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22 TABLE OF CONTENTS REGULARS 06 From the Chairman 08 Events 09 From the CEO 10 Letterss 58 Classifieds 74 Final Approach COLUMNS 11 RAAus at Work 20 RAAus at Work 25 AGM Notice 46 RAAus Scholarships 48 Safety 70 From the OPS 72 Milestones


FEATURES 14 Airventure 2019 16 Cliff Banks 18 Fuel for Thought 22 From Past to Future 32 Shirley's RV 36 The Monlas 40 Jabaru - A Surviver 50 The Beauty of Gliding 54 Comaroo Camel Station




DIRECTORS AUSTRALIAN SPORT PILOT HEAD OFFICE PO Box 1265 Fyshwick ACT 2609 Australia Unit 3, 1 Pirie Street Fyshwick ACT 2609 Ph: +61 (2) 6280 4700 Fax: +61 (2) 6280 4775 Email: ACN 070 931 645




Michael Monck (Chairman) 0419 244 794


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

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EDITOR Mark Smith

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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.








t’s that time of the year when you, the members, express your views by selecting new directors (or retaining the existing ones) on the board. It’s also that time when I start to field lots of phone calls asking about the candidates. The advice I give is generally the same. Make a cup of tea and settle in for a bit because this is a long column this month! We outlined eight areas where the board needs skills and experience. To avoid falling into the traps of years gone by we need some sound strategic skills, the ability to look forward and plan for the future. This sounds like a simple skill to have but the complexity is being able to take this ability and then apply it in the environment that we operate in and use it to shape our decisions and influence what RAAus will look like in five or more years from now. To put this into context we had a situation where, in about 2006, the regulator began to see cracks in the way we were operating. Half a decade after that we had lost the ability to register aircraft. In response to this we took a long look at the requirements in the way we operated and began to respect the rules that were in place. We made minor changes (we introduced some rudimentary maintenance training which was committed to in about 2010 by a previous board and we now require that amateur built aircraft undergo stage inspections during the building phase) and we started making sure that we abided by the rules. You can still design, build and operate aircraft under our system. We still have the same medical requirements in place. All that changed was we began abiding by the rules that were already in place and now we are on solid ground. Financial literacy is another skill we need. In relative terms, RAAus is a small organisation. For a business, $3m turnover would be considered reasonably small but in a lot of ways this makes the financial skills of the executive and the board even more important. It matters because every dollar counts. Having a background in a non-profit



organisation like ours with some formal training behind you would, in my mind, be of huge value to RAAus. When I think back to my formal training as part of my studies towards a Masters in Business Administration and even my undergraduate studies, the skills I learnt along the way have been invaluable during my time at RAAus. Being able to read, analyse and interpret the finances of the organisation is an ability that is critical to our success. We do not want to return to the days of large deficits which threaten the viability of our organisation and therefore our ability to enjoy our passion. These are your member funds we are talking about so have a think about who you would trust with them. The next item on the list is awareness of our regulatory requirements. RAAus is a company limited by guarantee and we are governed by the Corporations Act. We operate in the aviation environment and interact with government departments and agencies on a regular basis. We have staff that we employ under various workplace laws. The list goes on. We don’t necessarily need lawyers, but we do need people with a sound understanding of how these things affect us and how we have to conduct ourselves in the presence of these requirements. Lately there has been much debate about strict liability and what it means in the context of the new Part 149 regulations. There is a campaign to rally against it which ignores the fact that it is simply an application of law that is used everywhere and is being applied to us. We have these concepts in our workplace laws, traffic laws, most safety legislation and so forth yet this seems fact to escape some people. Aviation is not some special beast that deserves a different treatment to the rest of society. Do you want to allow this type of thinking to distract the board from arguing the case for pilot rights? Risk is another area that we are heavily involved in. Almost everything that RAAus

does is an exercise in managing risk. If we are making a proposal to the regulator for new endorsements, changes to the flying syllabus or new technical rules, we need to demonstrate how we have managed any risks, real or perceived, when doing this. We have been working on advancing our weight limits and gaining access to controlled airspace for the past two and a bit years. This process has required us to take an in depth look at how we manage risk associated with these new abilities. We need to be able to assess the risk, determine whether it is acceptable and put in place mitigating actions if it isn’t. Board members must then be able to examine these treatments and decide whether they are acceptable to us as an organisation. People and change management is also a critical piece of the puzzle for us. Most of the interactions between RAAus and members occurs between them and the staff. It is our role as a board to select the right staff to ensure these interactions are positive and also make sure the right processes are in place to make sure they are consistent. When board members attend member forums, we need to have an ability to listen and take on board feedback while also conveying messages back in a way that is understood. With Part 149 changes coming soon, potential increases in weight limits and other differences on the horizon, your board is going to have to approve a range of plans to be put in place to make sure that you, our members, are informed and aware of what the changes mean. Even if, like Part 149, they don’t actually mean too much to the average pilot or maintainer, our pilots and maintainers will need to know this. Our current skills in this area is what has led to a robust debate on what members want in relation to a weight increase and a commitment by CASA to consult on the proposed changes before the end of August this year. Industry knowledge is perhaps one of the more important things to have. We

could argue that this means we need thousand-hour pilots with instructor ratings and maintainers that have worked on the A380 and other complex airframes, but this is not what I am on about. These people can teach us a hell of a lot but the knowledge we are looking for here is about us. We want people to know what drives individuals like you and me to become pilots and maintain this passion as a pastime for years to come. It isn’t sufficient in my mind to have people that have the technical understanding required to operate in a commercial aviation environment if they miss the point about why we exist. There are claims that our processes are becoming too bureaucratic, but the reality is we haven’t changed much at all in the last decade and a half at least. Sure, we ask that you provide a medical declaration or inform us that you have modified an aircraft that you built. And yes, we are working hard to ensure people keep accurate records of their maintenance in accordance with the rules. All of this is true but to suggest we are a mini CASA in this regard ignores the fact that there is no owner maintenance, there is no self-declared medical system, and so on in the CASA system. A sound understanding of these principles and our operating environment as opposed to what is required to fly paying passengers is paramount for a

board member. Understanding stakeholder expectations may initially sound like knowing what members want. This is a key part of it, but we also need to consider that CASA is the key decision maker in most things we do so they are a key stakeholder. We also deal a lot with Air Services Australia and the ATSB making them stakeholders as well. Our proposal for access to controlled airspace is one where we have to liaise with a number of different stakeholders. Understanding their concerns, aligning ourselves properly and making sure we satisfy the issues that confront us will be absolutely crucial to ensuring we are successful in progressing this in the future. The last point on our list is an understanding of information technology. To me, after some of the softer skills around people and stakeholders, this is perhaps one of the most pertinent skills that we need on the board today. Someone sent me a post from Facebook that was written by Ben Wyndham from Airspeed Aviation. He noted customers have changed over the years and that in the 1980s aeroplanes were new and full of technical advances. We are now 40 years further down the track and he comments that these planes are older than your grandmother’s car and possibly older than

her! Our customers are changing how they interact with us and IT is taking more and more of a role in this area. We cannot ignore those members that still want to interact by telephone (one of my favourite forms of communication) or paper but nor can we ignore the change to other channels. If we do, we will die. Having the skills and knowledge to guide us through these processes and manage this change in an efficient manner is of the utmost importance. So that’s my advice; consider these things and make a choice. And if you’re still unsure, give me or one of the other current directors a call or reach out to the candidates directly. Our nomination pack encourages the candidates to contact me to get a bit more perspective on RAAus and all but two have done this so I am happy to pass on what I have learned in these conversations. At the end of the day the choice is yours and aside from landing safely it is probably the most important thing you can do as a member of RAAus. Make sure you ask questions of me, the candidates, other directors or whoever else you think might add value. Most of all though, make sure you vote.

Michael Monck

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EVENTS 2019 QUEENSLAND BRISBANE AIRPORT SATURDAY 17TH AUGUST The Aviation Expo in Brisbane is the largest event of its kind in Queensland and showcases the thriving aerospace industry, with a significant focus on aviation skills development, careers and employment opportunities. MURGON. SATURDAY 12TH OCTOBER 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

NEW SOUTH WALES TEMORA. 31ST AUGUST. Father’s Day showcase. Come and see Australia’s best collection of WWII aircraft exhibited where they belong – flying.

PARKES. FRIDAY 20TH TO SUNDAY 22ND SEPTEMBER Airventure 2019. The event for aviators, by aviators. Come along and camp with your aeroplane. Attend seminars by industry professionals or watch the Global Aviation Bushcat being built over the course of the event. The event is topped off with an airshow on Sunday. NARROMINE. THUR 17TH TO SUN 20TH OCTOBER. AUSFLY The annual Ausfly general aviation industry fly-in and camp-out is an aviation community partnership initative. TUMUT. SATURDAY 2ND NOVEMBER Fly into Tumut, a lovely town on the edge of the mighty Snowy Mountains on the banks of the



Tumut River and enjoy a true country airshow featuring Paul Bennet in his Wolf Pitts Pro, the Raptors formation team in their Yak 52s as well as displays by the Navy, Army and Airforce. This is a free event with donations accepted on the day. Rod Blundell 0419 135 249

VICTORIA ECHUCA. SUNDAY 18TH AUGUST The famous Echuca Aeroclub roast lunch. Enjoy two roast meats, roast pumpkin and potatoes, honeyed carrots, corn, peas, gravy, bread and butter, 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. KYNETON. SATURDAY 7TH SEPTEMBER 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 1ST SEPTEMBER The Great Shepparton pancake breakfast 8am to 11am

AIRLIE BEACH. FRIDAY 6TH TO MONDAY 9TH SEPTEMBER Whitsunday Airport Shute Harbour will host their annual Airlie Beach Fly In. This will also incorporate the renowned runway dinner and airshow. Aviation enthusiasts are invited to fly into Whitsunday Airport to enjoy a wonderful weekend of aviation in the Whitsundays.

WESTERN AUSTRALIA YORK. SAT 21ST TO SUN 22ND SEPTEMBER Westfly is back by popular demand at White Gum Air Park. Enjoy the Mig 21 and Boeing 737 static displays. Mogas available. Camping and caravan park open. Accommodation cabins available Andrew Cotterell 0400 246 906.

SOUTH AUSTRALIA EDINBURGH. SATURDAY 9TH TO SUNDAY 10TH NOVEMBER RAAF Base Edinburgh, on the outskirts of Adelaide, will open its gates to the public for an exhilarating, action packed Air Show in November. Showcasing advances in aviation technology during the 100 years since Sir Ross and Sir Keith Smith made their epic flight from England to Australia. The public will have a rare opportunity to see some of the Australian Defence Force’s most advanced military aircraft including the latest fifth generation fighter aircraft, the F-35A Joint Strike Fighter, and defence technologies in addition to historic and vintage aircraft. Tickets include public transport to the base.




ur August magazine is a wonderful resource for all of our members. It is where RAAus says to our entire membership, here we are, look at what we have on offer. It is also the issue where you, the members, get to choose the future by exercising your right to vote in our upcoming election. We have six candidates and their statements are included for you to review. As our Chair said in his column, if you’re unsure of who to vote for, make inquiries, inform yourself, don’t be silent, don’t just flick past the pages. Lieutenant General David Morrison stated: "the standard you walk past is the standard you accept." The Commissioner of ASIC, John Price coined it a little differently when he said, “what you walk past you accept.” My point here is that as members of RAAus you must exercise your right to vote or the silent majority simply accepts the status quo. Now I’m not advocating for wholesale changes to our Board of Directors; right now, we have a balanced and solid team. What I am saying is the board is a function of our membership and I’d like to see more than a 10% turnout from our members. Things you can do to inform yourselves about directors and nominees include: •

reviewing the board communiques we issue after each board meeting,

reviewing the board evaluation, which was shared to members in February,

talking to existing directors and

talking to nominees.

Most importantly though, in a world filled with fake news, is arm yourself with the facts. As CEO I am fact-based and my decisions are made based on the facts. When I present a report to the board, the regulator, the coroner, my focus is making sure the report is fact based. As an example RAAus and CASA are pleased to announce public consultation on the proposed weight increase will commence by August 31, 2019. This is a fact, unlike stories recently published on social

media which said that our progress towards MTOW had stalled. During August RAAus will communicate electronically with members about the proposed increase. We want to ensure all members are aware of what a weight increase will look like for RAAus. Our proposal for CTA is another example of where misleading statements have been made. There are claims that this has been going on since 2009 or even earlier. The truth is that the conversation only started at the Avalon Airshow in 2017 with the then DAS Mark Skidmore and the proposal was submitted some time later meaning it is a bit older than two years at most, hardly the decade that is being claimed. There is also scuttlebutt in varying forums and by varying commentators that our medical standards are getting more GA like. I’ve been at RAAus for five years now and our medical standards have not changed. The same can be said for our maintenance regime. Owner maintenance and self-declared medicals are part of RAAus’ DNA and are fiercely defended by me and your board. Even our proposed weight increase or CTA access won’t affect existing member privileges. Another aspect of fake news circulating is associated with Part 149 and our impending transition to this new part. RAAus has been preparing for Part 149 since 2014. We are ready. This foresight and strategic planning mean members won’t be exposed to unnecessary costs, nor will changes flagged by Part 149 impact their ability to fly. RAAus is transitioning in a like for like capacity, this means what you do today you will be able to do in a 149 world. See later in this edition for a more detailed description of Part 149. And please don’t forget to vote or worse, just not bother to vote. The Board of Directors are your voice. We need a team of professional, passionate, pragmatic people to continue to build on the excellent foundation already laid out. Stay tuned for more announcements over the coming weeks. If you are not subscribed to the RAAus electronic newsletter,

sign up now by visiting to ensure you get the latest news. You can read more about what your board have been working on by following the links below. AND

Michael Linke


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ecently I had plans on registering my 95.10 Lazair through the RAA. Although my experience with the RAA was exceptional I was shocked to find out that the 95.10 had been changed such that now it is mandatory to register 95.10 aircraft even if we fly within our own property. This came up as I also have a Skycraft Scout I do not intend to register. I contacted CASA to confirm this and they stated that they will be enforcing the maximum two years imprisonment against me as I had not registered my aircraft. Firstly, my understanding of 95.10 as it was that we had the right to fly our aircraft within the boundary of our property and crown land as long as the empty weight did not exceed 115kg and max take-off weight of 300kg, not above 500ft and with a single occupant. This allowed for innovation and freedom of flight to persons incapable of accessing general aviation. Second to this, opening discourse with CASA should not result in being prosecuted for our sport especially as this is against our freedoms as citizens and landholders. I believe this is a grave injustice and I will be holding out on registering my aircraft until this is resolved. In a time of falling interest in aviation and with the current direction of RAA being to consume the general aviation sector I would say it may be time for a change, time for the RAA to divide, staying as one section keeping sub 450kg as ultralights and one section post 450kg in another. If I wanted to fly GA aircraft I will return to flying GA and stick my Lazair back in the shed as I have no intention of paying $1000 pa to fly five hours a year in a motor glider.

learned to fly in a Cessna 150 in 1969. In the eyes of some of the club ‘experts’ that was a very light aeroplane and a potential risk to students in anything above about 15kts. In their eye’s weight equalled safety. The safety record of RAAus, which I embraced ten years ago, has proved such thinking is far from valid. Good flying skills will always lead to good outcomes, be it in a Drifter or a DA 42. The board of RAAus want to bring in aeroplanes that weigh more than 600kg, yet some members see this as a bad move. Personally, I love the idea of getting into an Auster or a 150 again and be legally allowed to fly it on my RAAus certificate with enough fuel to actually spend some time in the air. Plus, the idea of owning a J-430 Jab and being able to carry a fair bit of fuel and some bags is one that could well become a reality for me. Progress is a good thing. It’s time we stopped always looking for the bad side of everything and instead embrace what’s coming.

Editors Note; Have a look at page 12, which gives all the details about where we are up to with MTOW and CTA changes.

Jill Bailey replies; These changes to the order occurred over two decades ago which was in response to the high accident rate. With the current ruleset in place RAAus receives approximately one report per year from the one hundred currently registered 95.10 aircraft with one fatal accident recorded during the previous five years. I am unaware of accident figures during the 1980s and early 1990s however the recent statistics suggest the current requirements, while not restrictive, provide a satisfactory level of safety. Therefore, RAAus has no view at this point to seek amendments.



RAAus HAS INSTAGRAM You can email your photos to for inclusion on our Instagram and Facebook pages. Be sure to include a caption and hashtag #raaus or some information about your photo, and your name or Instagram handle.




AAus interactions often include involvement in committees and groups that may initially appear not to have much in common with your average RAAus member. However, a presence by RAAus at many meetings represents an opportunity to interact with key players in aviation, discuss our initiatives and represent the recreational end of aviation to representatives who may previously only have considered the “big end of town�. Jill Bailey attended a recent ASTRA Council meeting in Canberra which included representatives from the Bureau of Meteorology, Airservices Australia, Civil Aviation Authority New Zealand, Air Sport Australia Confederation, Australian Maritime Search and Rescue, RAAF, Virgin Australia, Jetstar Australia, Qantas, Australian Association for Unmanned Systems, Australian Business Aviation Association, independent consultants and CASA. RAAus took the opportunity to interact with the Bureau of Meteorology to discuss the upcoming revision of Terminal Area Forecasts (TAF), highlighting the importance of TAFs to recreational pilots and their flight planning.

