and by proximity to high buildings. Some signals may be blocked off.

The larger the blind spot, the less accurate the fix. Most GPS receivers not only indicate the number of satellites they are tuning into but also their position. Satellite geometry error also depends to some extent on the latitude of the receiver and is greater closer to the poles.

Satellite Orbits

Although satellites are positioned in very precise orbits, slight shifts are possible due to gravitation forces. Both the Sun and the moon have weak influences on satellite orbits. Orbit parameters are monitored and regularly adjusted so that this kind of position error is usually not more than about two metres.

Multipath effect

This happens when satellite signals are reflected by nearby objects.

It is the same effect that caused ghost images on analogue television receivers when the reflected signal took more time to reach the receiver than the direct signal. With GPS, the multipath error typically lies in the range of a few metres and, for obvious reasons, is not a significant factor with aircraft flying well above ground structures.

Atmospheric effects

Another source of inaccuracy is the effect of the troposphere and ionosphere on the speed of the GPS signals. In outer space, radio waves travel at the speed of light; however, in the ionosphere (at a height of 80 to 400km above the surface) a large number of electrons and positive charged ions are formed by the ionizing force of the Sun (this effect is stronger towards the poles) and these charged particles refract the satellite signals back and forth, resulting in an elongated runtime.

These errors are mostly corrected using algorithms within the receiver (typical variations of velocity for low and high frequencies are well known for standard conditions). However, civil receivers are usually not capable of correcting unforeseen runtime changes, for example those caused by strong solar winds.

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tech feature

These two graphs (below) visualize the ionospheric error. The left data were collected using a receiver without ionospheric correction, the right data were collected using a receiver with ionospheric correction.

The troposphere also extends the runtime of GPS signals; however, this time the effect is caused by fluctuations in water vapour. Tropospheric error is smaller than ionospheric error, but cannot be eliminated by calculation. It can only be approximated to about a half of a metre.

WAAS and EGNOS (the European equivalent ground referenced augmentation system) have the capability to set up atmospheric condition (correction) maps over different regions, enhancing accuracy considerably.

Clock inaccuracies and rounding errors

Despite synchronization of the receiver clock with satellite time during position determination, remaining inaccuracies still lead to errors of about two metres. Rounding and calculation receiver errors are approximately one metre.

Relativistic effects

Relativity has an influence on the proper functioning of the GPS system. Time must be accurate to 20 or 30 nanoseconds to ensure the necessary accuracy. Therefore, the fast movement of the satellites themselves (nearly 12,000 km/h) needs to be considered because clocks run faster at that speed than the clocks on the Earth’s surface. Even more significant (about six times more, actually) is that satellite clocks run faster due to there being less gravity 20,000kms above the surface. The total time shift equals about 38 milliseconds per day translating into a total error of approximately 10kms per day. To compensate for this shift, satellite clocks are set to run more slowly than receiver clocks.

The relativistic effect of the rotation of the Earth (and also of high speed aircraft

moving across the surface of the Earth) is not normally considered for GPS position determinations. It is complicated to calculate as it depends on the direction of the movement and the effect is very small anyway.

microprocessors now provide such precision along with the co-requisite calculation speeds.

The net result is that receivers should contribute less than .5 metre error in bias and less than .2 meter in noise.

TSO’d Equipment

Total Error

A Technical Standard Order (TSO) is a minimum performance standard issued by the United States Federal Aviation Administration (FAA) for specified materials, parts, processes, and appliances used on civil aircraft. Generally speaking, the rationale behind the procedure seems to be improving the reliability of equipment rather than its actual performance. For example, with light aircraft engines, a certified engine can be identical to a non-certified one, the certified one, however, having been operated for more bench testing hours prior to sale.

With GPS receivers, the effective outcomes may be a little different with some specific (upmarket) TSO’d equipment not being available in non-TSO’d versions.

With or without TSO’d GPS equipment, system redundancy (ie., duplicated GPS systems with independent power supplies) is a sensible idea.

Receiver Errors

Most modern receivers produce a precision of better than .3 metre. The limited precision of earlier designs of receiver software, which relied on 8 bit microprocessors, contributed more significantly to this type of error. With ranges to the satellites of over 20 million metres, a precision of 1:10E10 or better was required. Modem

Approximate GPS system errors are summarized in the following table: Incorrect Geodetic Datum Selection

Can be more than 100m

Selective Availability Error

No longer an issue (but used to be between 50 and 150m)

Satellite Geometry Error

Up to 150m (but not usually an issue for aircraft flying clear of topography)

Satellite Orbit Error

Not more than 2m

Multipath Effect Error

Up to 1m (but not an issue for aircraft except very near the ground)

Atmospheric Error (Ionosphere)

2-5m, but mostly corrected for (some sources say 1-2m)

Atmospheric Error (Troposphere)

Up to .5m (some sources say up to 1m)

Clock Inaccuracies & rounding error

Up to 1m (some sources say up to 2m)

Relativistic Errors (Satellite)

Compensated for with differential receiver and satellite clocks

Receiver Errors

Up to .5m (using modern equipment)

Summary

Disregarding errors due to incorrect datum selection (and other human errors), prior to the deactivation of SA, typical system error was in the range of 100m. Since the deactivation of SA and with the introduction of systems like WAAS and EGNOS (which mainly reduce ionospheric effects, but also reduce orbit error and clock errors), typical normal accuracy for well-designed civil equipment under nominal operating conditions should be about 10m horizontal and 13m vertical (http://www.colorado.edu/ geography/gcraft/notes/gps/gps.html).

The diagrams in this article and much of the information are taken from: http://www.kowoma.de/en/gps/errors.htm and http://www.colorado.edu/geography/gcraft/notes/gps/gps.html as well as other internet sources.

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Editor’s choice Brian Bigg

Weather it’s clear or not

W

E don’t use Morse code any more.

When I did my GA licence, I had to study it, but I have never used it. And apart from SOS (dot, dot, dot, dash, dash, dash, dot, dot, dot) I cannot remember any of it and I have no idea under what circumstances these days I would possibly ever use it. Or how.

Morse code was a terrific way of communicating back when wires over long distances were scratchy or shortwave radio unreliable.

Technology has moved on. Our radios now are almost perfect, we have good coverage over most of the country and very few kids coming through the system these days could contemplate using anything else.

Morse code? What’s that?

Same with navigating. I had an overwhelmingly positive response to a recent editorial where I suggested that regulators need to start accepting that GPS is here to stay for most recreational fliers. Yes maps, watches and compasses are vital ways to find your way around, but it’s so much easier, when the GPS points a particular way, to just follow it. The odds of the machine breaking down at a critical time are not likely on most recreational flights.

The technology has moved on and aviation is notoriously slow to follow it.

The same can be said for weather forecasts.

Isn’t it about time we accepted the fact that our forecasts are no longer sent and received by telegrams, telex machines or faxes?

Anyone trained in the GA system will know how to read the following – TAF YFLI 080100Z 0802/0814 26030G45KT 9999 SHRA BKN025 INTER 0802/0806 4000 SHRA SCT010 BKN020 BECMG 0808/0810 26025G40KT 9999 SCT015 RMK FM080200 MOD TURB BLW 5000FT T 13 13 11 11 Q 1005 1006 1008 1010 SPECI YFLI 080403Z AUTO 27032G42KT 9999 // SCT025 BKN030 13/08 Q1005 RMK RF//./////./ But hands up how many people out there under the age of 40 are confident they would put themselves and their passenger’s lives on the

line after reading it? It may have been a terrific form of communication back when we paid by the letter, but for today’s attention-challenged youth and for people who don’t fly all that regularly, I have no doubt this forecast is difficult, confusing and open to misinterpretation.

We don’t have to be economical with our letters and numbers anymore. Thanks to the Internet we are drowning in them. So why not spell out weather forecasts clearly and comprehensively so there’s much less chance of a mistake being made?

It is a growing issue in the pilot community.

How do I know? By the number of sites springing up offering to decode weather forecasts. Flightutilities.com is one of them. There are Apps available now for both Apple and Android phones. And the government’s own aviation website provides an alphabetical list of abbreviations used in forecasts. These sites would not exist if there was not a problem to solve.

For a start, don’t get me wound up about using Zulu time. It makes a lot of sense if you’re flying internationally or interstate. But I hate it when I have a flight of a couple of hours leaving early in the morning. Try to work out the correct time and date on the east coast of Australia as it is listed in Zulu time on the forecast issued the night before

always leaves me with a feeling I have got wrong.

I have learned to check it three or four times before being satisfied I have it right. Why can’t forecasts ask me if I want it in AEDT or Z and give me the correct date and time accordingly?

Instead of making me try to remember what INTER and TEMPO mean (I always have to look it up), why not just tell me? And rather than have the forecast skip around in time, why not lay it out chronologically? That way I know what sort of weather I am likely to face at the time I want to fly. In the forecast above, the big issues for me would be the showers, the very strong winds and the moderate turbulence expected below 5000ft, but not only are these things buried down in the message, they do not stand out all.

Put them in red if you want my attention. And the time reference when the turbulence is likely to happen had me double-checking the times all over again.

Weather-related incidents are common in aviation and we are constantly told we need to be extra careful checking the weather during the flight planning phase.

Wouldn’t it help if the powers-that-be did their bit by making a weather forecast easy to understand rather than a code only the initiated can solve?

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. Sport Pilot 23

feature

Overdownunder II

by Jerry Farson

I

N 2008, Jerry Farsoun flew solo around Australia in a Powerchute unassisted (because no one thought it could be done). His goal was to raise awareness of depression with an emphasis on suicide prevention. Many people thought the flight over so much tiger-country was an attempt on his own life. Now he plans to do it again.

Like so many people, my motivation to become an ultralight pilot was fuelled by Bruce Spence’s flight in the 80’s movie, Mad Max. I was bitten, and the only way to be cured was, in fact, to get in the air.

I migrated as an infant to Australia in 1971.

In 2007, I took my first solo above Pakenham in Melbourne. Becoming an aviator has changed my life and I encourage anyone dreaming of getting in the air to do it - don’t delay it. The experience once you blast through that initial fear (if any) is just so liberating and really uplifting (no pun intended).

That initial spark was reignited decades later when I was looking for something to alleviate the boredom of my life. Keen to get in the air, I did my research and decided a Powerchute was to be my mode of transport – very affordable and portable.

Enroute around this amazingly beautiful country, via the website www.overdownunder. com.au I received countless emails from other recreational aviators on how they had been bitten by the Black Dog or knew someone else who had. Many claimed they either didn’t understand it or had struggled to make any sense of it.

Overdownunder was my attempt to get the message out there - that in nearly all cases of depression, the worst anyone can ever feel is the

bottom of an emotional bounce and that confidence will come back, regardless of what they believe or feel at the time.

I travelled more than 12,000kms around this patch of dirt, with a front row seat on the world.

I saw places no one else will ever personally experience. It became abundantly clear on my return that the success of my first flight needed a follow-up. And, so Overdownunder II was born.

Depression, suicide and bullying are not sexy topics. But the suicide toll is almost twice that of the road toll and I’ve made it my personal mission to help reduce it in some way – even if I save only one life. I don’t need to know whose life it is. It’s enough just knowing that what I (and this time a ground crew) are doing is making a difference.

So what is Overdownunder II? Overdownunder II (ODUII) is not a one stint flight. I’ve broken it up in to 10 phases to promote a new and free telephone counselling coaching service available through the website www.overdownunder.com.au for anyone exposed to bullying, suffering from depression or at risk of suicide. This extends to the carers and people bereaved by suicide.

There will also be a smartphone App. I hope to see it rolled

out across Australia by the time I fly to NSW to provide that free support for those in need. I am taking this to the people to promote it - not only in metro areas, but in regional Australia where it seems to be needed the most.

In late 2012, I will fly from Melbourne to Sydney, a 10 leg flight, which will be phase one of ten with a full support and ground crew. On the ground, I will be followed by a converted decommissioned school bus housing a powerhouse of media and technology to disseminate information on the new counselling service. A full-time crew will also film a documentary on the flight and upload footage every day to all social media.

The bus also has a portable stage with a PA system for public events and rallies, as well as a drop down screen for an outdoor cinema which will show the daily footage shot by the ground crew. It will be solar powered with deep-cycle battery power through an inverter and a backup 8kVa diesel generator, just in case. The bus is also controlled by an iPad. It’s not just painted in SmartBus orange, it’s actually a smart bus too.

There is also an eight metre caravan, housing a mobile workshop and ground crew conveniences – it also has two beds for those not keen to rough it in a swag.

A thrilling aspect of the sequel will be the new Powerchute, designed and co-built by me in

>> Spreading the message of suicide prevention

feature

>> The overdownunder bus; Jerry’s Powerchute

conjunction with Fasterway www.fasterway.com.au based in Melbourne, to carry a passenger on every leg of the trip.

I didn’t know what kind of an impact I was going to have first time around, although in one month alone calls to the telephone crisis service increased by 500%. This time I want people to have the continued benefit of free and instant 24/7 coaching. There is nothing worse than when you’re sitting alone at night, in the dark emotionally and not able to talk to someone – this new national service will give everyone the unlimited resource of instant help, manned by certified and trained volunteer counsellors and coaches.

My team has built the website with virtualisation in mind. Any and all trained and approved people can log in from anywhere in the world and provide instant support through a virtual office. They don’t have to be in any particular location; they simply log in and their hosted office is right there in front of them providing telephone, online and video conference support. This brings the service into the 21st century and reduces the administration costs of hosting such a project, which is privately funded and not a not-for-profit organisation.

The aviation community has offered support with donations in kind: Microair with a M760 VHF radio, Bolly Aviation with the amazing new Magnum Prop, APCO Australia with the 550ft mammoth wing,

I was bitten, and the only way to be cured was to get in the air Rotax with a discount on the 582 water-cooled 2-stroke engine and, of course, Fasterway with the Grand Challenger aircraft. This Powerchute has a MTOW of 440kgs, 140kgs up on the one I flew first time around. That one only barely finished the journey in 2008 and has since been recycled.

If you’re a fellow aviator, the sky is open for you to join me one or many of the legs around the countryside. If you’re an ultralight pilot and want to ride shotgun while we spread the message, the load for everyone will be lightened and more lives saved.

For more information email jerry@overdownunder.com.au.

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TECH TALK Adam Finn

Clearing the cobwebs NOW that the weather is warming up you can start getting the spider webs and wasp nests out of your aircraft. On that subject, take your time to go over your aircraft completely before flying it, and even carry out an engine run after a fuel drain to get all the temperatures and pressures up to limit so you can check fluid levels and make sure there are no more oil leaks than usual. You will only get one chance to do this right, so take your time. It’s better than having the big fan on the front / back stop working and causing an outlanding.

Recently we were in Melbourne attending the Avalon Airshow GA exhibiter’s information night, and I must say it is going to be one hell of a show, lots of noise in the air, but also on the ground. The RA-Aus tent and display aircraft area for 2013 will be very large, with plenty of room to display all the diverse types of aviation in our organisation. If anyone is interested in putting their aircraft on display at the Airshow contact me at the office, and for further information on flying into Avalon there will be information posted on our web site starting after the Monto Fly-in.

