SportPilot 92 April 2019

ISSUE 3 ©APRIL 2019

GETTING HIGH WITH THE ALTO

BETTER RADIO MANNERS = SAFER FLYING

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AUSTRALIAN SPORT PILOT | April 2019

CONTENTS

42 TABLE OF CONTENTS REGULARS 06 10 12 52 66

From the Chairman From the CEO Calendar of Events Classifieds Final Approach

COLUMNS

14

30 32 32 50 62

From the Ops Team Safety - Radio Matters Safety - When to Trim Safety - Go Around Milestones

FEATURES 14 22 25 34 42

Corby Starlet Clifton Fly-in Avalon update Little Red Alto Resurrecting the Curtiss Robin

AIRCRAFT REVIEW 38

25 3 / SPORT PILOT

A Touch of Paradise

AUSTRALIAN SPORT PILOT | April 2019

3

CONTACTS

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CEO

Michael Linke ceo@raa.asn.au CORPORATE SERVICES EXECUTIVE Maxine Milera admin@raa.asn.au HEAD OF FLIGHT OPERATIONS Jill Bailey ops@raa.asn.au 0400 280 087 INNOVATION & IMPROVEMENT EXECUTIVE Lea Vesic Lea.vesic@raa.asn.au 0418 445 652 HEAD OF AIRWORTHINESS & MAINTENANCE Jared Smith Jared.smith@raa.asn.au 0418 125 393 AVIATION DEVELOPMENT COORDINATOR Neil Schaefer Neil.schaefer@raa.asn.au 0428 282 870

AIRCRAFT AND MAINTENANCE Enquires: tech@raa.asn.au PILOT AND MEMBERSHIP Inquiries: members@raa.asn.au DIRECTORS Michael Monck (Chairman) 0419 244 794 Michael.Monck@raa.asn.au

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Sport Pilot is published by M&M Aviation Media 12 times a year on behalf of Recreational Aviation Australia

EDITOR Mark Smith editor@sportpilot.net.au

UST 2018

THE MAGIC

MBER 2018

ISSUE 8 @SEPTE

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ENQUIRIES General Enquires: admin@raa.asn.au

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AND THE HORNET ILT THE HOMEBU

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While every reasonable effort has been made to ensure the accuracy of the content of this magazine, no warrant is given or implied. The content is provided to you on condition that you undertake all responsibility for assessing the accuracy of the content and rely on it at your own risk. Opinions expressed are not necessarily those of people named in this magazine. Recreational Aviation Australia Ltd and M&M Aviation Media reserve the right to decline any article, letter or comment deemed unacceptable for whatever reason. No endorsement or responsibility is implied or accepted for any product advertised in this magazine. Advertisers and buyers are each responsible for ensuring products advertised and/ or purchased via this magazine meet all appropriate Australian certification and registration requirements, especially those pertaining to CASA and RAAus. NOTE: All aircraft featured in the magazine are registered and legally permitted to fly. However, photographs of them may be altered without notice for editorial purposes. The Editor’s Choice column is designed to draw attention to potential safety issues through exaggeration and humour and is not meant to be historically accurate.

AUSTRALIAN SPORT PILOT | April 2019

AUSTRALIAN SPORT PILOT | April 2019

5

COLUMN

FROM THE CHAIR: MICHAEL MONCK

CONTINUING WHAT WE STARTED F ive years ago we put in a strategy to change the way we operate. It was a deliberate move to reel in some of the losses we were incurring and begin to pave the way forward for the future. This year we are beginning the next part of that future-building exercise and starting to implement our new strategy which centres on the concept of ‘a pilot in every home.’

In recent times we have really strengthened our core values to provide assurance to our members and other stakeholders that RAAus is on a strong footing both from an administrative and financial position. These values centre on six core principles: Risk based analysis • • Stability • Simplicity • Transparency • Accountability • Innovation We firmly believe in taking a risk-based approach to aviation. We have worked alongside numerous organisations to promote a new way of approaching policy-making in the aviation space. This is based on the classification of operations which considers who is taking part in the aviation activity.

At our end of the aviation spectrum we are, for the most part, informed participants. Those who go flying with us are either pilots, students who are aspiring to be pilots or generally those who we have a close relationship with, friends and family.

What this boils down to is we are able to make decisions based on the risks we face because we understand them or have been adequately informed of them.

At the other end of the spectrum is the fare paying passenger and there is little to suggest that they are informed participants.

They buy a ticket, hop on the shiny bus in the sky and trust they will arrive at their destination safely. They don’t understand what is going on around them to the extent that they can make a risk based decision.

In short, recreational flying activities like ours deserve a light touch when it comes to regulation while RPT operations deserve a higher degree of scrutiny.

This is not to say that we should be

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AUSTRALIAN SPORT PILOT | April 2019

complacent and do nothing to mitigate risk; quite the opposite in fact. We have worked very hard to reduce our accident and fatality rates and this has proven successful over the past few years. This work should, and will, continue.

In terms of stability we need to provide assurance that we are running our organisation with a steady, measured approach. Five years ago we went through CEOs, Technical Managers, Operations Managers and board members like candy. This meant there was little, if any, corporate memory. Indeed I and a couple of other directors recall going into a meeting with CASA and having them tell us that RAAus had undertaken to provide L1 training to members. We pushed back saying that RAAus had done no such thing only to be provided with a letter from a previous president where this commitment had been made.

The lack of corporate memory arising from internal churn had meant promises were made that no one knew about and so we found ourselves in breach of our obligations. This is not the type of organisation that is looked upon favourably to administer sport aviation activities in Australia.

Of course while doing these things we want to maintain our simple approach to aviation. We want to retain our maintenance privileges and our medical standards. These things are proven elsewhere in the world with Canada having a self-maintenance regime about as old as ours and many countries taking a more liberal approach to medical standards. No adverse safety outcomes have arisen due to these approaches.

Australia, in some regards, has been a trailblazer in this area. CASA has established a system where, with some oversight, organisations like ours get to set the standards and administer them with a degree of independence not seen elsewhere. There are very few places around the world where the national regulator allows an alternative to the full blown ICAO systems that are replicated by their respective governments.

Some would argue this is unfair as they don’t have access to the same system.

Others would argue the opposite. The cold hard reality is almost all aircraft admin-

istered by RAAus can be moved to either the CASA register or another sporting organisation like ours. RAAus provides choice and the choice to move to us for our simpler rules is clearly one that is attractive and so we need to maintain this simplicity.

Transparency has been at the core of almost everything we do. Some things are commercially sensitive and so they don’t get shared until the last minute. Other things, like our recent board evaluation and our financial statements are made available as soon as possible. Each year we publish an annual report and make this available to our members free of charge as well as distributing it more widely to key stakeholders.

From time to time we get accused of keeping secrets and running a hidden agenda but in general it is this transparency that keeps the majority of members at ease.

Many of our colleagues in the not for profit aviation sector don’t publish annual reports, financial statements, undertake board evaluations, etc. so this is not something we are compelled to do but rather feel it is simply something we consider important for our members.

On the back of being transparent comes the need for accountability. From time to time RAAus makes errors of judgement. We outsourced some advertising functions a few years ago and this didn’t work out for members. We were bombarded with complaints about numerous issues so we had to make ourselves accountable and break the contract. Sometimes it is hard to do this but just like pilots, we don’t always get everything right every time.

Rather than crucifying ourselves over it though, we take the same approach that we do when members break a rule. We consider the situation, examine what went wrong, see if we can fix it and then move forward.

Since I have been on the board I don’t know of a single member that has been ejected from RAAus. Lastly innovation is a value for us. It sounds odd calling it a value per se but it has to be fundamental to everything we do. If we simply do the same thing, day in day out, then we will die. We need to push the boundaries and test the limits, notwith-

standing my earlier comments about risk of course! We need to embrace change and make it a part of everything we do. I recall seeing a quote once that says “Maturity is when you stop complaining and making excuses, and start making changes”. It is this maturity that we need to seek.

It is these values that have seen all of our key metrics headed in the right direction. Our safety record is improving, our finances are showing a surplus and our membership has grown 11 per cent in two years. The number of aircraft registered is also increasing. All of these things point to a healthy organisation administering a healthy part of the aviation sector.

So these are the values that we have held dearly for the last five years and will continue to embrace in the future. But how do we convert this to into a real world strategy. The answer revolves around four key pillars: • Engagement • Training • Innovation • Growth Engagement includes talking with members, understanding their needs and wants, catering to their desires and answer-

ing their questions, but it also goes beyond this. It extends into the broader industry, into the decision-making corridors of government and into the relationships we have with the regulators.

We must work to form partnerships and alliances to further the interests of the broader aviation sector and make sure the entire industry is thriving. I used to think of RAAus as being the entry point but in the past few years this has changed.

Drones are now the big entry point for aviation. Model aircraft have been around for years; I was involved with them as a kid, but drones are more accessible, and more popular, with the public than traditional model aircraft ever were. You can literally walk into your local JB Hifi and be flying half an hour later. The first time you set foot in a cockpit, however, is when you come to RAAus or one of the other organisations like ours. And then you get to stay with us or move on to commercial flying, military or some other aviation related career.

We are a breeding ground for that ‘in cockpit’ experience and so we need to form relationships with the drone organisations and commercial operators to ensure that young kids have somewhere to move into

when the novelty of being on the outside of the ‘aircraft’ has begun to wane, but not the interest in flying.

We’re currently working with a number of different bodies on some education opportunities that take advantage of these relationships. This brings us to the next point; training.

We have recently introduced a series of educational seminars for our instructor cohort so they can stay up to date on the latest developments in the aviation sector.

These have been successful but we need to get better. Getting our people up to speed on the latest and greatest teaching methods means we will get more out of these sessions and our schools and instructors will benefit more as well.

This will then flow on to our students and existing pilots. The latter get relatively little exposure to our schools except for a flight review every second year so it is imperative that we make sure we get the most out of these interactions and RAAus needs to play a role in enabling our schools for that.

Creating opportunities for pilots is one thing but what about maintainers? This is where the real crunch is going to hit our industry in the near future. If people thought AUSTRALIAN SPORT PILOT | April 2019

7

COLUMN

FROM THE CHAIR: MICHAEL MONCK pilots could influence safety outcomes, they should look at what happens when no maintenance is done!

We need to challenge the status quo when it comes to maintainers. Being innovative in this space means giving people the ability to switch into aviation related trades more easily. It also means giving our maintainers, that is our L1, L2s etc. a professional qualification that can be used as a stepping stone into a career if they so choose.

The last point is growth. This is not just the most simplistic of measures – members.

Nor is it financial in terms of growing our surplus. It is about growing opportunities for all aviators. That may come through increased weight or access to controlled airspace or it may mean having access to new aircraft and new standards.

This is the strategic plan at a high level.

Each of the four pillars will have detailed business plans laid out underneath which uphold our values and are designed to

achieve our vision – a pilot in every home.

To be clear, this does not mean that the pilot has to be an RAAus pilot. They could be a drone pilot, a PPL holder, a commercial pilot, an airline pilot or military. Or they could be with us. It really doesn’t matter.

The way we look at is this.

We can imagine the aviation world as a big pie and then further imagine that we get a slice of it. There are presently around 33,000 CASA-issued licences and about 30,000 members of self-administering organisations. This means our membership, around 10,000 members, accounts for around one third of the SAO membership and one sixth of the entire pie. We can always try to increase the size of our slice and go for say, one fifth of the pie or even a quarter. This would give us 12,000 to 15,000 members but the overall pie stays the same.

The alternative is to try to increase the size of the pie.

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per cent and RAAus still had the same size slice, about a sixth, then we would have grown to 12,000 members. The growth wouldn’t come at the expense of any other part of the industry, no one was cannibalised along the way. Everyone would grow and so would we.

Our overall approach here is to engage and work collaboratively with others to develop innovative approaches to tackling our problems. This will mean training and growing our members along the way. At the end of the day, if we can work with our members, industry, regulators, government bodies and educators to achieve our vision of a pilot in every home, then it means that we have managed to continue what started doing about five years ago. It also means that the industry has won.

Michael Monck

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AUSTRALIAN SPORT PILOT | April 2019

9

COLUMN

FROM THE CEO: MICHAEL LINKE

REALITY V RHETORIC A

lot of the stories in this edition were probably penned from a hotel near or around Avalon, or if not a hotel, the comfort of the conference centre or the exhibition halls.

This one is no different, although it was penned from the RAAus tent, which was located in the GA AirSport area adjacent to the runway.

From this vantage point the team at RAAus were able to see first hand the reality of aviation today in Australia.

Despite the plus 38 degree days, RAAus had a record number of pilots participate.

We also engaged with more people than in previous years and the overwhelming message from our members was one of hope and positivity.

The rhetoric coming from some was and remains a little different. Some still see an industry doomed, some throw their hands in the air and say I could do nothing, so the next generation will also do nothing.

I walked the many lines of aircraft at Avalon, from the powered parachutes and trikes of RAAus, to the RVs lovingly built by SAAA members. I walked past the gyrocopters from ASRA, warbirds and helicopters.

I saw the Cirrus, Diamond, Kingair and Skylane. I then moved through the Embraer, Dassualt Falcons and onto the Gulfstreams.

I saw the drones, dwarfed in size by the massive C-17 Globemaster and C-130. I saw the fast jets: the F/A-18A Hornet, F-22A Raptor, and the F-35A JSF. The reality to me was obvious, our industry has a positive future if we choose to give it one. This is exactly the message RAAus delivered during our seminar at the Avalon Airshow.

We focused on the future and the four pillars of our strategic plan: engagement, training, innovation and growth.

We want to continue to engage and build strong partnerships across our sector.

RAAus already enjoys strong partnerships, the strongest perhaps is with AirServices and OzRunways as partners of our ongoing scholarship program, now in its 11th year.

During Avalon we welcomed our newest partner, The Light Speed Aviation Foundation. Ten of our 2019 scholarship recipients

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AUSTRALIAN SPORT PILOT | February April 2019 2019

were awarded a Zulu 3 headset. In 2019 – 2020 RAAus will again allocate some $75,000 in scholarship funding.

Training is also central to our future.

During 2019 RAAus will deliver 13 professional development sessions to our instructors and maintainers. We will also roll out our L1 practical maintainer training. We will of course continue to deliver our online training to our whole membership with a suite of new and interesting courses and videos.

RAAus will continue to innovate. From new and exciting technological solutions, to enhanced communication with our members and beyond. We want to test the limits of what’s out there and ensure RAAus is poised for the future.

We are also on a growth trajectory.

With 11% more members than two years ago, we are seeing strong support, which in turn is providing us with a sustainable financial future. We are also looking at growing

our privileges and will have great news for members later in the year on this front.

As I sit here now listening to my team engage and watching the hundreds of people wander through our tent the reality really sets in. Our sector is doing alright.

I listen to our Technical Manager Jared as he explains a wing rib design to a five year old girl named Lucy. He describes how it creates lift and she eagerly watches him.

He then starts to help her build a wing rib.

One of our activities for kids at Avalon was a wing rib puzzle - the kids loved it and we built hundreds of them. Jared helps Lucy, the “Future Pilot”, put the pieces together. When she is complete, she says to her mum beaming, “Look mummy I did it.” She then turns to Jared and grabs him around the neck and says: “You’re my hero!” Jared gives her a high five and she ventures off, smiling, dreaming of her future as a pilot.

This reality was repeated hundreds of times.

Kids dressing up as pilots and having their

photo taken, kids piecing a cockpit together and assembling their money box to save for their learning to fly fund.

As Avalon has just done, celebrated the reality of our sector, as sector participants we have a responsibility to do likewise. We must create a legacy, a future reality, so Lucy and her generation continue to be inspired.