The group as a whole discussed low cost ADS-B-Out equipment. CASA confirmed VFR aircraft will never be required to carry ADSB-Out equipment for VFR flights. However, the Technical Working Group RAAus has been previously involved in has now arrived at a recommendation for CASA. Once approved by CASA, this initiative should result in the opportunity for RAAus members to voluntarily fit affordable ADS-B-Out equipment. This will present an opportunity for safer flights and interactions with other ADS-B equipped aircraft if the owner choses to fit the equipment. At the next ASTRA meeting, two focus areas, future air traffic management requirements and safety and efficiency technology, will be combined to work on a range of areas including an assessment of RAAus' controlled airspace proposal to further consult with industry, the regulator and Airservices Australia. Finally, RAAus takes the opportunity at these meetings to engage with the Department of Defence on key locations of interest to RAAus members.



re you in possession of an expired ASIC that was issued by Recreational Aviation Australia? RAAus ceased issuing ASICs in September 2017, however ASICs issued by us prior to then are still required to be returned to us upon expiry. As an ASIC holder, it is your responsibility to ensure the return of your ASIC when expired or no longer required, or to advise RAAus immediately should the ASIC be lost or stolen. You can return your ASIC to RAAus in person at our Fyshwick office, or by

mail to PO Box 1265, Fyshwick ACT 2609. Failure to comply with Regulation 6.45 of the Aviation Transport Security Regulations 2005 can carry a substantial penalty. Not sure where your ASIC came from? Your card will carry the logo of the issuing agency. RAAus is an authorised collection point for ASICs obtained through Aviation ID Australia




RAAUS AT WORK MTOW INCREASE AND CTA ACCESS PROPOSALS – AN UPDATE RAAus continues to work behind the scenes on these important changes.


he key thing for many members to remember is that these changes will have no effect on existing operations. The changes are an add-on and entirely optional for any member. Existing aircraft on the RAAus register will be able to operate as they do today. Pilots will continue to be able to fly exactly where they fly now. If you want to take advantage of the changes when they come in you will of course be required to meet the requirements attached to heavier aircraft and access to CTA. MTOW Progress continues on this important proposal to increase the Maximum Take Off Weight (MTOW) of aircraft available to RAAus members to operate. This proposal received agreement in principle from CASA Director of Aviation Safety Shane Carmody in May 2018. Since that time RAAus and CASA staff have been regularly meeting to cover key areas since the original proposal was provided to CASA in September 2016. One of CASA’s requirements was that RAAus be CASR Part 149 ready. RAAus has undertaken a review of internal and external documentation, including internal administrative manuals (“the how to” of RAAus management for pilots, aircraft and safety), creation of a number of other manuals and policies, including an Audit and Assurance Manual, various internal and external policies and external manuals. The Flight Operations and Technical Manuals will be reviewed in mid-2020, although it has been determined both manuals as they stand are “fit for purpose” for Part 149 now. During meetings with CASA and RAAus, staff have focused on key targeted outcomes and actions working towards the MTOW increase in aircraft operated by RAAus members. Key deliverables included: • Practical L1 training delivered and available for RAAus members (already in RAAus planned scope of projects) • A robust audit and assurance program for RAAus Flight Training Schools (already in RAAus planned scope of projects) • A standard document to be made available for RAAus members to record scheduled and continued maintenance for RAAus aircraft (Hours and Maintenance record HAM) • RAAus to provide CASA with the outcomes of fatal accidents investigated by Police and the Coroner on an ongoing basis • CASA Sport Team audited the delivery of the initial RAAus L1 practical training – with positive outcomes • Determination of minimum instructor and PIC hours to be approved to deliver flight training in Group G aircraft (+600kg MTOW) • Creation of an RAAus Examiner theory and practical standardisation program (already in RAAus planned scope of projects) • Public register of RAAus aircraft – preparatory to Part 149 implementation (already in RAAus planned scope of projects) • CASA to provide Part 149 education to RAAus staff and managers



• Completion of the CASA Flight Examiner Rating Course (FERC) by RAAus Operational managers • CASA to supply FERC materials for RAAus use • Written commitment by RAAus to transition to Part 149 within 18 months of the regulation being made (already in RAAus planned scope of projects) • RAAus to develop and deliver spin awareness training for all Instructors (this has evolved into upset recovery and prevention Training with spin awareness within three years from the introduction of the proposed changes) • The MTOW specified by the manufacturer will be the determining factor for acceptance by RAAus for registration Key points for members to consider include: MTOW − RAAus has no intention or plans to change the existing requirements of flight operation, maintenance or training for pilots electing to operate aircraft up to 600kg MTOW − A maximum of 2 people aboard aircraft operating at +600kg and above − Interim approval for 760kg, with CASA planning to release industry and public consultation on this proposal by the end of July − The same maintenance regime the aircraft currently operates under in the CASA world (for FTS a LAME/L4 will be required, for amateur built aircraft, the builder/owner can maintain if they have completed a recognised and approved maintenance course) − All outstanding AD/SB and other maintenance stipulations will be required to be completed prior to acceptance of registration by RAAus − The initial weight will be implemented at 760kg MTOW and after two years of continued safe operations, approval will be considered for 1500kg MTOW (still limited to 2 people aboard) CTA − Controlled airspace access Phase 2 has been implemented, allowing RAAus members to not only train for issue of RAAus Pilot Certificate in controlled airspace but also allow private hire of RAAus FTS aircraft − Proposed Phase 3 and 4 of the Controlled Airspace access will be implemented once the 760 kg MTOW proposal is active So what can RAAus members do right now to assist in gaining this increase in MTOW and eventual access to Controlled Airspace for all RAAus members who are appropriately trained and current? Keep operating as compliantly as you have been, keep reporting accidents and incidents, keep interacting professionally with other pilots and airports as you have been, keep doing all the good work RAAus pilots have been doing. Finally, when the CASA MTOW increase consultation is released, don’t be passive. Open the link RAAus will provide, complete the consultation and answer honestly and completely.

SO YOU’VE HAD A CLOSE CALL? Often the experience is something you’ll never forget and you have learned from it. Why not share your story so that others can learn from it too? If we publish it, we’ll give you $500. Articles should be between 450 and 1000 words. If preferred, your identity will be kept confidential. If you have video footage, feel free to submit this with your close call.

Please do not submit articles regarding events that are the subject of a current official investigation. Submissions may be edited for clarity, length and reader focus. image: © Civil Aviation Safety Authority




For one weekend in September, Parkes will become one of Australia’s busiest airfields. Mark Smith previews the event.


irventure 2019 is just around the corner and this year the beautiful town of Parkes gets the honour of hosting the must-attend event for aviation enthusiasts, young and old. Event director David Young says the aim of AirVenture is to promote the general, sport and recreational, sectors in a relaxed environment. “We want people to come along, be educated about what’s happening in the various sectors of the industry and enjoy spending time with like-minded aviators. It’s also about showing what the pathways through aviation are for people who are seeking to make aviation a career.” A first for AirVenture is the Bushcat challenge where 25 students will work together for a week to build a Bushcat kit aircraft from scratch to test flight in seven days. The aircraft will then be given away to one lucky ticket holder. “The Bushcat build will be the centre piece of the STEM and careers expo and



will enable students to gain firsthand experience in building an aircraft,” says David. “Not only do they get to help build the aircraft, they’ll get to see it actually fly at the event.” The airshow on Sunday will feature a variety of military and civilian aircraft as well as some of the HARS collection which now has a separate base at Parkes. People camping at this year’s event will enjoy superb views from their campsite with the runway less than 100 metres from the camping area. The area will have showers and toilets, but no electricity or running water. Despite Parkes being a security-controlled airfield visitors will not require an ASIC provided they stay within the designated event zone. AirVenture 2019 runs from Friday 20th to Sunday 22nd September. Tickets are available online at

Camping is a great option


Photos: Mark Smith

A Bushcat will be built by students during Airventure.

Flying her first solo.




As the number of RAAus members has risen, so has the experience level of our instructors. In the first of a series of profiles, Mark Smith meets the men and women who are guiding our growing army of pilots.


liff Banks comes across as your typical knockabout country bloke. His handshake is firm and he talks with the slow drawl you hear on country farms, far from the concrete and steel that grow out of the ground in the places ‘city folk’ live. He chooses his words carefully and as a flying instructor with more than 16,000 hours, you get the feeling he flies with the same careful consideration. For more than 25 years his chosen mount for teaching the art and science of flight has been the Jabiru, an aircraft that seems to have developed a polarising effect on the recreational pilots of Australia. He has no doubts about them. “Got quite a few hours in Jabby’s,” he says as something of an understatement. “Tough little buggers. Really, a great little aeroplane.” He was introduced to the design in its early days when he was instructing at Sunraysia Aero Club at Wentworth, west of Mildura.



“I was flying up to Wentworth in my Thruster every second weekend to instruct. Sometimes it would have been quicker to drive. A bloke, Brian Rule, at Mildura had a Jabiru that I’d flown with him. Interestingly he’s still got it and now it’s on its third engine. So, I decided to buy one. We flew up to Bundaberg to pick it up and I flew it home. “Before that I hadn’t flown one solo, so I took it for a fly around before heading home. It flew so well I realised I’d made the right choice to buy one. They’re a great trainer because they aren’t the easiest aeroplane in the world to fly, a bit like a Tiger Moth. There’s a bit of aileron drag, and you must monitor speeds on landing because they can be quite slippery. But that makes a student work for their certificate.” Cliff’s history in flying goes back to when he was 16. Swan Hill Aero Club had bought a new Tripacer, a very modern aeroplane in its day, and he enjoyed a joy flight over the town. “I came out of that wanting to do a

commercial licence but back then I was short sighted, so I wouldn’t have got the medical, so I thought I’d do it for fun.” Cliff completed an apprenticeship as an auto electrical apprentice and later went to work in Papua New Guinea with Bougainville Copper. He then returned to Australia and went into the earth moving business which is where aviation came back into his life. “I was wearing a ute out every two years driving miles over dirt roads at night so thought there must be a better way to get around to support my business. Around this time Schutt’s had an ad for a 172 in the paper, and I was still interested in aviation. This would have been 1976/77 and I went for a test fly and thought this is the way to go so I’ll have to learn to fly.” The instructor of choice was Garry Smythe and Cliff completed his PPL and night rating in short order in the 172 he purchased. For several years, the aircraft was his prime transport until a move into farming caused a change in financial cir-


Photo: Mark Smith

Cliff with his trusty Jabiru

cumstances. “I had one really good crop and then not much after so the aeroplane had to go.” In 1990 Cliff attended the first Natfly at Holbrook and another chapter in his flying opened. By this stage he had around 1200hrs on CASA registered aircraft. At the time Holbrook had become something of a mecca for the burgeoning ultralight flying movement. Retired RAAF Wing Commander Mike Parer, who had flown Sabres and Mirages, was the CFI of the Holbrook Ultralight Flying Club and introduced Cliff to both the Thruster and Drifter trainers then in use. After his time in larger aircraft Cliff wasn’t sure about this new, basic form of flying. “I initially said I wouldn’t get in one of those stupid looking Drifters or Thrusters, but Mick loved the Thruster and we landed in paddocks all over the place. After flying with Mick I thought this is just like any other aeroplane, a bit different in some ways but overall the same. I realised if a Thruster was good enough for a fast jet pilot like Mick it was good enough for me. I quickly learned

it’s a really solid aeroplane.” The next step was to attend the growing organisation's first instructors’ course at Holbrook, which was then followed by the search for a job to help build hours. After much searching, he ended up at Tocumwal working with a new school founded by Des Rycroft and Andrew Broadway. “We’d drive the ute to Tocumwal every weekend for three years to build the hours to get my CFI. Then around 30 years ago I went to the opening of the new hangar at Sunraysia Sport Aircraft Club at Wentworth. It was a really hot day. A few weeks later I received a phone call asking if I’d be interested in instructing there so I’ve been doing that every second weekend ever since.” At first, he used a Thruster but 25 years ago bought his first Jabiru, and apart from Swan Hill and Wentworth he also instructs at Echuca. “At times it would have been quicker to drive to Wentworth than fly the Thruster up,” he says of his original trainer. With so much of his life spent being

a part of the growing light sport aircraft movement Cliff can offer some opinions about the direction the organisation is taking. He’s seen the evolution of aircraft from very basic, low powered designs that were governed by regulations which were very restrictive, right up to fast, retractable tourers that exceed the performance of many CASA registered aeroplanes. But he still sees a place for basic, simple designs that allow many people access to the joy of flight. “The training is mostly improving all the time, but the aircraft are changing too. In the early days you couldn’t fly above 300 feet and you couldn’t cross a bitumen road so if things went wrong you didn’t have a lot of time to sort it out. “We are getting away from the grass roots when today you have $100,000 + aeroplanes to get ‘cheap’ flying, compared to the old designs from a few years ago but I think it’ll eventually reinvent itself again. People still fly the Drifters and Thrusters, which they should do, because they are a great aeroplanes.” Cliff says despite the LSA industry maturing there is still some occasional prejudice against basic RAAus aircraft. “One bloke I know has a Drifter and occasionally people will get on the radio and make a smart comment along the lines of ‘Oh there goes that Victa motor mower again.’ He usually comes back with ‘if you’re going to make smart comments at least make them original will ya’. “The thing is those blokes don’t know what they are missing. Flying around in the Drifter on a nice morning or evening is absolutely magic. I get the same feeling out of the Jabiru, to just go for a fly and enjoy myself, even after so many hours over the years.” AUSTRALIAN SPORT PILOT | August 2019



MOGAS FUEL FOR THOUGHT Unleaded petrol is powering a significant percentage of the RAAus fleet, but as David Bonnici found there are risks associated with its use that every pilot should be aware of


mong the many things that make recreational flying more affordable is the ability to operate aircraft with the same premium unleaded petrol as the family car. As well as being about 30 per cent cheaper than AVGAS it’s far more widely available, which further extends our ability to virtually fly anywhere in the country. But while high-octane 95 or 98 RON premium unleaded petrol (MOGAS) is perfectly suitable for many engines powering the RAAus fleet, there are some risks associated with its use that aviation fuel experts are at pains to ensure that every pilot is aware of. There are three core hazards associated with using MOGAS for aviation, according to Clive Memmott who is the operations manager at Bankstown-based aviation fuel provider Skyfuel. “The first is that there is absolutely no guarantee of quality with unleaded,” Clive explained to Australian Sport Pilot. “When you go to a service station and you put fuel into a jerry can that you would subsequently put into your aircraft, the service station or the fuel supplier makes absolutely no guar-



antee that what you’re putting in to your jerry can is actually fit for purpose.” He said that there have been many documented cases of “shandies” where premium unleaded fuel contains contaminants such as diesel, lower-octane ethanol-based fuel or even water. “So there’s no guarantee that what you get out of the nozzle is actually what you think it is. There’s no documentation, there’s no quality assurance process there whatsoever.” According to Clive, premium unleaded fuel is allowed to contain up to 10 percent ethanol without it being declared. “So therein lies the risk that the ethanol in the fuel will absorb any water that may be in the fuel tank … condensation forms very rapidly in aircraft fuel tanks and it would dissolve into any ethanol and create a risk for the aviator.” Such risks include engine component corrosion, carburettor icing and vapour lock, which lowers the vaporisation point of fuel leading to engine failure particularly at higher altitudes. The second core hazard of using MOGAS

is related to the chemical composition of unleaded petrol. “It’s not designed for aviation engines, it’s designed for modern automotive engines so there’s chemical imbalance there between what you think you need and what you’re actually getting,” explained Clive. This is an issue that Jabiru warned operators and pilots of its aircraft and engines about in its November 2017 Service Bulletin, which explained that two samples of unleaded petrol can have very different qualities of blends based on a range of factors. These include different manufacturers, country of origin and time of year of manufacture (fuel blends can differ between cold and warm climates). Because there is no information available about the exact chemical composition of each batch, there is no way of telling which batch will be perfectly suitable for aviation purposes and which has the potential damage aircraft and engines. According to Jabiru it’s possible for MOGAS, depending on its chemical composition, to degrade vital components including fuel lines, pumps and filters; fuel tank and

sealants; and even the airframe, including the composite fuselage and wings, windscreens and external paint work. While Jabiru doesn’t go as far as calling for operators to stop using MOGAS, it does warn that using it is done at one’s own risk. But some aircraft and engine manufacturers such as Tecnam and Rotax encourage MOGAS use, with Rotax’s range of aero engines certified for use with AVGAS, RON 95 or 98 MOGAS and even Ethanol E10. “I know that Rotax and a couple of other smaller engine manufacturers do have STCs (supplemental type certificates) or have approved unleaded for use in their engines,” said Clive. “But again, if you go to a service station and put what you think is unleaded in a jerry can and put it in your Rotax engine it might not be unleaded at all.” He pointed out one incident where suspect fuel was sold at a Caltex service station on Sydney’s M4 that affected a number of vehicles. “Fifteen kilometres down the road they all stopped on the side of the motorway because there had been a crossover blend of product in the service station storage tanks. “That kind of situation makes the evening news and a whole bunch of people are inconvenienced because they got the wrong fuel in their tanks. But in an aviation environment it would cause fatalities.” Fortunately, such events appear to be rare, however even untainted MOGAS has issues with stability and longevity, which is

number three on Clive’s list of core hazards. “Unleaded is manufactured in far greater quantities than aviation gasoline and isn’t designed to last for any period of time greater than usually three months or thereabouts,” he explained. “Whereas aviation gasoline is very specifically designed to last for a long period of time because the manufacturers recognise that fuel can end up sitting static in aircraft fuel tanks a lot longer than it would in a car fuel tank.” “When we’re advising people of what the risks (associated with using MOGAS) are, we say to them it’s really important that you use fresh fuel. If you are going to use unleaded, go to the service station in town that has the highest turnover. Don’t go to the little service station on the outskirts of town just because it’s two cents a litre cheaper. That’s not smart.” As far as Australian Sport Pilot is aware, no aircraft accidents are yet to be directly attributed to the use poor quality MOGAS. However, there have been a number of incidents where aircraft using the fuel have crashed for no other obvious reason. In some cases the fuel has either escaped from a ruptured fuel tank or has combusted, preventing it from being tested. “We have grave concerns in our industry that a lot of these incidents are being caused by fuel quality, but it’s very difficult to pinpoint that or prove it retrospectively,” Clive said.