Recently, I was made aware about a number

You will only have one chance to do this right, so take your time of amateur built aircraft which had been purchased already built from manufacturers in Australia and from factories overseas. All CAO 95.32 and CAO 95.55 amateur built aircraft must meet the 51% rule - meaning the builder must fabricate and assemble the major portion of the aircraft. This includes Part 103 factory built aircraft from the US and powered parachutes/paragliders also being built in Australia and overseas and sold ready-built. Builders logs are required

for all amateur built aircraft including powered parachutes/paragliders and will be required to process the registration for a provisional acceptance to start flight testing.

Another question I have been asked is can a factory built (type certified) aircraft be modified and then re-registered as an amateur built aircraft. The answer is a big NO. The only way to carry out modifications legally on a type certified aircraft is approval from a Reg 35 CASA approved person. Modifications on factory built S LSA can only be approved by the manufacturer of that aircraft in writing and carried out by a L2 or approved LAME. This includes avionics, engine, propeller and structural changes to the SLSA. If you are purchasing an SLSA from overseas you will require a new Special Certificate of Airworthiness issued to the aircraft with its RA-Aus registration number. This will also be the case if you are purchasing an SLSA which has been VH registered. It will still require a new SC of A to be issued with its new RA-Aus registration number.

Enjoy the warmer weather and check over your aircraft if you have not flown it for some time. Remember, Make it Safe to keep it up.

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. Sport Pilot 27

readers' stories

Story of the month I felt there had to be a lighter way I could get my flying thrills Send in your stories and photos in.

Email editor@sportpilot.net.au

28 Sport Pilot .

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Y

Laugh if you will, but… ALL I WANNA DO IS FLY! by JC

ES I always wanted to fly.

So, I joined RA-Aus, bought an Aerochute and gained my certificate. End of story.

Except, well… not really.

Although I enjoyed flying the Aerochute, something was missing.

I couldn›t wrap my mind around having 50+ horses push me around, while I weigh less than one pony soaking wet.

Throw in the prospect of having 15 litres of high grade soup being consumed per hour. And one may say, it left a bad taste in my wallet.

I felt there had to be a lighter way to get my flying thrills.

After my perusal of the alternative offerings presented by the competitors, (they all have fine products), I just didn’t feel that surge of “Yee Haa” inspired euphoria.

I wanted less. That’s right, less.

Machinery, that is.

Being the impetuous dreamer I profess to be, I let my membership lapse for a year or two and I continued my frustrating search for what I called my ideal ‘air chair’.

And then, I had a sudden burst of brain activity. It hurt, but it developed into a real plan!

I could get my BFR, build my trike, assemble the ‘approved components’ (Engine, prop, cage, etc.)

and bolt my home brew kart to the power unit and - voila!! A 51% amateur built experimental PPC. So, I commissioned the services and advice of an L4 aircraft inspector, and I was more than amply guided by Adam Finn and his great support team to keep me legal and to steer me in the right direction.

A true testament to their mantra “We encourage research and development in the aviation field, while practicing safe and responsible behavior at ALL times.”

This is a real flying machine, affected by those irrefutable laws of gravity, aerodynamics, and all the basic human conditions.

Scoff at these and it is lights out.

No one is exempt.

I’m a believer in all that, especially the last line.

So now the machine has been inspected by a fine fellow by the name of Bill Oates, who gave me very sound, logical advice which I gratefully followed. And it passed.

It is designated in the 19 category under Experimental. It IS experimental. I was searching for a very personal flying machine, and when I couldn’t find one that suited my purpose, I built my own.

No, it ain›t pretty, it certainly isn›t sporty, nor is it flash, and oh, it is sooo slow.

readers' stories

>> The sooperdoopershagswing

But I can heft it onto the back of my ute, with no mechanical, or other assistance.

It occupies the same amount of space as my Lawn Boss ride-on mower and is cheap as chips to own and operate.

So laugh at it if you will, but who can deny the vision of my mirth-affected-face as I make another trip to the bank with the money I’m saving?

Now, about my chariot. Does it have a name?

Yes. It’s officially called the ‘PramOrama’ in the RA-Aus files, but my friends call it the Shagswing.

Does it fly? Yes. Gotta love it!

However, I must advocate one last but most important, serious note.

I must remind you that this simple, fun machine is NOT, I repeat, not a toy.

It looks goofy, but it packs a mean, deadly bite like any other flying machine.

It demands respect.

Heed my warning. And fly safely

Murray River trekking

By Louise Neal

FOLLOWING Natfly, we toured the Murray River – from the air. Tracking south-west over the Murrumbidgee, the Snowy Mountains rose to our left. Past Lake Mulwala’s dead trees, standing like sentinels, we refuelled at Yarrawonga. Traffic on 126.7 was busy as Natfliers dispersed.

The Murray River was at its best, twisting through River Gum forests, billabongs and swamps reflecting sunshine; it was hard to fathom just how many bends there were.

Close to the river, the paddocks were green,

but in the distance they lost their lushness.

We bypassed Echuca, and re-joined the river at Barham, before leaving the bumps behind at Swan Hill.

Monday, we headed north-west to Robinvale. Agriculture here is intense, and through it the river winds its lazy way, marking the border with a band of green. Approaching Mildura we spotted the magnificent Murray River cliffs.

Then coming up fast was Wentworth where the Darling slinks around a corner, dull and khaki

coloured, and joins the mighty broad Murray.

The waters remain separate at first and it is some kilometres downstream before the colours merge.

We followed the river west before cutting across to Renmark for fuel. The SA border is a line between red paddocks and green mallee. On the GPS the river looks like a perm-gone-wrong.

Setting our heading for Murray Bridge, the ancient sand hills marked by varying vegetation and away from the river the country looked tough. Plenty of radio calls for Murray Bridge and Strathalbyn, but our destination was Goolwa on the Southern Ocean coast.

On final, the waves were rolling in and the weather perfect for the beach. Goolwa airstrip is well set up and within an hour we refuelled, arranged to tie down for a couple of nights and hired a car. First stop was Hindmarsh Island to see the Murray Mouth up close. Tuesday we explored the Fleurieu Peninsula - Victor Harbour, down to Cape Jervis, past the wind farm, along the western coast of the peninsula, and into McLaren Vale for lunch. Then it was south again to Mount Compass, and back to Goolwa.

All too quickly it was time to head home.

But first, a trip along the Coorong, then north through Horsham, with overnights at Shepparton, Parkes and Moree. Then finally our home territory and it was busy again: the Sunday traffic was about - Ballina, Evans Head, Casino, and Rex was on his way out of Lismore. And we were back home to marvel at the grandeur of it all.

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The floating world

SeaRey THIS is the first of a series of reports upon four locally available floating hull seaplanes - the SeaRey, SeaMax, Super Petrel and the Freedom UP.

LSX

by Barry Wrenford

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The SeaRey The SeaRey is a kit built aircraft which can be built under RA-Aus, and will soon be available as a production LSA aircraft. It is a tube and fabric aircraft with a composite hull, which can be built for as little as half the cost of most other production seaplanes.

It has been on the market for over 10 years in Australia, with 40 kits being sold here plus some 500 overseas. Locally, almost all have been operated successfully in salt water. Refined considerably over the years, the latest version is the LSX. Construction of the SeaRey is basically a bolt, rivet and fabric assembly, using anodised aluminium, with clear instructions and simple assembly. I built one around 10 years ago and later sold it, to my regret.

The opportunity to re-evaluate the SeaRey arose during a fly-in organised by Robert Loneragan and the Seaplane Pilots Association at Tiona, situated on the Great Lakes. Several SeaReys came from as far away as Wallaga Lake in the south and Brisbane in the north, together with some current SeaRey builders, one from Mackay and another from Vanuatu.

First Impressions David Geers offered the use of his latest LSX model SeaRey, which we flew together for this report. Powered by a 912S Rotax, with fixed-pitch propeller, rated to 650kg with a 35kg luggage capacity, it carries 88 litres of fuel. This is a large recreational aircraft with an empty weight of 440kg, having customised airline instruments, leather upholstery and a very full and mirror-smooth fabric finish. The hull shape is a fairly shallow vee, which compared to a deep vee helps with unsticking from the water.

The shape is more forgiving to badly aligned alightings, but gives a harsher ride when on the step on rough water.

The gear is raised by electric rams, and flaps can be manual or electric. Ground steering is controlled by the fully castoring tailwheel, which allows the aircraft to be spun around almost on the spot.

A water rudder is not supplied nor needed.

The main wheels are extra large, designed to allow taxying on soft shorelines and over rough surfaces. The noise levels from overflying SeaReys was felt to be high, but this varied somewhat according to the muffler types fitted at various kit dates.

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I built one 10 years ago, and later sold it, to my regret

The radiated noise is partly due to the lack of an engine cowling, which if properly designed, can make things a lot quieter from the ground.

A cowling is a kit option, but the general feeling is that the ready access to the engine for daily inspections, against the difficulty in removing an overhead cowling, is preferable.

The cockpit Whether ashore or afloat in the shallows, you have to climb a bit more than usual to get over the sides into the cockpit. However, those high cockpit sides are nice to keep you dry from the wake of any passing high speed gin palace. The optional leather seats are very comfortable, but not adjustable. However the rudder pedals are adjustable, and I found no problem getting the controls comfortably where I wanted them.

Cockpit width is adequate but not spacious, about average for many recreational aircraft.

The centre console is not for the passenger’s comfort, but is the pilot’s domain, so that he/ she can operate the central throttle and brake lever freely.

Stick travel is fairly long. Head clearance to the canopy is adequate for most pilots, and would depend upon the initial installation of the leather seat. The sliding windows are at a comfortable elbow height and can be opened fully in flight. This is not advised for take-off or landing as spray can come inside. On the ground, the pilot can see directly ahead over the nose, which is unusual for a taildragger. Instruments were placed a little forwards for me, and I had to reach somewhat. Again, if you build, you arrange the seat to suit your own reach.

The enormous luggage compartment is at shoulder height, and items behind you could be arranged to be reached in flight. The brake lever is placed ahead of the throttle, and on this aircraft it operates both brakes together.

Taxying on the water The SeaRey is very maneuverable in idle taxying and can be spun around at will. A 5kt crosswind had no noticeable weathercocking effect, and no splash on the windscreen from the wave action, with the water line well below the cockpit edge.

Plough taxiing gave good maneuverability but was not as quick as the idle. Nose attitude was

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feature high as expected, but we could still see ahead.

However, copious spray was thrown out each side of the nose and blown on to the windscreen.

Getting over the hump at full throttle is a definite event. It doesn’t smoothly transition from plough to step taxi, and has to be helped across.

The sequences are classic - stick full back until it starts to hesitate at the crest of the hump, then stick forwards to help it over. It then accelerates very quickly with a lot of back stick pressure immediately needed to prevent porpoising.

With full power, the engine thrust is high up and tends to drive the nose down, which needs lots of back elevator to counter. The ride was quite rough over the waves, so take your false teeth out beforehand. Any recreational seaplane is going to react to waves when taxied at 30kts. How much it reacts depends on the hull design. Power was reduced for the step taxi to maintain around 30kts indicated, with 25kts the minimum. This airspeed was maintained in all directions with no visible changes from the wind. Step turns can be maintained at 30kts, with extra power, wings level, with noticeable sideways “G” forces and no problems. This would allow circular takeoffs in confined areas.

Takeoff and climb

Take your false teeth out beforehand

For takeoffs, the flaps are set to 20°, or 2 positions if manual. After getting on the step and approaching 40kts, full back stick is applied, using considerable pressure, to lift off the water. As soon as it lifts hull drag ceases, and the stick moved forward to prevent the nose pitching up. The takeoff would be prolonged if not lifted off. It flies level a few metres up until it reaches 60kts and climb is begun.

The aircraft consistently took 20 seconds to leave the water, remembering we were close to AUW, and in about 5kts of wind.

Power reduction and raising the flaps involved noticeable changes in trim, simply and positively achieved by an electric toggle button on the stick, operating through a heavy bungee cord. With any pusher prop high up, such trim changes are normal. Rate of climb was around 400fpm, 5400rpm and 60 to 65kts IAS. David commented that the propeller pitch was set a little too fine, and he planned to coarsen it to make use of unused engine power to improve the climb rate and cruise. In the climb you can always see over the nose, which does not always happen with seaplanes. This is a safety factor in a crowded airspace.

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. Sport Pilot 37

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Cruising This SeaRey cruised around 70kts by GPS at 5200 to 5300rpm, keeping in mind we were almost at max AUW. Another SeaRey in which I was a passenger, trued out to around 75kts, which is the consensus for flight planning for other SeaReys. It is stable flying hands-off in smooth air in level flight. In trimmed turns, the bank is maintained hands off. Displacement in pitch results in the nose attitude returning to level. Stick forces using aileron are relatively high but progressive. Forces are a bit lighter with the elevator, and again progressive. The rudders are normal and no excessive force is needed to operate them. There is noticeable aileron drag when rolling the aircraft, so one needs to use rudder when rolling in or out of a turn. The rate of roll is moderate, not fast, but not too slow. Basically the controls are harmonious, the aircraft is stable, the view out is to die for, and the ventilation with the sliding windows is unmatched by any except Tiger Moths. Opening just the port window wide open introduced a slight roll to the right, but this was not an issue.

to the water while maintaining these speeds.

Touch downs can be made slower than this, but the SeaRey tends to settle fairly abruptly if holding off below these speeds, requiring some faster reactions with the stick. Upon touchdown, power is reduced to idle, and it glides along to a no fuss slowdown to a stop. This happened time and again, with no porpoising by just keeping the stick at the touchdown position, then easing it back as you slow over the hump.

Getting ashore

A prolonged taxi to Tiona showed no overheating of the oil or the CHT, so cooling is good.

Taxiing up the steep gradient on the bank to the grass was an eye-opener, as nothing but the SeaRey would have made it. Approaching the shore at a steady rate, full power was applied just before contact and the large wheels just simply rolled up and over the bank. We taxied into position, spun around on the spot and shut down the engine.

Stalls

These are a non-event. The manufacturer has installed turbulators along the leading edge of the outer wing section, and stalls with and without flaps, or power, cause the aircraft to simply mush, with minimum loss of height, and stable level wings. Unflapped stall is 38 - 42kts IAS, and with 20° of flap around 35 to 37kts.

Approach and alighting Power reductions and flap application for descent require retrimming. Glide descent clean is around 700fpm at 55kts which equates to around an 8:1 glide angle. The approach was made at 55kts with 20° flap, touching down at 40 to 45kts. It settles evenly and smoothly on

Conclusions The SeaRey differs from others, being a kit built floating hull seaplane. By its construction, it is not as seductive looking as its rivals, but it has a beauty of its own, and is excellent value for money. It can be used in salt water with proper care, has docile handling qualities and is pretty much viceless. Any builder has local backup through SeaRey Australia

and Rob Loneragan. The LSX is planned to be available later this year as a production LSA. A downside is that it lacks the speed of other LSA seaplanes, although this hasn’t deterred some 40 odd enthusiastic pilots from singing its praises. Performance can be improved by saving weight during building. Loading it up with non-critical instrumentation, sumptuous upholstery, and other extras is paid for by longer takeoffs, slower climbs and reduced cruise.

Applying glassy finishes to fabric surfaces can add 20kg or more against one finished with, say, the Stitz process. My SeaRey was 400kg and although the LSX has a sturdier landing gear, it has a much lighter hull, and I reckon I could save 40kg in the build.