Michael Linke

RAAus HAS INSTAGRAM You can email your photos to media@raa.asn.au for inclusion on our Instagram and Facebook pages.

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11

EVENTS 2019 NEW SOUTH WALES

VICTORIA

TUMUT. SUNDAY 21ST APRIL Monthly BBQ Breakfast/Brunch from 8am www.tumutaeroclub.org.au.

TYABB. SUNDAY 14TH APRIL The Peninsula Aero Club is holding the first bi-annual Australian STOL Championship. Pilots will have their skills pushed to the limit through a day of Short Take-Off and Landing competitions. www.australianstolchampionships.com.au

HOLBROOK. SATURDAY 20TH - SUNDAY 21ST APRIL Holbrook Easter Fly-in. Holbrook Ultralight Club invites you to fly in for this unique recreational aviation event. Underwing camping and transport to and from Holbrook township for fuel and accommodation will be available. www.holbrookultralightclub.asn.au or call Bryan Gabriel on 02 6036 2601.

WEDDERBURN. SATURDAY 27TH APRIL The NSW Sport Aircraft Club is organising a fly-in at Napper Field Wedderburn. All aircraft are welcome with no landing fees. Details: Pablo Depetris 0410 482 546 RATHMINES. SUNDAY 19TH MAY The Rathmines Catalina Association will hold their annual festival at Rathmines Park, the site of the WWII Catalina base. The HARS Black Cat will do a flyover subject to weather and maintenance availability.

Paul Bennet will perform throughout the day. The event is a community=style event that reflects on the history and heritage of the park.

Entertainment will have a WWII theme. A Grumman Mallard from the Paspaley group is scheduled to arrive on Friday from Darwin and will conduct joy flights on Saturday and Sunday and the Seaplane Pilots Association will have a static display. Funds raised go towards the restoration of the group’s Catalina. www.rathminescatalinafestival.com/

SOUTH AUSTRALIA WUDINNA SATURDAY 13TH - SUNDAY 14TH APRIL Eyre Peninsula Fly-In and Family Weekend. Dinner and activity weekend throughout Wudinna. Accommodation and camping available. Craig Midgley 08 8680 2002 MURGON. SATURDAY 13TH APRIL. The Burnett Flyers will hold their bi-monthly breakfast fly-in at Angelfield. For $15 you get a hearty country breakfast with fresh coffee and tea, served in a country atmosphere at the airfield’s rustic ops centre.www.burnettflyers.org

IS YOUR CLUB HOLDING AN EVENT? Send the details to: editor@sportpilot.net.au

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AUSTRALIAN SPORT PILOT | April 2019

ECHUCA. SUNDAY 20TH APRIL Sunday 20th April. The famous Echuca Aero Club roast lunch. Two roast meats, roast pumpkin and potatoes, honeyed carrots, corn, peas, gravy, bread and butter come first then a wonderful selection of homemade desserts prepared by club members. All this for only $20 a head, kids eat free if accompanied by an adult. www.echucaaeroclub.com.au WAHRING. SATURDAY 27TH APRIL. The Wahring frequent flyers annual bonfire night. Fly in and camp.

There will be barbecue facilities for a BYO dinner or buy a spit roast roll for $7.

Marty 0418 627 846 KYNETON. SATURDAY 4TH MAY. The Kyneton gourmet hot dog brunch returns for another month. Enjoy the relaxed atmosphere and interesting aeroplanes that are a part of the culture of this lovely country airfield.

SHEPPARTON. SUNDAY 5TH MAY The Great Shepparton pancake breakfast 8am to 11am.

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Photos: Mark Smith

A STARLET OF THE SKIES

Small homebuilts offer pilots the chance to get in the air in a most affordable way.

Mark Smith reports.

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AUSTRALIAN SPORT PILOT | April 2019

FEATURE

A

ustralian aircraft designers have created some wonderful aeroplanes, yet there is one design that brings a smile to any pilot when it’s mentioned.

The Corby Starlet.

The Starlet is a semi-aerobatic sports aircraft made of an all-wood construction.

Australian Aero-engineer John Corby designed the Starlet to enter a competition held by English company Rollason Aircraft Ltd in 1964. The design placed eighth, although it became first from the competition to be built.

The prototype, VH-CBS, first flew on August 9, 1967. The prototype used a 1500cc horizontally opposed twin cylinder Agusta GA.40 engine which proved difficult as vibrations which made it next to impossible to read the instruments With some fiddling the vibrations were dampened to allow the instruments to be read and the aeroplane became safe to fly.

The engine was unpredictable at start-up, sometimes starting first time and sometimes taking 30 minutes of hand swinging to no avail!

The second to be built used a converted 60hp Volkswagen engine, which became the powerplant of choice until the introduction of the Jabiru 2200. The 45 litre fuel tank keeps the Starlet aloft for around three hours.

Originally all Starlets were registered with CASA as amateur builts. This was in the days when aircraft building involved lots of raw materials and even more time.

More than 150 examples have been built or are in the process of being built around the world and more than 800 sets of plans have been sold. There are around 50 Starlets in Australia, with a ratio of 50/50 registered between VH and RAAus. Not everyone has the time to build an aeroplane, so the option of buying someone else’s aircraft is always available.

Michael Dalton is one owner who took that route, though how he describes the journey is amusing.

“I was asked if I would fly a Corby at an airshow because the aircraft was RAA registered and the owner didn’t hold a formation endorsement. After my second practice flight a friend said ‘it’s for sale you know’ and so that was probably the most expensive airshow I’ve ever been to.”

That friend is Norm Edmunds, regarded as one of the most knowledgeable people around when it comes to the Corby Starlet. He followed the owner builder route with his Corby taking six and a half years to complete and having its first flight in 2005. After spending such a long time AUSTRALIAN SPORT PILOT | April 2019

15

creating his aeroplane, the next step was to learn how to handle it.

“When I finished it and did some taxying around the airfield I thought there was something wrong because it was uncontrollable on the ground. They say to fly a tail dragger you have to start your feet working again, but to fly a Corby you have to stop your feet working. It only takes very small movements on the rudder pedals.

Now that I’m used to it I can taxy down the runway and the rudder doesn’t move, but when pilots get in a Starlet for the first time they can find the rudder a challenge.”

After 375 hours in the Starlet, Norm is more than used to flying such a diminutive aeroplane. “People have said they are twitchy to fly but I wouldn’t call it that, I’d call it responsive. As soon as you start moving, the rudder becomes effective,” he says.

“It flies like a little fighter, climbing at 1500fpm and cruising at 105kts. It will do 130kts on ‘combat’ power so I can easily outrun a 172.

“The elevators and the ailerons are very

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AUSTRALIAN SPORT PILOT | April 2019

harmonious. In some ways it does feel like a bigger aeroplane. It’s just very comfortable all round. John Corby got it right first go.”

Mike shares Norm’s enthusiasm for the excellent handling characteristics.

“I had always liked the look of the Corby and wanted to have a fly. But when it came to thinking about an aeroplane for nice summer evenings to poke holes in the sky I always fancied a Bushby Mustang, until I flew one a few times. They can be a little bit scary whereas the Corby is a very polite, good fun little aeroplane that burns about 12lph and I can go up and play fighter pilot all day if I want.”

Norm and Mike’s Starlets are both powered by the Jabiru 2200, an engine that seems to have been designed with the aircraft in mind. Mike says the extra power can be a challenge, even though he has no experience with the VW powered version.

“I’ve never flown a VW powered Corby but the bloke I bought this one off sold his VW powered example and bought a Jab powered one so he could keep up with

Neat Jabiru engine installation.

Mike Dalton with his big and small aeroplanes.

Norm Edmunds shows how light the Corby is.

Bob shows how ground handling is easy.

his mates so it obviously has a fairly significant impact on the performance. I can do VNE in a straight line with very little trouble.”

Norm sees the introduction of the Jabiru engine to the design as a huge positive, providing more power with a lower weight than the traditional VW conversion.

“We haven’t had any problems with the Jabiru engines. We have three Starlets in this hangar and they all run the same oil and cylinder head temps.”

Mike owns a Cessna 195 as well as his Corby, though one aeroplane has started to get a bit more use than the other.

“One of the coolest things about owning the Starlet was when my wife got the fuel bill and it was for $50 rather than $400 we’d get with our C195. It uses as much oil during an oil change as the 195 burns in two hours. But taking the cost of operation out it’s just a nice thing to take out in an evening, chase some clouds, ‘shoot down’ some of your mates and just have fun.”

Compact flight deck for a compact flyer

AUSTRALIAN SPORT PILOT | April 2019

17

FEATURE

FIRST FLIGHT FRIGHT ON FINAL Luke Bayly continues to get to know his Sonerai.

N

ow that my heart rate has slowed down and the adrenalin has left my body, I can recall with great clarity my first flight in the Sonerai. Well, that and it only happened a couple of days ago.

To put it into context; just under two years ago, I managed to find a little airplane for sale in a hangar in Jacobs Well, Queensland. When I spotted the plane, I knew I was in for a challenge as it was a quick and nimble tailwheel and above my current standard of flying. It also had several issues that needed repair but I figured those would get done pretty quickly. I sized up the project, checked with my local CFI on training gaps, took a deep breath and shook hands to make the deal.

Nearly 18 months later, the Sonerai would take to the sky for the first time with a test pilot in the cockpit while I watched on the ground. Next time it would be my

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AUSTRALIAN SPORT PILOT | April 2019

turn, I thought, but with inclement weather through the heat of summer and waiting for that perfect day to mitigate the risks as low as possible, the time dragged on for what seemed like months. Finally, on a chance morning while helping a friend with a Dynon software upgrade, I fired up the engine, climbed into the cockpit and trundled off down to runway One Eight at Brooklands Airfield.

My friend Peter had walked to about mid-field to watch me take off and after a couple of quick taxi runs, he suggested that I stop wasting my time and get up to do a few low passes of the airfield as better practice. With several hours of fuel in the tanks, I could take as many “practice runs” at the airstrip as I liked until I felt comfortable putting it down on the ground. So back I went to the threshold and sat there running through my final checks. One last deep breath and it was time to go.

I slowly advanced the throttle forward with the stick held firmly back. The Sonerai began to rumble along the dirt strip as it gained velocity and as the numbers hit 45, I pushed the stick forward to lift the tail.

Re-aligning myself on the centreline (due to the reduced visibility), I sped down the runway and past Peter at mid-field before the aircraft gracefully lifted up and off the ground at around 55 knots. Continuing to hold forward stick pressure, I let the speed build up to about 80kts before allowing the nose to climb ever so slightly towards the heavens. Setting the RPM back from full just a touch to not over stress the engine, I watched the ground below me start to get further and further away when the thought dawned on me; “Now I have to put it back on the ground!”

So I climbed up to around 1500 feet while making large laps around the airfield and once at altitude began to get a feel for the

Photos: Mark Smith

Luke's Sonerai

handling characteristics. I started with some gentle rocking of the wings to coordinate both my hands and feet as I was taught in an Aeronca Champ and using this technique began to get used to rotating the wings around the centreline while compensating for the adverse yaw. Now that I felt comfortable with the balance, I started to get a feel for the aileron authority on the final approach speed of 70kts. Slowing the aircraft up and feeling for the aileron authority at this speed confirmed that I still had a good amount of control. With the coordination and control proven, I started my descent to join the midfield downwind of One Eight and take my first pass at the runway.

I had already planned my first pass to just get a feel for the approach and then feed the power on to go around (eg. no intention of landing). I stabilised myself at 70kts on final and as the ground came up to meet me, entered the transition (three-

Luke with his son Evan.

point landing configuration) and fed in just a small amount of power to arrest the descent. I briefly touched the runway and immediately applied full power to go around for another attempt. Feeling that the approach was fairly straight forward, the only issue I had come across was the lack of visibility in the three-point configuration but this was something I would just have to deal with so once again, I joined the downwind of One Eight.

On the second time around, I again got into a good position on final and was holding my approach speed at 70kts. As I came down to the ground, I began to put back pressure on the stick to ease onto the ground and was anticipating the touch down point when I felt the first bump. “There it is� I thought before taking a quick peek to the left hand side only to see grass. I swung my head to the right and spotted that I had been distracted by my

perfect flare and with the reduced visibility had strayed well from the centreline onto the verge. Quickly realising the position I was in and coupled with the fact that I was approaching the midfield point now, I reached for the throttle to power on and go around.

A flash of my friend Peter roared past me at about 55kts from the left hand side and now burned into my memory is the image of him running to get out of the way with arms and legs going everywhere. While there was still plenty of room between us, the proximity that I had to the edge of the runway caused him sufficient alarm to feel the need to run for his life.

Looking back on it, he probably would have been safer in the middle of the runway on this particular approach.

So I advanced the throttle to full power and again lifted off for take three of my landing attempts. A little shaken by the diAUSTRALIAN SPORT PILOT | April 2019

19

taking several commemorative photos, I then walked back to the hangar to have a recovery cup of tea graciously provided by Peter and his wife.

Laughing at the recount of the first flight and in particular the second landing attempt, Peter shared his own experience, reflecting the same shakiness post flight that I was now experiencing. It is an immeasurable feeling to commit to the unknown prospect of taking a new aircraft up which is both unfamiliar and without prior confirmation that you will be able to put it back safely on the ground without an instructor. While all your training kicks in as the foundation of your belief that you can in fact do it, there remains an incredible amount of fear and doubt that something may go wrong.

This level of fear and doubt is a good thing as it keeps you grounded to the risks you are about to undertake. While you should not let fear creep in during the flight, the nervous anticipation pre-flight helps you to focus in on the mitigation of all the risks and ensures you the best chance of success. I will never get that feeling again from test flying my first airplane and although I may fly others for the first time, this experience has been unique.

I now look forward to a few more hours on this beautiful little plane which although very responsive, is a stable delight to fly in the sky. I might however find a slightly wider runway next time just in case.

vergence from the runway had me sitting cranky inside the cockpit and I gave myself a little “pep” talk to the effect of “remember your training and you can be scared after you have landed”. Rolling out onto the downwind I went through my landing check for the third and final time before setting up onto base and final.

Barrelling down at a steady 70kts I slipped sideways briefly to ensure I was lined up on the centreline. The ground rushed towards me and I began to round out before moving the stick to full aft to get the aircraft to a three point stall configuration just inches off the runway. I plopped down and then held the tail firmly to the ground while dancing on the rudder and brakes to bring the aircraft to a slow, and this time centred, stop. Wheeling around, I then taxied back towards the hangars and popped open the canopy as I past Peter to yell out a quick “Sorry!”

Once back at the hangar, I went through the shutdown checks and flipped the mags to the off position as the “puckita puckita” of the engine came to a rest. Now fumbling as I allowed the fear and the adrenalin to course through me, I unclipped my seatbelt and clambered out of the cockpit to see Peter walking back down the taxi way to shake my hand. “Well done he said, I thought your first and third landings looked pretty good but can’t remember what your second one looked like as I was busy running for my life!”. After

ADVERTISE IN FREE GIVEAWAY INSIDE ISSUE 6 ©JULY

ACKNOWLEDGEMENTS: Peter Burgess – Sonerai Specific Support Cutter Aviation (Ingham) – Tailwheel Endorsement Training Adelaide Biplanes (Aldinga) – Ab Initio and Tailwheel Training Recreational Pilot Academy (Murray Bridge) – Test Pilot and Engineering Support “Without these people and their support, I would not be safely back on the ground”

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ISSUE 7 ©AUG

UST 2018

THE MAGIC

EMBER 2018

Due to the deviation from the centreline on my second attempt, although no one was injured or damage sustained to the aircraft, I have logged an incident report with the Recreational Aviation Australia Occurrence Management System. This type of information is critical to the Operations team to hone in on the types of sport aviation incidents occurring within our pilot group and are used to focus the RAAus safety campaigns. Don’t wait until someone is injured or the plane is in pieces, if you had a close call, get in touch with the team at RAAus.