How to reduce the risks of flying with MOGAS • Be aware of the potential issues arising from using MOGAS • Make sure your aircraft is certified to operate with MOGAS. If in doubt or unsure, use AVGAS. • Buy MOGAS from busy petrol stations with a high turnover so you’re buying the freshest product possible. • Do not store MOGAS for more than 14 days, unless the tank it is an approved underground or double-bunged external tank that protects contents from heat and condensation. • Where possible purchase the MOGAS at an airfield where it is purchased direct from a wholesaler, and correctly stored. •  Do not store MOGAS in your aircraft for more than 14 days, especially if the aircraft is parked outdoors. •  Aircraft going into extended periods without operating should have AVGAS in their system. • If draining you aircraft of MOGAS before prolonged storage, Jabiru recommends running the carburettor dry by turning off the fuel tap and running the engine until it stops, then drain all MOGAS from the tanks. • The US FAA recommends that after any prolonged period of heat-soak (aircraft sitting in sun or hot ground idling) ensuring that your aircraft is capable of full power before commencing a take-off.




$130 hour wet to Club members. Join Gympie Aero Club, email AUSTRALIAN SPORT PILOT | August 2019




JUST WHAT IS A LIGHT SPORT AIRCRAFT? Jared Smith asks the question: aren't all RAAus aircraft Light Sport Aircraft?


o - RAAus register two streams of aircraft: amateur built and manufactured. Manufactured types may be Type Certified or Light Sport Aircraft (LSA) compliant. There is often confusion around this distinction. In 2006 CASA introduced a category of aircraft called Light Sport Aircraft. The amendments to the regulations were developed by a project team consisting of CASA specialists, representatives from each of the sporting organisations, Australian manufacturers and CASA authorised persons. LSA is the result of other National Airworthiness Authorities (NAA) adopting similar rules to address advances in sport and recreational aviation technology. LSA aims to allow the manufacture of safe and economical light sport aircraft, to be operated for the purpose of sport and recreation, to carry a passenger, to be used for hire, and to conduct flight training and glider towing. What is a Light Sport Aircraft? LSA is a category of aircraft that does not replace any existing category. It is not intended for existing aircraft already operating under a different airworthiness category. It is a small, simple to operate aircraft. It can be a ready-to-fly production aircraft or it can be a kit-built aircraft of the same make and model as the production aircraft. With regard to the requirements of the regulations, a light sport aircraft is an aircraft, other than a helicopter, that has: • A maximum takeoff weight of 600kg or 650kg for an aircraft intended and configured for operation on water • A maximum stall speed in the landing configuration (Vso) of 45 knots CAS. •  Maximum two person, including the pilot. • A fixed landing gear. •  A single, non-turbine engine fitted



with a propeller. • A non-pressurised cabin. • A variable pitch – constant speed, fixed pitch or ground adjustable propeller (ASTM F2506-13 came into effect 2013). The ASTM doesn’t cover props that are able to reverse pitch i.e. on amphibious aircraft. The types of aircraft that may satisfy these criteria are three-axis aeroplanes, powered parachutes, weight-shift control aeroplanes (trikes), gliders, balloons, airships and gyroplanes. A LSA may operate under either a sport and recreational aviation organisation such as RAAus, or under CASA. RAAus currently register LSA aircraft with the 23 prefix. Prior to 2016 RAAus registered both type-certified and LSA using the 24 prefix. All LSA aircraft are required to have been issued a Special Certificate of Airworthiness to be registered with RAAus. Certificate of Airworthiness for LSA There are two types of Certificates of

Airworthiness for LSA. These are Special Certificate of Airworthiness and Experimental Certificates. The Special Certificate of Airworthiness for LSA is for production ready-to-fly aircraft. These aircraft may be used for hire, flying training and towing gliders. The Special Certificate of Airworthiness remains valid provided the aircraft is maintained in accordance with the requirements of the manufacturer and the aircraft has not been modified unless approved by the manufacturer. However, if the aircraft is not maintained in accordance with the manufacturer’s requirements, or the manufacturer can no longer provide the continuing airworthiness, or the aircraft is modified without the manufacturer’s approval, the Special Certificate of Airworthiness will no longer be in force and the owner will need to apply for an Experimental Certificate to operate the aircraft.







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One of the latest LSAs -The Evolution VL 3

FROM THE PAST, TO THE FUTURE Neil Schaefer shows just how far RAAus has come


s RAAus finalises its proposal to become a Part 149 CASA approved Self Administering Organisation (SAO) it’s worth looking at how far we have come and more importantly, how much more freedom, in flight operations we have today compared to the “good old days”. Background to the Civil Aviation Orders (CAO) ANO 95.10 When modern ultralight aircraft first appeared in the late 1970s, it is fair to say that the then Department of Aviation (DA) was unsure how to deal with them. Some form of regulation was required and this took the form of Air Navigation Order (ANO) 95.10, first issued in 1976. Incidentally, this may have been the first regulation in the world designed specifically to administer and manage powered ultralight flying machines. Initially, ultralight aircraft were banished into the airspace below 500ft AGL



(mostly unused by 'serious' aircraft) and were also not permitted to fly within a certain distance of people, within 8km of a government aerodrome, or to cross public roads. Nor were aircraft required to be registered at the time. ANO 95.25 ANO 95.25 recognised the safety imperative demanded by the HORSCOT report (see below) and allowed for flight training in the ultralight environment as a long- term and sustainable way to improve safety. A review of the original issue of ANO 95.25 revealed the aircraft was required to stall no faster than 40 knots in cruise configuration, or 35 knots in the landing configuration and was not permitted to fly faster than 100 knots. Single seat aircraft were not permitted to exceed 290kg and two seat aircraft were not permitted to exceed 400kg. It was after the House of Representatives Standing Committee on Transport Safety issued a report on Sports Aviation Safety in 1987 (known as the

HORSCOTS Report) that the regulations covering ultralights, by then also embracing commercially-built two-seaters under CAO 95.25, were amended to require the registration of ultralight aircraft with the Australian Ultralight Federation (AUF) by the end of 1988. CAO 95.55 This CAO came into being in 1988 as a replacement for Air Navigation Order (ANO) 95.25 and was the original CAO that preceded 95.55 that recognised certified factory built aircraft under this exemption and the variations that included CAO 101.55 in January 2006 that marked the introduction of the Light Sport Aircraft (LSA) category. These were eventually merged to give us the CAO 95.55 we have today. Interestingly, AUF/RAAus registered aircraft were reclassified as Australian aircraft by a September 2004 addition to item 3 'Interpretation' of the Act, thereby removing an anomaly where AUF/RAAus aircraft were legally 'neither Australian


First generation AUF Wasp.

aircraft nor foreign aircraft, but were effectively treated as foreign aircraft that were allowed to operate in Australia but did not have the nationality of any ICAO contracting state', and thus, perhaps, avoiding some of the penalties prescribed in the Civil Aviation Act. Prior to the publication of the RAAus/AUF Operations Manual issue Rollo six in McKinley 2008, the introduction to issue five (2001) of the manual contained a clause stating words to the effect that 'where a regulation explicitly specifies Australian aircraft' it does not apply to ultralights. The continued existence of this clause in the operations manual for four years following the 2004 amendment to the Act caused some confusion. CAO 95.32 In 1990, an additional set of standards for ultralight aircraft appeared. CAO 95.32 covered powered hang-gliders (formally, weight-shift controlled microlights, but universally known as trikes'), which could either be registered with the AUF or the Hang Gliding Federation of Australia (HGFA- recently renamed Sport Aviation Federation of Australia -SAFA), and powered parachutes which could only be registered at the time with the AUF. What’s changed? While some members may think there has been increase in regulation and restriction of recreational activities since the early days, the opposite appears to be true. Below is a list of increased privileges

that have been implemented within the CAOs since their inception. •  Flights above 300ft AGL to 5000ft AMSL •  Owner maintenance of factory-built aircraft •  Flights over closely settled areas or public roads • Carriage of passengers (1987) • Use of ultralight aircraft for flight training (1987) •  Owner-built aircraft permitted for flight training of the owner in the amateur-built category • Operations at registered and certified aerodromes •  Operations in Class E airspace (with fitment of a calibrated transponder) • Operations above 5000ft AMSL up to 10,000ft AMSL with fitment of a radio and pilot qualifications to use the radio • Operation in class A, C, D or active restricted airspace if the pilot is also the holder of a CASA Flight Crew Licence and appropriate aircraft design type •  Training and authorised solo operations in controlled airspace (2011) under CASA Instruments •  Acceptance of RAAus Recreational Pilot Certificate qualifications towards a CASA RPL (2014) •  Private hire operations in controlled airspace (2018) under CASA Instrument These additional operational privileges didn’t happen by accident, quite the con-

trary. It’s been a long road of improved safety outcomes, improvements in flight and technical training standards and constant advocacy by RAAus and its members that has got us through the doorway to be a serious and significant member body in the general aviation mix. But more importantly for most members, the above changes have been introduced seamlessly and with little fuss - that’s probably why we just take them for granted at times. So as RAAus moves towards the most significant change in regulatory operations in nearly 40 years we are now a mature, professional organisation, respected and included in aviation management at all levels of industry. CASA’s regulatory reform process that leads us to Part 149 and eventually Part 103 will finally see us operating in the same legislative ball park, without the need for cumbersome exemptions, but with increased responsibility for governance and compliance. Part 103 is a new area of legislation which will permit sport administration organisations like RAAus and our colleagues at SAFA, GFA, APF, ABF and ASRA, to operate under our own specific regulations, rather than by exemption using the CAOs. It will be a brave new world, but potentially less complicated from a legislative understanding point of view. The good news is that this new era opens up enormous opportunity for growth and innovation, and RAAus is ready to take the flight with you. AUSTRALIAN SPORT PILOT | August 2019


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Matt Hall: Skill is not enough




he AGM will be held from 2pm on Saturday 9 November 2019 at the RAAus Head Office Unit 3, 1 Pirie Street, Fyshwick ACT 2609. Members can appoint a proxy if they wish. Members are also invited to submit resolutions for consideration. The closing date for resolutions is 5pm AEDT Thursday 17 October 2019. This closing date allows RAAus to then notify all members of any resolution within the required 21 days of the meeting. Resolutions received after 5pm on Thursday 17 October will not be considered. Resolutions can be emailed to admin@raa. or posted to RAAus PO Box 1265, Fyshwick ACT 2609. CURRENT AGENDA AND RESOLUTIONS 1.

Opening of the meeting


Receipt of apologies and proxies


Confirmation of quorum

be filled as part of this election cycle. Please


Declaration of the result of the election

follow instructions on the ballot paper in-


Minutes of last Annual General Meeting

cluded with this magazine.

6. Business arising out of the minutes of the last Annual General Meeting 7.

Presentation of Annual Reports

•  Audited Financial Reports (see annual report)


Close of Annual General Meeting

Chairman (see annual report)

CEO (see annual report)

Following the AGM, a member’s question and answer forum will be held. Simone Carton, Company Secretary RAAus is pleased to present six candidates in the forthcoming election of directors for RAAus. There are three positions to

Voting opens 1 August and closes 27 September 2019. The ballot paper must not be marked in any other way than stating preferences. When completed, return in the Reply Paid envelope with voting slip ONLY, postmarked by Friday 27 September 2019. You must write your Recreational Aviation Australia membership number ONLY on the back of the envelope for validation purposes. Envelopes received without a membership number or postmarked after 27 September 2019 will not be counted in the vote.

The views and opinions expressed in the candidate statements are those of the candidate and do not necessarily reflect the official policy or position of RAAus. RAAus does not warrant the accuracy of any claims made in this material and it is the responsibility of members to assess the veracity of statements made by nominees.

W. Alex van der End I’m the sort of person that thrives to see things grow and improve. I’m passionate about providing better outcomes for all organisations I get involved in. Whether it is up-skilling, or improving the business bottom line, or simply helping people to achieve their goals. Seeing and knowing the difference I can make is what motivates me to try even harder. I come from a very wide and varied

background, including 16 years in law enforcement, mostly in the Military Police and eventually as a contractor for the Department of Justice assisting Victoria Police. I’ve also got extensive experience in marketing and media, including both television and radio. I’m currently a Remedial Massage Therapist and a member of the Board of Directors for the Massage Association of Australia. I’ve served on various boards in the past and enjoy the challenge of finding solutions to problems that have arisen or may perhaps arise in the future. Often times I find that the solutions I offer are ones that may not have been considered before. Most recently I’ve begun my journey to attain my Commercial Pilot’s Licence and look forward to combining my old and new skills to provide better healthcare to remote communities. I’m the sort of person that abhors wasting time or money and this philosophy

is what guides me in helping the organisations I get involved in. With regards to the eight specific skills a director should have, I am able to report that I am competent in seven out of the eight, as my industry knowledge of aviation is the only limited section as I’ve only just entered this industry. I believe I’m able to provide a fresh look at things for the the benefit of all members of RAAus and I look forward to using my skills to further the objectives of the organisation. Financial Statement, 1st July 2019. I, W. A. van der End state that I derive zero income, remuneration or honorarium of any kind from any organisation with aviation related interests. Signed: W.A. van der End 0414 344 239 AUSTRALIAN SPORT PILOT | August 2019




BARRY WINDLE I’m standing for re-election to the RAAus Board following my re-appointment to the Board in 2018 to fill a casual vacancy. My earlier time with the Board started in 2015 and I have contributed to the organisation’s transition from troubled times to a progressive and financially secure and stable, member owned company in 2019. I was fortunate to be part of that change and now that our future is soundly based, I want to part of the team that guides RAAus into the future. I have good experience as a grass roots member of RAAus who flies inexpensive aircraft from a very basic paddock airfield near Murray Bridge in SA. After 8 years, I continue to really enjoy my trike and during the last year I’ve added 3 axis flying in a Jabiru 160 to my skills.

dating key documents such as the member

funds. I have worked on development pro-

charter, board charter, complaints manual

grams in India, Indonesia and the Pacific

and risk reports and supported RAAus

Islands and have been a member of project

staff by contributing to Member Forums in

development and review missions in Aus-

SA and WA. I have personal experienced

tralia and internationally.

with the RAAus Modification and Repair

My time in government, private sector

Approval Process (MARAP) for an engine

projects, statutory committees, incorpo-

change for the type certified Dragonfly

rated associations and as a past Director


of a company limited by guarantee gives

Like many members of RAAus, I was a late comer to aviation having started

At all times I emphasise the need to put

I fly for recreation as often as possible and

our members first in any new or updated

particularly enjoy cross country trips into

systems and look for opportunities to

regional SA. I plan to extend my flying for

improve efficiency with a strong focus on

many years to come and want to ensure

protecting and delivering benefits to our

that RAAus is a strong and healthy organ-


isation that is there to support my habit. I’m a member of several clubs and enjoy the social contact and learning from other pilots who are members of those clubs. I retired from full time employment after nearly 40 years in levels ranging from Cadet to Executive Director in the SA Department of Agriculture in its various forms over that period. In recent years I have had contract and consultancy work including in the South Pacific and have held several Board and Committee positions including 7 years as Deputy Chair of a not-for-profit company limited by guarantee. I currently

I resumed a role as Chair of the Risk and

Chair several community and primary

Audit committee of Board and I have pro-

industry committees by invitation as an

posed a new board committee structure

independent and experienced chair.

company performance against performance indicators as well covering the essential responsibilities of risk management, auditing, governance and performance reporting. In addition, I have contributed to up-

worthwhile contribution to RAAus.

training after retiring from full time work.

Since re-joining the Board in late 2018

that will add a new focus on monitoring

me a solid base of experience to make a

I have had long experience in policy and

strategy development, and gover-

nance particularly in the interface between government, industry, communities and other organisations. I have managed large

The straightforward recreational flying opportunity we enjoy and which attracts new members, must be protected with clear differentiation in policy and regulation applying to our diverse aircraft groups. I am committed to being available and taking every opportunity to meet and listen to members and understand their perspectives and resolve their problems. As a Board Director, I will maintain a focus on my duty to plan strategically and to responsibly invest member’s funds for the long term, to set the direction and standards for management implementation and reporting, and to shape the organisation to be the most efficient and effective that we can devise to secure our future. Apart from being a member of three aviation clubs, I have no other interests, income, remuneration or honoraria related to any aspect of the aviation industry.

budgets and the associated accountabili-

ty for members, government and donor

0408 842 308

The views and opinions expressed in the candidate statements are those of the candidate and do not necessarily reflect the official policy or position of RAAus. RAAus does not warrant the accuracy of any claims made in this material and it is the responsibility of members to assess the veracity of statements made by nominees.




AGM changes. I was involved in employing our first political lobbyist to fight the issue of all Ultralight Flying Schools having to have CASA AOCs, (Air Operations Certificates). I was also involved in the name change to Recreational Aviation Australia Inc.

EUGENE REID Recreational Aviation has been my life since 1982 when I purchased the first single seat Thruster Ultralight Aircraft to ever roll off the assembly line and I have been running

block approach, we need to keep the basic minimum standard certificate and not force extra unnecessary qualifications on Pilots that don’t need them but have all privileges to add on. This includes appropriate education and training for the type and category of aircraft and airspace you wish to fly in. I have been running flying schools since

During my second term as President,

1986 with my company Freedom Flight Pty

I and the board were overseeing an office

Ltd. I am talking to many Pilots on a daily

full of committed staff and managers and

basis due to my flying schools and telephone

working with CASA towards a RA-Aus with

access at all times. If you need representa-

better governance and safety management

tion on any Issue that you have and require


RA-Aus to assist, if you have any ideas for

a flying school since 1986. This gives me

I was directly involved with approval

areas of improvement or want to know my

the experience to know the privileges that

of direct crossings of Bass Strait, including

stance before voting please contact me on

members want and need.

legally flying via King Island, access through

0428 824700 or email eugene@freedon-

military zones for holders of both GA license

Part 149 will be the new regulations that CASA is in the process of bringing in for all sports aviation bodies to operate under. It is important that experienced Directors are on the board, to ensure that it doesn’t cost you

and RA-Aus certificates. I was involved with

Please make the effort and vote,

the weight increase to 600 Kilo’s for 95-55

your vote will make a difference as many

aircraft and another height increase of up to

members don’t vote, an experienced board

10,000 feet.

will maintain, increase and improve where and how you fly.

more, & that you gain from the new changes

These are just a few accomplishments.