Speed can also be improved markedly by fitting an optional Rotax 914, and even the New Zealand Airmaster constant speed reversing propeller, to give extra speed, climb and the ability to back off steep shorelines. This propeller can be set to neutral pitch for warming up, which saves one having to do a grand tour around the lake collecting spray on the windshield, before being able to take off.

My old SeaRey was fitted with a 914 and a standard ground adjustable prop, yet it cruised at a comfortable 80kts, taking off on the water in almost half the time and distance of others, and climbed at 800 -1000ft/min, all from the 3000 - 4000ft altitudes of the Snowy dams. If you want to compete with the hares, fit a constant speed propeller and the turbo 914, where the higher the altitude, the faster you go.

On the other hand, speed is overrated for a well-designed seaplane like this one. After all, which other seaplane can you fly in cool comfort on a hot day, with the canopy open, an elbow hanging over the cockpit edge, and a view to die for?

Basic data, not provided here, can be obtained at www.searey.com.au Next month Barry flies the Super Petrel.

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president's report

>> Continued from P7 all members of RA-Aus welcome Mike, Cliff and Dave. Thank you for agreeing to take on this responsibility. Also, thank you, on behalf of all members of RA-Aus, to Nick Sigley for the work you have done for RA-Aus over a number of years.

Of course there is one more seat to contest and we have two candidates for the position, Brent Christensen and Jim Tatlock. The paperwork for this by-election is included in this edition of the magazine, so please take the time to vote.

We now have a contractor for the RA-Aus website and I am pleased to say that work has begun on the improvements. You will have noticed the transfer of all the information from the previous website. The contractor has been working closely with the Administration Officer to have the on-line shop and work will continue on the other areas requiring attention.

NATFLY 2012 went well but it could have been better. The official NATFLY website (www.natfly.com.au) has proved to be a great success. Visit the website and you will see a number of photos from NATFLY 2012. You will also see that there is information already there about the NATFLY 2013. Following NATFLY 2012, there was a meeting of key players, during which a number of valid points and some great ideas were brought to the table. Ed Herring then set about planning and organising NATFLY 2013. We already have a Gold, Silver and a number of Bronze sponsors. A NATFLY survey was also sent out and we did receive a fair number back; thanks to those people who did take the time to complete it. There were some valid points made and the organising team is going through them to work out what changes can be implemented.

Also, there were another two RA-Aus sponsored fly-in events this year; NORRA-Aus, organised by Myles, and WESTFLY, organised by Gavin. Both events will have taken place by the

>> One junior member who can’t wait to get his licence time you read this.

A request has been made to Airservices to clarify its position on the continued support for our GYFTS program. It has been confirmed they want to continue with the support, but at the time of writing, no details have been given.

The Constitution review was agreed on at the last board meeting, but concerns were raised by a number of board members after the resignation of the board member heading the sub-committee; it was felt by the majority that this important task needed a board member on the sub-committee. A vote was taken to retract the original motion to create the subcommittee and revisit the issue at the September board meeting.

The board’s efforts for the future should be concentrated in a number of areas including; getting the CASA audit resolved; getting all aircraft registration issues resolved; continuing to aim to make NATFLY better; begin the process for the next round of increased privileges for our members (controlled airspace transit); running

courses for our members, L1, L2, accident investigator courses and refresher training, for example; and improving systems and procedures in a number of areas – effective planning for running courses and improving our preparation for the budget, for example.

I am absolutely gobsmacked at the absolute rubbish being written about me and other board members, which is constantly being sent to me by concerned members. Apparently, something along the lines of ‘Runciman has stopped the Constitution Review’ was recently written. As can be seen above, this is not what happened. I have no doubt this was an attempt by the author to sensationalise an otherwise boring story and an attempt to discredit me. I am also amazed at the supposed reasons for me not being available to attend the AGM and board meeting; the simple truth is that my day time job required me to be elsewhere, nothing more. So, sorry to disappoint the conspiracy theorists – no story to be had here! I have said many times that if there is anything which concerns you - or you are unhappy with something or you think that ‘Runciman has overstepped the mark’ by not following protocol - then simply pick up the phone and speak to your local board member, send them an e-mail, or better still, call me. If you continue to read the tripe being written, or if you contribute to it, then you simply continue to be misinformed.

My 12 months as President have been busy and sometimes frustrating. Despite this, I have thoroughly enjoyed myself and I will put my name forward to continue in this position.

I would like to extend a thank you, I am sure on behalf of all RA-Aus members, to all the staff and board for another tremendous year.

And my final words as President this time round is to remind everyone to commit to remaining safe while enjoying your passion for aviation.

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Flight instructor’s forum Facilitated by the aviation guru - Professor Avius

The upside, downside and inside story on lift LIFT is arguably the most imperative component of flight. Without it, our aircraft remains another earth borne means of transport. Lift is the force responsible for getting us up into the air. It is also the force which requires control and reduction to enable us to successfully manipulate equally important, critical phases of flight such as an accurate traffic circuit pattern, turning (whether it be level/ climbing or descending) and the inevitable event of landing.

In my research for this article, I was to find at least five different explanations for this condition called lift: Using Isaac Newton’s 3rd Law of Motion; ‘for every action there is an equal and opposite reaction’, lift was explained in the terms of ‘Air is forced downward behind the wing, while the wind is forced upward from beneath the wing’ thus creating lift.

Henri Coanda (1886-1972), a Romanian aerodynamicist, states in his Coanda Effect that ‘the tendency of any fluid boundary effects to adhere to a curved surface’ inferring that the airflow attaches itself to the curved surface beneath and above the wing to create a lift force.

Then there is the Kutta Joukowski Theorem or Kutta Condition... an explanation of which is beyond me.

And also the Navier Stokes Equation: a numerical equation explaining potential flow and circulation... which ALSO lost me in its intellectual translation.

And then explanation No 5: The popular, and aviation’s traditionally used theory, established by Dutch–Swiss mathematician, Daniel Bernoulli (1700-1782).

Bernouli explained lift by showing the venturi effect, whereby ‘calculation of pressure differential between fluid (airflow) above and below the curved surface area is related to velocity changes.’ ‘Airflow is moving further and faster over the top of the airfoil creating

a lower air pressure region. The airflow below the wing, being a slightly higher in pressure, moves towards the lower pressure region.

This pressure differential pushes the wing upwards.’

The overall analysis of the five mentioned theories (and there are more) is that they are all similar explanations of the same scenario: They are a description of how wings generate lift.

The point to make is that it is important not to confuse and overload students with theory.

Mention it to explain and then move on.

Keeping it simple, here is some basic revision: LIFT = the force from the wing to overcome the weight and to change flight path; LIFT = the component of the aerodynamic force at right angles to relative airflow; The lifting ability of the wing = coefficient of lift referred to as the symbol CL; Angle of Attack is the angle between the chord line (an imaginary line between the centre of the leading edge to the centre of the trailing edge) of an aerofoil (cambered or curved wing) and the undisturbed, relative airflow; The change of (the amount of) lift with Angle of Attack (abbreviated by the Greek letter alpha) is called the alpha curve; An increase in Angle of Attack will enable an increase in lift until the angle which the wings are no longer able to generate lift. This is known as the Critical Angle of Attack; Lift can be related to, and calculated by, a recognisable equationCL = angle of attack x ½ rho (air density) x velocity (speed) squared x surface area of the wing.

Problematic hazards associated with lift can occur: When Angle of Attack exceeds its critical angle.

This results in the stalled position of the wing. At low level, with little chance of time and height to recover, this can prove to be a fatal situation. For example:

At take off: ii) A low level turn from downwind to base or base to final where excessive back pressure on the control column along with increased load factor can increase the stalling speed; iIi) On approach to landing with full flap extended in a situation of undershooting. ‘The pilot raises the nose of the aircraft, instead of adding power. The airspeed will decrease. As the undershoot worsens the Angle of Attack is further increased. The stall could be fairly sudden, often with an associated wing drop’. iv) In a climbing turn at excessive bank angle. The outer wing moves further and faster, thus creating greater lift than the inner wing.

This can result in the secondary effect of the roll - yaw. Continued, unimpeded flight could result in a spiral dive. Hence climbing turns should be reduced to no more than 15 degrees angle of bank.

So it can be seen that lift is so important to the success of aircraft flight. The ability to limit, control and manoeuvre using lift is essential to enable the well trained pilot to remain safe during flight.

And in the words of John Anderson, Curator of Aerodynamics at The National Air and Space Museum - “It is amazing that today, 100 years after the first flight of the Wright Flyer, groups of engineers, scientists, pilots and others can gather together and have a spirited debate on how the airplane wing generates lift. Various explanations are put forth and the debate centres on which explanation is the most fundamental.”

References: www.grc.nasa.gov.airplane/lifteq Wikipedia – Lift (force).

ISON, David. ‘Who’s Right About Lift?’ July 2006 Plane &Pilot.

The Flying Training Manual - Aviation Theory Centre, 2001.

Email contributions to guruavius@gmail.com or editor@sportpilot.net.au 42 Sport Pilot .

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02 9424 1700

travel feature

by Robert Tully

T

WO years ago a good mate of mine, Bruce, and I, flew the Eurofox up to Lake Eyre and back via Broken Hill.

I discovered you have to be good mates because there’s not much spare space in a Eurofox by the time you include flight gear and camping equipment.

Anyway, when I indicated to Bruce I was keen to go a lot further this year, he put his hand up and grabbed the co-pilot’s seat.

The plan that I put to Bruce was, in rough terms, to head north to the Gulf of Carpentaria, then West to Broome and spend any spare days we might accumulate, touring around the Kimberlys, coming home via Alice Springs and Broken Hill.

The first thing I had to do was get my GA licence current and endorsed for controlled airspace. I hadn’t flown a GA aircraft for many years and I had never flown into controlled airspace.

This took considerably longer than I expected (the learning process is much more convoluted at age 60 than at age 18).

44 Sport Pilot .

We had allowed 16 days and between 4860 flying hours, depending on winds and where we wanted to go. Nothing was set in concrete; each day’s flying was roughly planned the night before and locked in the next morning depending on forecast and accommodation availability (Bruce’s skills as a coach captain made him a very handy co-pilot).

With the shortage of space we agonised over taking camping gear, but reasoned if we didn’t, we were bound to get stranded somewhere with no place to stay. In it went. The flight bag with all the necessary paraphernalia for flying in Australia weighed as much as our clothing bags.

DAY 1 A bad start to the trip. Beechworth to Tibooburra with fuel stops at Swan Hill and Broken Hill was the plan. 2500ft was our chosen altitude, mainly to extract maximum BTU’s from the heater (the Eurofox is naturally well ventilated). First hiccup was Swan Hill; it was socked in with fog. It broke up about eight miles out so we let down through a large hole to see if we could get through underneath, but it was a defi-

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nite no-go. A quick look at nearest airports and fuel availability had us diverting to Hay. Unfortunately on arrival at Hay, we found the bowser was being worked on and there’d be no fuel for a week. A local aero club member was our saviour, rustling up jerry cans and driving us into town to get some Mogas.

DAY 2 Forecast headwinds made Birdsville too much of a stretch, so we ended up going via Windorah. Longreach had been planned as a two-night stop so we could visit the Stockman’s Hall Of Fame and the Qantas Museum as well as get a 50 hourly done on the Eurofox. Unseasonal wet weather meant we wound up staying four nights. Two years ago when Bruce came with me to Lake Eyre, we got stranded at Broken Hill by heavy rain. The mechanics at Longreach Aircraft Maintenance, suggested there might be a few farmers willing to sponsor us if we could deliver more rain.

DAY 3 Eventually we departed Longreach, dodged a few showers abeam Winton, fuelled up at Cloncurry and flew into the oasis that is Adels

travel feature

>> Opposite, sunset at Karumba, above, a horizontal waterfall and right, Bruce Forest and Robert Tully

Grove. Rod and Michelle Low made us very welcome (Rod is a very laid back Jabiru owner).

DAY 4 An easy day’s flying saw us at Karumba enjoying a bag of the sweetest, freshest prawns in Australia, and then wandering over to the Sunset Tavern to watch the sun drop into the ocean.

DAY 5 500ft coastal flying was spent enjoying the patterns formed by the mangroves in the tidal flats. We fuelled at Borroloola. The flight into Kakadu over the higher basalt country gave us some concern about a forced landing in this inhospitable country. We had booked into Cooinda rather than Jabiru, based on a conversation with a pilot some time ago. It’s a stony, dirt strip rather than the bitumen of Jabiru, but right next to the camp-ground / resort.

DAY 6 Into Jabiru for fuel and a talk to the local pilots about the route around the National Park. The next hour’s flight was an absolute highlight, water and bird life in the low areas, ‘Crocodile Dundee’ views and capped off by a low flight along the East Alligator River. Back to Jabiru and top up for the long haul into Kununurra.

DAY 7 We lucked out in Kununurra. After spending $50 on a taxi fare, not even a campsite was available because of school holidays and the Kununurra Show. Luckily, we still had enough daylight left to do another leg, so Bruce got on the phone to inquire about Wyndham or El Questro. El Questro was our first choice and they had campsites available.

DAY 8 On our way back into Kununurra the next morning, we detoured to find and fly over the ‘ritzy’ El Questro lodges and the Emma Gorge area. From Kununurra, we flew out over the spectacular Lake Argyle to the entry point for Bungle Bungle tourist flights. This was one of the few flights which didn’t go according to plan. It wasn’t helped by the thick smoke haze. We were unable to locate probably the most notable fea-

No one I spoke to knew anything about Rotaxes

ture of the Bungle Bungles, the Beehive Domes.

Up to now the Eurofox had performed faultlessly, but we started having problems keeping the engine running on the ground. It seemed worse in the warmer climate. One of the charter operators at Kununurra suggested it might be fuel vaporisation.

During a stop at Hall’s Creek for fuel we had more trouble with the motor as we taxied up to the bowser. And on takeoff, it took some time to clear itself and develop full power.

DAY 9 I was nervous because this day was to be Broome International and controlled airspace.

I rang the tower before departure with my intentions, told them I was unfamiliar with the area and asked for any advice they might want to offer. As at Alice Springs, they were most professional and helpful. The entry and exits at both places were relatively straightforward.

One thing which had become apparent, from about Jabiru onwards, was the interest the Eurofox was creating. Light Sport Aircraft, although not unheard of across the top end, are nowhere near as popular as down south or in the Eastern states. In several places, the scenic charter pilots would wander over and ask to have a look inside. This was reinforced when I walked the maintenance line at Broome to see if someone could have a look at the Rotax flooding problem.

No one I spoke to knew anything about Rotaxes.

DAY 10 Another magic day’s flying. We had lodged a flight plan to go coastal at 1500ft to Cape Leveque across the Buccaneer Archipelago to the Horizontal Waterfall and then inland to Derby. Some truly spectacular scenery.

DAY 11 Derby wasn’t a very impressive town and the day’s flight was an easy one into Hall’s Creek, preparatory to a long one into Alice Springs. The leg from Hall’s Creek to Alice had been giving me grief since I first planned the trip. We knew we could get fuel at Yuendemu, but Hall’s Creek to Yuendemu was still too far to do safely, particularly with the predominant easterlies. Local pilots suggested flying high would give us better winds. So we had done several legs at 7500ft and 9500ft. One of the Broome pilots had said there might be fuel at Hooker Creek and a phone call confirmed it. When I rang about fuel availability at Yuendemu, the well-spoken man on the phone had asked if I was sitting down because fuel there would cost us $4.20/litre.