2018

FREE GIVEAWAY INSIDE ISSUE 8 @SEPT

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21

FEATURE

CLIFTON TURNS THE HEAT UP Alan Betteridge endures the warm weather to enjoy one of Queensland’s best fly-ins.

E

VERY year the annual Clifton fly-in seems to get better – which is not surprising given that it first started life in 1982.

For the first time in a number of years the weather also played its part in the success with no showers or rain activity over the coastal ranges which lay between the coast and Clifton on Queensland’s beautiful Darling Downs.

In past years this has led to a number of aircraft not being able to join in on all the fun.

Although there was no rain activity the weather still played its part in reducing the total number of attendees.

It was hot, very hot. The temperature on Saturday topped the 40 deg mark giving rise to dust devils which could be seen moving through the dry paddocks around the aerodrome.

Many people arrived by road with caravans, camper vans and tents to make the most of the weekend.

The Clifton fly-in has become one of

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AUSTRALIAN SPORT PILOT | April 2019

Queensland’s iconic aviation events and is eagerly looked forward to by all those who have attended in previous years.

The event had its beginnings back in 1982 when it was decided to commemorate the Golden Jubilee of the first glider flight by John Bange in his 1932 Zoegling primary glider.

The fly-in continued on an ad-hoc basis until 1992 when it became a regular feature on the nation’s aviation calendar.

The original glider is still hangered at the airfield and is, on occasion, brought out for all to see.

If you ever get the chance to see it you will no doubt be amazed at the advances aviation has made over the ensuing years.

The Clifton fly-in is held at Bange Field, the home of the Lone Eagle Flying School (LEFS), annually on the second weekend in March. Owner and CFI of the Lone Eagle Flying School Trevor Bange said the fly-in was to foster the spirit of aviation and was one of the main reasons they never charged any camping or landing fees.

“This is not about money, it is to foster the camaraderie of like-minded people,” Trevor said.

“This is the way it was when we started it and the way I hope it will continue for many years to come.”

In keeping with the LEFS ethos of encouraging aviation to all sectors of the public is the club’s promotional Jabiru.

The aircraft was purchased by the club after a trailering accident left it unflyable.

“After receiving a Queensland government grant we spent a lot of time and effort on this project with the aim of taking it to various public displays such as shows to give people the chance to get a hands on feeling for aviation,” Trevor said.

“It has proved to be a very popular attraction wherever we go, especially with kids,” he said.

“It’s the kids who will be future of our sport so it is important to get their interest in aviation going at an early age and for them to learn there is more in the world than just computer games and social

Bob Burns with his neat Jodel D18

Looking good - Polaris FK14

media.” Rod Waldon flew into Clifton in his Sabre ISR and was justifiably proud of his unique aircraft.

“I have owned it for a couple of years now and I am very happy with the way it performs,” he said.

“It is powered by a 100 HP Rotax 912 and really gets along.

“The flight from Southport to Clifton took about one hour, and that beats the hell out of driving I can tell you.”

One aircraft that drew a lot of attention was the Clifton-based three-quarter scale replica Spitfire.

It looked like it was ready to take to the sky at a moment’s notice, just like the Spitfires of the British Air Command would have been during the Second World War This one is absolutely immaculate and is powered by a Jabiru 3300 six cylinder engine.

Don Ramsay, the proud owner of a Sling, flew up from Cessnock to attend.

“We didn’t come directly here we had a stop at Quirindi for the local club’s break-

Don Ramsay flew up from Cessnock in his Sling LSA

Paul Robin with his 'Pretty Lady' a Lightwing 582

AUSTRALIAN SPORT PILOT | April 2019

23

'LEFS uses this Jabiru for promotional purposes which are very popular with the kids'

fast and then headed off to Clifton.

“The first leg was really slow with a 30 kt head wind the entire way slowing our groundspeed to just 75 kts,” Don said.

“But the leg from Quirindi to Clifton was much better and relatively smooth at 6500 ft.“It was a little bit bumpy on descent into Clifton but nothing to really write home about,” he said with a sly grin.

Don said after the Clifton fly-in he was heading over to Heck Field near Queensland’s famed Gold Coast.

“The agents for Sling Aircraft are based there so I thought I would take this opportunity to call in and say hello.

“They will also be doing some maintenance for me at the same time,” Don said.

“Sort of a win-win situation really,” he added.

Not travelling quite as far but still enjoying the trip were friends Bob Burns and Paul Robin.

Bob was flying his Jodel D18 and said the aircraft was a delight to fly.

“It took about seven years to build from scratch and after building it I now know when you’re sure you are 80 per cent finished you still really have about 90 per cent to go,” Bob said.

While Bob is very happy with his little French designed machine his friend Paul took a very different path.

“I reckon my Lightwing 582 is the way

24

AUSTRALIAN SPORT PILOT | April 2019

The Clifton fly-in is held at Bange Field, the home of the Lone Eagle Flying School, annually on the second weekend in March.

to go. Designed in Australia by the late Howard Hughes you couldn’t go wrong,” Paul said.

“I cop a lot of flak about it being a two stroke but who cares, I have never had any serious problems and the little Rotax just keeps on keeping on,” he said.

Both of these intrepid aviators are based at Helidon near Gatton.

One of the drive in visitors who was tenting it for the weekend was Les Dean, a retired post master from Maryborough.

“This is the first time I have ever been to a fly-in and I am really enjoying it – although I’m not so keen about the heat,” Les laughed.

Les was even able to go for a flight courtesy of Glen Bruggemann, a long term member of the Lone Eagle team.

“Glen offered to take me up in his little Jabiru and although I was a bit nervous, having never flown in anything smaller than a B747, I jumped at the chance,” Les

said.“It was incredible, I really enjoyed it.

We went for a trip over the Clifton township and looking around I couldn’t believe how dry everything was.

“Glen did warn me the landing may be a little bit rough due to the heat and wind but in the end the landing was every bit as good as the flight.

“It really made the 10 hour round trip from Maryborough worthwhile and I will definitely be back next year.”

The dry region that Les was talking about has been caused by the ongoing drought which has taken its toll on not only the landscape but the people who depend on it to make a living.

Clifton is an event that is iconic in the region for all the right reasons.

If you haven’t been you don’t know what you’re missing. It will be on again next March so make the effort and call in.

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AUSTRALIAN SPORT PILOT | April 2019

25

FEATURE

AVALON – NOISE IS EVERYTHING!

Victoria’s Avalon airfield hosts Australia’s biggest airshow. Mark Smith asks if, for aviators, it’s the best airshow?

H

eat haze from the scorching hot runway mingles with the 900 degree plume of exhaust gases as Australia’s newest weapon, the F-35A starts its takeoff run. As it begins passing the crowd line, hands rise simultaneously to cover the unprotected ears of spectators who didn’t think to bring ear muffs, or who haven’t availed themselves of the ear plugs provided. The afterburner glows and suddenly the noise rises into the air.

Welcome to Avalon 2019.

Such displays of crushing airpower are what bring more than 200,000 people to the two and half day public festival of flight, where the military dominate proceedings with a range of aggressive fighter jets, large transports and helicopters. Sure there are some civilian acts but in many ways these

26

AUSTRALIAN SPORT PILOT | April 2019

are simply the fillers between the ‘need for speed’ displays.

The main display halls, filled to capacity during the trade days, became a refuge from the heat on the public days, with the military missile and rocket stands roped off and many of the beautifully detailed models of their deadly products inaccessible to the punters.

Outside, the airsport area was satisfyingly stocked with aircraft aimed at the enthusiasts who like to fly. The SAAA had a small airforce of RVs, the Gyros were well displayed and the RAAus display tent was full most of the time.

What was missing? The Historic Aircraft Recreation Society for one. The organisers run to a policy of changing the show and HARS had their turn in the sun in 2017. Yet

one of the most memorable parts of Avalon has always been the sight of the Connie, flames shooting from its huge Wright radials as it slowly takes off, demonstrating in stark contrast the differences in air travel between the ages. I suppose as pilots we have to face a simple fact. Huge commercial airshows like Avalon aren’t aimed at us. Yes we go, and hopefully a percentage of the public who flock to experience the man-made thunder take the time to enquire about learning how to have their own private flight any time they want.

Anyway it’s over for another two years.

Now to find the country airshows, where fly ins are more than welcome and the talk is of flights at sunset and journeys where 80kts is more than fast enough.

That’s my kind of show.

Photos: Mark Smith

The Temora Aviation Museum's A-37 Dragonfly blasts off.

F-35 Joint Strike fighter

The Russian Roolettes

Fairchild F 24

Turning finals for Oshkosh RWY 36

AUSTRALIAN SPORT PILOT | April 2019

27

Ben flies the old Fairchild.

Catwalk's Jenny Fransson and Elisabeth Pedersen wingwalking flown by pilot Sus Jan Heden

A classic two seat Hornet takes off at sunset.

28

AUSTRALIAN SPORT PILOT | April 2019

USAF F-22 Raptor.

Hudson at sunset

Paul Bennet makes a bang during his performance.

AUSTRALIAN SPORT PILOT | April 2019

29

COLUMN

FROM THE OPS TEAM

JUST WHO IS RESPONSIBLE FOR WHAT S

o an aircraft walks into an aero club bar and sees the owner, the maintainer, the operator and the pilot.

Ok says the aircraft, “Who decided to calibrate my instruments?”

responsible for ensuring maintenance is completed on time, with compliance to all manufacturer and legislative requirements.

For our purposes, let’s call this person the aircraft owner.

the fires”, but also checking paperwork for when the maintenance is next required, the pilot can make sure the aircraft remains safe and legal no matter how long the flight is proposed to be.

The pilot looks at the maintainer and says, “Hey, I just fly the aircraft.”

A-ha you say, but we are RAAus, these rules don’t apply! This is true, under the exemptions provided in CAO 95.55, 95.32 and 95.10, in the RAAus world the technical manual applies. Section 11.1 sets out the maintenance policy for RAAus aircraft and even provides for the differences if the aircraft is owner operated (para 3.1), used for flight training or hire (para 3.3) or if the aircraft is owned by more than one person (para 3.4).

At a flight training school, the instructor who conducts the daily inspection on the aircraft is responsible for ensuring the aircraft is legal to operate for the day’s planned flights. This is overseen by the CFI, but the ultimate responsibility remains with the aircraft owner to make sure the aircraft is maintained correctly.

The maintainer looks at the owner and says, “It’s your aircraft.”

The owner looks back at the maintainer and says, “But I pay you to do all the maintenance.”

The operator, who is a CFI says, “I needed the instruments calibrated so I can legally operate in controlled airspace.

“Ok” says the aircraft “but who is in charge?”

Sounds like the punchline to a really bad joke, doesn’t it? Unfortunately, this is a very possible and common scenario. Aircraft which are privately owned can be privately flown or hired to a flight training school or privately hired to pilots or owned by a syndicate. The maintenance can be conducted by a local maintenance facility, or the owner if appropriately qualified.

There are a number of interlinking areas when managing the safe operation of an aircraft and this is just one example of where lines can become blurred in the minds of aircraft users, maintainers, pilots and operators.

I wanna know, who’s responsible?

So who is responsible for making sure the maintenance on an aircraft is completed? As RAAus always states when asked these sorts of questions, let’s consult the rules, rather than relying on the “hangar experts”, anecdotal responses, “that’s the way it’s always been” and “my mate said”.

CASA regulation CAR 41 (provided in full below) states the holder of the certificate of registration for the aircraft is the person

30

AUSTRALIAN SPORT PILOT | April 2019

If you own and operate an aircraft privately, you alone are responsible for making sure all the maintenance is completed. If you own and hire the aircraft to a RAAus flight training school, a maintenance controller may be nominated to be responsible for ensuring all required maintenance is completed but if this is not completed, you are still responsible as the aircraft owner. The maintenance controller may be the L2 who usually maintains the aircraft, a member of the flight training organisation or the aircraft owner or an independent person.

If the aircraft is owned by a syndicate of people, one person from that group must be appointed as responsible for ensuring maintenance is completed.

The important thing is someone is responsible for making sure all maintenance is completed for the aircraft.

Shared responsibilities Certainly, the pilot has some responsibility to ensure the aircraft is airworthy, safe and compliant to maintenance requirements on the day of the proposed flight.

By conducting a careful pre-flight on the aircraft, which not only includes inspection of the aircraft “kicking the tyres and lighting

What is required maintenance?

What maintenance is required on an aircraft? There is the schedule of maintenance provided by the airframe manufacturer, including 100 hourly and annual scheduled maintenance for the airframe.

The engine manufacturer also has a schedule of maintenance, as does the propeller manufacturer. However, instruments like the transponder, airspeed indicator and altimeter require regular calibration, seatbelts may require specific and regular maintenance and external maintenance requirements may be imposed by the regulator as was recently required for control cable inspections, fuel line inspections and more. What if the aircraft has a ballistic parachute? What about the EPIRB, ELB or PLB? And we had better not forget manufacturer-issued Airworthiness Notices, Advisories and Service Bulletins.

The correct and ongoing maintenance of an aircraft is a complex area and RAAus members are privileged to be permitted to maintain their own aircraft under specific circumstances. It goes without saying if we get these details right, we will be safer and viewed positively in the aviation industry.

So getting back to our aircraft’s original question, “who decided to calibrate the aircraft instruments?” Well, the CFI was defi-

nitely correct. Under CAO 100.5 Appendix 1 those instruments require calibration every 24 months or the aircraft cannot operate in controlled airspace.

Was it the CFI's job to make that decision? That is a little more complicated and depends on the specific circumstances at that location. If the CFI is the nominated

maintenance controller, then yes. If the CFI is also the owner, definitely. If the CFI is also the L2, only if the aircraft owner directs the calibration is required. The point is, someone must be responsible and in the absence of any other nominated or agreed personnel, it is the aircraft owner who is responsible.

We will explore these issues in greater detail at our 2019 Professional Development Program Series PDPs. These will be run across the country and offer RAAus CFIs, instructors and maintainers the opportunity to learn about exactly these subjects as part of RAAus’ commitment to ongoing education for our approval holders to recalibrate and reset expectations, obligations and responsibilities.

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AUSTRALIAN SPORT PILOT | April 2019

31

COLUMN

SAFETY RADIO AND WHY IT MATTERS.

Anne McLean explains why that electronic box is important to safe flight.

T

here are no radio police! True. So what is the use of using a radio at all when flying? It is certainly not to show how well you can make calls. Nor is it very useful if the radio is not sending out accurate facts.

If you are about to make a call, think about what you would like to hear if you found someone else using your airspace. I am guessing that if you were managing an aircraft you would want to hear clear, basic knowledge, allowing you to get on with your flying.

I’m taking for granted that you know, and practice, the formulas for calls as currently set out by the authorities. They are short, precise and useful. So why, after many years, are we still hearing, “All stations XYZ”, instead of “XYZ traffic”, when the pilot is not talking to ground bases as well as flying aircraft? It just goes to show that the pilot, or his/her instructor, has not bothered to update radio procedures!

Why, when you are entering a circuit pattern, would you loudly and proudly announce that you are “joining downwind for Runway 07, when that airfield has never had a Runway 07? Again, it shows you haven’t prepared properly for that particular flight. Now everyone makes mistakes at times, but if those calls either remain uncorrected, or the fault is repeated for each call, right up to the landing, it just shows you are unprepared to land at that airfield.