& don’t lose any of the privileges that you

However, there are many more items that

Ultralight and Recreational Aircraft have

have now, from single seat 95-10 up to the

need to be addressed such as, additional Air-

been my life since AUF / RA-Aus started and

fastest LSA aircraft.

craft weight, to allow many of our approved

I look forward to representing the members

aircraft to be flown more safely and up to

and Recreational Aviation into the future and

their maximum approved weight, & allowing

assisting all members to “fly higher” or lower

a few more aircraft into our category that

as the case may be.

It has been a privilege to have been on board since the early times and being involved in all the changes along the way. I have been the longest serving board member including eight years as President. I have played a major part in originally obtaining the right to fly above 5,000 feet and the weight increases up to the 600 kilos that we have today.

just miss out under current regulations. Further to this I would like RA-Aus to gain approval for endorsements to operate in controlled air space, for those that have a

Eugene Reid. 0428 824 700

need to enter or transit this airspace. CASA has a Recreational Pilots License and I am committed to ensuring that the privileges

Financial Statement

During my first term as President,

and safety available on that License will be

I enjoyed working with our Operations

available to you as an RA-Aus Pilot. We have

Manager and CEO Paul Middleton; these

to preserve the rights and freedoms that we

It is a privilege to earn a living as a full time

were times of major growth and many

have now and continue with the building

Chief Flying Instructor.

I am a Director @ CFI of Freedom Flight P/L

The views and opinions expressed in the candidate statements are those of the candidate and do not necessarily reflect the official policy or position of RAAus. RAAus does not warrant the accuracy of any claims made in this material and it is the responsibility of members to assess the veracity of statements made by nominees.




AGM have settled here now enjoying building, maintaining and flying my own little fleet of RAAus planes. I currently hold RAAus pilot certificate with all control groups and pretty much every endorsement other than variable pitch and flyingboats/floats.

KIRK SUTTON I am an RAAus pilot member and have been since the early 1990s when I trained on the jabiru. By the mid 1990’s I became an AUF instructor, then senior instructor on the jabiru, skyfox, drifters and thrusters. I added Level 2 maintainer based on my experience in rebuilding tiger moths and overhauling engines. Through to the turn of the century I enjoyed rebuilding, maintaining and training pretty much anything that was AUF registerable from my workshop/ sailloft. In 2002 I moved to the UK and recertified on weightshift microlights and enjoyed flying around the UK and Europe in a 1986 weightshift I rebuilt. Whilst not an instructor in the UK I enjoyed the flying club model of operations and ‘trained’ many pilots on how to file and fly international flight plans to cross the channel. I also started a CAGI cup for the UK based on the Australian CAGI as I know it is a brilliant and fun way to enjoy your flying. In the UK I was elected to the board of the British Microlight Aircraft Association – the equivalent of RAAus – and brought my experience and skills in both flying microlights and business management to the board. Whilst on the board I organized the Round Britain Microlight Rally and found that rewarding and exhilarating. I returned to Australia in 2014 and I

I feel that the as RAAus in its management and direction has drifted over the past 4-5 years from low cost low impact fun flying and I am asking to be elected to the board to bring that focus and clarity back. I want to belong to and represent an organization not with a focus on “A pilot in every home” but one of “A pilot in any home’. A refocused attention on lowering costs, admin and processes to allow RAAus to be as affordable and as free from process and admin as it can be without moving into unsafe operations. I want to see expansion of the coverage of RAAus however it MUST NOT be at a cost of giving up the distinctive nature of why we exist. Nor can we continue to give up hard won exemptions and freedoms without cause. I am firmly of the opinion that evidence based regulation is the key if there is no evidence of RAAus freedoms and practices resulting in actual safety failings then we should not change just to increase coverage. I feel that RAAus has effectively leveled up to GA on process and policy in an attempt to gain greater concessions. Areas such as medicals, owner maintenance, owner builders processes have become far too GA like in the pursuit of expansion of RAAus. I believe that GA recreational flying should have been using RAAus safe history to remove restrictions and burdens they faced rather than RAAus adding them. We have reached the ridiculous situation that you can design and build your own aircraft and register it but then not be

allowed to modify it without RAAus technical office involvement and fees … even though RAAus are not legally allowed to direct you to make any change or refuse to accept your modification. Equally we have an operations manual that fails to require 2 yearly flight checks on some control groups because RAAus overlooked including them in our Ops manual. I want to get the focus back onto supporting and allowing members to own and operate aircraft with minimal touch and cost while the RAAus executive and board focus on ensuring good administration and maintaining our freedoms. The dry factual bits: 1.  I receive no income, remuneration or honoraria from any flying related activity 2. I am a Chartered Accountant (fellow of the ACCA) 3. I am an admitted solicitor in NSW (not currently practicing) 4. I am a certified project manager (PMI certified) 5. I have a 25 year career in finance governance and process improvement in Australia, the UK and the USA 6. I am currently the finance manager of a not-for-profit housing association in Australia – turnover circa $25m 7. There are no impediments to me being appointed as a director of RAAus My qualifications, business experience and history as set out evidence strengths in policy setting, strategy development, financial oversight and review.

The views and opinions expressed in the candidate statements are those of the candidate and do not necessarily reflect the official policy or position of RAAus. RAAus does not warrant the accuracy of any claims made in this material and it is the responsibility of members to assess the veracity of statements made by nominees.





TAPAN DAVE Hi, I am Tapan Dave and I am seeking your support as I wish to play an active role on the board of the RAAus. I see the position as an excellent way to engage with fellow aviators and add to the diversity of the current team. Being an IT professional with over 20 years’ of professional experience, I am certain my skills and strategic thinking will compliment the current board structure and help RAAus realise its strategic goal of modernisation. As a father of a 10 year old, I want to ensure RAAus has an equal appeal to budding aviators as it does to experienced ones! Besides my day job, I am currently studying MBA (part-time) at UNSW and have over 10 years of experience as an elected member of professional member-

ship-based organisation and have served in various capacity including being an executive member as well as board member at national level. I am passionate about making flying safer and more accessible to a wider audience. The board thus far, have done a great job. I wouldn’t be flying if I was not introduced to RAAus and the message needs to be spread even further. It is time to take RAAus to the next level and make it more relevant for its members and key stakeholders. As RAAus, it is our responsibility to keep our passion alive and we need to engage with younger community. We also need to strengthen our relationship with CASA and perhaps engage in a dialogue with other regulatory bodies to explore possibilities of alliance and reciprocal arrangements. If elected, I would like to focus on strategy development. In particular, strategy to modernise the organisation, attract young aviators and member engagement. Another important area to focus from strategic perspective will be RAAus’s relationship with local clubs and its engagement with leading universities and colleges across Australia. Aviators come through various

channels and local clubs and associations play a big role in engaging members with niche interests and hobbies. RAAus must be inclusive in its approach and come up with value proposition for key stakeholders of our organisation. There is a need to modernise digital presence and platform of RAAus to improve




and engagement. My experience with IT systems and digital transformation projects will be helpful to be able to drive the platform modernisation initiative. This election process is a great opportunity for us to make a difference to our organisation, our RAAus. I will strongly urge all of you to spare few minutes and cast your vote in this election. Your vote is precious and will go a long way in securing future direction of the organisation. Thank you for your support. Best Regards, Tapan E: 0466 005 755

The views and opinions expressed in the candidate statements are those of the candidate and do not necessarily reflect the official policy or position of RAAus. RAAus does not warrant the accuracy of any claims made in this material and it is the responsibility of members to assess the veracity of statements made by nominees.

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AGM multi-million dollar organisation.

Trevor Bange Election statement addressing core skills of: 1. Strategic expertise (a) Served as Director and Chairman of credit union reviewing long term financial and market trends, predicting, assessing potential business threats, planning long term development, assessing and evaluating Directors, overseeing staff, counselling and disciplinary requirements (b) Conducted aviation engineering courses involving planning and implementing training, course content and delivery, ensuring training was consistent with established guidelines, reviewing and assessing results to improve product delivery (c)   As a RAAus Board member, attended governance training in strategic planning, establishing short and long term goals for safety, integrity, transparency, solidarity and financial literacy each requiring constant planning, implementation, reviewing, assessment and measureable product delivery to meet established goals and implement changes where required to ensure improvement and to establish good governance and direction of the organisation, including succession planning and confidentiality. 2. Accounting and Finance As club based treasurers for over thirty years, developed a deeper understanding and application of accounting practices, budgeting, financial planning, profit and loss and balance sheets Developed and implemented strong accounting controls and financial policies in various clubs over the years with detailed monitoring of financial performances. Whilst on the Board of RAAus, developed a stronger understanding of financial management, budgeting and evaluation of a



3. Legal (a)   Being Director and Chairman of credit union ensured an understanding of correct governance and compliance. As a RAAus Board member, directly involved with reviewing and recommending various changes to the RAAus Ltd Constitution, RAAus Technical and Operational manuals (b) I am a qualified Justice of the Peace 4. Managing risk (a)  Alert to varying degrees of aircraft hazards from unserviceability, rectification and ongoing re-evaluation of maintenance practices (b) Alert to business dangers from within and externally whilst applying risk management principles (c) High diligence and care over aspects of business structures with fiduciary duty to ensure no dereliction of duties, authorities or conflicts of interest and compliance arise 5. Managing people and achieving change My career saw me supervising and managing subordinate staff, peers, rosters, staff evaluations, assessments, activities planning, sheltered workshop management, staff training and crisis management, involving counselling and mild mannered actions to effect behavioural changes and conflict resolution. As Flight Commander within the Australian Air Force Cadets responsible of staff and cadets. Being a CFI and maintainer of a voluntary flying school requires identification and harnessing of membership skills to achieve short and long term outcomes. Have an ethos of collaborative interaction and discussion to achieve desired outcomes rather than a domineering or confrontation method, evolved from counselling skills including motivation of others to achieve their personal desires or goals. 6. Industry knowledge (a) As an active pilot over fifty five years in three different disciplines, have an appreciation of what requirements needed to operate within these disciplines. (b)  Being Regional Technical Office for Queensland directly responsible and accountable for engineer training, assess-

ing and evaluation working closely with aviation government departments (c) n 2002, joined RAAus becoming a volunteer CFI, PE, ROC, L2 maintainer. 7. Understanding stakeholder expectations (a) Strong bond and relationship with early members and need for preserving history (b) Actively engage with students and pilots as a mentor, technical advisor, communicator (c) Good public relations (d)  Active member of local and regional bodies (e) Active engagement with state and federal government bodies for Sport, Recreation and volunteer services (f) Negotiated airspace arrangements with Oakey Army Aviation for gliding (g) Current convenor for Queensland RAPAC (Airservices Australia advisory group) (h)  Convenor negotiating Eastern Downs airspace in the Toowoomba area (i) Numerous aviation contacts allows me to cross borders with other disciplines establishing a bond for information sharing 8. Information technology Basic overview Microsoft suite, communicate regularly and consistently via Email and Board forum discussions. Have an understanding of Excel spreadsheets. Strongly supported the RAAus computer modernisation project. 9. External roles and interests (a)  Receive no income, remuneration, gratuities or honorarium from any organization with aviation interests. Receive no personal income from instructing or maintenance from not-for profit clubs as duties carried out in voluntary capacity. I use spare parts and fuel for my private personal aircraft. My commercial interest in aviation is the small return from aircraft hangarage (b) No role compromises my Director’s ability with RAAus. I am able to remain impartial when making decisions having no known conflicts of interest (c) I offer my knowledge and expertise entirely for the benefit of fellow aviators, the advancement of flight and promotion of RAAus, in a voluntary capacity. Trevor Bange 0429 378 370

Vanessa flies for Qantaslink



SHIRLEY’S RV AIRFORCE Mark Smith meets an amateur builder who has changed people’s ideas about just who can make their own aeroplane.


icture a homebuilder and what comes to mind? It may be an older bloke, recently retired, who has the time and money to finally take the plunge into aircraft ownership by building their own. Or possibly a younger man, who has decided the only way into getting the aeroplane they dream about is to create it with their own hands. The common theme is gender. We always think of owner-builders as men. Shirley Harding wants to change that, one RV at a time. Her journey into homebuilding began when she saw her first RV-6 at Mount Gambier airport. She had moved there with her husband who was flying Cessna Conquests, and one landed while they were ‘hanging out’, watching aeroplanes. “One day this beautiful aeroplane came in, landed, and taxied over. We went to talk to the pilot because it was not based at the field so we’d not seen it before. It was an RV-6, and the pilot said he’d built it himself. “It was beautifully built and we looked at it and thought we’d never be able to construct something as complex as that. But he



was encouraging, saying anyone can.” A move back to Perth and Shirley was finding the cost of hiring aircraft prohibitive. The thought of building an RV came back into her and her husband’s mind. The Vans website provided all the information required and they ordered the RV-6 tailplane kit. At this stage Shirley anticipated her husband doing the bulk of the work while she straightened plans and made cups of tea. “I put an ad in the SAAA magazine looking for a tailplane jig that someone had finished with, as well as any tools that were no longer required, so I could set up our workshop.”Then things changed that meant Shirley moved from helper to builder. “I came home one day and my husband was looking a bit glum. He’d applied for a job with Britannia Airlines in England and had received an interview. I said that it was fabulous. He had always wanted to end up in an airline. I encouraged him because I’d have hated for him to give up on his dreams, which there had been a danger of him doing because he was becoming disillusioned with the aviation industry.”

Shirley’s plan at that stage was to wait and see if he got the job. If he did the aeroplane would be put on hold. As it was he was successful and moved to England, leaving Shirley in Australia. “I didn’t want to live in England because I left for a lot of reasons that were still valid. So I thought I’ll just hold on to my job and the house here. But I certainly didn't expect to continue with the plane on my own. “Out of the blue I received a call from a builder offering me his tail jig because he’d finished with it. I explained that things had changed, my husband had taken a job in the UK and the project was on hold. He didn’t know me at this stage and just said ‘what’s wrong with you woman, do it yourself!’ That sort of piqued me and I thought ‘right, I will.’ So I went around and got the jigs. He went on to help me a lot, but I really don’t think it would have happened if he hadn’t said that to me.” After the tail was completed Shirley’s confidence had grown and she moved onto the wings. But homebuilding can be a slow process, especially for a first timer.


Photos: Mark Smith

Shirley having fun in the RV 12

“She actually took seven years start to finish. But there was almost two years in the middle where we both found ourselves unemployed for a year and we just thought, ‘Let's do the world traveling thing,’ that we had wanted to do but could never manage because one of us couldn’t get the leave. I was working for TAFE as an English teacher so I could only take leave during the term breaks and things.” Being a first time builder meant trial and many errors became the norm. “One of the reasons there was a two-year thing in the middle was that when I’d done something dumb and messed up, I just got so angry with myself. I’d lock the hangar door and walk off. I needed a break,” she says. “When I found out I'd done something wrong I couldn't go to bed with it in that state. So if it was too big a job to fix it in situ, I had to remove the bit that I'd mucked up, so at least I was back at square one, before I could go to sleep. There was a lot of 2 o'clock in the morning de- riveting sessions and it was lucky I was alone because I probably said a few weird things at times. I

just had that sort of compulsion that I can't go to sleep knowing that a bit is wrong on the plane.” “My father was an engineer and I think I missed my calling being a girl in that era, because I love engineering solutions. This was an early RV-6 kit so the manuals weren’t as good as they are now, so there was a lot of working things out for myself.” The registration of any homebuilt tends to be as personal as the aeroplane, with builders keen to put a final piece of themselves on their creation. The closest to Shirley’s initials were already taken, requiring some imagination to come up with something appropriate. “I was looking on the available marks to see what could I call her, and ASF was the best I could get for anything meaningful. It's Andrew and Shirley's Flyer. And just for amusement because it was all aluminium and it didn't have any paint on it, I'd stenciled with texta VH-ASF on it. “Andrew was home on leave and helped me with the wiring. He kept asking if our RV was ever going to fly. After he flew back

to Brunei, where he was working, I noticed he’d added an ‘I’ between the ‘A’ and the ‘F’. She now seemed to be called ‘ASIF’!” The moment every builder looks forward to is the first flight of their aeroplane. For Shirley that feeling continues to this day. “I look at that wing as I’m flying along and it glows in the sunlight when you're airborne. The red in the sunlight is really intense and I find myself sitting there looking at it, thinking, ‘wow, I did this.’ It's just a marvelous feeling and I never get sick of it. It's kind of like a first solo, but the first solo of the one you built yourself is mind-blowingly wonderful.” Shirley’s confidence in her building skills saw a new project arrive in the form of an RV-12. This design arrives as a kit, complete with Rotax engine and avionics. “The 12 was a much easier kit to put together because you can do it by yourself because it's all pop riveted. Some people say ‘I built an RV-6’ and I think you and whose army. It does take a minimum of two people to build one of those. I imagine some people press their kids into services AUSTRALIAN SPORT PILOT | August 2019



In the workshop. Who says building is mans work?

bucking rivets in tight places. I definitely wish I had a small child around when it comes to annual inspection! “The first time I needed any help with the RV-12, the fuse was built, and I had to ask someone to help me lift the spars out of the box onto the workbench because I didn't have the strength to do that.” After all the effort involved in building her two ‘babies’ Shirley has no plans to reduce the fleet back to one any time soon, with each holding a special place in her flying life. “The RV-6 is the pocket rocket. She’s fast and aerobatic. The 12 is more sedate. I love just cruising around in her, dolphin watching off the coast. “The thing is if anyone ever knocked off the RV-6 she’d be able to be identified via my DNA. My hair is caught up in the fibre glass around the windshield and there is loads of sweat inside.” The one aspect of amateur building Shirley is eager to spread is that the com-



Bob MillyBramley Formby, ornithologist.

munity of builders is large and there is always help available. “I got so much help and initially people were a bit skeptical that a girl was doing it, because there weren't any women building at the time. But when guys realised that I was serious and that I wanted to do as good a job as possible, I received a massive amount of assistance and advice which I really appreciated. “Because of that I felt an enormous compulsion to give back and help other people achieve what I've achieved. Through the years of being on the SAAA committee and being president of the Sport Aircraft Builders Club at Serpentine, I loved seeing people have a lightbulb moment. Quite often they’d say, ‘oh, I don't think I could do that.’ My standard response is ‘well, I did it, with no engineering background at all.’ It’s going to sound sexist but even today plenty of girls can follow a sewing pattern. Following the manual to build an aeroplane isn’t that much different.” The RV 12 carries the registration that my brother had reserved for his Foxbat, but never got to fly. However, as time marches on and I get more stressed by the changing demands of CASA medicals, I’m thinking of moving the 12 to RAAUs. As a simple day VFR two seat aircraft, I would not be losing any so called ‘privileges’ in giving up the CASA registration. It galls me that I have to jump through CASA -mandated hoops to fly the RV 12 with letters on the side, yet an RAAus pilot can fly exactly the same aircraft with much less regulation and cost imposition. Perhaps if the weight limit increase comes through, the entire Harding fleet might move to RAAus!