Thus we had a long featureless flight over the Tanami desert with the pressure on to get into Alice before last light. It is worth noting the refuel-

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46 Sport Pilot .

>> Above, Lillian the refueller at Oodnadatta, and inset, Kakadu and the East Alligator River ler at Yuendemu was too busy to help us. He left us with the open fuel shed, the open fuel drums, pump, dipstick and a parting comment; “Help yourself boys and leave a cheque under the drum”.

DAY 12 Alice Springs was only a brief stop, but notable for its abrupt, rocky outcrops of rich red and yellow hues. The airport, for whatever reason, was by far the most security conscious with an ASIC check immediately after landing and a requirement for escorted entry through the security gate.

DAY 13 The departure advice of “You will be no. 2 to the 737, but we will give him plenty of time to get clear” was a novel one for two country boys used to rough, dirt strips. We took the Southern VFR route out of Alice and made for Oodnadatta and an overnight stop at Coober Pedy. I have no doubt that Lillian, the refueller at Oodnadatta, is well-known in aviation circles far and wide. She runs the Pink Roadhouse in town and doubles as the refueller from the pink-tyred fuel trailer out at the aerodrome. The strip at Oodnadatta had just been sealed and maybe the new-found source of heat attracted a flock of large birds, but we came very close to cleaning up a couple on landing. We did a very

FOR RECREATIONAL PILOTS

wide tourist circuit of Coober Pedy before landing and being picked up by the friendly family who run the Mud Motel in town.

DAY 14 Before Broken Hill it was fuel at Leigh Creek, then a takeoff over the Flinders Ranges and just below the cloud base. Once over the ranges, we climbed up through a gap in the clouds and did a short section above the clouds before they dissipated for an uneventful let-down into Broken Hill.

DAY 15 Fuel stop at Hay. I should have rung to see if they had fixed the bowser since we came through before. Still a big sign on it ‘Not in use’. Never mind, we still had plenty of fuel and Denilquin was just down the road and not out of our way. A pleasant flight over familiar fields into the strip at Beechworth finished off a great trip and left just about enough time on the clock to get it over to Horsham for the 100 hourly.

Where to next?

pilot talk

Pilot talk Zane Tully & Jill Bailey Fact or fiction?

RA-Aus Operations team

THE Sport Pilot magazine offers members an opportunity to have their say. After all it is your magazine and who better to submit a story other pilots might like to read.

That being said, readers need to remember that when they read an article submitted by someone other than RA-Aus Operational or Technical staff, any information provided in that article only represents the writer’s opinion. It should never be assumed that, just because it is published in our authorised magazine, that it represents the opinion of our organisation. The best way for members to be sure of the accuracy of facts or information provided in such articles is to confirm them with an Instructor or CFI. However, the articles by Operational or Technical staff are written with specific educational purposes in mind and do represent the voice of the organisation. While we try not to preach or ‘point the finger’, sometimes our articles have to be about the regulations, correct operating procedures or to provide information to members about issues which directly affect flying

operations. The information provided in these articles can be relied upon for its accuracy and relevance to the needs of the membership.

Operational and Technical articles will reference the specific relevant legislation or manual sections. We do this because the regulations are the primary source of correct information and are taken from the CAR, CAO, AIP and RAAus Operations and Technical Manuals. We do the hard work to make it easier for you.

Never assume a flying fact is correct until you have either researched it for yourself or had it confirmed from a person authorised to provide such information. Humans sometimes hear what they want to hear, because they hope what they are hearing is either correct, it suits the way they want to fly, the decisions they have made or reflects how they have always done things. It is important to be mindful of the source of information that you entrust to flying operations, because being reminded of the correct way sometimes offends.

Recreational Pilot Licence (RPL)

While we have recently had an article about this subject, it is worth re-capping due to apparent confusion from members regarding the CASA Driver Licence Medical (Aviation) and the Recreational Pilot Licence (RPL).

The Recreational Pilot Medical is an initiative from CASA to allow pilots with a health standard equivalent to a CASA Driver Licence Medical (Aviation) to operate aeroplanes registered with CASA with a MTOW below 1500kgs. There is a click box on the CASA website which takes pilots to the application form and process required to achieve a CASA Driver Licence Medical (Aviation).

The only benefit of this process to RA-Aus members is our acceptance of the CASA Driver Licence Medical (Aviation) as an alternative to the self declaration form to confirm a Pilot Certificate holder’s health standard.

The CASA Driver Licence Medical (Aviation) is currently only available to current CASA licence holders. The RPL is some time away from being implemented.

- All Carbon Fibre - 135 Kts Cruise - Rotax 912 ULS 100hp - Electronic Constant Speed Propellor - Kits Available

Ultra Aviation

17 - 18 Chris Drive Lilydale VIC 3140 Email: info@ultraaviation.com.au Tel: 03 9735 5165 Fax: 03 9735 5699 Web: www.ultraaviation.com.au

FOR RECREATIONAL PILOTS

. Sport Pilot 47

feature

>> if you go down near the coast, this bloke will become your best friend

M

y a M , y a d y a

an

by I Donald Mc

T

HE three words a pilot hopes he’ll never ever hear are the very words a friend and I recently heard... it’s a very sobering moment.

A small group of friends, flying recreational aircraft, recently ventured east of Wentworth NSW. It began with a foggy start to the day, but patience was rewarded with a beautiful clear sky arising from the mist. Off we flew with not a care in the world. The flotilla landed at the predetermined location, enjoyed a nice lunch and one by one departed for Wentworth. My friend and I were the last to leave.

The country below was predominantly low scrub and not a place where one would want to put down in an emergency. Ten miles from Wentworth, with radio traffic cluttering the Mildura CTAF, we heard “mayday, mayday, mayday, engine failure...”

The CTAF radio traffic chatter continued unabated with traffic in Wentworth, Mildura and the Mildura gliding strip making their calls.

No one had heard the mayday call except us.

48 Sport Pilot .

One of our group, flying just ahead of us had radioed they were making an emergency landing approximately 10 miles east of Wentworth. That cold dread feeling overcame over us.

How would you react in a similar situation?

What can be learned from this experience? Here are a few suggestions:

Take your ELT

Take on board an Emergency Locator Transmitter (ELT), preferably with built-in GPS. It makes the job of search and rescue so much easier. We are required by law to carry them. They are not optional if you are travelling more than 50nm from home.

Make sure the ELT registration is current. It’s free to do that. Check its battery is still good. Have it on the checklist for every 50 or 100 hourly.

It is also possible to register your trip intentions on the AMSA (Australian Maritime Safety Authority) web site - http://www.amsa.gov.au.

If for some reason you do have an emergency, AMSA will know it’s a legitimate crisis. AMSA

FOR RECREATIONAL PILOTS

>> out here, you’re a long way from home in more ways than one

feature doesn’t actually monitor your plan, but if your beacon is deployed, they will verify your flight detail. The AMSA 24 hour aviation response number is 1800 815 257.

Deploy ELT immediately regardless of danger.

It can always be cancelled

Pack some provisions

Sounds simple enough... but I wonder how many of us actually have a grab bag at the ready Items to include – ● Torch ● First aid kit ● Space blankets ● Newspaper and ● Non perishable food weatherproof ● Mirror - to direct the matches. Smoke atsun’s reflection at tracts attention. Fire a passing aircraft will keep you warm or ground search ● Water party, simply extend ● Toilet paper your arm and point a ● Insect repellent/ finger at the passing sunscreen plane. Position the ● Hat mirror so the re● A copy of the survival flected sunlight hits guide from ERSA the extended finger

While we use standard phraseology in our dayday transmissions, just talk with ATC in normal language. They understand the significance of the event. Make sure you write down instructions and repeat any relevant information they provide. They will want your current location, POB (no of people onboard) and other basic information.

Monitor appropriate frequencies. Use known CTAF frequency 10 miles out. Outside that area, use Area Frequencies from VNC and ERC Low. If all else fails, use the frequency 121.5 (national emergency frequency). This might gain the attention of aircraft not on the standard area frequencies.

You are also required to advise the ATSB on 1800 011 034, RA-Aus Operations on 0428 282870 or 0400 280087 and the local police after an accident.

Flight Plan

Do your standard calculations in your flight plan.

Fuel management: It’s not enough to say that because you normally burn 15 litres/hr and have flown two hours, therefore you have burned 30 litres. Do two calculations. It will tell you exactly how much fuel you should have con-

>> when you are over tiger country, you need friends nearby

Weather

Fully understand the conditions and the likelihood of the conditions being different at your destination. The Bureau of Meteorology provides pilots with a dedicated and free phone service. The number for each state is always displayed in every Area Briefing. It’s located in the remarks section.

y a d y a M , y yda

Search and Rescue

Be conversant with use of latitude and longitude on your map. It became apparent that while we

use them to record locations, we are often not able to translate them accurately when communicating with search and rescue teams.

Understand the full ramifications of flight over tiger country. If you must fly over it, maintain the highest possible level. Otherwise fly around it as if your life (and that of your passenger) depended on it.

Read the section in ERSA “Aircraft Emergency Procedures”. Everything from how to fly a search pattern to survival is covered in this section. Practice conducting a search grid, including ideal height and grid pattern. (We found 2500ft AGL proved the most effective). If you are using a GPS unit make sure you have the “bread trail” turned on if it’s a feature on your unit. It helps you identify exactly where you have already flown and avoids duplication.

Communications

Make a Mayday call immediately you strike a problem. Repeat it as often as possible to gain the attention of other pilots. If you are involved in the search, ask for everyone else to shut up to allow you clear contact with the distressed pilot.

Become familiar with calling ATC (Melb Centre etc) and procedures. We don’t train for this in the RA-Aus syllabus but ATC is very helpful. They are your friends in the sky in a situation like this.

sumed and the calculated fuel left in the tank at each waypoint.

Then compare with the tank. From a previous experience when I inadvertently left the fuel cap off, I can tell you your burn and consumption rates may not be the same.

Always make a MTOW check before departure and calculate fuel with a 45 minute reserve (this is usually only about 10 litres in typical recreational aircraft). This reserve is not to get you to your destination; it is to get you out of trouble.

Do not scrimp on fuel. Fuel left in the bowsers is wasted. Refuel as often as you can to ensure you have enough for the flight and diversion should one be necessary.

With many aircraft using Mogas (usually jerry cans from servos) make sure you are familiar with using an airport fuel bowser.

Make sure you always cruise on “the step”. If you don’t know how to do that, have a chat with your flying instructor. It will ensure you are flying economically.

Ensure a comprehensive plan is left with a responsible person. Preferably a pilot.

Add the contact phone number for the Rescue Coordination Centre (RCC) (formerly AUSSAR) 1800 815257 to the flight plan. If you are overdue, the responsible person will know who to contact to begin looking for you.

Plan for last light – it creeps in very quickly.

Put the various state Met Office numbers in your mobile phone. The service is free.

Finally - stay safe

Ensure you see and avoid others who may be in the search with you. Above all else, keep flying your aircraft. We found that the tension can and did lead to less attention being paid to our aircraft’s operation.

So how did this emergency situation resolve itself?

The response by other pilots was phenomenal.

The response from Search and Rescue, ambulance, fire brigade and police was extremely professional. Search and Rescue had a helicopter scrambled from Adelaide and a fixed wing aircraft from Victoria within minutes of the call. It made us feel very proud that as aviators we had this amazing support happening with just one radio call to ATC. Yes it’s their job; but when that fan out front stops spinning, the good guys were right there with us.

The pilot and his wife made their emergency landing in a “best chance” location. The aircraft was damaged but can be repaired.

Both occupants walked away from the wreck without a scratch.

The cause of the failure will never be really known but fuel starvation appears to be the culprit.

We hope this article may save a life one day.

FOR RECREATIONAL PILOTS

. Sport Pilot 49

W

individual drawing was an exact rep ro du c t i on taken from the original 90 pages of drawings by the Sopwith design office all those years ago.

The fuselage and wing frames are mostly constructed of gusseted aluminium components, each member riveted or bolted to the next. Bruce made other design concessions to modernity for the sake of safety, including disc brakes, push/pull tubes instead of cables, and a steerable tail wheel instead of a skid. Also, as La Rhône 80hp rotary engines are hard to come by these days, Bruce decided to convert a VW motor for aeronautical use with a 2:1 reduction drive and parallel coil ignition. This 2275cc motor puts out 110hp, considerably more than the original, so the aircraft should have performance to match its authentic appearance. The 84” x 48”

He had often read about this plane being the most delightful aircraft of its era

ce

u

B

RUCE Clarke is originally from England and has worked in aviation all his life. After completing an apprenticeship in aircraft construction techniques, he started work with De Havilland in 1961. It wasn’t long before he got itchy feet, however, and migrated to Australia in 1963.

Since then he has worked for many aircraft construction and maintenance companies throughout Australasia, including Hawker DeHavilland in Sydney. He retired in 2004 and eventually bought an Air Chalet block at Watts Bridge Memorial Airfield where he now has his hangar and residence.

Bruce’s first project after retirement was an AcroSport single seat aerobatic biplane, which he still owns. However, he has always had a keen interest in early aircraft designs, particularly World War 1 planes, so about two years ago he decided to build himself a full size Sopwith Pup. He chose the Pup because he had often read about this plane being the most delightful aircraft of its era to fly. Said to be a “pilot’s aeroplane”, it was extremely popular with everyone who flew it.

There was a kit available from “Airdrome Aeroplanes” and, although it was advertised as being faithful to the original Pup dimensions, it used modern materials. Just to be sure that he had authentic measurements though, Bruce ordered a complete set of plans from Jim Kiger.

Kiger’s plans were on five large sheets, but each

br

by Arthur Marcel

SOP

aircraft build

IT

.

H

Culver propeller is made from American hard maple.

There are already at least two of these replicas flying in the USA, and so far reported no major problems. Bruce expects to have his Pup in the air within three months. He still has to do the rigging, the weight and balance, and the tuning of the engine.

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Sport Pilot 51

pilot notes

PILOT NOTES Jabiru J170

the aircraft was struck by a strong wind gust just as it became airborne. It drifted rapidly to the side of the runway and the instructor rotated the aircraft to prevent it striking a runway marker but the ventral fin contacted the ground and was damaged.

The student was on his second instructional flight and was being shown how to taxi. As he left the run-up area, he anticipated the turn onto the taxiway too early and the aircraft left the hard surface and rolled into an unseen depression. The propeller struck the ground, damaging one blade.

Savannah VG

Conditions: Wind gusting up to 20kt. with moderate turbulence.

Pilot experience: 449 hrs, 370 on type.

The pilot and a passenger, who was also a pilot, were practicing simulated forced landings over a paddock with a slightly sloping surface. The aircraft was at “late final� when it encountered wind shear and dropped a wing.

The pilot took corrective action but was unable to regain control and the aircraft struck the ground, cartwheeled and came to rest on its nose, sustaining major damage in the process. Both occupants suffered minor bruising and grazing.

FK Lightplanes FK9

Pilot experience: 46 hrs, 10 on type.