How useful is it to call you are approaching from the east, if it is really from the west? How useful is it if you give an incorrect ID (to avoid a possible landing fee?) and consequently the pilot sharing your airspace has no idea what size, shape or speed of aircraft to look for as the space between you closes?

Why call your intention to either full stop or touch and go on the base leg call of the circuit, instead of leaving it to a call when turning on to final? Simple. Airmanship.

If you wait to broadcast your intention until finals, any pilot who is following you in the circuit has nowhere to go if you are doing a full stop landing. If you give your intention in the base call, a pilot following you can easily extend his downwind to give you time to clear the runway and prevent him from needing to go around. Be aware that, once an aircraft turns base, it is pretty much committed to landing, due to its altitude, attitude and speed, so to ask it to change pattern after that turn is putting a much higher cockpit loading on the pilot than is already being coped with. Remember how easy it is for you to become task-loaded in the cockpit.

Here is a different example. If an air ambulance is trying to make a straight in approach in a gas guzzling twin, and you are in a slower, fuel efficient, single-engined aircraft, it is usually no problem to make a call to say that you will extend your downwind leg to allow the ambulance to land first. I know, you are already in the circuit, and legally have the right to land first. But does it hurt to be in the air an extra few minutes? In most circumstances, I

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AUSTRALIAN SPORT PILOT | April 2019

think not. The communication will be well received, possibly even thanked, and in an extreme scenario you may even be responsible for saving a stranger’s life. Of course, there are always pilots who just assume they should always have right of way, and they deserve a precise, clear, polite call from you, announcing that you are, “Turning base for a full stop on Runway XY. Number one!”, to make the cowboy complete a circuit.

Another call that causes comments is, “Clear all runways”.

Do you know the holding point, two yellow solid lines and two yellow broken lines painted on a taxiway to show when you are really passed the boundary markers that delineate the edge of all runways? As you cross these lines is where you make a correct “Clear all runways” call. Watch and listen to all the variations, and note how much you can trust all pilot’s radio calls to be accurate!

I know that some airfields believe that they have special rules for radio calls. This is not the case, unless they comply with CAAPs 166- 1 and CAAPs 166- 2 which can be found on the CASA website.

Something that always confuses me is the fact that, at an uncontrolled aerodrome, the only mandatory call to make is one to avoid a collision. This is all well and good. But imagine this: it is early morning and a pilot takes off for a local area flight, not making a call because the radio has been quiet, indicating that no-one else is sharing the air. Another pilot, from another aerodrome has done the same, heading for the aerodrome used by the first pilot. Radio silence. All is good. But then the first pilot saw a tiny dot moving across his vision as he had just been looking around, enjoying his flight. This prompted him to make a radio call regarding his position, altitude and intended direction, which was immediately followed by a similar call from the second pilot. All remained good. But this could have had a very different outcome if altitudes and directions had been different, for as we all know, aircraft heading directly towards each other are very hard to see until they are quite, often dangerously, close, and these pilots had had no means of expecting other traffic in their airspace. Neither pilot was at fault. Nothing happened. Lucky? Or perhaps a single, mandatory call from each would have alerted both to the fact that they were not alone up there.

Another radio issue has caused great embarrassment to a couple of pilots I know; the dreaded inadvertent transmissions.

Always remember if you are in an aircraft cockpit with an intercom system don’t say anything that you wouldn’t be happy to read on the front page of a newspaper, and if you must share inappropriate chit chat with your passengers, at least check that your radio is not transmitting your potentially libelous comments. Many ears, in many places, all over the countryside may be listening. Remember that aviation has a very close-knit community!

No matter how good or bad your radio equipment transmits,

the four biggest things you can do to make sure your transmissions are clear and professional are: 1. Practice your call in your head before you broadcast it over the airwaves.

2. Listen for a few seconds before you hit transmit to make sure you don’t go over the top of someone else, making both calls unreadable.

3. Count a full second after you press the transmit button to avoid cutting off the first part of your message.

4. Speak a little slower than you would normally. Speaking quickly doesn’t make you sound more confident and professional. It may actually make your accurate trans-

mission sound unintelligible to other pilots with good or bad radio equipment.

I have one more comment, and this one is for instructors. If your BFR pilot or student stands uncorrected when they make an incorrect radio call, how can they be expected to step up and be professional about this skill. Normalisation of deviancy will continue to reign supreme without you making the pilot in command repeat the radio call in the correct manner. Ignoring it, or brushing over the calls in a de-brief, will not begin to fix the radio calls of the future.

There are no radio police but, as you can see, radio work really does matter!

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AUSTRALIAN SPORT PILOT | April 2019

33

AIRCRAFT REVIEW

A TOUCH OF PARADISE AVIATION STYLE Rob Knight enjoys a flight in a rare tourer.

H

aving been told of a pretty piece of Paradise that I could try at Gympie, I headed north early one Saturday morning and met up with Rob Fraser at the Gympie Aero Club. Bright and bubbly, Rob told me about the acquiring of the Paradise P1 which was on the line for private hire at the Club.

When the light fell on it through the opened hangar doors, it looked very smart.

A vivacious little LSA-type ultralight, in blue and white livery, standing invitingly on the polished floor. While Rob topped up the oil and dipped the tanks, I took a walk around it. This is one of four Paradise P1s in Australia, and looked like a Cessna 150 hybrid with a Tecnam P96 Echo.

As aeroplanes go, it was lower than most, and I could easily see the top surface of the wing over the trailing edge. The skin was very clean, with just the rivets, two smaller-than-usual fuel caps, and two looped air-vents across the wide top surface of the wing. The aileron hinges were individual and substantial, and the wing tip trailing edge swept up in a graceful arc.

The wing strut attachments, inboard and out, were fitted with extremely well fitting fairings.

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AUSTRALIAN SPORT PILOT | April 2019

The tailplane was an all-flying, low aspect ratio, stabilator with an antibalance tab, mounted below a smaller-than-I-expected vertical fin and rudder. A door on each side serviced the two seats, and, although they looked a bit small, they were extremely well-fitting and closed with a sharp click and not the slack-clack produced by some other aircraft doors.

The visible engineering by the Paradise manufacturer is impressive.

We pulled the aeroplane out and onto the neatly groomed grass in front of the hangar where Rob took me through the pre-flight. However, in essence, the walkaround only displayed two differences of note - the substantial deflections of the anti-balance tab with movement of the all-flying tailplane at the rear end, and the unusual arrangement of the trailing, fully castoring, nose wheel at the front.

I am shorter than Rob, and entering, sitting, strapping in, and closing the door were relatively simple tasks. However, Rob, the taller, needed a bit of wriggling. The doorways, though pretty and very well made, did prove to be a little on the small side. The seat was comfortable and fitted well. My legs sat naturally on the rudder

pedals (with brakes atop) and my left knee rested against the knurled nut that was the friction lock for the throttle. I did notice, though, that in placing my foot on the left rudder pedal, it was possible to put my foot onto the yoke control mechanism hidden in the dark depths of the recess instead: a good point to raise in a passenger brief before flight.

The panel was certainly impressive. A full set of VFR instruments including an artificial horizon and directional gyro were placed in front of the pilot, while I on the right had the substantial array of engine gauges. The radio was well placed in the low centre of the panel, and in easy reach of both seat. To my surprise, there was also a two axis autopilot for us to play with and that wasn’t all!

Also, sitting in a black-cased box on top of the left side instrument panel, we carried our very own anti-collision warning radar system. Apparently, any aircraft sensed flying a conflicting heading would raise the system alarm so we could assess the conflict and take appropriate action as we deemed necessary. Bugger – no wonder my eyes are wearing out – I never had one of these before!

Photos: Mark Smith

The engine, a ubiquitous 100 HP 912, started easily and all those gauges that should go green after start-up did so.

While the engine warmed we put on the lovely Lightspeed headsets and set the volumes. As soon as the coolant temps hit the required 50°C we called taxiing for 14 and released the brakes.

The run up was standard and the CDI drops were small and smooth. The pretake-off checks were standard and with two notches of flap (yes – it has manual flaps) we looked out, called, “lining up”, and rolled on 14.

The take-off was really short. We hardly had full throttle on when we had the prerequisite 50 knots and rotated. Initially we set the climb IAS at 52 knots for Vx. The nose was very high, limiting forward visibility, but we were certainly climbing without effort and had a good angle for obstacle clearance. Having proved the point, we lowered the nose and established a normal Vy climb at 60 knots and retracted the flaps.

Heading south east, as we climbed I assessed the feel of the aeroplane. The control yoke was thick in my hand but fitted

I sat there, feeling at one with the aircraft, and enjoying every minute of flight. It is a friendly aircraft – it feels good just to be flying it. well. The ailerons were light and lively and the elevator crisp and effective. The rudder was less positive, but it is a small surface and, although felt a little soft, would bounce the ball off the ends of the slip/ skid indicator with ease. The elevator trim was simple to use and positive and seemed to have an excellent range. The rudder trim on the other hand seemed very ineffective and I wondered why the manufacturer had installed it as the rudder pressures were very light anyway.

Level at 3000 feet I did some turns to check the area was clear of interlopers that might disturb our stalling exercises.

Turn entries were easy – this is a slippery aeroplane with limited adverse yaw so keeping the ball centred on entries and exits was simple. What wasn’t so easy was

the lookout. That low door profile does get in the way and even little short me had to duck my head to see under it for the turn lookouts. In the turn, the wing leading edge is well forward and does hide a section of sky but, with this in mind, it is just necessary to have more frequent lookouts to ensure the way ahead remains clear.

With no-one in sight we haselled and I set the aeroplane up for a basic stall.

With a slight nod the aircraft warned me that she had stalled and was on the way down, a fact confirmed by the ASI needle pointing to 400 fpm below the zero mark.

There was no buffet or any other warning.

A second one gave the same results. With power at 3500 RPM and two notches of flap, there was a slightly sharper break as we reached the critical angle, but not AUSTRALIAN SPORT PILOT | April 2019

35

greatly different. With 4500 RPM and full flap, the nose attitude to maintain height was very high and the deceleration was very slow. When the break came it was sharper again and with it came a right wing drop. Not severe, not savage, but enough to let you know you were getting out of bounds. Recovery in all stalls was immediate with yoke forward to reduce angle of attack and simultaneous full throttle. In all the characteristics were benign; this is not an aeroplane to start legends. Stalling in a turn gave no buffet, just a small sag of the nose and the commencement of a descent.

The same occurred each way.

At 5000 RPM in level flight we got a good, solid 80 knots indicated. At that speed the controls were all, naturally, a little heavier. Responses to aileron and elevator input were crisp and sharp but the rudder was still a little soft. Reducing power saw the nose sag and increasing power raised the nose.

All was perfectly normal. In a turn, hands and feet off, she entered a slowly increasing bank and steepening dive – absolutely normal spiral instability.

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AUSTRALIAN SPORT PILOT | April 2019

The descent back to the field was a cruise descent at 80 knots. Traffic was light and we easily slotted into a downwind rejoin with just one aircraft, well ahead, which landed and cleared the runway before we were mid-downwind. With the downwind checks completed, I sat there, feeling at one with the aircraft, and enjoying every minute of flight.

It is a friendly aircraft – it feels good just to be flying it. We turned base and set up an approach for 14 grass. As the airspeed fell below the Vfe of 70 knots, I pulled on two notches of flap and let the airspeed settle to 60 knots. Adding just enough power to pull us up to the runway boundary, I trimmed it.

I used the turn on to finals to slow to 50 knots, the book approach speed, and added the last of the available flap. Lowering the nose quite considerably, to keep the speed up, I added more power to get in. The elevator felt quite heavy through the yoke, and I needed considerably more back trim to hold it. This aeroplane suffers substantial trim changes with changing airspeed.

Crossing the runway boundary I eased the power and settled into the flare. Here the increasing yoke weight to maintain the float with decreasing airspeed was very noticeable and I let her settle onto the runway. A small skip and we were down for good.

As we taxied back to the Gympie Aero Club, Rob said the aircraft had been purchased with raising the club membership in mind. They saw the Paradise as a very modern light aircraft, with great pilot appeal and a number of sophisticated attributes ideally suited to the roles a progressive aero club might require of its flagship. I had to agree.

This is a very attractive aeroplane. It is a pleasure to fly and has no characteristics that would be detrimental to the purpose for which it was acquired. Rob said the club had already had a number of pilots trained elsewhere join the club to hire it as well as half a dozen or so new students who were enjoying their training in it.

For me, this was an enjoyable flight in a nice little aeroplane. Maybe, if I am nice, I might get invited back to fly it again.

AUSTRALIAN SPORT PILOT | April 2019

37

PILOT PROFILE FEATURE

LEARNING FROM THE BEST

A veteran ag pilot is still passing on the art of aviation to anyone keen to learn its ways.

Mark Smith caught up with him.

LITTLE RED ALTO

Mark Smith flies another great LSA from the Czech republic.

A

s I get older I like a bit of comfort. A seat that fits my not so svelte torso, a bit of shoulder room and a good view forward have become standard on my wish list when I fly an aeroplane. Throw in nicely placed controls where it’s obvious the designers thought about the ergonomics of operating a flying machine and I’m generally a happy camper…err flyer I mean.

The Direct Fly Alto pretty much ticks all these boxes. That’s the great thing about modern light sport aircraft; having to build light has meant designers have needed to start with a clean slate when it comes to fitting everything in, including the most important part, the crew.

Being a low wing aeroplane means getting in is as simple as stepping onto the

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AUSTRALIAN SPORT PILOT | April 2019

wing and easing oneself into the cockpit.

The canopy slides forward when I’ts open meaning there is no ducking and weaving to avoid getting donged on the head.

With Ido Segev, one of the importers of the Alto in the right seat it was time to run up the Rotax and go flying. Sliding the canopy back didn’t produce a feeling of being in anyway enclosed as the wraparound view is seamless with no pillars in front of the pilot’s eye line.

There was plenty of room between Ido and myself, despite the fuselage looking even and in proportion and not like a tadpole.

The brake lever sits between the seats and is locked by pulling the lever slightly to the right as it’s pulled back. Unlocking

is the reverse. There are no toe brakes but there is very direct nose wheel steering and it was easy to keep everything straight.

With the park brake set the master key is turned half way which activates the electrical system. The next check is of the three engine instruments, the oil pressure, the oil temperature and the coolant temperature which are all electric. They perform a cycle where they all momentarily move to the halfway point and back again, which shows they are working.

I’ve flown a few Rotax powered aircraft and the experience in operating the engine is pretty much the same. Turn on the fuel pump, run up to about to about 4000rpm and do a mag check and if that goes okay you are good to go.

Photos: Mark Smith

Cockpit with its unique forward moving canopy.

Peter Harlow (l) and Ido Segev

The Alto has electric flaps and one turn of the flap knob situated in the centre of the panel sets take off flap.

The throttle is a vernier, which allows for coarse adjustments by pressing the centre knob with the thumb while pushing the control forward, or fine adjustments by turning the knob.

Full power with two up still produced a satisfying feeling of acceleration and lift off occurred in about 200 metres at about 50kts. The trim is also electric and quite sensitive so I ended up performing a few pitch excursions as I searched for the sweet spot that would give 70kts, the climb speed with the flaps retracted.

Once I had things settled the climb rate sat at around 800fpm, which is pretty

good with two up on a warmish day and quite a small wing. Control feel was about how I like it – not heavy but not so twitchy that you are forced to fly with a two finger grip and fear of sneezing lest you perform a rocketing climb as the stick moves back three millimetres.