TOPAZ sport Airsports,, 0422-446622



THE McILWRAITH MONLAS – A DIFFERENT NAME FOR A DIFFERENT PLA The Monlas is like no other aeroplane on the RAAus register, which is understandable given it’s the only one ever built. Mark Smith caught up with its creator.


oug McIlwraith likes tinkering. From an apprenticeship as a fitter and turner he went on to build an engineering company that at one stage employed 120 people. One of his designs that moved into widespread use worldwide is the Dingo digger, a small skid loader that resembles a tiny Bobcat. While his version is now called the Kanga, due to a legal dispute, the design has become a legend on building sites and in domestic backyards as an example of Aussie ingenuity. They are great fun to use as well! He’s been a pilot for eight years and in that time has accrued about 500 hours but by his own admission he’s a builder, not a flyer. For as long as Doug can remember he’s flown model aircraft, starting with control line in his native New Zealand



before taking up radio control scale flying in Australia. His hangar has models of many types and sizes hanging from the rafters that he still flies off his private strip south west of Beaudesert. Sitting in a corner is an unusual model, with a modern looking side by side cockpit coupled with staggered bi-plane wings mounted on a taildragger undercarriage. A glance outside reveals a full-size version of the model, resplendent in the same colour scheme. Nothing uncommon there as many aircraft owners build scale models of their full-size aircraft. But in this case the model came first. “It’s a long story,” he says as we sit in his hangar at Biddadabba, just over a large hill from the town of Beaudesert. “The Monlas is actually the third aircraft I’ve built, but the only one that’s been

my own design.” Doug and his wife Monica are originally from New Zealand and settled on the Gold Coast in 1969 to escape the cooler climate in New Zealand. “We were both water skiers and the weather in New Zealand isn’t conducive to skiing all year. We also participated in water ski racing. I built my first boat when I was 18 and we moved here when I was 23.” When Doug built the Biddadabba property, it quickly became a popular spot for local pilots to visit for aviation of all sizes. “We used to get the boys flying across from ‘Canungra International’, a small airfield five minutes flying time from here, on a Sunday to have lunch and just have a day enjoying the models and the full-size. Over


Photos: Mark Smith

“The whole front end had to be modified. From the cockpit back it’s still a Monocoupe frame but forwards it’s my design.

NE Beautifully finished flight deck

time the models got bigger and bigger and bigger and the boys were always at me about building a full-size aeroplane, so I built the Australian Aero Kits Hornet about 10 years ago and learned to fly in it with Kevin Walters. “I didn’t find it that hard to build because it really goes together like a big model.” After the experience of building the Hornet, Doug decided to take on a Brumby kit from Paul Goard at Cowra. Of course, his tinkering nature meant he had to add something of his own to the project so he’s the proud owner of the only tail dragger Brumby in Australia. “It gets a bit hot up here, so I fitted a Jabiru engine with the liquid cooled heads to the Brumby and haven’t had a problem with overheating. Then I got a phone call from a priest from up Cairns way who was AUSTRALIAN SPORT PILOT | August 2019


Peter flying at Portsea

Geiger Engineering have a generator in the back of the aircraft.

having overheating problems with his Jabiru-powered Brumby. He came down to see my engine and I showed him it would run flat out all the way to 7000 feet without getting hot and told him what all the bits cost. He said he’d have trouble affording that and that’s the last I thought I’d hear from him. Then a few months later, out of the blue he rang me, and I agreed that if he got someone to remove his engine and send it down, I’d fit the new heads and set up the radiator. A week later the engine arrived.” True to his word Doug did the required modifications and then mounted it on a



friend’s Monocoupe project to do the test runs. At this stage the Monocoupe was just a bare welded frame but it made it easy for Doug to move the engine in and out of his workshop. Once the engine runs were completed and the engine sent back to the priest, the owner of the Monocoupe project gave it to Doug on the basis that he realised he didn’t have the time or the skills to finish it. “I’d noticed it looked good with the flat motor on the front and it had a high wing with side by side seating. I could see some possibilities. Anyway, I built a model of it, with just the high wing and expected it to

fly really well. “It flew like a dog!” Not to be beaten, Doug started reworking the aircraft, first building another model, this time in a biplane configuration. This was much more successful and flew ‘brilliantly’. “The whole front end had to be modified. From the cockpit back it’s still a Monocoupe frame but forwards it’s my design. “Normally they’d have put stringers around the basic metal frame and covered it with fabric, but I just sheeted the frame. All in all, it took me about three years to finish.“I love designing things. The undercarriage is the original that came from the

Peter (right) training new pilots

Doug with his Monlas

The model that led to the fullsize.

Brumby kit, which I didn’t use because of the tailwheel conversion. So it’s a Monocoupe with a Brumby UC that’s been turned into a biplane, with a Jabiru engine. The name Monlas is an amalgam of his and his wife’s name, Mon for Monica and Las from Douglas. “I won’t be building anything else, at least not for a while,” he says with a smile. “Monnie’s banned me.” Looking at the collection of models dangling from the hangar ceiling it’d be difficult to imagine Doug not having a project to tinker with. He’s just that type of bloke.

P&M Trike range.




The Generation 4 3300

JABIRU – AUSTRALIA’S AVIATION SURVIVOR Aviation design and manufacture is a tough industry. Mark Smith visited the Jabiru factory and reports they continue to hold their heads high.


o single aircraft manufacturer has had more effect on the Australian light sport aircraft scene than Jabiru. The locally designed and manufactured airframe and engine combination has been the cornerstone of flying schools across the country for more than 20 years, with many more being operated by recreational pilots who enjoy the design’s roomy interior and outstanding safety record. Company founder Rod Stiff and his daughter Susan, who is the company’s business manager, are two people who know the tremendous highs and lows that aviation manufacturing provides, after CASA imposed limitations on their



engines in 2014. Thankfully they are, in their own words, “too bloody-minded to give up.” In 2016, the company had those restrictions lifted for engines that have complied with Jabiru service letters and have been maintained according to Jabiru procedures with no unauthorised modifications. At the same time, research and development has continued which has led to the introduction of their Generation 4 engines, which the aviation market has quickly embraced with strong sales in both Australia and overseas. Since its introduction Jabiru have sold nearly 200 Gen 4 engines, with half sold into the overseas market.

The Generation 4 engines retain all the latest improvements to the previous engines, including valve relief pistons, roller follower camshaft and double valve springs however the camshaft on the Generation 4 2200 is not interchangeable with Generation 3 engines as the cylinders have now been made identical (non-handed) and are identical to those used on the Generation 4 3300. This is one point of design which has improved the ease of manufacture of both engines by using identical top end architecture. The bore, stroke and compression ratio remain unchanged from the previous engine configuration. By doing this the

company has been able to keep costs down and maintain a sale price the same as the previous Generation 3 engine. Gen 4 engines are bought by both home builders, who are new to Jabiru and using them in a variety of airframes, and Jabiru owners who are upgrading their engine. While their engines find a ready market, Sue says the airframe market is tough. “There is saturation of the market in Australia with LSA manufacturers overseas numbering over 100 and new models being introduced all the time. Jabiru already has close to 1000 airframes in Australia and the second-hand aircraft available privately make entry into aviation very affordable. The Jabiru airframe has proved to be very robust and survives the years well even with the punishment of flight training and outback service, but this fact also makes it difficult to sell new aircraft although they are very competitively priced,” she says. With such a proven series of designs Sue sees no need to change the Jabiru. “The airframe is a very stable design and the J230 is still unique in the market for performance, internal space and toughness while still having a current look. Developing and certifying new models is not economically viable in the current climate with so few sales of LSA globally.” Despite the problems in Australia, Jabiru has managed to keep manufacturing the airframes on the back of overseas orders including a growing market in mainland China. “When there was the imminent relaxation of airspace in China we were approached by numerous people for dealerships to build Jabirus over there, so we’ve been sending them kits for 10 years,” Susan says. To support this initiative the Chinese government sent an airworthiness team to Australia to assess the company for the issue of a Chinese Type Approval for the Jabiru. Their airworthiness team came over to see us and did an audit, went through all our documentation and data packs, all our quality control systems and accepted it. The J-230 now has the same type certification as a general aviation aeroplane in China,” Susan says. “The J-230 has become more popular because it’s a bigger plane so, to the Chinese, more prestigious. It’s all about image for the Chinese. It’s bought by many people over there as a status symbol. “It’s funny but the team were then going from here to America to certify the Boeing 787 for use in China.”.

Parts ready for assembly

Rod Stiff and his daughter Susan.




A CHANGE OF AERIAL STEED Martin Castilla describes his introduction to flying the Jabiru.


t has been said that a change is as good a holiday. In aviation terms that means it’s refreshing to fly different aircraft, with different people, and to different places, which is what led me to Murray Bridge Light Aircraft Flying School (MBLAS) to fly what is probably Australia’s most successful light sport aircraft I’ve long admired Jabiru’s offerings, which are often seen flying in flocks around Australia, usually on fly always from their home airfields. My 30 hours training so far have been in an Evektor SportStar SL with Adelaide Biplanes at Aldinga Aerodrome (YADG), so I booked a flight with Ian McDonald at Murray Bridge, who instructs in his J-230. Their smaller J160 and J170 models are the Toyota Corollas of the light sport avia-



tion world. You can see them on the apron at almost every airfield because they are economical to purchase, maintain and fly, and their owners usually seem happy with them. They’re built from composite materials, eliminating the corrosion issues found on metal aircraft. Flight schools buy them for their reliability, and their robust construction which can handle ab initio students’ rough landings. They require focussed management of all stages of flight, making them ideal training aircraft for students of all levels. The main differences between the two models are the J160’s MTOW is 544kg, the J170’s 600kg. The J170 inherited its bigger brother’s – the J230 – larger wings with distinctive raised wing tips for greater lift

capacity in hot climates. It’s a largely unlauded Australian success story, generally only known by aviation enthusiasts and for some time I’d been reading blogs and watching training videos posted on YouTube by Ian and on one occasion I posted a comment about his videos/blogs, and thus we communicated for a year or so. When time came to look for a Jabiru to try out, naturally I contacted him And that’s how I found myself at the MBLAFS. Launched in 2001 at Murray Bridge Airport (YMBD) by CFI/LAME Mike Chapman, the school lists three Jabiru aircraft available for tuition and hire: a J160, a J170 and a J230. Today, the J170 would be mine, rather than Ian’s J230. A glance as I approach it reflects a small, almost diminutive (and,

dare I say it, cute) aircraft, the seemingly small, curved cabin leading ahead of a long, slim empennage with a large tailfin and elevator. I wondered how anyone larger than my 5’7” frame would fit there, particularly my lanky, instructor Ian. “You’ll be surprised by the space. Open the door and back your butt in, then swing your legs in and settle back,” he said. Sure enough, I watched Ian easily get comfortable in the right seat next to me. Plenty of leg and elbow room and space to spare! External walkaround completed and after a rundown of the J170’s controls and systems, we plugged in headsets and taxied toward the 180ft elevation Runway 01. Ian asked what I’d like to accomplish on this flight. Given the airfield’s proximity to Tailem Bend, I asked to head in that di-

rection to check out the newly constructed motorsport park while test flying the Jabbie. Adding full power, at 40kts we gently pulled on the control column to raise the front wheel while continuing to build speed, then rotated at 60kts a few moments later. Climbing speed on the upwind leg is 70kts, whereas cruise climbs are taken at 80kts to not overwork the engine. Both climbs the J170 accomplishes easily two up. Cruising was effortless at 100kts with 2800RPM on the tacho, and I banked into gentle S-turns to get a feel of the controls. I asked Ian to repeat those turns so I could see how smooth an experienced pilot/instructor can do them, and he showed that hours in an aircraft counts. The mid-20s temps during this early afternoon flight generated moderate thermal

activity at our 2500ft cruising altitude. The Jabiru handled it with ease, so the banter inside the cockpit was jovial and relaxed. I found the centrally mounted Y-control column heavier than the SportStar’s between-the-knees joystick, which is finger-tip light and go-kart responsive, yet the J170’s response was similarly direct. Ian controls it with finger tips and reminded me to relax my tight grip on the control (typical newbie behaviour), but first impression was of a weightier control than the SportStar’s, requiring more movement. It was easy to keep the ball centred, flying balanced, and although only 80hp is available from the Jabiru engine vs the Sporty’s Rotax 912 ULS’s 100hp, it has more than enough power. That HP difference would be more apparent flying into a strong AUSTRALIAN SPORT PILOT | August 2019


headwind, I imagine, or if two-up fully fuelled and loaded to the 600kg MTOW flying away for the weekend, but who would complain about cruising at 90-100kts over a beautiful landscape? Not me. The J170’s fore-aft pitch trim lever mounted on the side of the centre console tunnel next to the knee, with a ‘neutral’ indicator mark, was an easy set-and-forget affair. Once in cruise I slid it marginally forward to take the pressure off the stick, then again adjusted it backward on the long descent to circuit height – it held altitude and required only minor corrections to counter the effects of thermals. It strikes me as a very well balanced small aircraft. A comment on the controls of this model J170: the flaps are controlled by an electric up-down toggle switch located on the far top left of the dash. Given this is a popular training aircraft, I’m surprised Jabiru didn’t locate the switch in the middle of the panel within easy reach of the instructor. Each time we used it (on pre take-off and landing), Ian had to instruct me to “add flaps” and “lower flaps”. Not a biggie, and this toggle switch is located in the middle on later models. The radio crackled with aircraft on the same CTAF flying around the nearby Rollo Airfield (YRLO) and Brooklyn Park com-



bined with the busy activity at YMBD itself with planes in the circuit plus incoming-outgoing jalopies out playing on this warm day. I even saw two twin-engined big boys cranking up and leaping off the runway – geez those things are fast. I did most of the flying until we reached the circuit when Ian took control, we joined

midfield downwind, and he brought us down for a gentle landing again on R01. Having enjoyed flying the Jabiru (which incidentally is slightly cheaper per hour to learn in than the Sporty), I’m looking forward to getting more familiar with it. The addiction is strong. I can’t wait till the next flight!

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GIVING THE GIFT OF FLIGHT ACROSS AUSTRALIA Building pilot numbers means supporting students, report Lea Vesic and Mark Smith

Hans Gouws in the 120hp Bathawk.

From left. Lower row: George Seppelt, Preethika Ganiger, Hayden Borchard Standing: Kalell Kemp


reethika Ganiger wants to be a pilot. In 2018 she was one of the recipients of an RAAus scholarship that has helped her work towards her dreams. Before receiving the scholarship, things were very different last year for the 15-year-old, who was working a part time job to pay for her flying, as well as attending school. “I work in an IGA supermarket and I calculated that eight hours work paid for half an hour of flying, so I was able to have an hour’s instruction every two weeks.” Her RAAus scholarship changed that. “I can now do a lesson a week so after I



finish my pre solo exam I’m very close to first solo,” she says. “It was a huge boost that has helped get me one step closer to my dream of getting into the Australian Defence Force Academy to study aeronautical engineering and one day become an Air Force pilot.” In July, on a wet and windy day in Gawler, SA, RAAus inducted its latest crop of youth scholarship winners. The scholarship program is an important strategy at RAAus and is one way the organisation pays it forward. CEO Michael Linke explains: “We enjoy

tremendous support from our 11,000 strong constituency and the secret of our success is in the length and breadth of this membership. “Members of RAAus range in age from 12 years to 94 and span more than 10 countries and are spread far and wide across Australia as well. Our members are made up of aviation professionals, enthusiasts, recreational pilots and those aspiring to join this wonderful sector. “Recognising this we want to pay it forward and support the aspirations of the next generation.”