During landing, the right wheel touched down first. When the left wheel touched, the aircraft yawed to the left and ran off the runway. It came to rest on its nose after running up and over a slight embankment with damage to its propeller and spinner. The pilot was unhurt.

Jabiru J230

Pilot experience: 38 hrs, all on type.

After becoming disoriented in flight due to smoke haze in the area, the pilot elected to land at a private airstrip. The pilot lost control during the subsequent take-off and the aircraft departed the runway and ran through a fence. There were no injuries to the pilot but the aircraft sustained substantial damage to its fuselage, wings and undercarriage.

Fisher Tiger Moth

Airframe: 197 hrs. ttis.

The pilot noticed a slight vibration in the engine, and assuming it to be a plug failure, started to make a straight in approach to an airstrip. On short final, the engine revs suddenly increased and all thrust was lost so the pilot had no alternative but to put the aircraft on the ground. It ran through a fence and was destroyed.

The reduction drive mounting had failed, possibly due to fatigue in the welds. The pilot was not injured.

Jabiru LSA

Conditions: Light winds and turbulence.

A student was conducting a series of dual circuits. On the third landing of the sortie, the aircraft began to veer from side to side before running off the runway. It ran into soft ground

and the nose gear collapsed. None of the crew was injured but the aircraft sustained damage to its nose gear, propeller and cowl.

Jabiru J230

Pilot experience: 41 hrs, all on type.

As the student was taxying the aircraft, it started to veer towards the left of the runway.

He applied right rudder but it seemed to have no effect so more rudder was applied. Feeling that there was something wrong with the steering, the student applied more right rudder, at which time the aircraft suddenly veered right, resulting in the left wing tip striking the ground, followed by the propeller.

It was suggested that the load on the nose wheel in the initial stages of the incident was too light due to insufficient forward stick pressure.

This allowed the weathercocking effect of the wind to prevent the aircraft from turning. When the nose wheel regained traction, it caused the sudden swerve to the right.

Jabiru J170C

Conditions: Moderate wind, light turbulence.

A student was undergoing a dual sortie of cross wind landings. On the second circuit,

Jabiru J170C

Engine: Jabiru 2200, 595 hrs ttis.

As the aircraft began its take-off roll, the engine began to vibrate and lose power so the take-off was aborted. An investigation revealed the No.2 cylinder exhaust valve head had detached from the stem.

DEFECTS

Corby Starlet

Airframe: ttis unknown.

The aircraft was built in 1979.

While work was being carried out on the aircraft, rudder control cables were found to be corroded and had broken wire strands at the external swaged fittings.

A Service Bulletin (SB-002-15-2012) has recently been released addressing this issue.

FOR RECREATIONAL PILOTS

. Sport Pilot 53

Horsham Aviation Services

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Bob Keen

0429 639 770 smokeysmail@bigpond.com Northern NSW, Qld, NT

board election results RESULTS OF THE NSW/ACT BOARD ELECTION The successful candidates were Michael Apps and Paul Middleton There were 356 valid ballot papers and 23 invalid papers.

Michael Apps - 113 votes Colin Jones - 52 votes Paul Middleton - 191 votes

After distribution of Paul Middleton’s preferences the votes were: Michael Apps - 199 votes Colin Jones - 101 votes Paul Middleton’s 2nd preferences contained 24 votes without a 2nd preference

NSW/ACT AND VICTORIA BY-ELECTION NOMINATION LIST 2012/13 Nominations received as at 4.00pm EST, Friday 7th September 2012.

NSW/ACT (1 position) Dave Caban – unopposed In view of there being only one nomination, Mr Caban was elected unopposed.

Victoria (1 position) Brent Christensen Jim Tatlock

BRENT CHRISTENSEN I have been an active member of RA-Aus for around 12 years. I’m 37, live in Melbourne and work as a Consultant in a Professional Services organisation. I work in multiple business areas to solve both day-to-day issues and long term strategy, architecture, policies and procedures. I have a university IT degree with majors in management as well as industry certifications, along with training in conflict and negotiation management.

Many of my weekends are spent either flying, being at my local airport (Tooradin) or involving myself in other areas of aviation.

I have experience in flying club Committee and Presidency, flying school operations, mentoring and assisting others whenever possible. That’s when I’m on the ground, but when I’m in the air, I fly numerous aircraft types and have a range of experience and endorsements for weight shift and 3 Axis: including Powered Parachute. With my PPL, I also fly high speed GA aircraft types. I have owned and operated four different aircraft over 10 years, including one I kit built and have clocked up around 1,600 hours flight time. I am also currently assisting in the build of my families RV-12 kit. Most of these activities I wouldn’t have been able to do without RA-Aus. It is my opinion the RA-Aus board doesn’t need to consist of a dozen CFI’s from flying schools across the country, but rather a balanced group of individuals with varying experience from multiple industries, both Government and private. That group should be able to be presented with information from governing bodies, members and other aviation groups, quickly evaluate the information and make an informed and rational decision, using their best judgement.

It is my desire to represent Victorian RA-Aus

As there are 2 nominations for one position a ballot will be held for the Victorian region. Voting will close at 4.00pm EST on 16th November 2012.

A ballot paper is inserted in copies of the October 2012 Sport Pilot magazine where a vote is required for those residing in the Victorian region.

Counting of votes will be by the Optional Preferential System.

members and to work closely with the board to assist in the progress of the organisation and to ensure we maintain our present freedoms and to progress where appropriate to expand on those freedoms. My vision for the future of RA-Aus includes: ● Looking after Victorian members’ interests; ● Support increasing Victorian Board member representation from two, to three, to better represent the spread of members across states;

VIC

● Support the further development of NatFly as our national fly-in event;

● Working to maintain owner maintenance privileges for owners to maintain their own aircraft and to support Level 2s by assisting in obtaining low-cost professional indemnity insurance so they can look after the maintenance requirements of other members without fear of financial loss;

● Support for a RA-Aus supported Fly-In for Victoria;

● To support GYFTS our youth training scholarship training programme.

● Support the RA-Aus Sport Aviation Centre programme;

The sky is the limit for our organisation and I look forward to being elected to see your vision and mine turned into reality.

● Working to increase the maximum allowed weight limit and certificate privileges for sport aircraft in the interests of practicality and safety;

● Improved financial accountability by our Management to the Board and our members; ● Introduce a professional staff management programme where Key Performance indicators are set and introduce performance reviews for senior staff; ● Facilitating the free availability to members of information on the new RA-Aus website, such as Board updates, the RA-Aus magazines, maintenance and flight training information; ● Support for flying schools, including standardisation of flight training syllabus with a focus on training standards to facilitate further training for those wishing to use RA-Aus as a “stepping stone” to a PPL or a career in aviation;

Finally, in accordance with RA-Aus By-Law 4, I have no commercial interests in the Recreational Aviation industry.

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FOR RECREATIONAL PILOTS

. Sport Pilot 55

election statements JIM TATLOCK My name is Jim Tatlock and I am a keen sports aviator. I am a middle-aged father of two young children. In my spare time, in addition to flying, I operate my own small business providing Avionics/Electrical Technician (L2) services in Victoria.

Thank you for taking the time to review my credentials, I hope that we share the same passion in the RA-Aus and the desire to see the organisation prosper. For this reason I seek your support in my nomination for the position of Victorian representative on the RA-Aus board.

My association with flying commenced at a relatively young age of 16, largely through the Scouting organisation. In 2007, I was reintroduced to flying, rekindling the relationship and falling in love. I have since completed my RA-Aus tickets, GA Licence and am currently training towards becoming an RA-Aus Instructor. I own a share in both a Hanuman X-air and a Cessna 172 and am building my own Vans RV12 (slowly).

I am a fully qualified process operator at a large Victorian Refinery, prior to this I served in the Victorian Police force for over ten years.

I am experienced at representing the views of members: ● I currently represent 200+ Operations personnel in many tiers of safety committees;

● Held the position of President and Secretary of the Geelong Sports Club; ● Student representative Box Hill Tafe College Council, representing a large student body.

I believe I have the ability to understand the differing views of RA-Aus members, that some wish to fly with limited restriction, while others wish to expand the horizon. I do believe we, as RA-Aus pilots, can achieve both with balance.

I offer the following attributes to supplement the RA-Aus board Strong communication: Balanced representation of the members of Victoria; Accountable: Strong work ethic to ensure actions are accomplished; Legality: My current and previous occupations have given me knowledge of law, both corporate and criminal. I promote that the Association always acts in a manner which complies with the ‘SELL’ principle. Is it Safe, Ethical, Logical and Legal;

I am an accredited accident investigator.

You will no doubt recognise me for my contribution to NATFLY where I was the coordinator for the past twelve years, prior to this year.

From September 2005 to September 2006, I held the Executive position of Secretary of the organisation and from September, 2007 to September, 2008 and December 2009 to November 2010 as Treasurer.

My ongoing mission as a board member will be to promote the current and future activities 56 Sport Pilot .

ship up to date with current events being discussed by the board.

Stability: My interest in representing the RA-Aus members is based on my involvement in recreational flying. With this in mind, I will always work for the betterment of the RA-Aus, either as a serving board member or at my local club;

In summary, we are extremely fortunate to have the ability to ‘choose’ to fly many different aircraft in the Australian skies. There are lots of countries where this is a pipe dream.

I believe we need to protect those privileges and demonstrate to the regulators (CASA) that we can be safe, competent and operate within the laws and regulations governing the RA-Aus. I hope you will support me in my endeavour to assist the board with the future direction of the RA-Aus.

Integrity: I believe that openness and truthfulness is the best approach in any situation, and that much more can be achieved with sharing.

I will always endeavour to keep the member-

I can be contacted on Mobile 0403228986 or email tatlockj@netspace.net.au if you wish to discuss this expression of interest or any other matter.

DAVID CABAN I, David Caban of 30 Braye St, Mayfield, NSW am once again, honoured to be nominated for the position of board member for the RA-Aus for the region of NSW, which I have held previously. I have been involved with ultralighting for about 23 years and have been a member of the RA-Aus for about 21 years. I presently hold the position of RTO (Regional Technical Officer) for NSW. I have been a level 2 maintenance authority holder for 18 years and, in that time, have completed many TDP’s and UACR’s- as well as helped with all other aspects of technical issues including accident investigations.

During this time, I have also rebuilt, repaired and modified many different types of aircraft, usually on a voluntary basis.

VIC

Although the theory of ‘a new broom sweeps clean’, history and corporate knowledge is generally maintained with the ongoing commitment of long standing board members.

All those within the recreational aviation fraternity who know me will agree that I am usually ready to offer any assistance and strive to avoid making any promises which are hard to keep. As I am also the RTO for NSW, this could mean ‘one stop shopping’ for most members in this region.

NSW available to RA-Aus members and to supply the RA-Aus with the views of the members I would represent. I would also respond to members with feedback on the issues concerning them, as well as all other aspects of our sport. I believe the RA-Aus is its members and so, as individuals, we need all the support we can get.

I don’t like bureaucracy or rumours any more than anyone else, so when the opportunity arises to achieve results, I would like to be in the front line where I could better assist my ‘team’. My commitment to running NATFLY is just one example of this.

FOR RECREATIONAL PILOTS

I travel extensively throughout NSW during the course of my employment and as such, can visit many locations and assist many members.

I believe in the statement ‘Minimum cost, minimum regulation and maximum fun’, although safety must not be compromised under any circumstances. As I am of a technical background, I am always ready to offer advice or assistance to keep our sport safe and not jeopardise the position of RA-Aus or its excellent safety record.

I assure you I am here for the long haul and will not walk away in the face of adversity.

I urge all members in NSW to cast your vote but not be swayed by rumours from non RAAus sources.

I have no financial gain from aviation at this time.

members’ market 2439 JABIRU J-170C

2645 JABIRU J200A

Selling your Aircraft? little craft in great condition, VNE 132, Cruise 110-120 Kts. Asking $55,000 for quick sale, East Gippsland. Phone Ray. 03 51555181; 0411956734 (Optus), rjwheels@gmail.com

2760 JABIRU J230C

Airframe 1815 hrs, Engine 3370 hrs, latest mods carried out by Jabiru factory. New tyres, Dynon 10 EFIS plus analog instruments, Garmin 296 colour GPS, Transponder, external charge connector, lambswool seat covers, spats as new, adjustable rudder pedals, strobe, L2 maintained, always hangared, one owner since new. $63,000 inc GST. Phone Bill 0429054205.

19-4165 Manufactured 2004, TT480, engine Jabiru 6 cyl. 120HP. Mechanical lifters Jab prop. Stalls 43kt, cruise 115-120 MTOW 600kg. Three strobes, 2 radios, 1 transponder, auto pilot, Intercom EFIS-D10 System IK2000. Flight & engine monitor, GPS MAP Garmin 296. Cabin heat, manual flaps serviced every 25hrs. Nil accidents. 138lt. Hangared L.T.V. $75,000 Ph George 03 9707 3238

2580 TECNAM BRAVO LSA

2671 JABIRU SP 500/6 19-3717

Factory built, Natfly 2008 winner, 24-4937. Excellent condition, Flies “Hands Off”. Always hangared, TT420hrs, Microair radio, transponder, Fuelscan 450 (couples to GPS),. Low fuel light, new battery, dual stobes, heater, 10ply tyres. Serviced every 20hrs.

Many extras. Ph: 0418 930 100. $70,000 + GST.

2762 SUPAPUP MK IV

Immaculate condition only 165 hrs TT. 100hp Rotax 912. Dynon EFIS D100. Garmin Mode C transponder. Garmin radio. AvMap large screen colour GPS. Dual fuel flow meters with electric fuel gauges.

Electronic trim. Fully maintained by LAME. Always hangared. $105,000 + GST. Phone 0411 471 273 for more details.

Well maintained and hangared. 449.5 hrs. 123kts @19ltrs hr. Sweetapple cruise prop, custom extractors, 10 ply mains, 85ltr tank. STD gauges + electric turn coordinator, volt meter, fuel flow meter.

XCom VHF & headsets, + UHF & 2xGPS. Grim voltage regulator, Anderson jump start plug. Will deliver anywhere. $55,000. 08 9921 8790

2595 MINICAB 19-7218

2750 JABIRU SP-6 19-3485

Excellent condition. Originally VH registered. Only 32 hours on new Jabiru 2200 & Jabiru prop. Aircraft has only 99 hours total time RA-AUS registered until July 2013. Matco hydraulic disc brakes, cargo compartment, really good panel including artificial horizon, 56 litre wing tanks, Microair radio, Hobbs metre and polyfiber covering. A larger oil cooler has been fitted.

This Supapup cruises at 90kts and climbs at 1250 fpm. Burns 14 lph. Included is a custom made, Qld registered trailer. $27,500. Ian 0417 899 524

2765 THRUSTER T 500 Formerly VH-D.G.U This aircraft has been fully restored. New Fabric and Paint, New Instruments, Radio, Intercom New Interior. Airframe has a total time of 505 hours. Engine is a continental C-85 with 900 hours to run in first life. 95 knot cruise at 15 litre per hour at 2250 RPM Price $36,000. Ross 0418 502 270

Regd to 27/6/2013, TTIS A/F 449 Hrs, Engine 14.4 Hrs (New) 3300 (120 hp) Hydraulic Lifter. Garmin 126/8 GPS, Icom A200 Radio / Intercom, ASI, ALT, RPM, EGT, Turn Co-ord, Oil Pressure and Light, VSI, CHT, Oil Temp, Volts, Elec Fuel Pump, Compass, Throttle Lock ,Wheel pants to mains, Hyd Brakes, 80 Lit Tank, Cockpit cover, Build Books, Extras. A great

25-0780 2 seater T/T 1165 hrs, 582 Rotax 225 hrs

About Members’ Market Ads MEMBERS can e-mail, fax or post market ads to the RA-Aus head office.