Like a lot of LSAs, rudder is an important primary control that needs to be used properly to perform co-ordinated turns. This is a good thing for any training aeroplane. It didn’t take long to get the feel of where my feet needed to be in order to perform nice 45 degree turns from one side to the other.

Stalls were a non-event with flaps up, with a pronounced buffet about five knots before the wing gave up and the nose dropped. Full flap stalls produced the same buffet but with a wing drop to the left. Again nothing I would describe as Paul and Strike worrying forKaren a trainer/tourer.

With the throttle set to 5200rpm we

were truing at about 110kts according to the EFIS, certainly not a speed demon but fast enough to go places.

I have to say it again though: the wraparound canopy is awesome, providing a view that is breathtaking.

Time to head back to earth and yet even at idle with the speed at 60knots the rate of descent was a gentle 600fpm with no flaps. The wing might be small but its aerofoil is very efficient.

Lined up on final with three stages of flap Ido had warned me to keep the speed to 50kts over the fence to prevent floating the length of the runway. It worked, though my touchdown was still firm. I’d certainly love to spend a bit more time with this aeroplane.

The Alto is imported by AeroEdge Pty Ltd which, although a new name the in the Australian recreational and light sport aircraft market, is backed with substantial experience and knowledge of LSA operAUSTRALIAN SPORT PILOT | April 2019

39

Up in the air and on her own

ations due to its continuing involvement with Foxbat Australia.

“Our mission is to be one of Australia’s leading light aviation resources focused on safe, excellent value and durable recreational and light sport aircraft and providing the parts, accessories and service which support them,” Ido says.

AeroEdge is co-located with Foxbat Australia at Tyabb Airport, south of Melbourne and was set up by Ido and the original Foxbat agent Peter Harlow.

Ido says it took a lot of searching and testing before they settled on the Alto.

“It’s been a two year process between Peter and myself to find a low wing aircraft that will contribute to the other aircraft we import, the Foxbat and the Vixxen.

We had a look at nine other aeroplanes, some not necessarily low wing; we even looked at a biplane. We looked at one of the quickest LSA’s in the world and one of the slowest as well. After a long process we managed to find this company at a small airfield about an hour and a half outside

40

AUSTRALIAN SPORT PILOT | April 2019

of Prague in the Czech Republic. It’s fairly small company in the LSA world, with around 88 aeroplanes flying around the world at the moment, along with a few more that are kit built since that’s another option.”

Light sport aircraft manufacturing has become a large industry across Europe, with the Czech Republic figuring highly with many manufacturers. Ido thinks this has something to do with a heritage that stretches back to WWII. “The Czechs used to build Messerschmitts for the Germans under contract during the Second World War, and even wooden biplanes for the allied forces during WWI. Gliding has also always been a popular sport over there and so there has always been a cottage industry of glider production.

“The government is very supportive of small manufacturing businesses as well and finally Europe is very small so you can easily fly your light sport aircraft from the Czech Republic to Germany or France.

In Australia we have a lot of land but in Europe LSAs are used for commuting.”

Peter is also enthusiastic about the design and construction of the Alto.

“This design appeals to us because of its all-metal construction and wide cabin.

The cruise is good at 105 to 110kts and it uses the Rotax engine which has proved itself for years now. It’s just a good robust aircraft that has been very thoroughly tested.”

At times I can imagine I know what it must have been like for pilots in the late 1950s, with the traditional rag and tube designs giving way to new all metal aircraft that offered a level of sophistication and comfort previously not seen in the common training aeroplanes on the line.

Aircraft like the Alto offers a step up from the older GA types that have been the mainstay of training for decades. They prove these are very exciting times to be involved with LSAs.

It'd look good on any flying school line.

John in his Swift near Temora AUSTRALIAN SPORT PILOT | April 2019

41

FEATURE

RESURRECTING THE CURTISS ROBIN It’s rare for an aircraft from the golden days of aviation to reappear without needing a full restoration.

Mark Smith met the owners of one.

I

magine a classic aeroplane, a double Oshkosh Silver Wings winner, built in 1929 that was imported into Australia in 1991, and then became a secret museum piece tucked away on a remote farm with several other classic aeroplanes. It was always maintained to an airworthy standard by a team of engineers, who travelled to keep the ancient Wright radial on song and the airframe ready for flights that never happened. It had become something sad to the eyes of many aircraft enthusiasts – a ground-bound aircraft.

The importer saw the aircraft at Oshkosh in 1991 after winning the Silver Wings Award

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AUSTRALIAN SPORT PILOT | April 2019

for the second time and purchased it. After it arrived in Australia he flew it once and then kept it in annual but never let daylight get under the wheels again. Essentially it disappeared from public view for 29 years into a private collection owned by a very private owner. Some people in the aviation industry were ‘in the know’ about the collection but the owner didn’t go out of his way to display what he owned.

Twenty-nine years is a long time and the world was a very different place back in 1991 when the Curtiss Robin arrived in Australia.

We still watched standard definition televisions, with 26 inch screens, Bob Hawke was

still Australia’s most popular Prime Minister ever and mobile phones were incredibly rare and very expensive. The internet? What was that?

One of the people who learned of the existence of the rare aircraft, seemingly hidden in South Australia outback, was Jack Vevers. He has a small collection of old aeroplanes at Tyabb on Melbourne’s Mornington Peninsula, and became intrigued that such an interesting aeroplane was effectively in retirement. He’d fallen in love with the iconic design in the early 1980s when he was working in the United States, but the only examples he saw were museum pieces

PHOTOS: MARK SMITH

which were moving further away from flying as they aged.

Then a few years ago he learned there was an airworthy example in Australia.

“I heard about the aeroplane from Peter Bernardi here at Tyabb and I found some old pictures that had been taken 25 years ago. From there I was able to look up the registration, and made contact with the owner. That was the simple part.

“From then it was two years of talking to him about possibly buying the aeroplane.

He started with really quite a high price on it and so we’d talk some more and negotiate and then the negotiations would stop and

I’d walk away. Then I talked to him again and almost came to some arrangement then it stopped again. It was going nowhere. Basically he said he’d ring me and I left it at that.

“Then Peter Bernardi rang me and said I think he’s just about ready to sell it so I gave him a call, and at the same time I mentioned it to my friend Graham Hosking and he said he might be interested in going into partnership with me to buy the Robin so we teamed up and started negotiating again.”

Graham has a slightly different take on the beginning of the partnership.

“All Jack needed was some clown to turn around and say that’s a really good

idea and the one thing that really pushed him over the line was when I said it’s a really good thing to do and if you don’t want it well I’ll grab it, but I’ll be happy to be your partner in it and go halves. So basically I got involved purely by helping Jack make up his mind, pushing him that little bit extra,” says ‘Hocko’ with his characteristic smile.

“The partnership is going very well. We both love the aeroplane and we were even prepared to calmly accept that the motor was pretty much U/S when we got it home.”

The story of the aircraft’s rare Wright Cyclone engine has become an integral part of the history of the aeroplane, given

Taxying in after another flight that's more like a trip back in time.

AUSTRALIAN SPORT PILOT | April 2019

43

1929 or 2019? Who cares?

it’s 90 years old. Despite a successful ferry flight from South Australia to Victoria, which was an adventure in its own right, as it was like flying a 90 year old time machine across two states without radio and only a compass and map. Even though the engine had been started and maintained annually, there were hidden problems that made themselves known when the aeroplane was being prepared for its first annual at Tyabb.

“Graham and I were getting it ready for its annual so we could fly it at the upcoming airshow at Tyabb and we pulled a couple of spark plugs out and had a look inside and saw a little bit of corrosion so we decided to pull the barrels off and give them a hone.

Unfortunately after we pulled the cylinders off we could see inside the engine and saw some big bits of loose metal, which was alarming and that’s what led us to rebuilding the engine.

“We weren’t expecting the motor to be in such bad shape. It had only done 55hrs from rebuild but that was some decades ago, and it’s like anything mechanical. If it sits there and doesn’t get used problems can occur. I don’t blame the previous owner or his engineers in any way. They looked

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AUSTRALIAN SPORT PILOT | April 2019

after it well.” The rebuild led the partners on a journey of discovery. The five cylinder Wright J-6-5 hadn’t been built since 1937 so it was time to start searching for parts that hadn’t been produced since before WWII. “It meant talking to a lot of people in the US and finding the right ones to help us. I have to say there are a lot of shysters out there,’ says Jack.

“Eventually I found two guys who basically owned an Aladdin’s cave of parts for the Wright engine. But I had to go through this interview process of making sure I wasn’t just a collector and that I was actually going to use the parts on an engine. Thankfully I knew a few people over there who helped with the introductions and I travelled across to the US and met with them.

“After that parts started turning up so we managed to get brand new old stock parts, in their original boxes, which was a miracle when you consider you are dealing with a 90-year-old engine. It meant we could completely overhaul the engine, rather than just ‘fix it up’.”

Hocko chimes in.

“Now that we’ve got a new motor on it, to make up for all the years it hasn’t flown,

Jack is going to do the inaugural run from Tyabb to Paris,” he says laughing.

Jack shakes his head.

“Flying it across to French Island from Tyabb (about 10 miles) is bad enough because the ergonomics of the rudder pedals wear out your legs. It’s like riding a pushbike with the seat too low. I’m getting used to it and I’ve been trying to do some exercise to build up my legs to fly her.

“Apart from the rudders it’s actually quite pleasant to fly. I’m starting to become a bit calmer now I’ve done a bit in it. There was really no one around who could teach me. Nick Caldwell, an instructor and historic aircraft tragic, did a few circuits with me and then said off you go lad.

“It’s quite easy to fly, but you need to think a little differently than you do in a more modern aircraft. You tend to use the rudder more for turning than you normally would, with the ailerons being used to balance the turn, because there’s no differential with the ailerons, so you get a huge amount of adverse yaw if you don’t balance it properly. You have to remember this is pre Tiger Moth thinking.”

With a cruise speed of around 85mph

Completely original cockpit

(about 73kts) it’s no rocket ship. But for Jack that’s part of the attraction.

“You just have to do everything slowly.

You take a long time to climb and a long time to descend. The wing is so big, and you can’t just pull the power back because you’ll probably shock cool the engine. I approach at 70mph (60kts) which is a bit fast but it means I can see over the nose a bit and see the runway until the last few seconds when I pull the nose up and start really slowing down. Then when it’s ready to land it’ll land and does a lovely three pointer. It’s a lot easier to land than my Auster, much more forgiving and very predictable.”

Graham and Jack realise they have taken on the responsibility of keeping a piece of aviation history alive and available for future generations.

“I am very mindful of the historical importance of the Robin, where the concept of replacement is pretty much unrealistic because it’s approaching being priceless and irreplaceable,” Jack says.

“Graham and I are the current custodians of a flying piece of aviation history and we are keen to see this aircraft flying on its 100th birthday in 10 years.”

Part owner Jack Vevers.

AUSTRALIAN SPORT PILOT | April 2019

45

COLUMN

SAFETY WHEN SHOULD YOU TRIM IN FLIGHT?

It's a question we get asked quite a bit. Here's what you should know. Originally published on boldmethod.com First Off, What Does Trim Do? Trim holds airspeed. If you trim for a speed and let go of the yoke, your plane will keep flying at that speed, regardless of your power setting. If you trim and change your power, your plane will pitch up or down to maintain your trimmed speed. Trim for climb speed, let go, and you'll maintain climb speed. Trim for cruise, let go, and it'll maintain cruise speed. Trim for final approach speed, let go, and you'll maintain final approach speed. The list goes on.

Trim holds airspeed.

That's how trim works in a perfect world. In reality, you might have to continue making small power, pitch, and trim adjustments to maintain attitude and speed.

When To Use Trim Pilots debate all the time about when trim use is or isn't appropriate. Simply put, there's no right answer, and the choice comes down to personal preference. Each flight instructor teaches their students a little differently, often by the strategy they personally use. Let's dive into when trim should be used, and what you should be aware of as the pilot flying.

Straight And Level Your workload in cruise flight is really reduced when the aircraft naturally wants to fly straight and level. If your goal is straight and level flight, you should only need to make a few small adjustments your to elevator to find the sweet spot.

Hold the controls lightly as you trim the aircraft up or down.

Keep your eyes outside the cockpit and note changes in pitch.

Continue making tiny trim changes to find the spot where little

46

AUSTRALIAN SPORT PILOT | April 2019

to no forward or back pressure is required from your hands on the yoke. When you're perfectly trimmed, you should be able to take your hand off the yoke and continue flying without pitching up or down.

Trim requirements can change fairly dramatically in cruise at different speeds and power settings. As you add power, you'll notice that the nose tends to pitch up. But why? The aircraft pitches up for two main reasons.

First: There's increased airflow over the horizontal stabiliz• er and elevator. Adding power and increasing airspeed will result in an increased tail down force, causing the nose to rise. The opposite is true of when you reduce power.

Second: The location of the center of thrust is below the • center of gravity in most GA aircraft, creating an upward pitching moment with increased power. This is true for most aircrafts, but not those with a center of thrust above the center of gravity.

Because of this, a constant trim setting will only hold you straight and level at a constant airspeed and power setting.

Climbs And Descents Just like straight and level flight, small adjustments to trim should be used during climbs and descents to maintain a desired airspeed. On climb (or descent), pitch for your airspeed. Then, hold the controls lightly as you trim the aircraft up or down. Continue making small trim changes to find the spot where little to no forward or back pressure is required on the yoke.

That will make your climbs, as well as your descents a lot easier. Keep in mind, if you need to pitch for a different airspeed during climb or descent, you'll need to re-trim the aircraft.

Steep Turns Should you use trim during a steep turn? This is where the real debate starts. The point of a steep turn is to develop simultaneous bank, power, coordination, back pressure, rollout, and trim skills. Hand-eye coordination is improved as steep turns are perfected.

Some pilots prefer to leave their level flight trim alone as they enter a steep turn, and instead just use back pressure on the yoke or stick to maintain altitude. Pilots who don't use trim often like the feeling of holding constant back pressure, for one big reason.

The heavier control forces make it more difficult to over-control the aircraft inside the turn, so it gives the sense of more stable flight. On rollout, pilots using this technique don't need to re-trim the aircraft very much. This doesn't work for everyone, however.

Many pilots feel like they're able to control the aircraft better when it's trimmed in a turn for the exact opposite reason, because less back pressure is required. Upon entering a steep turn, one or two downward flicks of the trim wheel (nose-up) is all you

need. Less back pressure means that pilots who trim the aircraft are able to relax their muscles and better focus on other aspects of coordination. In some cases, the pilot simply might not have the arm strength to comfortably maintain strong back pressure throughout the turn. There's nothing wrong with that.

If you do trim, be aware that on rollout you'll have to re-trim the aircraft and apply forward pressure, or else risk climbing right away. Since all of your lift will return to acting vertically, a few upward flicks of the trim wheel (nose-down) is all you'll need to help.

So is it wrong to use trim in a steep turn? Nope. It's just a matter of personal preference. Either way you go, flight loads will change on rollout and you'll have to adjust back pressure, trim, or both. This is one reason why steep turns are so valuable; they help pilots develop good trim habits that work for them.

Better yet, the same skills apply to the traffic pattern. The basic skills you learned from steep turns should be used for many of your shallow turns, including those in the traffic pattern.

As you make turns in the traffic pattern, you'll need to either add back pressure or nose-up trim to prevent your aircraft from trending nose-low.

Final Approach Another point of contention is how much trim to use on final approach.

If you haven't done them before, ask your instructor to demonstrate elevator trim stalls. They're stalls caused by adding full power when flying with substantial nose-up trim, without proper forward pressure on the controls to prevent a high pitch attitude as full power is added.