Hayden Borchard was one of the lucky young pilots who received a scholarship. While he’s enjoying a school camp at Mt Hotham his mother, Anita, was able to fill in the details about his flying. “Already learning to glide, and his goal is to learn to fly powered aircraft with a view to joining the Air Force next year. That’s his option A. Option B would see him become a commercial pilot. Anita said he was very excited to receive the scholarship. “Without the scholarship I doubt he’d be able to start his power flying this year,” she said Kalell Kemp was bitten by the flying bug after attending the Edinburgh Airshow in 2007 as a youngster. Plus, his dad had been a pilot as well. So far the 14-year-old has been learning to both glide and fly power, though he has to wait a few more weeks before the magic 15th birthday so he can go solo. For one so young he has big dreams. “I want to join the Air Force and hopefully one day become a test pilot.” Like many pilots he’s attracted to the freedom of flight. “You’re feeling like a bird out there, just freedom.”

Interestingly he’s been learning power on a Champ 7 AC, an old tailwheel aircraft. In all, another 46 aspirational aviators were added to ever-growing list of scholarship recipients, with RAAus committing another $75,000 in funding, on top of 12 consecutive years of funding. In total RAAus has contributed more than $500,000 in scholarship funding, helping hundreds of aviators realise their dreams. George Seppelt was a previous recipient and says it gave him a huge boost to his training and helped him with his dreams. “The scholarship meant I was able to finish my Recreational Pilot Certificate (RPC} and the backing to follow my passion. I had a part time job, working weekends and juggling school, so it was hard. I had a 45minute drive to the airfield. “Right now, I’ve finished my RPC, and am about to start my nav endorsements. I recently completed my passenger carrying endorsement and my first passenger was my dad. “My goal is to get into the RFDS, after spending many years living in the outback. I like the idea of being able to give back to aviation.” Away from South Australia, Ben Milgate from Bendigo in Victoria was also the re-

cipient of a scholarship. A young man on a mission, he soloed after only two weeks instruction. “I love flight training because there are no boundaries in flying and when I'm flying I feel free and all of the stress and drama goes away,” he says The 15-year-old is full of praise for the RAAus scholarship program and the help it provides people who may not have been able to take to the skies. “I would just like to say thank you for this opportunity you have given me. It has helped me so much already and I am motivated to keep on flying to achieve my dream of going to the RAAF. RAAus has really helped me achieve this big step towards getting my licence.” Another previous recipient is 15 year old Preephika Ganiger. CEO Michael Linke emphasised the provision of these scholarships is a team effort with other organisations also realising the only way forward with a strong industry is active encouragement and financial support. “We could not do this alone and I’d like to thank the ongoing support from OzRunways and Air Services Australia, who have been with us for many years as we turn dreams into action,” Michael concluded.






Next time you’re planning a flight, check out what’s happening at your destination. Chances are there is a camera that will show you.


ou’re planning a flight a fair way from home. The weather forecast at the destination seems just ok, but with no one with any aviation knowledge to ring at the destination how can you be sure what it’s really like? For years pilots have relied on calling a local to check just what the actual weather is doing. Sometimes if we didn’t know a local pilot it’d be a shopkeeper in town, or even the local police officer. Or possibly you live an hour’s drive from your home airfield and would like to see what the weather’s doing before committing to the trip out. Twenty-first century technology has begun to change this, and Brent Christensen from Aus Web Cams is one of the people who is matching new technologies with an old need. A passionate aviator who has a background in IT, he’s been pushing for local airfields and flying clubs to embrace the cameras, as well as working with the EFB companies Ozrunways and Avplan to make accessing the vision a seamless part of using their products. “I started out creating the Aus Web Cams network in early 2018 when my good flying buddy Paul started using me as his go-to-guy for the weather conditions at his local airport. Paul was doing a lot of flying, including mid-week, and nobody was available to check the conditions before driving some 40 minutes to the airport only to find it wasn’t suitable. The one weather camera at Tooradin, then morphed into four and so the network began,” he says. It must be said that using weather cameras are only an aid to getting the bigger picture of the overall weather pattern for any given flight and, as always, it’s the pilot in command who must make the final decision based on their experience in interpreting

Lethbridge airpark on a bad day



all weather data. But the cameras are a great help compared to the old days. After much research on webcams, websites, image storage, and other aspects of available technology, Brent finally landed on the most robust solution that’s cost effective, simple and repeatable, taking little time to bring new airports on-line. The camera host, usually the airport owner, business operator or local pilots, purchase the cameras at cost and Aus Web Cams assist with the final configuration and connection to the on-site internet. Once the images are uploaded to the website, they are uploaded to OzRunways and Avplan EFBs and then formed into a loop so the viewer can get an appreciation on how the weather is changing. Images are usually uploaded around every six minutes, so the loop can be up to an hour of images. Images are kept for at least seven days as requested by the ATSB as there has been a need to review weather images on occasions when aviators have unfortunately failed to return home. Brent says accessing the images is easy with the average smartphone or tablet most people carry these days. “Most people carry a phone or tablet with internet access, so even if they aren’t using one of the Electronic Flight Boards available, they can still check conditions by going to the website, But if you are using an EFB it’s easy to see the images.” Brent is keen to see the network continue to expand and there are several options available for an operator to get on board, though the limiting factor is the availability of internet access. “Usually we approach the airport operators or flying school and charter businesses as there is often an ADSL or NBN internet

Lethbridge airpark on a good day

connection available in the office. If there isn’t internet available, there are several specific 4G router options that will suffice. Internet routers start from only $40 and data plans from Aldi are available for $100 per year to get you started. Cameras start from around $50 each, however care must be taken to select the correct type that can perform scheduled uploads. When 240volt power isn’t available, solar is an option because most of the cameras will run on 12 volts or USB.” When a great idea takes hold, it tends to generate its own momentum and Brent says more cameras are coming online as pilots and airfield operators see the safety benefits in this type of real time weather reporting. Brent says how refreshing it is to be dealing with the camera hosts, as he gets to speak to people from all areas that have a true passion for aviation, without the doom and gloom that

Porepunkah airfield on a fine day

seems to be a part of any discussion about the industry. “Airport operators and pilots are going out of their way to install cameras for the benefit of those visiting their airfields, in the hope that pilots and operators elsewhere will do the same thing, which makes for a solid network of cameras for everyone to use,” he says. “That single initial airport weather camera has now grown into a network of more than 80 locations and 180 cameras across most states and is growing at a rate of around 12 cameras a month. Victoria is nearing saturation and NSW closely follows; however, the word is spreading, and cameras have been added in locations including Lord Howe Island and even as far away as the Philippines. You only have to zoom out on your EFB to see how many cameras there are and how useful they can be to your flight planning.”

Porpunkah. Doubt you'd be heading there after seeing this.



THE BEAUTY OF SILENCE IN THE AIR Before humans put engines on aeroplanes they had to learn how to glide. Mark Smith shows the art of powerless flight is alive and well.


sk a pilot who flies a powered aircraft about why they fly and you’ll get a variety of answers, usually along the lines of “it’s great to go places” or “I love the feeling as I fly along looking down at the ground”. Ask a glider pilot why they fly and a strange look comes across their face. They look at the ground, then the sky and then give you a quizzical gaze. Jarek Mosiejewsai started flying sailplanes when he was 15, which means for 45 years he’s enjoyed 3000 hours without the distraction of an engine. He probably sums it up best. “I can’t not glide. It’s natural for me to be in the sky, silently seeking the power generated by the interaction of the earth and the air. It’s being one with nature,” he says as yet another sleek fibreglass sailplane is lifted into the sky behind the tow plane. “You can always think of the thousands of years people looked at the sky, watched the birds and thought what it would be like to be able to fly. We are lucky enough to



live in such a unique time that we can do it. For me I can’t understand people who do not want to fly.” That’s the thing with glider pilots. It’s a sport where a lot of the macho aspects of flying are stripped away and, when prompted, the flyers will talk about the raw pleasure of being airborne, usually flying with no real purpose other than the pleasure of flight. Terry Cubbley is Executive Officer with the Gliding Federation of Australia (GFA) and says it’s a great way for people of all ages to experience flight in one of its simplest forms. “It offers the chance to train in how to soar, to fly without relying on an engine. It’s been described as one of the purest forms of flying, along with hang gliding and paragliding. It’s just you against the elements. Your skills and knowledge determine how long you stay up and where you get to,” he says. Melbourne Gliding Club instructor John Parncutt agrees.

“What I really get out of gliding is that you are pitting yourself against the weather and all of its complexities. It’s much the same as sailing vs operating a power boat. You are relying on your knowledge of the elements and skills in the aircraft to maximise your flight.” Terry also offers another insight into potentially how valuable the skills learned as a glider pilot can be in other forms of aviation, even flying airliners. “When the engines stop, in even a passenger jet, it becomes a big glider and there have been examples where airline pilots who have experience flying gliders have used those skills to help make a successful landing. The famous ‘Gimli Glider’ is one such example where a fuelling mistake led to both engines failing on a 767 in Canada. The captain, Robert Pearson, was an experienced glider pilot and used his skills as a glider pilot to pull off a forced landing with no loss of life.” Terry has an incentive to other recreational pilots who want to experience

A DG 1000 operated by Melbourne Gliding Club

powerless flight. “The GFA offers a 25% discount to any other member of an sporting organisation, like RAAus, HGFA or the Ballooning Federation, for their first years membership with us if they want to try the sport.” Instructor Richard Cotton has been in involved in gliding for many years. At one stage he drifted away from the sport to try his hand at hang gliding but returned to the fold. “It’s very much a group activity because you can’t really go gliding on your own, unless you own a motor glider. I’m attracted to the depth of gliding. You really get out of it what you put into it. You can go hell for leather and do long cross country flights on your own or you can get involved in competitions,” he says. “I just like just getting out on my own which suits me a little bit.” It’s been said that gliding is one of the more pointless forms of aviation since you don’t actually travel anywhere, but at the same time it’s one of the most pleasurable

Glider cockpits are very simple

The much loved Puchaz comes in to land



Airbrakes out as 15 year old Rachael Smith heads in to land

since it involves the purity of using nature and the elements to stay aloft. Richard agrees with that. “That’s not a bad quote. If you are going flying in a powered aeroplane you are generally planning on getting somewhere, so you plan the amount of fuel you need in the rocket and off you go … and get somewhere,” he says. “You don’t normally do that in a glider, though you can travel large distances as these aircraft are incredibly efficient. I spent last summer at Lake Keepit and Narromine. We jumped in and enjoyed a 300 to 500 mile flight every day to a goal,



which we did for a whole two weeks. We’d go flying for four or five hours for the day, come back, socialise, and do it all again the next day. But we always ended up back where we started.” Flying a glider is one of the purest forms of flying, with simple cockpits that have only the most basic of instrumentation coupled to a training system that teaches students to feel what the aircraft is doing in order to make sound judgments. “You do learn to understand the fundamentals of stick and rudder flying very early on. It becomes very instinctive. You don’t need an airspeed indicator. In fact

you have to know how to fly a circuit with the ASI covered. Plus with the wings being so long aileron drag becomes a real issue so you learn instinctively to use rudder to co-ordinate turns. It really teaches sound flying skills.” The one factor inherent in gliding is that every landing is essentially a forced landing since once the lift is gone the only place left to go is ether back to the airfield, or in the case on a long cross country flight, a convenient paddock that is hopefully close to a road for easy retrieval. “We teach decision making that’s variable when you are doing a forced landing after every flight. It’s all good character building stuff. Students learn good planning in all of their flying so if an outlanding is required they have the confidence to carry it out as if they are landing on the airfield,” he says “I’ve applied it to my power flying since I’ve had a couple of forced landings and I know it helped me. The decision making was there. We don’t do a lot of that in power flying.” Gliding is still an affordable entry into aviation as the main cost is for the tow plane, though some clubs get around this by offering the option of a winch launch where a long cable is reeled in pulling the glider into the air. On a good day a launch

can get to 2000 feet, which is plenty of height to allow a decent chance of finding lift. Richard says glider pilots have very little trouble transitioning to powered flying, though a few quirks peculiar to gliding operations appear during training. “I have a friend who is a power instructor and he once said to me that all the glider pilots I sent to him to learn power flying were spot on with very good stick and rudder skills. Their only problem was they flared too late because in a glider you are very low to the ground on landing. They also had a tendency to overshoot on landing since in a glider you set up a high approach to ensure you are going to make the runway, then use the airbrakes to modify the descent angle.” Power pilots transitioning to gliders find the process equally easy in some ways, but challenging in others. “Power pilots transitioning to gliding is generally a pretty easy process. They understand the aerodynamics and they usually have the discipline to learn. All you really have to do as an instructor is start looking at their decision making and fitting it in with how we do things. Of course one of the major parts is teaching them to use their feet! With the amount of aileron drag from the long wings we all have to watch how we use rudders,” he says.

“The spin training is good, since that’s not taught in general powered flying, though it’s not about aerobatic flying. It’s about when we are thermaling a glider we are near the stall so it’s easy to get into an incipient spin if you misuse rudder. It can get out of control really quickly so we teach full spins. “It all comes down to decision making, which is the same with a powered aeroplane, but in a powered aeroplane you

have a throttle so you can change your decision during the approach a lot easier. In a glider your airbrakes are your throttle but you never want to get into an undershoot situation. There’s a lot of runway in front of you and there is a lot more time to make those decisions than people think. “I think that’s one of the barriers power pilots have trouble getting over when learning to land without an engine.”



COMEROO CAMEL STATION Flying is about travel and destinations off the beaten track. Mark Smith visited one he has plans of going back to.


e all fly for different reasons. For me it’s about travel, following my own agenda on my own timeline, while still covering a lot of miles quickly. One day when I’ve retired, I’ll happily become a grey nomad and take my time driving but at this point in my life I want to see the country, but not take too long. To get to Comeroo Camel Station would be a bit of drive. It’s out the back of Bourke as they say, literally. If you live in any of the capital cities on the east coast it’s not somewhere you’d aim to be at during your twoweek driving holiday. But when you can fly, as we can, a whole new world opens up. We visited the farm during a threeweek trip, first tracking up the east coast to Airlie Beach before heading inland. From Bankstown it’s three and a bit hours flying at around 110kts, while from Archerfield it’s just under four hours.



What you get for the effort is a true outback experience, while maintaining a few home comforts. The Sharpe family have lived on the land at Comeroo since 1919. Bruce Sharpe and his wife Chris have set up the operation so that many varied interests are catered for. Want to look for beautiful native birds? The vast local wetland provides ample opportunity to observe rare species like the Halls Babler and the Chestnut Breasted Quail Thrush. The waterways also allow for fishing and yabbying, with the day’s catch cooked on the open fire for dinner. A canoe trip up the Cuttaburra creek is on offer for those who want to explore the local area. However, to simply relax, a wagon ride, pulled by two of Bruce’s finest camels, will take you to the artesian bore, where the water flows all day at 44C, which is perfect

for allowing the pressures of daily life to slip away. If you are of an astronomical bent and the weight and balance on your aeroplane allows, a telescope is a must bring accessory since being 150km from Bourke there is no light pollution. The dark night sky is filled with a million stars, which is one of the reasons I love touring the outback so much. Bruce has an amazing collection of old farm equipment, which he is happy to show off to anyone interested. After enjoying a beautiful sunset, the roaring fire allows guests to gather and chat under the stars. Bruce has a fully stocked bar and meals are available. If you haven’t managed to catch a fish, this is probably the best option for fly ins as carrying food in an aeroplane can be problematic! Be warned: if you do opt to have one of the Comeroo meals, come to the table with a big appetite

FEATURE Photos: Mark Smith

Part of the huge collection of old farm implements

Bruce with one of his camels.

as this is true country hospitality! Fly ins are most likely to opt for the bungalow accommodation, with packages including dinner bed and breakfast for $120pp or full board for $175pp. Or you can be a little more self-sufficient and bring a tent or sleep under the stars in a swag. Wheeled travellers are also accommodated with caravan and motorhome sites. The Sharpe’s still operate Comeroo as a farm, running sheep and cattle as well as the many camels that give the property its name. The airstrip is dirt but ample for anything flying in RAAus or GA, being around 1000 metres. A phone call prior to departure, with a quick circuit over the property will see Bruce arriving to pick you up before the engine shuts down. Just be prepared to give your aeroplane a wash when you get home. The red dust sticks to everything!

Enjoy a camel wagon ride around the property




RAAUS AT WORK PART 149 WHAT IS IT AND WHAT DOES IT MEAN? RAAus chairman Michael Monck puts some perspective into the debate over Part 149. Part 149 is a new regulation under the Civil Aviation Safety Regulations (CASR) that levels the playing field for all approved self-administering aviation organisations (ASAO). It outlines the basic requirements that all organisations must have in place to administer their activities. Some of these include basic safety requirements, procedures for handling breaches of the organisation’s aviation rules and processes for reviewing decisions affecting members. It does not cover what activities these organisations administer (this will be covered in other regulations such as Part 103) with these items remaining in the Civil Aviation Orders (CAO) for the time being. In time Part 103 (Sport and recreational aviation operations) will remove the need to have the CAOs and organisations like RAAus will no longer have to operate under exemptions. In essence, Part 149 coupled with future regulations will simplify the way that we operate and the activities that we can administer. By removing the need to create new CAOs or amend existing ones (or simply renew them as they expire), we will be able to continue to run our organisation and tweak our operations with less bureaucratic interference in future. Will it cost RAAus more money? No. The team at RAAus has worked over the years to make sure that everything we do is as compliant with the new rules as possible. Our manuals, procedures, constitution, etc. are, for the most part, already



compliant with the new regulation. While we will need to make a few changes to these documents this will be done in line with our regular internal review processes. The only other document that we need to prepare is our exposition and this is all but done.

prove that the offence was committed without having to prove intent. It is quite common to find these provisions in safety related laws and regulations, workplace rules, traffic regulations and so on. We are subject to these requirements every day in common life.

What about the CASA fees?