Stampils Publishing does not handle market ads. Payment by cheque, money order or credit card must accompany ads which must be paid prior to publication. Deadline is the first of the month, one month before the cover date. RA-Aus accepts all major cards (except American Express and Diners Club).

Text - $15 (50 words maximum - text will be edited when it exceeds maximum limit). Text and photos - $30 (include stamped addressed envelope for return). Neither RA-Aus nor Stampils Publishing accepts responsibility for any errors or omissions. The Members Market is

58 Sport Pilot .

FOR RECREATIONAL PILOTS

subsidised by members and is for non-commercial sales only.

Before purchasing any aircraft/engines/equipment that appear in the members market make sure that the technical details and registration information is correct for that type and model of aircraft/engine/equipment.

RA-Aus takes NO Responsibility for the technical accuracy of the details and information attached to each advert in the members market and may not be able to transfer the aircraft after purchase.

RA-Aus and Stampils Publishing reserve the right to withdraw from publication, without refund, any ad deemed unsuitable, including low quality or faulty images.

RA-Aus head office & Members’ Market enquiries

Ph: (02) 6280 4700 Fax : (02) 6280 4775 E-mail: admin@raa.asn.au Website: www.raa.asn.au

since overhaul. UHF and ICom VHF Radio. New tubeless tailwheel. Long range fuel tank. Flies great and well maintained. $15,000 Hangered in Helidon/ Toowoomba area. Complete spare engine and gearbox also available. For more info ph Paul 0427 622 176

2775 PIONEER 200 XL. 24-5118

Factory custom built. Long range tanks, Lawrence GPS,SL40 Garmin radio, JPI FS fuel flow monitor, standard gauges, electric aileron trim, electric elevator trim , flaps, metallic blue paint, blue tint canopy, landing & strobe lights, cabin heat, wheel spats.Privately owned & only flown by owner. Excellent Condition. Always kept in fully enclosed hanger Nill accident. Magnificent to fly 231 Hrs. $75,000 Plus GST Ph. 0429 457 759

electric trim.Glide ratio better than 23:1.Cruise 97kt.

130L fuel, 600kg MTOW.Great visibility. $110,000.

Will deliver. Phone or email for more details. WA 08 9851 4147, jandshoward@westnet.com.au

2942 TL 2000 CARBON STING

680 hrs,always hangered, Rotax 912 uls, EFIS, transponder , full recovery system, CD, in flight adjustable prop, wing tip strobes, cruise at up to 135 kts. Too many extras to list. Full history. Thousands below replacement. $107,000, inc GST. Phone Terry, 0427 561 562 for more details.

Reg 28-4154 Rotax 912 TTIS 540 hrs. LAME built and maintained and always hangared. Instrumentation includes AH, VSI, and engine instruments. 100litres fuel. A great versatile plane, a joy to fly. Cruise 75+ kts. at 14ltrs/hr. $38000 Ph 03 5978 8212.

2996 CARBON CUB SS

White and Silver, rego 24-8015 as seen at Temora, 180 hp, ipanel, extended baggage, 3 by 3 landing gear and more, 60 plus hours still under factory warranty, big discount from new price. Call Steve 0414 444 971

3020 XAIR 2.2

Jabiru motor. 400 hrs.

Electric carby heat.

Patroney prop. Wide entry doors. Aircraft has been well maintained & regularly serviced. Motor had a top end overhaul 30hrs ago.Ultralam Skins replaced 4yrs ago.

Reliable fun plane.

Criuse at 70kts burning 14 ltr/hr. Hangared at Warnervale. $22 000, Sheree 02 4390 0005 or 0408 680543

3021 JABIRU LSA 55

2990 AIRBORNE TRIKE Less than 100 hours on factory rebuilt engine, always hangared and LAME maintained. Bendix King radios and Transponder. Full GA panel, AH and DG. 65lt tank.

Flies well, good performer. $29,000, offers welcome.

Ph 0410 576 011

2861 Y COLYAER MARTIN 3 LSA

As seen at Natfly 2009/10. Excellent condition, 252hrs TT, Rotax 912ULS 100hp, AirMaster fully featherable CS prop, Dynon 180, Garmin 296 GPS,

3015 MAGGIE 19-7617

Single seat all metal, VW 1835 single iginition, ICOM vhf radio. Designed and built by owner. Price $12,000.00 ONO. Tied down near Gatton SEQ. Email Don at don. mellow@optusnet.com.au or ring 0732818449

2823 XT912 - AIRBORNE TRIKE

New sst wing with only 45hrs, base 450hrs, excelllent condition, no incidents, always hangared and covered. Set up for touring. c/w covers, pylon bag, o/ night covers, landing light, bar mitts, engine cover.

Trailer available. For further info please phone 0419 518 353. Making way for new aircraft.”

RA-Aus registered (32-7852) and fully optioned Dragonfly with Combat T wing, Bailey 4-stroke engine, electric retracts, flight & engine instruments, parachute, manuals and log books.

17 hours TT. Simple, fun and affordable flying at its best! $23,500 contact Larry 0408 815 094 or email fly@airsports.com.au

2971 KITFOX 111

2804 BANTAM B22S

Rotax 582 260TT, A great machine to fly with a short take off and low landing speed. Aircraft always hangared. Western Australia. Reason for sale building a new aircraft. VGC Including 2 X helmets with inbuilt headsets. $17,000 ONO.Ph: Ian 0458 727 111 or email ianclapp@bigpnd.com”

3009 DRAGONFLY

IMMACULATE Airborne Trike Edge Executive STREAK WING. FINNED SPATS UPGRADED SEATS GarminGPS, IcomA22 Radio, Helmets & Headsets, 3 Onboard Cameras, Soundsystem, Strobes, Travel & Dustcovers. Larry Larder, Crosscountry Bag, Stoneguard plus MANY SPARES. Optional Trailer Available. Engine and Airframe 312 hours Wing 60 hoursYou will not find one of these in better condition, it rivals newer models with nothing to spend ! $16500 ONO Martin 0402 348 653 Adelaide

3022 SONEX 19-8143

Aerovee 80HP. TT 100 hrs. Garmin 196 GPS. Microair

FOR RECREATIONAL PILOTS

. Sport Pilot 59

members' market

Radio. Headset. Cover. Cruise 100kts. $46,000 OBO Phone 0412 537 730

3032 KR2 - FAST & FUN

3024 FLIGHT DESIGN CTSW

406 hrs TT eng & airframe, owned & maintained by L2,18 ltrs/hr, 7 hrs endurance @ 110-120 kts cruise, Dynon EFIS, 50kg luggage. THE BEST u/l there is.

Looking for offers 0407 761619

3025 GATTON AIRPARK (YGAS)

Jabiru 2200 engine, 110 Hrs TT, Sweetapple Propeller, Galaxy Ballistic Shute, XCom 720 Radio with Intercom, 110lt Fuel Capacity, L2 maintained, Always hangared, 110Kt Cruise, 15lt/hr, $21,000 ono, 0419 654 048, more at http://athertonairport. com.au/atherton/forsale/kr2/

3049 JAB 3300 MOTOR

3035 NEEDS TLC

Best airpark in Australia. 4br architect designed luxury home with in-ground pool, 2000 sq m block, 12m x 16m hangar, 750m grass strip, established garden plus lots more. Call for details, make an offer 0407 439807

3027 SAVANNAH

Rego 19-5234. No 2 plane ready only 1 hangar. This one has to be sold by order of her indoors. Late series jab 2.2 all updates done less than 500 hrs since engine has new. Garmin 196 - icom 210 - asi - altimeter - turn & bank - ch, temp - oil pres - hr, mtr - taco fuel gauge. $27,500 firm! be quick. No tyre kickers please. Fly away no more to pay. Ps you couldn’t buy a kit & build for this price. Call Peter 0409 505 393 or email peter.brown505393@gmail.com.

3300a Jab Engine complet sir no 33a862 hp120 ttis 170 on 23/4/2012, motor rebuild new cylinders, piston, heads, by Jabiru motor has 2 hrs on. Also a prop an cover, eng mounts, complet kit forward of fire wall. There is jab waranty, and motor has to be run in. $10,500 ono ph 0407 176 252 ah 07 3287 3001.

Sturdy little 95.10 aircraft. Needs one wing recovered and engine. Has mounts for Rotax 447, large aluminium long range tank. One weeks work and you’ve got a flyer. $1000.00. Phone 03 5856 2154

3050 24-7427 DEC 2009

3036 J160 1/7TH SHARE FOR SALE AT YADG 106 hours, built 2006, always hangared, professionally maintained. Bolly prop, V.G.s fitted, standard instruments, dipstick access,Garmin SL 40 radio, Garmin 296 GPS. Brakes fitted both sides. $48,000 negotiable. Call 08 8536 3101 or losdos@optusnet.com.au

3028 FLIGHTSTAR 11 SC

A 1/7th (one seventh) share of a factory built LAME maintained Jabiru 160 is available. The aircraft has it’s own hangar at Aldinga airfield. Flying costs are $45ph wet plus $70pm. Share price is $9,500.

Contact Steven on 0430-464-725 or at steven@ jaglanbeta.com for more information.

3040 HOMEUNIT FOR SALE Brand new beautiful 2 seater. Shown with protective covering on windscreen and doors. Airframe 0 hours.

Engine 0 hours. 80HP HKS. Fuel injected turbo with intercooler. Aerolux 3 blade adjustable prop with spinner and individual blade covers, Carpeted interior and Mylar FLying surfaces. Hydraulic disc brakes. ASI, ALT, VSI, tacho, manifold pressure, slip indicator. $39,500. Ph 0419439976

Discover Redcliffe. Live and play by the sea. Relaxed flying. Council airport 6km away. RAA/GA Clubs/ schools. Retired Jet Captain selling luxury 3bed beachside apartment. Bay/Island views forever. Huge protected deck. 30km hi-speed hwy to Brisbane Airport. $500-800k buyers please seek details/photo’s dallasdoll@bigpond.com or 07 3880 1623 Streak 3 wing, MicroAvionics intercom, 2 x headsets, 2 x helmets, stone guard, bar mitts, strobe light, dust covers, L2 maintained (670 hours) and always hangered.

Peter 0447 439 033 Price $39,000.

3048 CHEETAH - SIERRA

Phone Graham 0428298057 based in Caloundra

60 Sport Pilot .

3052 JUST AIRCRAFT HIGHLANDER

3042 AIRBORNE XT-912 OUTBACK

RAA and GA aircraft delivered anywhere in Australia.

Ow ner to cover all outgoing costs including air fares.

No charger for my time.

Fly Synthesis Texan 550. Excellent condition, nil accidents TT 750hrs, 2000hrs TBO rotax 912ULS 100hp, In flight adjustable 2 blade propeller, 115knot cruise, AvMap EKP-4 GPS, turn and bank gyro.

Transponder, radio, intercom, electric trim on control sticks with L/R trim select switch, cabin lock, cabin heat, lockable fuel caps, blue canopy, special colour scheme decals, TEXAN brand decals etc. Provision for fitting ballistic parachute, manifold pressure gauge, EGT gauge, Tail & wing tip strobes, wing tie down mounts, compass, ASI, VSI, altimeter, RPM, cyl head temp, oil temp, oil pressure, fuel pressure, 2 fuel gauges & low fuel warning lights. Power socket, trim indicator, flap indicator, hour meter, carby heat, landing light, currently at Caboolture on line with possibility of work for the new owner if needed, currently paying for itself. $100,000 plus GST. Ph 0407 603 510

FOR RECREATIONAL PILOTS

RA-Aus reg,107 hrs TTIS, 100 hp 912S, G.A. Kiev Prop composite 3 blade, 100 litres fuel, deluxe interior, Professional PPG aerospace 2 pak paint, 600kg MTOW, 294kg useful load, $90,000.

Unstarted kit also available. Ph Peter 0418 129222.

3054 LIGHTWING 582

“LET

TONINI BROS

S TA

LK”

ITALIAN HIGH PERFORMANCE WOOD COMPOSITE PROPELLERS SINCE 1969

• • • • CNC MANUFACTURED TO EXACTING STANDARDS AND HIGH QUALITY WITH THE ITALIAN PASSION FOR EXCELLENCE.

constant speed electric or hydraulic in flight adjustable ground adjustable custom propellers on request

Fast delivery for standard fixed pitched to suit RV, Tecnam, Jabiru and most RA-Aus aircraft.

Now increased inventory for Tecnam propellers

For best Prices and availability call Chris at GT PROPELLERS AUSTRALIA

Phone 0415195095 Fax (08) 8326 7268 Email chris@gtpropellersaustralia.com.au or visit www.gtpropellersaustralia.com.au

members' market

582 Rotax 290hrs, Factory built, rego 25-0326 until July 2013. New brakes, fuel filter and plugs. In good condition. Always hangared near Glen Innes. Currently in Ballina. Owner has moved to Sydney, $23,000. Call Sam Mob; 0427 929 211

3060 5055 TECNAM P92 ECHO SUPER

3066 MICROLIGHT XT 912 4 STROKE

As new, 2007 mdl, 68hrs. A S, well equipped with Dynon D100 EFIS & Digiflight VS II autopilot linked to Lowrance 2000C GPS, Garmin SL40 VHF Comm, Garmin GTX327 Transponder, Garmin 296 GPS, Fuel Scan FS-450, Elec. AH/Turn and Balance, Cabin heat, Strobe, L’Light, L.R Tanks, and more, Hangared, LAME Maintained, $115,000+GST, tax invoice avail. Ph Ian 0418 311 896 or mcpherson01@live.com.au

Airborne Trike as new TT 220 hours Helmets (2x) intercom radio and Headsets cruise wing engine cowl large windscreen Spat , prop and trike covers Suite.

New trike buyer Colour Garmin GPS seeing is buying Price $44000 the lot Call Martin 0419610975 Email: martin@lakemacquarieglass.com.au

3055 CHEETAH XLS BY RAINBOW AIRCRAFT

Factory built 24 – registration. Jabiru 2200, 80 Hp engine. 64 Hours total time engine and airframe.

Single owner and pilot, always hangared. Easy to fly and responsive in spacious cockpit. Cruise 70kts, 110 litre tank. Built for tough conditions. Digital engine monitoring and flight instruments with analogue backup. Economical. Very easy to maintain and work on. Based at Bunbury Airport, WA. Price AUD$ 38 500 ONO. Half share considered.