Imagine flying a perfectly trimmed, hands-off approach to the runway. Elevator trim stalls are supposed to replicate what would happen during a go-around with this kind of trim setting and not enough forward pressure on the yoke.

Because of the risk for an elevator trim stall, some instructors don't recommend trimming at all on final approach. But does this make sense? Just because the nose will pitch straight up during an elevator trim stall, doesn't mean we shouldn't use trim on final approach. It just means you need to apply forward control pressure and begin rolling trim forward on go-arounds as soon

as practical. Having a little bit of nose-up trim on final approach is a great way to ensure you're able to flare without your nose touching down before the main wheels.

Once again, trim preferences divide sharply at this point, and there's no definable "correct" way to do it. Like steep turns, some points prefer flying final approach with heavier control pressures, while some don't.

But for most pilots, trimming on final is a what you should do.

Trim will help you fly more stabilized, on-speed approaches. And doing that almost always results in better landings.

Don't Trim Incorrectly Trim is important, and you really should use it to reduce your workload. But you should not fly the aircraft using trim alone.

Some pilots have a tendency to use trim, especially electric trim, to initiate climbs and descents. Don't use trim to point the nose where you want it to go. Instead, think of trim as a piece of tape.

First, use your hands on the controls to set the aircraft in place, then add trim (or tape) where you want it to stick, and let go.

Using Trim Leads To Smoother Flying There's no "perfect way" to trim an aircraft. But using trim is an excellent way to reduce your workload in the cockpit, and make your flights more comfortable. Practice trimming during every phase of flight, as well as maneuvers like steep turns, and see what works for you.

AUSTRALIAN SPORT PILOT | April 2019

47

Port Pirie Regional Council is seeking expressions of interest for development at the Port Pirie Aerodrome.

The city of Port Pirie located 220 kilometres north of Adelaide on the Upper Spencer Gulf within easy distance to the Flinders Ranges. The Aerodrome is located 5 kilometres south of the CBD of Port Pirie. The airport consists of a 3 runway layout making it ideal for pilot training and also servicing aero-medical, charter and private flying. Av Gas and Jet A1 fuel available.

Opportunities for development include: • Residential Airpark • Private hangar development • Aircraft Maintenance Facilities • Commercial and industrial development Go to www.pirie.sa.gov.au for further details.

Expressions of Interest close on 31 March 2019.

NEW LOW

PRICE

TOPAZ sport Airsports, flytopaz.com, 0422-446622

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AUSTRALIAN SPORT PILOT | April 2019

AUSTRALIAN SPORT PILOT | April 2019

49

COLUMN

SAFETY

GO AROUND, I SAY AGAIN – GO AROUND Rob Knight takes a look at how to safely not land.

A

student once asked me how they would know if they needed to go around. My answer is simplicity in itself and fail free. If you ever wonder if you should go around then that is the answer – take it from that point and get the hell out of where ever you are and start the circuit process again. You can do that as long as you have daylight and fuel.

Most pilots expect that a go-around should be a consideration on final approach but, in reality, any time from middown wind is quite appropriate. I recall doing a PPL flight test at an uncontrolled airfield that had several training organisations and a very active gliding club. It was in the late afternoon and the candidate had done well. It was our return to the field for a normal approach and landing and a short landing to finish the test.

Exactly on cue we turned down wind and put out the radio call. We both counted the aircraft and gliders ahead.

There were eight aircraft to land before us and some gliders never rolled clear it was obviously going to be very congested.

When he began his turn onto left base, there were more aircraft ahead than flies on a road kill. With no prompting from me, he called “overshooting”, flew over the base leg climbing 500 feet to rejoin from the non-traffic side on the crosswind leg.

By the time we called downwind again, everyone else had landed and the runway was ours. He was unstressed and made two good landings to meet the requirements and left the field as a qualified pilot.

Now how easy is that? But more importantly, how many pilots actually do that? In my experience he is one of the few yet it is available every time a pilot feels uncomfortable with the number of

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AUSTRALIAN SPORT PILOT | April 2019

aircraft ahead and not confident of easily maintaining the necessary separation.

Most pilots curse, and wobble around the sky trying to fit in with the traffic ahead, snarling into their radio about who has the right of way.

A pilot can easily go around while on base leg should there be a potential conflict with another aircraft.

This has happened to me when another aircraft has joined straight in and not complied with the requirement to fit in with established circuit traffic. You may well be in the right but do you want “he is dead right” chiselled on your headstone after you collide, fighting for you right of way? The other pilot might be dead wrong, too, but you are both still dead! How much better to grit your teeth and tell yourself you are avoiding a madman with a death wish, and simply get out of the way by going around. If he wants that airspace so much let him have it – you go around. In the air is no place to contest it. First land safely, then, if you must, sort it out on the ground and live to tell the tale.

The final approach is like a funnel.

Where parallel runways occur, then there are two funnels operating. All aircraft planning to land must approach the runway through this narrow band of air space and thus congestion leaves it a very likely place for a collision. With this in mind, always be prepared to exit this funnel in the safest manner possible should another aircraft appear close.

Remember, unless formation flying, two aircraft are not permitted to land at once on the same runway. Or if someone who has forgotten their white stick, taxis out and lines up in front of you when you

are at 50 feet, all you can do is say, “Sh@# happens”, and go around.

So far all I have mentioned are aircraft to aircraft conflicts, but a pilot’s own positioning in relation to the runway may necessitate a go around. Being too high and not able to steepen one’s glide path is the most common cause, but it is not the only one. As I mentioned in the December issue, in my piece about the stall/spin trap, being too high and over shooting the centre-line is another.

The tendency when high and close in is to turn steeply to regain the centreline and being too busy to recognise the airspeed decay and the rising angle of attack on the inner wing (if you want more about this read the article again). However, as a go around can be commenced at any time, that very simple act will reset all the defaults and the pilot can start the approach again with the experience of the last one behind them.

So what are the requirements of a good go around? Primarily they are to avoid any further conflict with other aircraft. On downwind or base leg, a pilot can simply climb to the rejoin height and follow the circuit pattern below and then, when on the non-traffic side, let down and rejoin on the crosswind leg as usual. Naturally, maintaining a good lookout for other aircraft and broadcasting intention on the radio are both very necessary The go around from the final approach is the only one where a change of direction may be required.

Over the years, there has been some conflict regarding the flight path of a going around aircraft and the circuit direction in place at that time.

The VFRG states (in the non-controlled-aerodromes/arrivals-departures -and-transits section: Go around – A pilot who elects to abort a landing should manoeuvre to keep other traffic in sight, maintain a safe distance from all aircraft and re-join the circuit when it is safe to do so. This may involve manoeuvring to the right, left or maintaining the runway centreline, depending on traffic, the circuit direction and terrain.

See http://vfrg.casa.gov.au/operations/non-controlled-aerodromes/arrivals-departures-and-transits/ The illustration on the right depict the potential flight path of the going around or overshooting aircraft. By flying alongside the runway, the pilot of the overshooting aircraft is better able to see aircraft on the runway and to avoid an aircraft conflicting on the climb-out. As most aircraft have a left seated pilot in command, an overshoot in a right hand circuit may necessitate being wider so the pilot can observe the runway adequately After the over shooting aircraft is safely under control, the pilot can decide the easiest and safest means of rejoining the normal circuit pattern. They can climb straight ahead and rejoin on the crosswind leg, or vacate the circuit completely and rejoin from overhead the field should they feel that is safest.

I don’t recall ever hearing of any pilot coming to grief because they did a go-around.

AUSTRALIAN SPORT PILOT | April 2019

51

AVIATION CLASSIFIEDS

5023 22 AIRPARK RD HOLBROOK AIRFIELD

5189 SAVANNAH S PRICE REDUCED

Hangars 15m x 12m available from $78,000.

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5501 AIRCRAFT 23-8806

Residential vacant Block. 22 Airpark Road Holbrook NSW 2644. Offers mid to low sixties considerd.

EMAIL: donwoodward@outlook.com WEB: holbrook.simdif.com PRICE: $690000000 CONTACT: Don Woodward 0417 696 461

82 Airframe Hours, 70 Engine Hours, Savannah S Savannah S.Rotax 912iS 100 HP Fuel Injected Eng.45TTIS. Factory built. No Accident. 144L Fuel.

Garmin G3X 10.6" Touch Screen & GTX23 Mode S ES Xponder.Garmin GMC305 Auto Pilot & GTR200 Radio. AOA. DUC Prop.

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5088 FLIGHT DESIGN CTLS

5300 37 TIGERMOTH AVE, PRICE DROPPED

550 Airframe Hours, 550 Engine Hours, J230D For Sale Jabiru J-230D PRICE: $88000 CONTACT: Bill Haynes 0429 054 205

5502 2014 WEDGETAIL AIRCRAFT COUGAR (FORMALLY MORGAN AEROWORKS)

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Due to work redundancies, selling my hangar at YTEM. 2yr old 15x15x 6m high hangar on a 50 x 25m freehold block, it has unrestricted views across the entire northern side of the airport. Power, water, gas & sewer avail.

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5164 JABIRU UL6

5335 TYRO MK 2

64 Airframe Hours, 64hrs Engine Hours, Cougar This aircraft is one of very few kit built aircraft of it's class anywhere in Australia. It is equipped with everything that you could imagine: Honda Viking Engine 110Hp (Uses between 18-20LPH of 98 Fuel) 110L Fuel Capacity with 8 hrs Endurance Ope PRICE: $0 CONTACT: Frankie Bailey 0468 713 545

5528 AIRBORNE XT-912, TRIKE/ MICROLIGHT ARROW S WING LSA 597 Airframe Hours, 351 Engine Hours, UL6 Jabiru UL6 (6 cyl, 3300, Camit engine, 4yo), Good Condition Extended wings. Frame: 597 hrs. approx; Engine: 351 hrs approx. Upgraded brakes, larger wheels. Climbs exceptionally well. Ideal for short take-off and landing.. Fuel: 14-15 l/hr @ 105Kn. PRICE: $29000 CONTACT: Johannes Luthy 0402 443 635

5167 X-AIR 19-7965

60 Airframe Hours, 40 Engine Hours, Tyro MK 2 Tyro MK 2 fully refurbished 4 years ago with stits polyfibre. VW 1600 twin port aero engine (60 hours). Holds 50L of fuel, with a burn of 7-10L/hour in cruise. Fully enclosed trailer included. Located in South East Tasmania.

PRICE: $7500 CONTACT: Les Skinner 0437 616 135 PRICE: $70000 CONTACT: James Robert Rodgers 0457 054 123

5458 HANGARS HOLBROOK AIRFIELD

161 Airframe Hours, 272 Engine Hours, Standard Well maintained, only used locally , 582 rotax blue head with E-Box . Oil pump ready to fit. Offers considered. Rego to Feb 2018 .

PRICE: $12000 CONTACT: Bryan Robert Fiddes Low 0414 722 740

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AUSTRALIAN SPORT PILOT | April 2019

Hangars blocks 18m x 18m freehold titles at Holbrook Airpark from $25,000 or land and new

156 Airframe Hours, 556 Engine Hours, XT-912 AIRBORNE XT-912 TRIKE; ARROW S WING ONLY 156 HOURS, WINGLETS FACTORY FITTED 16/3/18, ENGINE & BASE 556 HOURS, CONVERTED TO LSA, FULLY FACTORY PERFORMANCE TUNED. ALL SERVICES DONE, ALWAYS HANGARED. NEW BOLLEY PROP, TALL SCREEN, ENGINE COWL, HEADSETS PRICE: $27500 CONTACT: Bob Thiemann (07) 5481 2025/ 0418776116

5541 SORRELL HIPERLIGHT

5618 KITFOX IV CLASSIC

5652 PROPERTY FOR SALE IN GATTON AIRPARK

108.4 Airframe Hours, 28.7 Engine Hours, SNS-8 Hiperlight. Fully rebuilt in 2017 including engine.

Recovered in Oratex UL600, new bracing wires everywhere, new wiring, new fuel system. Empty weight 110kg, MTOW 226kg. Cruises between 5060kts, 20 Litre fuel tank. Strong +6 -3g. Detachable tail. Simple flying.

PRICE: $9000 CONTACT: Ruben Daniel Martin 0468 359 784

5569 ZENAIR 750

360 Airframe Hours, 90hrs Engine Hours, Kitfox IV Classic. No time to fly. Airframe 360hrs. Subaru EA81 100hp, Autoflight gearbox 80hrs since rebuild.

3 Blade Bolly Optima. Grove Aluminum undercarriage. 100ltrs fuel. Garmin GPS aera500.

PRICE: $24000 CONTACT: Peter 0467 091 714

5620 2004 AIRBORNE EDGE X CLASSIC TUNDRA

2,100 Sq.mtr Block. 320 Sq.mtr. 4 Bed/3Bath Brick Home 16m x 12m Hangar w direct access onto 800m runway, Town Water + 3 Rainwater Tanks 30 mins to Toowoomba, 45 mins Brisbane by Road. Un-interrupted scenic rural views. UNDER CONTRACT. PRICE: $595000 CONTACT: Beven C.T. Dryden 0409 771 004

5653 RANS S6ES

ZenAir750 130hrs Rotax914Turbo widebody bubledoors tundra tyres 10" Dynon Skyview 100ltr fuel Amazing short field take off.

PRICE: $95000 CONTACT: Nat Jaques 0417 073 046

5580 JABIRU J200 + 1/2 HANGER AT HECK FIELD

292 Airframe Hours, 292 Engine Hours, Edge X In excellent condition. Comes with full set of pumpkin head covers, fuel gauge, microair 760 radio, garmin 196 gps, 2 x helmets and headsets, intake silencer, and after muffler. Streak 2 wing, Rego until Jan 2020.

PRICE: $8500 CONTACT: David Mudie (02) 6947 1707 / 0414 643 368

624 Airframe Hours, nil Engine Hours, Rans S6ES Coyote II. 624TT Powered by Jabiru 2200 Fantastic Aircraft to fly, plenty of room for two large people.

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5665 TECNAM BRAVO P 2004 - YEAR 2005

5630 COBRAM COBRA

480 Airframe Hours, 480 Engine Hours, J200 480 hours, 6Cyd, 3.3Ltr, 120 HP, Solid valve lifter, head done at 450hrs, Temperature gauges, GPS, Transponder, Auto Pilot, Disc Brakes, Fuel Filter, Radio, comes with ½ hanger at Heck Field QLD. $50,000-plane, $40,000 - 1/2 Hanger.

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653 Airframe Hours, 118 Engine Hours, Cobra Single seater, very nice to fly. Very light and responsive controls. Cruises at 75-85kts burning 11-12 litres per hour. Fuel capacity 48 litres. Engine is points ignition, and requires hand starting.

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5615 POWERD PARACHUTE

5642 ARION LIGHTNING 3.3FI

60 Airframe Hours, nil Engine Hours, Home built

773 Airframe Hours, 683 Engine Hours, Lightning Owner builder, FI 3.3 Jab eng powered by Haltec F10X computer. Eng never pulled down. Cruise 140kts @ 2800, 19 lts per hr. Thompson prop 61x60.

Lowrance 2000C GPS slaved to Dynon 180.ASI. Always hangared at Goolwa.

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Converted airborn edge rotax 582. Fully certified.

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780 Airframe Hours, 720 Engine Hours, p2004-bravo Tecnam Bravo p2004 - year 2005. Aircraft is ex-demonstrator. Have owned aircraft since 2006. airswitch and tacho meter. Hangared and maintained. Spats currently removed.

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5672 JABIRU 170C 24-5398

370 Airframe Hours, 370 Engine Hours, J170C For sale Due to present health issues Jabiru 170C 24-5398, aircraft hangared at Wynyard Approx 370 hours on both engine and airframe. In top condition. Maintained by John McBryde who is happy for calls 0427 757 922.