As an ordinary person, members of RAAus are subject to strict liability offences every time they drive a car. In the ACT the traffic regulations state that an offence against the regulation is a strict liability offence. So if you speed, run a red light, fail to indicate, etc, the police simply have to prove that you did it and you will face a penalty.

There will be no CASA fees for RAAus to transition to a Part 149 ASAO. If we choose to stay under the current regime we will be frozen in time in terms of what we can and can’t do. That is, CASA will not grant new privileges in future if we elect to continue operating under the current regime. To transition to the new regs we will have to submit an application to CASA to become an ASAO. They will then assess this application which includes reviewing the above mentioned documents and issue us with an ASAO certificate which will detail the conditions under which we operate going forward. CASA has committed to not charging for assessing our application if we apply within 18 months of the commencement date for the regs. I’ve heard about the strict liability offences included in the regs, what does this mean for me? Most of the talk about strict liability can be summed up as scaremongering by those who don’t understand the law properly. The inclusion of these types of offences will have little, if any impact on RAAus members. Strict liability is a term used when the person imposing the penalty simply must

As a director, our board is subject to strict liability offences every day when we do things on behalf of the organisation. If we fail to produce an annual financial statement then you as a member can report us and no one has to prove that we intended to breach the law, just that we did. This is because failing to do so is a strict liability offence. As an employer, our managers are subject to strict liability offences under things like the workplace health and safety rules. If an employer fails to train someone to adequately carry out their work with regard to the risks associated with that work, then this would be a strict liability offence. Despite the chatter, the use of strict liability in laws and regulations is commonplace. To put it into perspective, CASR Part 149 is 33 pages long and contains 13 strict liability offences. The road rules are 369 pages long and a breach of any rule contained in those pages is a strict liability offence.

How will Part 149 affect our ability to attract good talent to the organisation given these strict requirements? As a director or an officer of any company you are highly responsible for the goings on of the organisation. In extreme cases directors can go to jail or face significant financial penalties. They may even be barred from being a director if they get it wrong. For these reasons any director who is worth their weight will be doing a little due diligence on the company that they join to ensure that they don’t expose themselves to any unacceptable risks. The introduction of Part 149 makes some of this due diligence a little easier. By

virtue of the fact that CASA has issued an ASAO certificate to an organisation, there is a degree of assurance that they have some fundamental processes and procedures in place to manage compliance with various aviation laws, handle complaints and disciplinary matters and so forth. This assurance should assist with, rather than detract from, an organisations ability to attract good talent. What if I have a problem with how I have been treated under the new regs?

we, as an organisation, must make decisions relating to flying privileges. We must have a process for internal review. If a member is still not happy with the decision after it has been reviewed in accordance with the requirements of Part 149 then they can apply to CASA to have it overturned. And of course, if you are not happy with a decision of CASA then you have the usual channels to escalate it even further.

The new rules force ASAOs to offer protection for members against bad decisions. There is an entire section dealing with how

Now available in Australia in kit build or factory build

Affordable | Simplistic | Rugged | Quality LSA | Fun Contact, t 1300 659 228 / c +61 400 639 388 / m +61 415 072 498 AUSTRALIAN SPORT PILOT | August 2019



5164 JABIRU UL3300 (6CYL)


610 Airframe Hours, 351 Engine Hours, UL3300 (6Cyl). Jabiru UL3300 (6Cyl, 3300, Camit engine, 4yo), Good Condition Extended wings. Frame: 610 hrs. Engine: 364 hrs (1/4/19). Engine top overhaul just done. Upgraded brakes, larger wheels. Climbs exceptionally well. Ideal for short take-off and landing.. Fuel: 14-15 l/hr @ 105Kn. Will consider delivery. PRICE: $29000 CONTACT: Johannes Luthy 0402 443 635

Hangars blocks 18m x 18m freehold titles at Holbrook Airpark from $25,000 or land and new Hangars 15m x 12m available from $78,000. PRICE: Available from: $25000 CONTACT: John Ferguson 0413 990 400




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. PRICE: $90000 CONTACT: Bruce Smallacombe 0410 524 040


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. PRICE: $119000 ONO CONTACT: Lance Weller 0407 229 495


1418.9 Airframe Hours, 1146.2 Engine Hours, Gazelle SKYFOX GAZELLE for sale. I am off around the country soon so don't be afraid, make me an offer I cant refuse LOL! Great aircraft with nothing to spend G/BOX overhauled, New tyres, perspex roof replaced, Upholstery recovered. New 2 blade Bolly Prop fitted 1402 Hrs. Airframe 1418.9 Hrs. Engine done 1146 Hrs. Manufactured 1997 by SKYFOX AVIATION. Serial Number CA25N074. Engine is Rotax 912 80hp. Reg Number 24-3432 (expires Oct 2019). Interior and... Price: $29000 CONTACT: Brian Stott 0410 401 139

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. PRICE: $7500 CONTACT: Tony Meggs (02) 6689 1009


5501 AIRCRAFT 23-8806

Freehold hangar at Temora Airpark. 2yr old 15x15x6m 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. Due to shiftwork, email KRviators@ PRICE: $180000 CONTACT: Robin Wills 0401 023 271

5335 TYRO MK 2

750 Airframe Hours, 20 Engine Hours, J230D Jabiru J-230D Engine 30hrs, Airframe 700hrs, spats, transponder, cold start kit, factory maintained, Always hangared, excellent condition. PRICE: $95000 CONTACT: Bill Haynes 0429 054 205

250 Airframe Hours, 250 Engine Hours, VG Savannah VG 19-7575, 250hrs Engine/Airframe. Rotax 912ULS, Warp Drive Nickel prop. XCOM Radio. 4 Tanks 144ltr with fuel flow meter. Electric Trim, Garmin 695, carpeted cockpit - very quiet. Nil accidents, full service history, excellent condition. PRICE: $56800 CONTACT: Rodney Kinnish 0411 378 998

5672 JABIRU 170C 24-5398

5569 ZENAIR 750

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: $7000 CONTACT: Les Skinner 0437 616 135



ZenAir 750 130hrs Rotax914Turbo widebody bubbledoors tundra tyres 10" Dynon Skyview. 100ltr fuel. Amazing short field take off. PRICE: $95000 CONTACT: Nat Jaques 0417 073 046

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: $56500 CONTACT: John Heidenreich 0419 324 250


Hangar Space/Storage for light aircraft, boats, caravans. Airfield is at Wyreema appr 15 minutes south of Toowoomba QLD. Water, electricity, toilet & avgas available. Prices start from $100 per calendar month. PRICE: $100 p/m CONTACT: Daniel King 0409 465 812

5703 BANTAM B 22S

5763 JABIRU 24-4681 J-160C

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


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

5837 AIRCRAFT 32-7042


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. PRICE: $10500 CONTACT: Kyle 0415 858 869

5730 AIRCRAFT 19-8492

34 Airframe Hours, 33 Engine Hours, CX4 Thatcher CX4. Factory built engine 2180. Dual ignition. Always been hangared. Easy to fly but must have tail wheel experience. Air spoiler fitted. Wings are easily removed for transporting (2 persons). PRICE: $12000 CONTACT: Kevin Wintergreene 0427 225 600


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

5842 JABIRU FOR SALE 85.5 Airframe Hours, 25 Engine Hours, PT-2 Protec PT2 STOL Aircraft for sale,912s 100hp. PRICE: $40000 CONTACT: Neal Livingstone 0407 347 255


78 Airframe Hours, 78 Engine Hours, SPT-6 PRICE: $45000 CONTACT: Neal Livingstone 0407 347 255

5737 JABIRU J200B 19-4922

73 Airframe Hours, 73 Engine Hours, J200 B Jabiru J200 B 19-4922. Low hours TTIS 73 hrs. Jabiru 3300 engine solid lifters. ICOM radio with David Clark headsets. Garmin 296 GPS. 2 pack paint always hangared. Excellent condition inside and out. PRICE: $52000 CONTACT: Graham Moller 0458 785 035

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


847.8 Airframe Hours, 325.8 Engine Hours, CA21. CA21 TAILDRAGGER with recent new rotax 80HP fitted. I am off around OZ soon so don't be afraid to make me an offer I cant refuse LOL! Engine only done 325.8 hours. Airframe only 847.8 hrs. The trailer was custom made for this aircraft and has electric winch and internal lighting etc. PRICE: $39000 CONTACT: Brian Stott 0410 401 139

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 $45,000. PRICE: $38500 CONTACT: Brad Salter 0417 385 250


70 Airframe Hours, 70 Engine Hours, xl 2014 built Savannah XL 70 hrs airframe .Engine Rotax 912 with 70 hrs. Luggage barrier upgraded door latch system Xcom uhf electric trim tundra tyres upgrade to600 kgs. PRICE: $65080 CONTACT: James Jardine 02 6454 6210/0408 167 863 AUSTRALIAN SPORT PILOT | August 2019




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: $69000 CONTACT: James Jardine 02 6454 6210/0408 167 863



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

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



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


1059 Airframe Hours, 1725 SOH Engine Hours, 100 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


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: $25000 CONTACT: Jeffrey Thompson 0406 621 202

5928 HUGHES LIGHTWING WITH JABIRU 2200 ENGINE 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 hangared. Great fun plane priced to sell. PRICE: $32000 CONTACT: Jason Bruce King 0418 986 609


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



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

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

5917 TEXAN 600


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 EMAIL: CONTACT: Bruce McGill 0418 713 267

1125 Airframe Hours, 1070 Engine Hours, CTLS CTLS for sale. Excellent condition. New Odyssey battery just installed. Great aircraft to fly and own. PRICE $97500 CONTACT: David 0419 343 544




Partly finished 2 Place ultralight, one wing needs the "D" aluminium attached, tail group is complete, Under-carriage needs two main wheels. PRICE: $750 CONTACT: Paul Badcock 0417 513 414 307 Airframe Hours, 307 Engine Hours, Tundra. Date of manufacture: 2014; Rotax 4 strokes engine 80HP, Engine hours 307; brand new Merlin wing 0 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



287.3 Airframe Hours, 88.25 Engine Hours, bobcat mkII. Genuine sale of my supercat (bobcat mkII). PRICE: $14000 ONO CONTACT: Marcus Legg 0428 834 314

383 Airframe Hours, 383 Engine Hours, Edge X Edge X classic 2002. Instrument data - air speed, EGT, ALT, Tacho, HR meter, water temp. After muffler. REGO - 8/09/2019. 383 Hours. Wing- streak 2B. Trailer included. Always stored in garage. 2 flying suits large and medium and 2 helmets with mic. PRICE: $12500 CONTACT: Peter Koch 0409 566 389


5947 SG AVIATION STORM 300 120 Airframe Hours, 120 Engine Hours, 2/3 scale Supermarine Spitfire 2/3 scale replica. PRICE: $118000 CONTACT: Karl Schultz


440 Airframe Hours, 440 Engine Hours, MCR -01 VLA Sportster. Fast, Efficient 2 seat aircraft, that will TAS @ 145kts at around 17 LPH. Climbs fast at 1750 fpm. Superb direct stick handling and easy to fly. Privately Owned. Built by John Chesbrough Mechanical Engineer. Always hangared. PRICE: $83000 CONTACT: Stuart Norman 0438 196 010


657 Airframe Hours, 657 Engine Hours, Storm 300 Storm 300. 2003. 600kg max weight. 360kg empty. Max baggage compartment weight 20kg. 110kt cruise at 5000rpm 18lt/hour. 80lt fuel tank. Very nice aircraft and in great condition, adjustable rudder pedals, 5 year rubber replacement done 3 months ago. Willing to deliver. Has prop and canopy cover. We have purchased a Cherokee so. PRICE: $49500 CONTACT: Chris Hayhoe 0417 535 832

195 Airframe Hours, 195 Engine Hours, PETREL Wings easy removed and refitted in under 1/2 hour making it trailer-able to take on holidays or be kept at home in your garage or hangar. New tyres, new Bolly propeller. PRICE: $35000 CONTACT: Margaret 0401 365 989

5958 X-AIR 618 ROTAX


If you have a kit (happy to look at any type) that isn't working out then please let me know. Partially completed or still in the crate - I'm looking for the next project. CONTACT: David Vaughan 0478 188 348


60.2 Airframe Hours, 60.2 Engine Hours, GT-Lite This GT-Lite comes with Radio, Covers, oil injection, and carbie de-icing. It's a dream to fly. The GT-450 with is one tof the best wings on the market. TTIS is 60.2 hours. PRICE: $35000 CONTACT: Peter McLean 0415 406 413

170 Airframe Hours, 80 Engine Hours, Sierra 200 Morgan Sierra 200. All metal, factory built by Gary Morgan, Jabiru 6 cylinder, good comfortable cross country aircraft. Buying a four seat aircraft for family travelling. $68,000 serious offers considered. PRICE: $68000 CONTACT: Glenn wilcox

298 Airframe Hours, 4 Engine Hours, X-air. Fully overhauled X-Air with 618 Rotax. this project aircraft and was rebuilt from the ground up. New Skins, Engine overhauled in USA, dyno data available. new suspension, wing ribs, pod repainted and vinyl wrapped. Efis included not yet fitted. Decea PRICE: $17500 CONTACT: Andrew Twigg AUSTRALIAN SPORT PILOT | August 2019




5965 ZODIAC 601HD

Contact Greg 0419 836754 for more photos and details. Could be set up as fly in fly out B&B. PRICE: $480000 CONTACT: Gregory Moore 0419 836 754

5973 MORGAN SIERRA 100 2012

269.0 Airframe Hours, 269.0 Engine Hours, XL 2016 3 Blade Bolly Prop. 100 HP Rotax 912 Engine. Long range fuel tanks. 269 Hrs. Talosavionics A-3FIS. No beach landings. 6.006 Tyres. Maintenance release forms, extensive maintenance log by L.A.M.E. Upgrade to 600 kgs. PRICE: $68000 CONTACT: Colin Wood 0427 543 593

250 Airframe Hours, 250 Engine Hours, 601HD Previously VH-CCY, now RAA registered, built 1999, 250hrs tt, Aeropower 76-80hp, spare prop (new). Corrosion painted. Full build plans, engine logs, history. A22 radio with new intercom. Electric trim. Cabin heat. Carbie heat. Basic instruments. Flys great. Paint 9/10 Interior 9/10. MTOW 545 kgs. Flown regularly. Can deliver to SA or VIC. PRICE: $29000 CONTACT: Andrew Niblett 0408 801 900


227 Airframe Hours, 227 Engine Hours, Sierra 100 Morgan Sierra 100 2012 build with 227 hours. Jabiru 3300 hydraulic lifter. Dual controls, Electric flaps, Matco wheels and brakes . Leather seating, Adjustable oil cooler airflow, LAME built with many improvements. Garmin 295 GPS Icom 210 radio. PRICE: $50000 CONTACT: Dave Henty-Wilson 0411 066 135

5975 2005 MK26 SPITFIRE


Lot 13 Whitsunday Aviation Estate Village. Large square 1054m2 block at $229 000. Eastern side of runway, backs on to Conway National Park, direct taxiway access, soil test included. All ready to build your hangar home. Call Simon on 0400 799 788. PRICE: $229000 CONTACT: Gary Hughes 0428 124 470 0 Airframe Hours, 2 Engine Hours, Tri-gear 3300 Completed Sonex Tri-gear 3300 for sale - forced sale due to ill health. Aircraft is complete but has not flown. Jabiru 3300 engine and Prince Propeller with test hours only. PRICE: $30000 CONTACT: Greg McCarthy 0428 569 712


5967 JODEL D11

305 Airframe Hours, 305 Engine Hours, MK26 Reg 19-4104, with 8cyl Inj. Jabiru eng. 305 TT, cruises 150kn@29L/hr. Electric flaps& retract. gear, Sensenich FP prop. VHF, Garmin 176C, TC, VSI, G Meter & full MGI monitor. Genuine RAAus aircraft located in SA, no accidents. PRICE: $85000 CONTACT: Geoff Eastwood 0427 812 422

5977 JABIRU J160D

1800 Airframe Hours, 1800 Engine Hours, D11 Jodel D11, 19-7519 Cont. O-200, 1800hrs, always hangered, radio & basic instruments. PRICE: $20000 CONTACT: Mark Tait 0413 289 604


730 Airframe Hours, 732 Engine Hours, KR2 KR2. 2007 VW 100 hp, 100kts 3 blade Bolly ground adjustable TTIS 732, flys regularly, wing tanks 17 LPH, 100kts. Near completion of new project. History available. Southern NSW. PRICE: $25000 ONO CONTACT: Phillip Matheson 0408 665 880

585.7 Airframe Hours, 585.7 Engine Hours, J160D For sale , owner has to a GA aircraft PRICE: $48000 CONTACT: Kerry Fennamore 0409 342 501


5971 RURAL LIFESTYLE PROPERTY The freedom to fly has never been so close to home with this opportunity to join an aviation community and build your dream home. Lots in Cumulus Airpark start at 3000sqm. Custom build a house and hanger with stunning Mary Valley views. Sealed strip. PRICE: $280000 CONTACT: Dianne Gresham 0428 835 451



Lifestyle property complete with 15 m x 12 m hanger and 600 metre airstrip. 100 year old restored stone cottage shearing shed and numerous out buildings.

0 Airframe Hours, 4 Engine Hours, 503 Very good condition Rotax 503 with E type Gear box (pull start), only been used for approximately 4 Hours (Basically brand new). Would suit new aircraft owner or builder, great back up for parts also. Instruments sold separate or together (CHT). PRICE: $4000 CONTACT: Jacob Potts 0426 877 791


Comprehensive flight, engine and navigation instrument for Experimental and LSA aircraft • • • • • •

Vega Series

XTreme Mini EFIS

Accessories • • • • •

The XTreme

Compact, multifunction EFIS • Standard 3 1/8” aircraft enclosure • Multiple display screens (model dependent)

The Stratomaster Vega Range • • • •

12 versions Large backlit colour graphic display Standard 2 1/4” aircraft enclosure Multiple display screens (model dependent)

7”, 8.5” and 10.4” display Sunlight readable Touch screen Customisable interface Autopilot Integrate Radios and Transponder

Probes and Senders Wiring Harnesses Tubing and Fittings GPS and VHF antennas and fittings. DYKEM® Cross-Check™

Want to know more?