3061 BUCCANEER ULTRALIGHT

3057 12/2007 SPORTCRUISER

always hangered about 500 hrs in very good condition, leather seats adjustable pedals toe brakes both sides. garmin 296 gps radio and transponder, dynon D100 nav & stroibe lights, wing lockers, new 3 blade prop update front gear assy cruise 115 knots priced to sell $98.000 phone Tony on 0429 132 128

3058 TECNAM RG 2000

700Hrs in very good condition owend and maintaind

by L2 & L4 friend all updates done lates heavy duty undercariage incluiding rocker boxes, Garmin AERA 500 GPS 2 x microair radios and microair transponder full panel Vac turn & bank AH &dg. Fantastic retrac plane to fly 124 knot cruise $100.000 + gst phone Tony 0429 132 128

3069 SAVAGE CRUISER

Buccaneer amphibious 2 seater with rotax 618 75hp.

Dual controls, flaps, retractable undercarriage, icom a210, two bose noise cancelling headsets, alum fuel tank, epirb, great fun aircraft,excellent condition tt 150 hours , must sell $22000 onco, email hydelotter@hotmail or call 0488791175

3062 HKS 700E ENGINE

STAND OUT IN THE CROWD. Two types of pilot; those that are completely in-love with this aircraft and those that have not yet flown it. Factory build; performs almost as good as it looks. 100HP Rotax, outstanding short field performance. Comfortably (and legally) carry over 200kg payload PLUS full fuel. Always hangared and maintained by LAME/L2. ICOM radio, Garmin Transponder. $80,000 (incl GST) Contact Paul 0417 561 397

3077 AIRBORNE 912 TUNDRA

3.47 b type gearbox. Only 5 hours from new.

The engine was purchased by Airborne from HKS direct and was used to evaluate a potential new product. The engine performed well but is better suited for a tractor installation. Comes with: HKS Tacho, Electric Fuel Pump, Type 4 muffler set, Oil Tank, Oil Cooler. See engine http:www.hks-power. co.jp/hks_aviation/products/700e/cad.html $7500 plus shipping Australia wide. Call spares or email spares@airborne.com.au. Airborne Australia (02) 4944 9199

Full package. Base 538hrs Upgraded by Airbourne at 375hrs with new Streak 3 wing ,new mast , was used as Airborne Tundra demo.

Purchased from Airborne May 2009 with new Lynx helmets & headsets, training bars, full set of travelling covers & camping cover. Includes ACT registered trike trailer for pod & wing & with 4 jerry can holders. Garmin GPS111, GME PLB MT410G, additional handheld Vertex Pro V1 plus tools, spares & some parts. Bolly prop recently serviced. Hangared Canberra area . Log books. Contact Rick 02 6258 5579 Mob 0409 847 680 All for $46,000.

3065 TRIKE TRAILER FULLY ENCLOSED

3080 JABIRU J120

Trailer dual axle storage shelf security mesh custom designed wing box with rollers and ladder wheels jerry can holders winch your portable hanger one man operation a must to protect your trike from the weather Paid $14000 Sell $7000 good condition.

Phone 0419610975 email martin@lakemacquarieglass.com.au

Factory built in 2008. 400 hours, hydraulic engine, all Ads done including crankcase through-bolts replaced factory. Transponder, Microair radio, headsets, toolkit, spare propeller, new main gear tyres. Hangared in Darwin. Featured in September 2008 RA-Aus magazine. $42,000. Call Steve on 0428 864 831

3059 J3 KITTEN 10-3660

A classic single seat aircraft. 447 Rotax TT90hrs.

Push button start. Microair760 radio. CHT/EGT. ASI & VSI. Compass. Fuel Flow meter. Dual fuel tanks, total capacity 43Litres. This aircraft won best 95.10 Natfly 2008 & is in excellent condition, stored in a custom built enclosed trailer, a pleasure to fly. Can be delivered. $15,000 ONO Ph Mike 0412 776 849 62 Sport Pilot .

FOR RECREATIONAL PILOTS

members' market

3081 2006 TECNAM

Paint, (2) helmets, Garmin GPS map Built in dash Mount, cover, Strobes, UHF and VHF Radio and more.

Replacement value $90,000. Selling $65,000.

Updating to a 914 MTO SPORT. Chris 0428444868

3091 1994 PEGASUS QUANTUM TRIKE

3087 HELICOPTER MINI 500+

P2002 Sierra. Rotax 912 with GT prop TT 1000. Dynon D100 EFIS, Garmin SL40 VHF, Garmin GTX327 Txp, JPS fuel flow, AVMAP EKP-IV GPS, strobes & nav lights, heavy duty custom made cover. Privately owned - Excellent condition. $93,500 No gst. Ph 0402 033 347

3082 FACTORY BUILT JABIRU

Jabiru 2200 Powered. Proven Performance. VH-ALV in Experimental. Awarded “Best Sports Helicopter” Avalon 2009. Includes Fly on/Fly Off Reg. Trailer.

Medical Reason for Quick Sale. $25,000. Almost a Giveaway. PH: 0449947067 for full Details & History.

Gold Dredge also available

T2 2753 Q2 wing with new sail 582cc Radio, intercom, gps, books, helmet. Loading rack, aluminium wing rack all in excellent condition 467 Hrs. $23,000 ONO will deliver anywhere in Australia ute for sale too. Ph Kerry 02 6686 9195 Ballina NSW

3092 CESSNA 162 SKYCATCHER

3088 ULTRABAT VH-ANT 1986 lsa 2200, engine time 100 hrs, total 1380, normal dash transponder, icom radio, absolutely a pleasure to fly, E-mail dippy-dave@hotmail.com or call 0403871451, located coffs harbour NSW $37,500

3083 BANTAM 22

Spare fuselage tubes and undercarriage parts. Contact ari@burnett.net.au

3084 JABIRU J200 19-3512

New Skycatcher for sale. Full LSA CofA. Options fitted include Second MFD, EGT, Sun Visors, 406 ELT, Oil Quickdrain, Tow bar and Graphics kit. Cessna is right. This really is a fun airplane. What are you flying this summer? $149,000+GST. Phone Mike on 0403 811 707 Removed from GA register Can be registered as single seat RA aircraft or VH Experimental (home built).

Designed to be capable of unlimited aerobatics.

Wonderfully historic aircraft and a crowd-puller.

Designed and built by the late George Markey and Scott Winton. Excellent condition. Complete log books. Always hangared. TTAF 398 hrs. Rotax 583 powered. Keen to sell. Contact Chris Hamilton 0418 234 000 or ultrabat@gmail.com $15,500.00.

New Dec 2009, 360 hours, Excellent Condition, always hangared, Rotax 912ULS, In flight adjustable prop, leather seats, Dynon D100, Landing Light, Garmin GPS Mount, Icom Radio, Mode C Transponder, Additional vents, toe brakes, 115Kts TAS, superb aircraft to fly. L2 maintained. Brisbane. $118,000 offers Ph: 0421 278 580

3089 EVANS VP-1, VOLKSPLANE Deceased Estate, Serial no. 0001 Built by Phillip Ainsworth of Jabiru Aircraft Pty Ltd., First registered 16 March 2001. Full GA instrumentation, Garmin aera 500 GPS, Microair M760, 600hrs TSO, Hangared at Penfield Sunbury, Sold with fresh annual inspection. Many extras, please call or email for more details. $59000, contact Russell ph 0429959446, russlee029@gmail.com

3094 JABIRU J120

3085 JABIRU 1600CC

Dec Estate, VH-DJC reg in 1979, then RA 19-1084. Fus & Wings in Good Cond. Full Inst. Comes with one Recon 1834cc VW eng never run, Two disassembled VW engs with 4 new 92mm cyl & pist, 2 new heads, all plans, eng cowls, props, Canopy, wheel fairings and numerous spares. Great project requiring little work. $4500 the lot. 02-63682914 or linhook@westnet.com.au

Always hangared, registration 24-3075, factory built.

Full instrument panel with transponder, Bendix King KT76A, Icom A200 2 channel with intercom and two headsets, 50 litre fuel tank, low hours since overhaul

by Jabiru. Quantity of spares, lambs wool seat covers, epirb, etc. Price AUD$30,000 including GST. Contact Barry Roberts – 0400134129 or (08)93322735

3090 SUIT NEW BUYER

3086 MTO SPORT,912 LIKE NEW

It is in immaculate condition , Log Books, professionally Maintained, Duel Controls, 205 hours, Flip Flop

3093 EVEKTOR SPORTSTAR MAX

Reg 24-5485 08 model factory built 450 hours tt airframe and eng standard panel plus vsi 296 garmin, cabin heat, spare prop, new tyres, all maintenance up to date, cruise 100+ knots @ 14lt/hr, only flown by two experienced pilots, always hangered, 9.5 out of 10 inside and out, excellent condition as new. Asking $45,000 gst inc. ono. Ph. 0428954262 or 0408504531.

3095 SONERAI 11L 53 hours, top of the line Airborne XT 912 SST. Ex factory January 2010, SST wing, Disk Brakes, Tundra Wheels, High windscreen, SKY DAT G2X avionics, Training Bars, Log Books. Microair M760 radio dual channel monitoring, 2 x Icaro helmets, 2 x Lynx head sets, pilot/ passenger intercom, dust covers, engine cowl, wing bag.

Rotax 912 engine, carby heating, electric start, Bolly prop. CASA approved and tested to 6G +ve and 3G –ve.

Always hangered, checked over by Airborne, now stored at their factory. Price $55,000. Frank 0439 496 562

For sale $40,000.00 or swap for lightwing, kitfox, Gazelle or similar price ads. Phone 0400 594 886

3096 24-4757 FOXBAT A22

FOR RECREATIONAL PILOTS

. Sport Pilot 63

members' market Always hangered. One owner operator, UHF, VHF, Enigma Panel, Cabin heater, 912ULS Rotax 250hrs, offers above $65,000 considered. Making room for new aircraft. Contact - Glenn 0438192656

3102 CHOICE OF TWO

Contact Nathan Muller - 0413 138 906.

3108 SAVANNAH FOR SALE

3097 AIRBORNE EDGE X MICROLIGHT

582 blue head rotax, 25 hrs since bert flood full recon. Streak wing. Helmets, headsets, radio, covers, training bars. RA-Aus rego, licensed trailer with wing carrier. All in excellent condition, no money to spend. Ready to fly and enjoy. $16,500 ono. Located Perth, WA. Ph Simon 08 9450 5953

3098 TECNAM BRAVO P2004

1. 19 Registered - Dynon glass cockpit and auto pilot - lowrance 2000c colour gps garmin VHF radio and garmin T/ponder. Jabiru 3300 engine. 2. LSA Registered - GRT glass cockpit and auto pilot - garmin VHF radio and garmin T/ponder - garmin 695 colour GPS. Jabiru 3300 engine. $120,000 (negotiable) Dennis Brorchardt 0408 813 501 Goolwa Airport SA.

Rotax 912 - 100hp, XCOM radio/intercom, 300 hours engine and airframe. Always hangered, MOGAS used 95%, regular servicing by LAME. Fuel flow meter. $52,000 ONO, 0417 141 542

3109 X AIR

3103 ZENAIR CH 701

Serial No. 069 ,TT171 hours - one owner. Rotax 912ULS engine 100hp, TAS 115-120kts at 19LPH, 100 litres Premium unleaded or Avgas. As new condition - 2 place all metal aircraft. Has been GA registered - now RAAus registered. Fully maintained by qualified LAME with all log books - Nil damage history. Airmaster constant speed unit, Variable pitch propeller, Fuel flow meter, Vacuum Pump, Artificial Horizon, Turn Co-ordinator, Altimeter, Air Speed Indicator, Vertical Speed Indicator, Compass & Directional Gyro, King Transponder Mode C. Intercom, King VHF Radio, XCOM VHF Radio, Strobes & Nav Lights, 406 MHz EPIRB distress beacon, AVmap EKPIV large screen colour GPS. Step down from GA into a Light Sport Aeroplane and you won’t even know the difference. Cost $170,000 but will sell for $135,000 (no GST) Phone: 0428-878-505

3099 PACIFIC HAVEN AIRPARK

OWN A SHARE IN A 3000FT. BITUMEN RUNWAY WITH PAL LIGHTING @ BITUMEN TAXIWAYS. NEAR HERVEY BAY. 3 BEDROOM HOUSE WITH 15X14 METRE HANGAR. ON 2.5 ACRES, ESTABLISHED GARDENS AND LAWN WITH FRIUT TREES. 2 DAMS, 2 TANKS. NO BODY CORP. FEES. FOR ENQUIRES PHONE 0741290651. OR donlee@ y7mail .com

3100 ESQUAL-VM-1

912 80hp 850Hours tt. Retractable slats, stol wings.

Tundra tyres, micro air radio, fuel flow meter and all other appropriate gauges. Magellan GPS, Powerfin 3 blade propeller, electric trim, 80 Litres fuel. Hangared Bundaberg. $35,000.00 ono Ph. 0414535232 or email: kroozin@optusnet.com.au

TT 135 hrs, rotax blue head 582, micro air avionics XCOM intercom, sky dart. G x 1 panel, cummins spinner, lexon doors. Spats exl-condition. $22,000 ono, hangared wentworth. Ph 0448 001 825 Geoff.

3110 SAVANNAH ROTEX 912

3104 ROTAX 618 ENGINE

75hp complete with e type gearbox and exhaust system done 130hrs $3000 ph paul 0427 622 176.

3105 AIRBOORNE XT 582 TUNDRA

Year 2009, T/T 200 hours, cruze wing. Rotax 582 UL99, oil injected, electric start. Icom radio, new Lynx interface, Lynx head sets. Excellent condition, always hangared, no accidents or hard landings, regularly flown and maintained. More photos available on request. Located at Ballina, NSW. Reduced price $29900. Contact: 0420 419 172 email: seaview92@gmail.com

100 hp, T T 125 hrs, long Range fuel tanks 150lt.Cab heat and carb heat, Strobe landing lts and nav elect trim, VHF,HF,UHF all engine inst. 2 Garman GPS, fuel flow meter, 172 tyres, lock doors, Vortex generators. All latest upgrades, trim and fly hands off, always hangered. 100mts land and take off was set up to fly around aust large baggage all latest upgrades Full service history lamee maintained. $48,000.00 ono my email 999space@gmail.com send me ur land line Ph: 0416 962 011

3111 TECNAM P96 GOLF

3106 FISHER FP-202 KOALA Reg.,19-4744. F/glass kit, built by experienced builder to 544kg MTOW. Only 94 hrs.eng.,fuz, Rotax 912 100 hp.Cruise 115 Kt.18 Lt/hr Glass C/pit. Dynon EMS & EFIS.Const/spd or Inflt.adjust.prop. Garmin SL40 radio & 296 GPS.2 Dav/Clark H/sets. 3 strobes,2 Land/lts. constantly hangared. Best offer over $60,000(no GST) as other hobbies pending. Ph 0352412002---0410524129

3101 SAVANNAH SERIES 2 VG

470 hours. Always hangered. 150ltr tanks @ 17 lph. Tundra tyres, 3 bladed cool prop.

Landing light. Observer doors(makes it wider).

X-com radio with intercom. Extended lugguage bay. Fuel flow meter. Mounted Lowrance Gps 2000.

Price $50,000. Email lern2fly@hotmail.com or ring 0419414031.

64 Sport Pilot .

100hp 24-4868 3200hrs total time with 150hrs remaining on engine. Always hangared and LAME maintained. Bendix King NAVCOM with built in VOR, Bendix King Transponder. Flightcom intercom. $55,000. Phone: 0410 576 011 Classic single engine seat Piper Cub style, in very good order. STOL performance, 55kt cruise. 165 hrs TT on fan-cooled Rotax 447 with Sweetapple prop.