PRICE: $59500 CONTACT: John Heidenreich 0419 324 250

AUSTRALIAN SPORT PILOT | April 2019

53

AVIATION CLASSIFIEDS

5680 CFM SHADOW STREAK

5725 STORCH S

5736 BUCCANEER2 AMPHIBIOUS ULTRALIGHT FOR SALE!

1600 Airframe Hours, 133 Engine Hours, Shadow Streak. HR blue head 582 electric start 3rd Engine.

133 HR bolly 3 blade prop. Nil accidents. ALL Ads performed. Rego till aug 19. VHF Radio and intercom. CHT EGT VSI Digi ALT Digi Compass. Dual Control. Still being flown.

PRICE: $12500 CONTACT: Nicholas Turner 0422 033 161

5689 JABIRU LSA 55/3J

Price reduced! 342 Airframe Hours, 342 Engine Hours, 1996. Updated electric actuators and Tundra 218 Airframe Hours, 218 Engine Hours, Storch S Price reduction - Selling As-Is, Where-Is. The Storch is the best-known of the Fly Synthesis bunch, and for very good reason. It's been around a long time, and has forged a powerful reputation within the aviation industry. It’s also proven to be one of the most influential small...

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5726 AIRBORNE EDGE X CLASSIC 2170 Airframe Hours, 470 Engine Hours, LSA55/3J Easy and fun to fly. Good condition always looked after, solid, factory built aircraft. Cruises at 95-100kts, 12-13L/hr fuel burn, 65L tank. Always hangered. Upgraded from LSA55/2j in 2003. Full covers provided. All AD's up to date.

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5690 WYREEMA AIRFIELD HANGAR SPACE/ STORAGE

wheels and tyres. Brand new icon A210. Needs some work on the tail-wheel for water landings.

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5737 JABIRU J200B 19-4922

73 Airframe Hours, 73 Engine Hours, J200 B Jabiru J200 B 19-4922. Low hours TTIS 73 hrs.

511 Airframe Hours, nil Engine Hours, Edge X Airborne Edge X Classic (Reg 32-5854) in excellent condition. Well maintained, serviced and always hangered. This trike is prefect for new pilots or any pilot looking to fly without investing too much money in the sport.

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5730 AIRCRAFT 19-8492

5748 SKYFOX CA21

5703 BANTAM B 22S

85.5 Airframe Hours, 25 Engine Hours, PT-2 Protec PT2 STOL Aircraft for sale,912s 100hp.

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560 Airframe Hours, 560 Engine Hours, Skyfox

5731 JABIRU SPT-6

engine, two blade wooden propeller, reg to July

CA21. Skyfox CA21 1990 55-0611, factory built in Queensland, TTIS 560 hours, Aeropower 78 hp 2019, in dash Garmin Area 660 GPS, 100 hourly

414 Airframe Hours, nil Engine Hours, Bantam B 22S 414 engine and airframe hours located YCAB Brolga prop, 582 Blue head motor. New skins,detailed log book and flight manual. A new motor still in crate is available, but is NOT included in this price.

PRICE: $12500 CONTACT: Kyle 0415 858 869

54

AUSTRALIAN SPORT PILOT | April 2019

completed July 2018, good clean condition inside and out, based at Bendigo, Victoria.

EMAIL: steve_broadbent@bigpond.com 78 Airframe Hours, 78 Engine Hours, SPT-6 PRICE: $45000 CONTACT: Neal Livingstone 0407 347 255

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5751 TECNAM P92-2000RG

708 Airframe Hours, 708 Engine Hours, P922000RG. Tecnam P92-2000RG. 2006 model 707 hours since new, Rotax 912 ULS, retractable undercarriage, new leather seats, Trio Ezypilot A/P coupled to Garmin 195 GPS, Microair Transponder, Icom A200 VHF. PRICE: $79000 CONTACT: Merv Hargraves 0429 003 112

5763 JABIRU 24-4681 J-160C

5790 AEROCHUTE 503

5794 STORCH HS FLY SYNTHESIS AIRCRAFT 24-4258

205.0 Airframe Hours, 205 Engine Hours, Storch HS Factory built Storch HS, over 500 built and flying this amazing and safe aircraft is used for training in many parts of the world. Has docile flying and landing characteristics yet will cruise around 90 knots for some decent cross counrty trips.

PRICE: $52000 CONTACT: Caz Monteleone 0404 897 452 80 Airframe Hours, 80 Engine Hours, 503 Aerochute 503 with wide top plate, 74" new Bolly prop, electric start, New high powered battery, Extended front plate for extra comfort. Flys like a dream. Comes with purpose built trailer with easy loading and unloading of your Aerochute.

PRICE: $8000 CONTACT: Graham Wright

5792 BRAND NEW UNRUN ROTEC R3600 150 HP RADIAL ENGINE FOR SALE.

5795 WALLABY FLY SYNTHESIS WITH 503 ROTAX ENGINE

12.2 Airframe Hours, 12.2 Engine Hours, Wallaby Built from Factory Kit by the Importer this two place aircraft looks and flies like new, Fitted with 503 Rotax electric start engine and only 13 hours TT. STOL characteristics, includes wing folding system. Selling as retiring from aviation business.

PRICE: $29000 CONTACT: Caz Monteleone 0404 897 452

5797 WALLABY FLY SYNTHESIS 582 2164 Airframe Hours, 266 Engine Hours, J-160C Certified Aircraft – Approved for flight training Airframe 2164 hrs, Engine 266 HTR to 500 HRS when through bolt replacement required. Annual Registration paid EXP 06/19. Full service history.

Wood Prop. Located Launceston Tas. PRICE: $34000 + GST CONTACT: Tasmanian Aero Club 0418 500 111

5779 STORCH BY FLY SYNTHESIS

BRAND NEW Rotec R3600 150 hp radial engine for sale. Delivered 2017. (Box opened for photos only).

Inspect Caboolture airfield, or more photos can be sent. Will arrange delivery anywhere in Oz or O/ seas at cost.

PRICE: $24500 CONTACT: John Hitzke 0428 883 311

5793 SAVANNAH S

50 Airframe Hours, 50 Engine Hours, Wallaby Factory built Wallaby powered by Rotax 582 in as new Condition, genuine 50 hours TT and impeccable condition, suitable for training with dual pedals and controls. Comes with parachute and tundra tires. A great composite aircraft worth over $55K new.

PRICE: $37500 CONTACT: Caz Monteleone 0404 897 452

5801 SONEX TRI-GEAR

1000 Airframe Hours, Zero Hours Engine Hours, Fly Synthesis. Re-engined with Mercedes Smart car engine. TT Zero hours. Comes in a roadworthy, registered tandem axle enclosed trailer. The wings fold and the whole aircraft can be loaded into the trailer by one person.

PRICE: $52000 CONTACT: Frank Shrenk

540 Airframe Hours, 540 Engine Hours, Savannah S Rotax 912ULS, Bolly Prop, Factory Built, Dynon EFIS,Mode, S T/ponder, 2X flip/flop VHF radios.

GPS 24 Reg. Low hours. Strobes, Nav/Land Lites.

Full details at john.groth1@bigpond.com EMAIL: john.groth1@bigpond.com PRICE: $73000 CONTACT: John Groth (07) 4973 9391\

130 Airframe Hours, 130 Engine Hours, Sonex TriGear. Sonex Tri-Gear 19-8656, 130 hours, Aerovee 80 HP, MGL EFIS & V6 VHF radio & ASI. Built by the Sport Aircraft Club of South Australia to give members hands on building experience. Project details- sportaircraft.org.au and click on the Sonex picture.

PRICE: $37500 CONTACT: Chris Moore 0411 196 232 AUSTRALIAN SPORT PILOT | April 2019

55

AVIATION CLASSIFIEDS

5827 SYNDICATE SHARE A32 VIXXEN AT CABOOLTURE

600 Airframe Hours, 600 Engine Hours, A32 Vixxen A share is available to a suitably experienced pilot. Long running syndicate based at Caboolture Queensland. Has full Dynon avionics including autopilot. Professionally maintained.

PRICE: $9000 CONTACT: Ian McDonell (07) 3886 5828

5848 SENSENICH PROP FOR SALE

Propeller sensenich w160.hj44 ah4559 PRICE: $650 CONTACT: David Snell (+6) 1414 496 696

5849 SAVANNAH

5837 AIRCRAFT 32-7042 70 Airframe Hours, 70 Engine Hours, Savannah XL Savannah XL 70 hrs airframe 70 hrs engine luggage barrier upgraded door latch Xcom vhf uhf tundra tyres upgrade to 600 kgs owner reluctanly given up flying.

PRICE: $72500 CONTACT: James Jardine 0264546210/0408167863

5854 JABIRU J120-C

470.0 Airframe Hours, 470.0 Engine Hours, J120-C Jabiru j120-c. First registered: December 2010..

Total time engine&airframe:470.0hrs. Engine model: 2200B. 65 liter fuel tank behind seat.

Pumpkin head canvas propeller and cabin cover.

Brand new composite propeller. Refurbished original timber propeller with spinner, bubble rapped in box. Wheel spats for nose wheel and main wheels. 2x Jabiru.

PRICE: $44000 CONTACT: Zackary Dingle 0455 731 564

5855 JABIRU SP FOR SALE

5850 AEROCHUTE FOR SALE

97.6 Airframe Hours, 97.6 Engine Hours, Outback Airborne Outback trike in excellent condition only 98hrs and always hangered.

PRICE: $17000 CONTACT: Richard Perrett 0407 454 809

26 Airframe Hours, 26 Engine Hours, Dual Aerochute and trailer for sale registered. Located Sunshine Vic. PRICE: $7000 Frank Jansen 0417 114 782

5851 STEELBREEZE POWERED PARACHUTE

755 Airframe Hours, 374 Engine Hours, SP Jabiru Aircraft SP 19-3253 For Sale.

PRICE: $34500 CONTACT: James Robert Rodgers 0457 054 123

5858 JABIRU SP500

5838 REDUCED BOLLY PROPELLER BLADES ONLY

BOS 372X60SR. Bought as an upgrade but has never happened. Please PRICE: $950 + Postage CONTACT: Jerzy Calka/George 0427 490 442

5842 JABIRU FOR SALE

347 Airframe Hours, 347 Engine Hours, J160 Jabiru J160. 347 engine & airframe hrs, Sensenich ground adj prop. 2 spare blades & angle adj meter.

Flys hands off , 65lt wing tanks. Satalite airmaps built into panel, microair & intercom 2 headsets. + extras.

PRICE: $38500 CONTACT: Brad Salter 0417 385 250

56

AUSTRALIAN SPORT PILOT | April 2019

49 Airframe Hours, 49 Engine Hours, Steelbreeze 12 months rego. 49 hours TTIS. Both Mustang S500 box canopy and Thunderbolt E340 elliptical canopy. Tundra tyres, dual throttle and foot steering. 50 litre fuel tank. 582 Rotax engine wth Type E gearbox. Great lifting capacity. As new condition.

PRICE: $21000 CONTACT: Brett Pearson 0417 986 269

5852 AEROCHUTE 503

141 Airframe Hours, 141 Engine Hours, Aerochute Dual 503. Powered Parachute PRICE: $10500 CONTACT: Brett Pearson 0417 986 269

383 Airframe Hours, 383 Engine Hours, SP500 Jabiru SP500.19-4972. TT383. Solid lifter 3.3 lt with fine finned heads. Top end overhaul @354 hrs.

12 channel EGT & CHT monitor, AFR gauge, Fuel flow meter, GPS, I-phone cradle. 120 knot cruise.

Ceramic coated exhaust. 3 Blade adjustable Bolly prop.

PRICE: $45000 CONTACT: Stephen Hancock 0400 722 035

5863 AIRPARK STUDIO FOR RENT WITH HANGAR SPACE

Comfy, self contained studio in a hangar with space for your RAAus size aircraft. Temora airpark NSW. Easy access to taxi way. Air con, gas stove and HWS, insulated. See more in the classifieds online.

Asking $240 week, incl gas, power and water.

PRICE: $240 p/w CONTACT: Michael Bruce Holloway 0402 935 017

5865 MICRO AVIATION - BAT HAWK

80 hours TTSN Airframe Hours, 80 hours TTSN Engine Hours, Bat Hawk The Bat Hawk is widely used as a surveillance and anti-poaching platform. It is manufactured to comply with the ASTM2245 Build Rules as well as South African Civil Aviation Type Approval. This is a true 'bush aircraft', easy to fly and cheap to run.

PRICE: $39500 CONTACT: Johannes Gouws 0448 019 980

5874 JABIRU J170C

620 Airframe Hours, 620 Engine Hours, J170C Factory Built 2008. Meticulously maintained. Good compressions on all cylinders and no defects. A fantastic aircraft to fly. Graeme 0497425358 https:// www.youtube.com/watch?v=09BU0mjQ-Q8 PRICE: $56000 CONTACT: Graeme Wishart 0497 425 358

$150,000 (inc. GST) AUD (approx. $108,000 USD) - will assist with export/import. Rotax 100 HP 912 ULS - 90 TTSN. Factory Built registered S-LSA. TK1 Shock Monster & tailwheel. 26" Alaskan Bush Wheels. Dual Caliper Beringer Brakes & park brake.

Immaculate logbooks & maintenance. DUC Helices Flash 3 blade ground adjustable prop. Long range fuel tanks (105L capacity) PRICE: $150000 CONTACT: Damien Soward 0412 578 693

5881 DRIFTER AUST FLIGHT

5886 SKYFOX CA22

1590 Airframe Hours, 590 Engine Hours, CA 22 Great aircraft in great condition. Always Hangered All ADs done. Comes with folding wings and a trailer. Flys well and is well sorted. No money to spend after purchase. Email only between Feb 15th and March 7th.

PRICE: $32500 CONTACT: Gary Griffin 0419 619 191

5888 AIRBORNE OUTBACK 3300 Airframe Hours, 323 Engine Hours, Drifter WB Drifter Aust Flight 25-0415 Wire Brace 582 Blue Head, extensive refurbishment last 3 years, usual instruments, icom radio intercom, GA plugs, Bolly props (3) certified, Ceonite 2pack, Tail and Ailerons, Flys well registered Nov 2019.

PRICE: $17990 CONTACT: MARK WATERFORD 0418 114 546

5882 AIRCRAFT 32-6274

65 Airframe Hours, 65 Engine Hours, XT582 CRUZE AIRBORNE OUTBACK TRIKE LOW HOURS. GREAT CONDITION. PRICE: $22000 CONTACT: Kenneth Jelleff 0412 512 457

5890 AIRBORNE T-LITE

5878 ZLIN SAVAGE SHOCK CUB AIRCRAFT FOR SALE

90 Airframe Hours, 90 Engine Hours, Shock Cub

289.5 Airframe Hours, 313.9 Engine Hours, Edge XT 912. Airborne Edge XT 912 Tundra Trike. Tundra upgrade and new Cruze wing by Airborne factory 2014.

PRICE: $25000 CONTACT: Kim Jonathan Bannan 0498 227 452

112 Airframe Hours, 112 Engine Hours, T-Lite - Core 154 wing - Polini 190 electric and pull start

MTOW 600Kg Empty Weight 300-305Kg Cruise 90 Kts Stall 26Kts Take Off/Land 45m Photo shows some options

Australian Agent: Peter Mob 0408 376 540 AUSTRALIAN SPORT PILOT | April 2019

57

AVIATION CLASSIFIEDS

- 112hrs (still flying) - 100hr service completed in Nov 17 - Bi-Annual maintenance check completed in Feb 18 and trike received new tyres and battery Registered with HGFA until Feb 2020.