ALT, VSI, ASI, RPM, CHT, EGT, compass, Icom A-20 VHF, David Clark headset, Lowrance Airmap 500 GPS. Comes with fully enclosed trailer, floats (never been fitted), wheel spats (currently not fitted) and hand trolley. Easy and fun to fly. Located Northern Tasmania. $10,500 ono, Ph: 0419 375 291, Email: jockster1059@gmail.com.

3107 ROTAX 912

100HP, 1700 total time and recent overhaul of carburettors and new sprag clutch installed. Excellent running order, would suit private RAA pilot looking for low priced option and 300 hours to run. Engine currently in aircraft and can be viewed or test flown.

Shepparton Victoria. Price $6490.00 GST included.

FOR RECREATIONAL PILOTS

3112 AEROPUP WITH TRAILER

24-5774. 2 seat, folding wing. Built 2008 TTIS 160 hours. Jabiru 2200 hydraulic engine; cruise 80 knots.

Instruments include: vertical card compass; fuel pressure; CHT; EGT; oil pressure & temp; Magellan 315 GPS; XCom Radio; Dave Clark headset. Tandem enclosed trailer, registered & professionally build. Will separate. $49,000. Always hangered. Phone Russell: 0488938050. Mallacoota.

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P O W E R E D PA R A C H U T E

Ph: 0423133056

E: rob@australianppc.com

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CORBY STARLET

AUSTRALIA’S OWN SINGLE SEAT AMATEUR BUILT DESIGN NOW FLYING IN AT LEAST 8 COUNTRIES

PLAN SET $325

Fully revised & expanded (incl postage within Australia)

INFORMATION PACK $10 John Corby 4B/29 Clovelly Rd Hornsby 2077 jcorby@tpg.com.au

02 94829650

GIVING YOU PEACE OF MIND Corporate Authorised Representative of Millennium3 Financial Services Pty Ltd AFSL 244252 ABN 61094529987

AAA Fasterway Parachutes 40 Adelaide Biplanes 20 Aerochute Industries 43 Aeroplane deliveries 60 Aerosport Aviation 38 Air Warrnambool 66 Alpine Aircraft 54 Anderson Aviation Australia 5 Asia Pacific Light Flying 6 Atec Aircraft Sales - Zephyr 38 Atherton Aerodrome Apartment 52 Australian Aircraft Kits 9 Australian Commercial Credit 22 Australian Powered Parachute 65 Bendigo Flying Club 40 Bert Flood Imports (Rotax) 30 Bolly Props 36 C & H Freight 16 Caboolture Recreational 52 CAI Insurance 20 Central West Flying 38 Coominya Flight Training 22 Corby Aeronautics 65 Corvus Aero 6 Foxbat Australia 22 Gofly Aviation 57 Gostner Aviation 66 GreenDot Financial 65 GT Propellers 61 Horsham Aviation 54, 55 Jabiru Aircraft 36 Mendelssohn Pilot Supplies 36, 68 OAMPS 43 Oasis Flight Training 57 Outback Aircraft 66 Pacific IBIS 26 Quicksilver 16 Recreational Flying Co Gympie 40 Riverland Flight Training 46 ROTEC 16, 28, 41 Seamax 7 SeaRey 52 Sennheiser 57 Skyshop 2 Skysports Innovation 36 Skysports Training 65 Skywise Micro Lights 66 Sling Aircraft Australia 67 Sport Aviation Tocumwal 22 Super Petrel 61 True Track Flight System 40 Ultra Aviation 47

FOR RECREATIONAL PILOTS

. Sport Pilot 65

Savannah

ROTAX 100HP REALIABILITY

XL VG FROM $77,950 S VG FROM $80,950

FACTORY BUILT INCLUDING GST EX.BRISBANE Learn to fly in the user friendly Savannah and enjoy your flying

Stall 26kts Take off 35m Savannah XL Quick build kits Kit 1 $20,500 Kit 2 (without engine) $30,000 Kit 3 (With ROTAX 100hp ENGINE) $50,500

PRICES INCLUDING GST EX.BRISBANE PRICES MAY CHANGE WITHOUT NOTICE PHOTO INCLUDES EXTRAS

Visit our website www.outbackaircraft.com Phone: 07 4092 5507 Email: tea.7@bigpond.com OUTBACK AIRCRAFT PO BOX 513 MAREEBA QLD 4880 For Savannah Kits and Aircraft WA Rick 08 9757 9109 or 0409 778 021 EA Reg 02 6729 9202 or 0418 157 044 SA Richard 08 8641 0066 or 0418 805 390 For Savannah Kits, Aircraft and Parts Ian 0429 891 501 or iananglenys@bigpond.com

Learn to Fly Recreation Aviation Training

Skywise Microlights

Pilot Certificate Cross Country Instructor Ratings GA --> RAA Conversions

General Aviation Training GFPT (Student Pilot) Private Pilot Commercial Pilot RAA --> GA Conversions

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Warrnambool Regional Airport 146 Mailors Flat-Koroit Rd, Mailors Flat, 3275 P: 03 5565 9139 E: info@airwarrnambool.com.au W: www.airwarrnambool.com.au

happy landings

Hostie downsizes while upsizing J OSEPH Biffin sent in this picture of his 32 week pregnant wife, Lori, who likes to go flying with Biffo in his Piper Sport.

Lori used to be a First Class Flight Attendant with Emirates Airlines. That’s how she met her husband. She reports at first she was

a little scared flying in the Piper Sport. After all, the aircraft she normally used was an airbus A380).

But, she says, now she loves it.

“I like flying in the Piper Sport with my husband. It is very comfortable and we get to meet lots of nice people.”

Got an aviation moment you’d love to share? Your kids or maybe your club get together?

Send a photo as a jpeg attachment and a short explanation to editor@sportpilot.net.au

WE WANT YOU!

Now the warmer weather is returning, there are more and more flying events taking place.

Don’t forget we want to hear about them at least six weeks in advance in order to promote them.

And, just as importantly, we want to be able to show everyone just how great the event turned out to be. All you have to do it allocate one of your members to be official photographer and story teller and email it through to us at Sport Pilot magazine.

After all, it is your magazine.

It should have you in it.

Australia

Now available in Australia Fly away price - Starting from $95,500 * Kit price - $35,000 *

Australian Distributor: Global Aviation Products | Errol van Rensburg | 0415 072 498 | evrensburg@gmail.com | www.slingaircraft.com.au Jacobs Well Airfield, Gold Coast, Queensland | * All prices exclude GST.

( (03) 9537 3848 www.ozpilot.com.au

PO Box 1038, Windsor, Vic. 3181

GARMIN GPS and AVIONICS

AIRBOX – AIRSPACE WARNING DEVICE & GPS

NEW GTN 650 and GTN 750 series

ÆRA 795 ............ $2350 • 7 inch high resolution screen • Intuitive icon driven touch screen • Large sunlight readable display • 3D Vision technology • Terrain and Obstacles

Aware is Australia’s first airspace warning GPS complete with digital charts from Airservices Australia (*NZ ver. also available).

The multi-award winning Aware takes situational awareness to the next level with 3D warnings displayed over digital versions of the maps pilots most often fly with.

GPS/NAV/COM ................ CALL GNS 430W GPS/COM/NAV .. CALL GNS430 recertified condition with Install Kit, Antenna and Datacard $6995 GI 106A Course Deviation ind $2495 GTX 327 transponder ..... $2150 SL 40 VHF Comm ........... $2195 ÆRA 500 ............ $765 SL 30 VHF Nav/Comm .... $4595 ÆRA 550 ............. $765 GMA 240 Audio panel .... $ 975 GMA 340 Audio panel .... $1595 GPSMAP 695 .... $1895 G3X EFIS/EMS System .... $6995

GDU370 ............ $2995 GPSMAP 196 .... $650

GPSMAP96C .... $525

NEW GLO Bluetooth GPS for Mobile Devices $119

• • • • •

AIR GIZMO

Aware ......................$279 Aware 5 ...................$399 Aware+ upgrade ....... $189 Foresight .............. $1259

NEW iPad Knee Dock ....... $199 NEW Panel Dock for ÆRA 795 $275 Panel Dock ÆRA 500 ........... $195 Panel Dock for 196/296/495 $195 Panel Dock for Garmin 695 .. $275

HEADSETS ZULU

Airservices Australia (or *NZ Airways) digital charts as standard Moving map GPS Unique airspace alerting system Ready to use straight from box Free airspace updates for life

NE

W

Aware+ ..................... $399 Aware 5+ .................. $549 Clarity 3.0 .................. $899 Foresight 3 ............... $1495

DYNON AVIONICS AFFORDABLE GLASS COCKPIT AVIONICS

.2

* Not TSO'd. For experimental aircraft or for certified aircraft with a CAR35 approval

Improved comfort better noise attenuation bluetooth connectivity auxiliary music input Zulu.2 ANR GA version ....... $ 895 Zulu.2 ANR Helicopter ver. $ 895 Zulu.2 ANR Lemo panel ver. $ 895 Sierra ANR GA version ... $ 695 with blue tooth and music input

HM40GA H/set ...... $179 HM51child headset $199 Peltor 8006 GA H/set $350 Sennheiser HME95 ... $299 Sennheiser HME100 .. $399 Sennheiser HMEC250 $599 David Clark H10-13.4 $399 David Clark H10-60 $449 David Clark H10-13H $425

MICRO AVIONICS

Bose A20 Headset A20 GA twin plug w/bluetooth $1275 A20 GA twin no bluetooth ..... $1175 A20 Helicopter w/bluetooth $1275 A20 Lemo w/bluetooth ....... $1275 Installed wiring harness .... $75

GNS and BAD ELF

MM001B Integral helmet $795 MM001C Integral helmet with VOX electronics ................. $995 MM020A Helmet only ...... $349 MM001 UL100 headset ..... $440 MM001A UL200 ANR headset $575 MM005 Powered Radio Interface $440 MM030 Single Head Strobe $165 MM032 High Power Double Strobe $395 MM033 High Power Triple Strobe $495

BENDIX/KING

COCKPIT VIDEO CAMERA

KMD 250 panel mount ... $3695 KY 97A VHF (OHC) 14v ... $1695 KN 64 DME (OHC) ......... $2095 KR 76A transponder (OHC) $900 KT 78A transponder (OHC) $700 KR 87 ADF (OHC) system $2495 For New BK Avionics please call

GNS 5890 ADS-B USB stick $250 The world’s smallest ADS-B receiver displays ADS-B equipped aircraft within 300 kilometres radius on your PC Bad Elf 1000 GPS for iPhone/iPad ..... $150

INSTRUMENTS RC ALLEN (TSO approved) RCA 2600 digital horizon (electric) $3150 RCA22-7 horizon (vacuum) ........... $ 995 RCA82A Turn Coordinator (electric) $ 995 RCA15 series D.G. (electric) from .... $2495 RCA22-11A-8D.G. (vacuum) ........... $ 995 MID-CONTINENT (TSO approved) 4300-411 LIFESAVER Electric Horizon with 1 hour emergency battery .... $3995 MD200-306 Course Dev. Ind ..... $1995 1394T100-7Z Turn Coordinator $ 925 7000C.31 Vertical Speed Ind. .... $ 695 MD90 Quartz clock from ............ $ 295

JP INSTRUMENTS FS450 FUEL FLOW With Transducer, fittings, Firesleeve and GPS interface ........ $850

PRECISION vertical card compass $429 NON APPROVED INSTRUMENTS GH030 (vacuum) Artifical Horizon .......... $475 GH025 (electric) Artifical Horizon 14v .. $1195 GD031 (vacuum) DG .............................. $475 DG023 (electric) DG 14v ........................ $1195 BZW-4B turn coordinator ....................... $399 BG-3E Altimeter 20,000 ft ........................ $299 Vertical Speed Indicator ..................... $199 Magnetic compasses .......................... $150 Vertical card compass ......................... $299 Air Speed Indicators from ................... $199

NFLIGHTCAM+ HD GPS Camera $649 NFLIGHTCAM Helicopter adaptor $ 99

AMERI-KING AK-350 altitude encoder .... $295

AK-451 ELT (406 MHz) ......... $899 FAA/ETSO approved 406 MHz ELT

TRAFFIC ALERT Zaon MRX $525 Zaon *XRX $1475 *Now interfaces with Garmin 495/695/Aera500/550/795, Dynon, Avmap EKP4 / Geopilot2, and Bendix AV80R

INTERCOMS HM

2 place portable ............... $175 2 place for Icom ............... $175 4 place portable ............... $250

PS ENGINEERING

PM500EX panel mount 4 place I/C $350 PM 1000II 4 place ................ $395 PMA 4000 audio panel & I/C ..... $895 PM 3000 4 place I/C ............ $525 PCD7100-I CD player & I/C ..... $895

SIGTRONICS

SPA 400 panel mount ....... $295 SPA 400N high noise version .. $395

SkyView

SV32 servo (36in/lb) $825* SV42 servo (55in/lb) $825* AP74 Interface module $715* EFIS-D10A +2 servos $3995 *requires D10A/100/180

NFLIGHT CAMERAS Nflightcam

MFI GPS Bluetooth receiver GNS 5870 for iPhone/iPad $119

Auto Pilot Systems

EFIS and EMS

D1 NEW EFIS-D6 ....... $1760 Pocket Panel .............. $1595 EFIS-D100 ... $2695 Portable true attitude EMS-D10 .. $1870 indicator that can be EMS-D120 ... $2387 used by all pilots FlightDEK-D180 $3575

SV-D700 7”display $2871 SV-D1000 10”display $3861 SV-ADAHRS-200...$1320 SV-EMS-220/A ...... $660 SV-XNPDR-262 Mode S transponder Module $1980

ICOM ICOM

IC-A15 .................. $375 IC-A6 Sport .......... $395 IC-A6 Pro ............. $595 IC-A24 Sport .........$495 IC-A24 Pro ........... $695

Sport versions come with cigar lead and alkaline battery case. Pro version comes with rechargeable battery rapid charger, cigar lead, and headset adapter

IC-A210 (panel mount VHF) $1299 IC-A110 (vehicle VHF) ..... $1195

MICHEL/TKM MX11 Comm ................... $1195 MX170C Nav/Com .......... $1895 MX300 Nav/Com ............ $1895 MX385 Nav/Com ........... $1895

SURVIVAL EQUIPMENT SURVIVAL PRODUCTS 4-6 PERSON TSO’d RAFTS Weighs only

7.5

Kilos

TSO’d raft with canopy .. $2995 TSO’d raft with FAR91 survival equipment ...................... $3295 Specially designed for light aircraft

“The lightest most compact rafts in the world”

LIFE JACKETS HM SURVIVOR Slim line NON TSO life jacket with light and whistle .. $150 5 Year Service Life

(HM Survivor pictured)

RFD 102 MK3 Approved life jacket in sealed bag 10 year service life ... $199

PLB’s with GPS

Kannad XS-4 PLB w/ GPS $399 GME MT410G PLB w/ GPS $439

ALL OUR PRICES INCLUDE GST FOR THE BEST PRODUCTS AND SERVICE, CALL CASSIE, ROY OR HARRY 03 9537 3848 OR MOBILE 0404 877 412. All prices subject to change.