PRICE: $11500 CONTACT: Andrew Luton 0404 254 922

This aircraft is in good order and maintained by an L2. The motor was rebuilt by Bert Floods and only has 100 hours on it. The aircraft is now surplus to requirements and is ready to find a new home.

PRICE: $16000 CONTACT: Mark Gentry 0481 309 222

5893 XAIR HANUMAN

5903 DUEL SEAT AREOCHUTE

175 Airframe Hours, 1750 Engine Hours, HANUMAN Beautiful XAIR HANUMAN 912 ULS 100 HP aera 500 GPS, XCOM VHF. Folding Wings. 92 knot cruise. Always hanged. Great fun plane.

PRICE: $38000 CONTACT: Jason Bruce King 0418 986 609

5894 CESSNA 162 SKYCATCHER (5894.PNG)

280 Airframe Hours, 280 Engine Hours, Skycatcher 162. Cessna 162 Skycatcher.Modern easy to fly aircraft with all Garmin glass instruments.

Continental 0-200-D motor with EGT. High strength landing gear. Always hangared. No accident history.

Excellent condition inside and out.

PRICE: $90000 Peter Brial 0418 724 462

5895 TECNAM MUFFLER

Tecnam MUFFLER to fit Rotax 912 engine. Total flight time 650 hours. New cost $2,500.

PRICE: $1000 EMAIL: brianshadler@gmail.com CONTACT: Brian Shadler (07) 5537 8530 / 0423 830 739

5896 JABIRU SP470 19-3356

801.7 Airframe Hours, 440.6 Engine Hours, SP470 All round very tidy aircraft, meticulously maintained, always hangared, located at Wyreema YWYR. Please call or email for full details and more info. https://tinyurl.com/y2mvhrhd PRICE: $30000 CONTACT: Bart Edwards 0448 945 962

5897 BANTAM ROTAX 582

131 Airframe Hours, 131 Engine Hours, Aerochute Good Condition. 503 Rotax engine. Electric start.

58" IVO propeller. Standard prop guard for 58" prop. Tacho, hour meter, altimeter. 2 Flight suits.

2 Helmets with passenger intercom. VHF and UHF radio ready. Fuel funnel and 2 Jerry cans.

Maintenance records. Operator and maintenance manuals.

PRICE: $13500 CONTACT: Peter Oliver 0447 466 319

58

AUSTRALIAN SPORT PILOT | April 2019

5912 JABIRU J160 - D FACTORY 9/10 PERTH

490 Airframe Hours, 490 Engine Hours, J160D Beautiful and ready to tour. It is just back from a trip through NT & SA where it behaved brilliantly.

One owner 2009 to 2019 who maintained it to the highest standards. 95 Kts cruise, fully laden for touring (without spats) 80-90 knots 15-18 LPH. PRICE: $51000 CONTACT: Angus Macaskill (+4) 4796 7805059

5914 BRISTELL 8565

5904 ZENITH ZODIAC 601/650 XLB

400 Airframe Hours, 400 Engine Hours, Zodiac 601 650 XLB. Zenith Zodiac 601XLB (with larger 650 canopy) 2012 19-7108. Jabiru 3300A 120 HP 6 cyl engine 400 hrs. TT 400 hrs. Exc cool CHTs, EGTs, all ADs done. Full set of Punkinhead covers.

Transponder, Radio Dynon. Glass cockpit. Auto pilot Wing lockers. Electric Trim. Electric Flaps.

Nil accidents. Always hangered. 22 lph, 110 knots.

Hackman Mixture control. Beautiful.

PRICE: $44000 CONTACT: Robert Emery 0419 043 583

375 Airframe Hours, 375 Engine Hours, LSA Enjoy the freedom of flight in comfort with this Bristell. Lamie maintained. Took deivery Mar 2015.

SkyView SV-D1000, autopilot, Garmin GPSMAP 795, ICOM A 210 radio, TRIG TT21 Mode S transponder, Monroy MON ATD-300 Traffic Alert.

PRICE: $157000 Robert Blain 0438 776 966

5917 TEXAN 600

5905 TECNAM P92 ECHO CLASSIC 100

299.0 Airframe Hours, nil Engine Hours, P92 Echo Classic. Tecnam P92 Echo Classic 8236.

Hours- 298 Will sell with fresh 100 hourly. Always Hangered and Level 2 Maintained. Garmin GTX 327 Transponder Mode S. Garmin 695 moving map GPS. Trutrak Digiflight IIVS Autopilot 2 Axis. Oversize Main Wheels.

PRICE: $100000 CONTACT: Stuart Reseck 0434 645 439

5909 PIEL EMERALD FOR SALE

602 Airframe Hours, 100 Engine Hours, B22s

Piel Emerald Model 100, Built 1974. Continental 0-200, 100hp. McCauley alum prop. TTIS 1059 hrs.

Toe operated hyd disc brakes. VH reg until 2018, now RAAus. 100 knot cruise, 84 ltrs fuel. Good condition for it's age.Fun and affordable flying.

PRICE: $24500 CONTACT: John Kelly 0428 516 485

1059 Airframe Hours, 1725 SOH Engine Hours, 100

890 Airframe Hours, 890 Engine Hours, Texan 600 890 Engine and Airframe. AV-Map GPS coupled to auto pilot, 3 blade constant speed prop, BRS, Nav Lights, Mode S Transponder, I-Com radio, Excellent condition inside and out.

PRICE: $100000 CONTACT: Bruce McGill (bu) ildm ac@bigpond.com

5924 JABIRU 160-C

559 Airframe Hours, 559 Engine Hours, 160-C This is a good clean low hours aircraft with a full suite of avionics. Flies beautifully with economical cruise. Fitted with Jabiru double brakes. All in good condition and always hangared. 100 hourly is due and will be completed prior to sale.

PRICE: $51500 CONTACT: Malcolm Dow 0400 482 206

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AUSTRALIAN SPORT PILOT | April 2019

59

AVIATION CLASSIFIEDS

5925 STING TL 2000 CARBON

5928 HUGHES LIGHTWING WITH JABIRU 2200 ENGINE

5934 FLIGHT DESIGN 11226.6 Airframe Hours, 1070 Engine Hours, CTLS Flight Design. CTLS carbon fibre construction. Solid 120 knots at 20litres per hour.

PRICE $95350

347 Airframe Hours, 444 Engine Hours, TL 2000 Sting. Sting TL 2000 Carbon.

PRICE: $70000 CONTACT: Martin Vause 0418 524 027

5927 XT-912 TOURER - LOW HRS - 156 HRS SST WING

CONTACT: David 0419 343 544 2060 Airframe Hours, 360 Engine Hours, LW 1 Not flown since complete airframe rebuild. Jab 2.2 @ 360hrs, 60 hrs since overhaul. New fabric, paint, upholstery etc. Spare complete engine (condition NK). Hangered at Innisfail. Ex the late Carlo Prete CFI/L2.

PRICE: $20000 CONTACT: Alan Yarrow 0407 961 055

5935 AIRBORNE TUNDRA XT 912, MICROLIGHT, ULTRALIGHT, TRIKE

5933 LIGHTWING GR582

307 Airframe Hours, 307 Engine Hours, Tundra.

Date of manufacture: 2014; Rotax 4 strokes engine 80HP, Engine hours 307; brand new Merlin wing 0 326 Airframe Hours, 326 Engine Hours, XT-912 Tourer. Excellent condition, always hangared fully maintained by LAME, full log books. 2000hr TBO engine. Includes brand new travel covers and trailer.

PRICE: $19900 CONTACT: Jeffrey Thompson 0406 621 202

60

AUSTRALIAN SPORT PILOT | April 2019

500 Airframe Hours, 100 Engine Hours, GR582 Good reliable airoplane slways hangered snd well maintained, low hours on air frame and rotax 582 blue head.

PRICE: $20000 NEG CONTACT: Phillip Ensabella 0468 464 101

hour, upgrade to cross country add 1000 AUD. You can choice any kind of new sail the airborne Factory set up instant. With all logbooks. Radio, wate.

PRICE: $29999 CONTACT: Feng Zhai

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Aero Australia is the aviation magazine for professionals and enthusiasts – covering the latest developments in military, commercial, general aviation and historic aircraft in Australia, New Zealand and internationally.

Each issue of Aero Australia magazine features detailed articles on a large array of aircraft – supported by regular sections covering news, air shows, personality profiles, aviation safety and more.

For a limited time* Aero Australia is offering NEW subscribers their choice of a FREE BOOK from Stewart Wilson’s popular Aviation Notebook Series.

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The Aviation Notebook Series provides a compact yet detailed reference source on the civil and military aircraft which have helped shape the history of aviation. The soft-cover A5 size series of books highlight the development of each of the aircraft, a model-bymodel guide to its variants, technical and performance data, serial numbers, operators and more. The Aviation Notebook Series of books include the Lockheed Constellation, BAe/McDonnell Douglas Harrier, North American Sabre and the Douglas DC6/7.

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Australian subscription 4 issues (1 year) for $40. Price includes GST. Overseas Airmail 4 issues (1 year) for $120 (ex.GST).

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AUSTRALIAN SPORT PILOT | April 2019

61

FEATURE

MILESTONES Alan Strange

(RIGHT) Passed another training milestone

today by successfully completing his first solo navigation flight, launching from Ballarat airfield as a member of Ballarat Aero Club.

Fantastic work Alan - that RPC will very soon be in your sights....

Corey Loader

(BOTTOM) Young pilot Corey Loader wishes one day rules will change and allow his to go for a licence to fly. But Corey refuses to let this stop him from taking to the skies.

The 17-year-old continues to set a sky-high example for what people with autism are capable of achieving.

Corey has been learning to fly for almost three years, taking up the challenge for the physical activity component for badges towards his Queen’s Scout Award.

He’s learning to fly with Ballarat Aero club.

Campbell Dunn (ABOVE) Congratulations to Campbell Dunn on completing his pilot certificate with AirSports Flying School.

A great effort from one of AirSports' younger students, there were big smiles from Campbell, congratulations fro instructor Josh and very proud parents wishing him well.

62

AUSTRALIAN SPORT PILOT | April 2019

Gretta Kingston

(ABOVE) 18yr old Gretta Kingston not only finished year 12 with an outstanding ATAR, but she also completed her first solo, under the watchful eye of her CFI. Peter Reed from Skyflyte. Gretta flew a Foxbat A22LS, for one circuit around the north west Tasmanian coastal town of Wynyard.

Matt Butcher (ABOVE) The team at Adelaide Biplanes have sent another pilot on his first solo with Matt Butcher taking the SportStar for a spin on his own.

"I work as an Aircraft Technician in the RAAF based at Edinburgh. I joined the Air Force when I was 18 and have flown around the world on RAAF aircraft, but I haven't lost the desire to want to fly myself!

“I had an opportunity to start learning to fly while I was still in Newcastle with the RAAF Flying Club before relocating to Adelaide.

“I knew that I was getting close to solo, everything had to be right, and when it happened it felt very different, but also natural at the same time!”

Rod Griffin (ABOVE)Well it's not my RPC as yet, but finally managed my first solo today. It's been a long and difficult journey to fulfill this 50+ year old dream. This has been one of the hardest achievements of my life, running a marathon, (3hrs 36 BTW) was easy compared to this journey. Anyway, it's done, and my solo landing was perhaps the smoothest I've managed. Photo of me and Jabiru 7564' AUSTRALIAN SPORT PILOT | April 2019

63

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AUSTRALIAN SPORT PILOT | April 2019

RAAUS AVIATION CLASSIFIEDS – SIMPLE AND AFFORDABLE

When the time comes to move your aeroplane on, RAAus Aviation Classifieds is the only place you need to go. It’s a simple fixed price service to RAAus members that includes a complimentary listing in Australian Sport Pilot.

www.aviationclassifieds.com.au Or if you are in the market for your dream flying machine it’s your first stop.

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AUSTRALIAN SPORT PILOT | April 2019

65

COLUMN

FINAL APPROACH WHAT WE WANT TO READ?

I

think I’ve mentioned before I’ve been lucky in so many ways. I learned to fly when I was young, and so could easily endure the concept of being perpetually broke, managed to carve out a couple of different careers in competitive industries and have enjoyed bringing up three amazing kids.

Flying has always been a huge part of my life and I’ll admit my tastes are many and varied when it comes to what I enjoy reading about involving flying machines.

As a kid I devoured every copy of American Flying, Aircraft and whatever other aviation magazine I could get my hands on. I was an early subscriber to Pacific Ultralights long before I had any desire to fly something lighter than a 172. It was aviation, it was new and I wanted to know about it.

Same with historical stories. I love old aeroplanes. I love flying them, I love looking at them and I love getting the chance to work on them. Again my luck has allowed me to fly one of the oldest aeroplanes in Australia as well as the odd warbird on occasion. My job allows me to get a ring side seat as I photograph them metres off the wing of a camera ship.

But I also love the wind in the hair feel of the Drifter, despite nearly being killed in one back in 1996. Once I started flying RAAus aircraft I was hooked. The prejudices I held about an imagined lack of safety vanished as I learned the ways of truly light aeroplanes from instructors well versed in the ways of simple machines that fly.

I travel the country hunting stories for the magazine. That means I meet a lot of people and interestingly they generally share a wide variety of aviation interests, even if the only machine they actually fly is something at the basic end of the RAAus spectrum. It’s a broad church with a lot of pews ready to be filled.

I’ve met kids who have just soloed who love dreaming about flying a P-51, and adults who will never get near a Harvard but want to know about them all the same. I’ve also met individuals luckier than I who own both high end WWII fighters and yet still enjoy pottering

66

AUSTRALIAN SPORT PILOT | April 2019

Backseating for a photo sortie in the PC9 - I was throwing up five minutes later!

around in an RAAus registered aircraft.

All of this talk of different aeroplanes is obviously leading somewhere. I took over the magazine 10 months ago and as time has gone on I have been listening to the readers. Actually ‘readers’ is the wrong word. I should say ‘enthusiasts who read the magazine I edit’. That’s the point. Aviators tend to be enthusiasts.

You’ll notice I’ve devoted four pages in this issue to a story about a 1929 Curtiss Robin. It’s an amazing old aeroplane but more importantly it has an interesting story involving its life in Australia. Now I know it’ll never qualify as RAAus, not matter what weight increase we ever gain. But to me that doesn’t matter because it’s a great yarn, and there is still a lot of general RAAus content to keep the enthusiasts happy. While it won’t happen every edition I plan on running the occasional story like this. It may not involve a very old aeroplane; in fact mostly my idea is to find ways to run stories that involve interesting larger aeroplanes like warbirds where there is an RAAus link.

It doesn’t mean the focus of the magazine won’t remain on RAAus. I doubt

you’ll see a Bonanza appear unless it’s way off in the background of some interesting 95.10 aircraft I’m photographing.

But it will mean a slight increase in the stories I run that aren’t directly related to RAAus aircraft. A part of that will be an occasional series about the aircraft you’ll be able to fly when our 760kg weight increase becomes a reality.

Anyway hopefully the enthusiasts will enjoy the extra content and by including such stories I don’t offend any members who think all recreational aeroplanes should have two stroke engines and enough Dacron, aluminium tube and wire to make all manner of strange machines other than ones that fly!

Hopefully by adding the odd story like this I won’t suddenly find myself under aerial attack by a squadron of Thrusters, armed with slingshots and potato guns, as I fly my Piel somewhere on a yarn. My dog fighting skills are somewhat limited given I get airsick very easily!

Feel free to drop me a line with your thoughts. editor@sportpilot.net.au Clear Prop!

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