(02)623 83665 or 0419 423 286

17 Continental Court, Gatton MASTER BUILT HOME IN PRESTIGE ESTATE Block Size – 2,345m2 Bedrooms – 4 all built in Bathrooms – 3 – main + en suite + one in shed Cool/Heat – Ducted air-conditioning + ceiling fans Car Space – 10 – double remote in house garage + powered 17m x 12m hanger to accommodate at least 8 cars or an aircraft Located in the prestigious airpark estate with direct access to the taxiway and runway, north eastern veranda perfect for relaxing and entertaining, hangar with shelving and mini kitchen toilet and shower. Located in an elevated cul de sac position with beautiful rural views over farmland, town water connected, 3 x 6000 gallon. Rainwater tanks and 1.3KW solar power system. If you are dreaming of living a lifestyle that includes access to a private community runway with an exclusive lifestyle or perhaps a shed big enough for all your toys and hobbies, then this property will impress. Built by master builder with no expense spared. Its practical design and open plan living spaces include a huge family and dining area of the spacious granite kitchen. Great sized formal lounge room and multipurpose media room or 4th bedroom or hobby room. The elevation of the property provides views from nearly every window of the Lockyer Valley rim. When you step out to the rear wrap around veranda you have the aspect of the airfield. The 17m x 12m aircraft hangar is impressive, with shelving, mini kitchen, shower and toilet. It can accommodate up to 8 vehicles. So, if you are looking to call Gatton’s unique Airpark Estate home, call the team at Gatton Real Estate 07 5462 1311 to arrange your own private viewing of this incredible property.




5994 2008 RANS S-6ES WITH ROTAX 912 ULS



405 Airframe Hours, 405 Engine Hours, S-6ES 405hrs airframe/engine, Cruise 90kn at 5200 RPM, MTOW-544kg, BEW-290kg, 93L fuel capacity, VHF radio with 2 place intercom, VG's installed, 8.00-6 tyres and hydraulic disc brakes, rubber replacement completed June 2018, take-off/landing roll 50m 1-up. PRICE: $36000 CONTACT: Cameron Obst 0427 616 945

3841.02 Airframe Hours, 172.2 hrs (TSOH) Engine Hours, 8E Silvaire. Recent annual and CAO 100.5 instrument tests. New wheels and main wheel bearings. ICOM IC-A200 and Bendix-King KT76 transponder. Cessna seats, 25 gallon wing tanks, and disc brakes. Regularly flown and always hangared. May deliver (within reason). PRICE: $39000 CONTACT: Mark Clayton 0415 900 554

Moruya Aero Club is looking for a pilot to carry out ultralight flying training and TIF's. The ideal person is someone looking for a sea change to south coast NSW and want PT work in the flying training field. Call Club President John on 0403 031 392. PRICE: $66 CONTACT: Sarah Gordon 0403 031 392



570 Airframe Hours, 170 Engine Hours, J400 For Sale – JABIRU J230. Jabiru – J400/230 – Amateur Built – serial 162. VH-IHS – 1st Reg 2007. Air Frame – 570 hours – 2+2 seating – MTOW 700 kg / Empty 385 kg. Engine – TTIS 170. PH: 0428 471 848 PRICE: $55000 CONTACT: Steven Drage 0412 621 212

400 Airframe Hours, 400 Engine Hours, Mk3 extra Kolb mk3 extra. Up for regrettable sale is my very capable little bush plane, it has a stall of 23 knts and a cruise of 65/70 knts @17 ltrs ph out of a 68ltr tank. PRICE: $25000 CONTACT: Mick Horvat 0414 404 012


5997 RANS S6


Great planes type1 dehl alternator accessory case, prop hob, leads, coil, distributor with electronic ignition upgrade, 90deg distributor cap and drive, spare aircraft plugs, intake set, gasket set, case nut set, rear main seal, slick magneto and drive puks with leads, pistons and barrels, pair dual ignition heads but will. PRICE: $1800 CONTACT: Bryan Edward Traynor 0432 184 214

6018 AIRCRAFT SYNDICATE Wanted- to join or form RA aircraft owner syndicate - Caloundra Qld. CONTACT: Neale Crawford 0428 992 001


295 Airframe Hours, nil Engine Hours, S-6 3283 RANS S6 295 hrs airframe and engine, Airmaster in flight adjustable prop, new Matco brakes and hub, new tyres, Garman 196 GPS, TAS 90kts, always hangared, located YBLN. Owner retiring from flying. PRICE: $40000 CONTACT: Michael Tonks 0427 693 395





380 Hours Total Airframe Hours, 380 Engine Hours, KP-2U Sova. 2005 Sabre Factory built light aircraft low hours, many extras. PRICE: $85000 CONTACT: Rod Waldon 0404 170 039



600 Airframe Hours, 600 Engine Hours, Sonerai Stretch. Sport Aircraft - well presented - low hours - taildragger - , PRICE: $45500 CONTACT: Michael Seccombe 0439 568 508

150 Airframe Hours, 150 Engine Hours, Savannah VG. The time has come to sell "The Girlfriend". This aircraft is well known as she is the aircraft built and featured in my blog on the Recreational Flying Forum another-new-savannah-xl-on-its-way.9712. PRICE: $74000 CONTACT: Mark Kyle 0408 724 272

2673 Airframe Hours, 2673 Engine Hours, Gazelle Skyfox Gazelle PRICE: $25000 CONTACT: Harold Clark 0429 948 276


588 Airframe Hours, 588 Engine Hours, XT-912 Tourer. Excellent package. Engine hrs: 588 Wing 392. TBO 2000. Custom trailer; 2 Flycom Helmets; AirHog BellyBag; Larry Larder; Bar Mitts; Training Bars; Tall Windscreen; Freezer Suits; Engine Cowl, Steering Damper; touring & wing covers; Microair M760 radio. PRICE: $28500 CONTACT: Peter Counsell 0427 424 018


36 Airframe Hours, 36 Engine Hours, 2LS Monnett Sonerai II-LS - South Australia. Racing heritage, fighter handling aircraft requiring new home. 72HP VW Engine, Folding Wing tandem tailwheel. 113kts cruise, 500ft/min climb. Dual Ign, ASI, VSI, ALT, EGT, CHT, GPS etc. PRICE: $19500 CONTACT: Luke Bayly 0421 463 967

6031 JABIRU 2010 J230D $71,500 ONO


682 Airframe Hours, 66.7 Engine Hours, Classic Airborne Edge Classic Streak 2 wing in great condition very clean and tidy inside and out always hangered full log books. Has full rego until sept 19. I have two Blue Sky Blue three layer flying suits available as well if interested. PRICE: $13500 CONTACT: Grant Carter 0418 140 501

6040 JABIRU UL500 (6040.PNG)

6024 JABIRU AIRCRAFT LSA55-3J FACTORY BUILT 568 Airframe Hours, 568 Engine Hours, J230D J230D. 2010 Factory Built. $71500 ONO. Excellent Condition, true 120k cruise. All AD,s current, Serviced every 25 hours, 568 Airframe/Engine hours, Nil Accidents – Custom Leather Seats. Ideal for touring. Also Original Seat Covers (as new). PRICE: $71500 CONTACT: Colin Worthy 670 Airframe Hours, 670 Engine Hours, LSA55-3J Factory built Jabiru LSA55-3J. Freshly overhauled engine and recent annual/condition report has been carried out. Presents beautifully inside and out. New prop recently insalled 95 knots @ 13lph. Basic instruments with Transponder, VHF, and intercom. PRICE: $25000 CONTACT: Zachary Scott 0448 067 177

750 Airframe Hours, 750 Engine Hours, UL500 Calypso. Jabiru UL500 Calypso. 2200cc solid lifter engine Liquid Cooled Heads. Owned, by professional retired Qantas LAME. Economical 11 lts/hr, 2700 rpm, 98-100 kts tas cruise. Extensive inventory: Danny mob 0468931895 or email PRICE: $37500 CONTACT: Daniel Cosgriff 0468 931 895



544 Airframe Hours, nil Engine Hours, Zephyr Fabulous Atec Zephyr carbon fibre fuselage rego 19-2394. Always hangered and L2 maintained, stall 37kts, cruise 130 kts, Rotax ULS 100 with engine monitor, autopilot, garman gps, dual controls. Last major service done. PRICE: $55000 CONTACT: Malcolm Lofhouse 0411 228 855

Magnus Aircraft Sales & Support | Flight Training | Aircraft Engineering

07 3272 7707

Building 115, Hudson Place, Archerfield, QLD, 4108

CASA. 141 FTO. 0281




A Aircraft Condition Report will also be required. The Dacron skins are new. Has 60l aluminium fuel tank. New fuel pump. Cable disc brakes. Tyres are new. Instruments in panel are new. Some work required to finish. PRICE: $4000 CONTACT: Howard Dyer 0466 983 105



250 Airframe Hours, 250 hrs. Engine Hours, LSA 55/3J. Jabiru LSA 55/3J Privately Owned since 2005 Factory built. Always Hangared Locked and Covered. OWNER L2 Maintained as per Manual, all ADs, completed. New through Bolts, New fine FIN HEAD, BARRELS and PISTONS, OIL PUMP fitted at 160 hrs. Cab light. PRICE: $37500 CONTACT: Ronald West 0439 431 608



2 x iEFIS Explorer Screens 8.5" (new July 2017, 131hrs). 1 x RDAC XF (new Oct. 2018). 1 x SP6 Compass. 1 OAT Sensor. 2 x GPS Antennas (1 for each screen). No Harness included. Offers considered. PRICE: $6800 CONTACT: Dexter Burkill 0428 686 396

339 Airframe Hours, 339 Engine Hours, XT 912 Tundra. 265hrs four stroke engine. Tundra pack. Disc brakes, Ballistic Parrachute, . Streak 3 wing. Full covers incl wing cover, Full service logs. Disc brakes. Always hangared. L2 condition report. Training bars, Belly Bag. Microair radio. PRICE: $28000 CONTACT: Peter Wilson 0418 278 012

6054 ROTAX 912 ENGINE.

6047 ZENAIR CH750

The MGL RTC-1 is a 3 1/8" aviation RTC featuring a two time zone system, stopwatch, countdown timer, alarm,OAT and Voltage display. For full details see: PRICE: $150 CONTACT: Ross Rynehart (41) 7002 886

0 Airframe Hours, nil Engine Hours, CH750 CH750 Project. Still in crate with full factory docs and pack lists. Some work completed. Inc Dual Pole Kit. Maleny, QLD. Suit 100-130HP Eng. PRICE: $26860 EMAIL: CONTACT: Barry Gartshore 0419 705 509



1268 Airframe Hours, 1268 Engine Hours, 80Hp Rotax four stroke 80HP 1268hrs. Still in aircraft operating perfectly. PRICE: $5001 CONTACT: Peter Wilson 0418 278 012





5 007 339 451




eurofox AircrAft : folding wing aircraft such as Portable Hanger for

ry Built Eurofox, Kitfox etc. (set up for Eurofox 3K). Storing your plane this way will keep it in top condition wing design without the expense of a hanger. Many airfields little or nil for on-site trailers. ertified tocharge 750Kg PRICE: $17500 & landing CONTACT: Steven Brown 0407 064 361



6045 KESTREL 95-10 ULTRALIGHT opilot capability rvices nsors 51

ox AircrAft:

msign capability

750Kg ng ucts:



Unknown Airframe Hours, Unknown Engine Hours, Kestrel. The plane will require reregistration with RAA, have sufficient information for this procedure.




466.8 Airframe Hours, 466.8 Engine Hours, P92 Eaglet. 2012 P92 Tecnam Eaglet, nil damage, always hangared. TT466.8 Vac system with AH/DG, Garmin SL40 radio and GTX 327 transponder, FS450 fuel flow meter, Dynon EMS D10, cabin heat, strobe lights $124,500 plus GST. John 0419 591 929. PRICE: $136950 CONTACT: Graeme Boatman 0428 501 600

330 Airframe Hours, 50 Engine Hours, Pulsar III Pulsar III Aero Designs, easy to fly with outstanding performance. 330hr on airframe, 50hr on Jab 3300 engine. MGL EFIS, 2 GPS's, T2000 trans, Xcom 760. Empty 307kg, MTO 544kg. Great condition but not flown for a period. Urgent sale open to offers. PRICE: $42000 CONTACT: Stephen Langridge 0413 223 001

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LOCKING IN FLIGHT TIMES THE MODERN WAY Is the future really paperless? IT company thinks so and Mark Smith got to sample their new electronic logbook.

Setting up on the PC

iPad view


o generalise there are two types of pilots. Those who revere their log book, carefully filling in the columns after every flight with the same pen, lovingly elaborating on the details, and those who quickly fill in the maintenance release, tie the aeroplane down and head to the aeroclub bar where they regale their best mate with how good or bad their landing was and how they could teach Chuck Yeager a thing or two. Fill in the logbook? Do it when I have time! As I said, maybe that’s a generalisation but with most pilots using a tablet of some type to help with navigation it’s easy to see an electronic logbook would be a handy tool on their device. Think about it. You land, taxy back and fill in the MR. Then you grab the tablet, use the time you’ve just recorded on paper and a few keystrokes later the flight is recorded for posterity. No hunting for your logbook when you get home or scrambling for flight times when the BFR comes around. have released a package for iPad and the various other tablets that does just that. It also keeps track of your personal aircraft’s flight times if you are lucky enough to be an owner. Running the lockr logbook is easy. The first step involves setting yourself up on a desktop or laptop computer by creating an account with a username and password. Once logged in it’s a simple matter of cre-



ating your pilot identity and then recording your flights. Downloading the app onto your hand-held device makes the whole process fully portable from there. I have four logbooks stretching back to my mid-teens, so I started by doing a bulk entry covering total flight times and breaking down individual hours on notable aeroplanes I’ve been lucky enough to fly. Then I started detailed entries from about 2015. Now that’s done it’s easy to update my logbook at the end of every flight, complete with the details I love adding including what the weather was like, who I was with and how much fun I’d had, along with the boring stuff like the actual route.

Similarly, flight times for the aeroplane can be recorded and used to plan maintenance, though again some effort has to be made initially setting up the data. What’s so good about this system is it takes a task that can become a chore and makes it a quick and easy end to what is, for most pilots, the best part of their day. On top of all this, all of your logbooks, pilot and aircraft, are available in one place whenever you want them. Finally if Red Bull Air Race ace Matt Hall uses the app to keep track of his flying it must be good. Available from the App Store, Google Play and online at

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s part of RAAus’ ongoing commitment to continual improvement and member consultation, we are inviting members to provide broad commentary, ideas and suggestions for changes and amendments to the current Operations Manual for Issue 8. his is the first phase of consultation, with another opportunity being provided early in 2020 to all members. RAAus expects to have a rewritten manual ready to go to the board of directors by the middle of 2020. We encourage all members, specifically flying instructors, to get involved and have your say on how we can improve our manual.


The current scoping of proposed changes and amendments includes, but won’t be limited to the following: • Present the content in relevant, non-repetitive and user friendly format • Make the document the authoritative source of flight operations requirements •  Be outcome focussed while setting RAAus operational standards

relevant to the membership as a whole • Audit and review RAAus forms as part of the rewrite •  Inclusion of a definition of “Fit and Proper Person” (case law) as it relates to RAAus certificate and permission holders •  Hire and reward requirements (CAO 95.55) which includes clarification of private hire of aircraft to other members, clubs hiring aircraft to members and cost sharing clarification • A common administration section for all member involvement •  Remove statement of duties and responsibilities for the Operations Manager and Assistant Operations Manager positions – this will become an internal document in the form of a job description • Merge sections 1 and 2 – removing redundant referencing

• Be Part 149 compliant

• Restructure the manual while removing redundant/unnecessary content and opinion based language

• Be written in plain English

• Update abbreviations and definitions

•  Remove all references to GA and replace with CASA or relevant sport organisations

• Allow for electronic logbooks

• Remove opinion-based or emotive language •  Unnecessary, redundant or repetitive content to be removed. e.g. airworthiness content that is or should be in the Technical Manual • Commonality of subject matter to be consolidated where appropriate and structured such that is easy to find and



• Correct an ambiguity - that an instructor can supervise a radio examination but not issue the endorsement • Recognition of cross country qualifications from other aviation organisations requires the qualification to be current •  Definition of a safety pilot role – minimum pilot in command requirements •  Prior to issue of utility endorsement require cross country endorsement to

be held • Require a logbook entry for instructor and senior instructor 90 day and 12month proficiency checks •  Accept a CASA Grade 3 renewal or initial issue for RAAus instructor renewal with supply of licence or logbook entry •  Create a matrix to assist in understanding of conversions or upgrades to instructors and senior instructors • Review the special approval in Section 2.09 to determine if a CFI is required to supervise these special approval holders • Allow for CASA student solo candidate recommendations to be recognised for upgrade to senior instructor if the CFI is approved at the FTS for CASA and RAAus combined operations • Expand the special approval privileges to allow for pilots with minimum nominated hours on specific aircraft types to deliver type transition training – excluding design feature training • Correct the CFI requirements to remove the 12-month proficiency check based on a senior instructor renewal •  Provide CFI specific renewal requirements • Addition to the CFI section requiring the CFI to advise RAAus of changes in CFI medical status, ceasing of flight training, change of aircraft, change of financial status or change of key personnel or operational status within seven days • Amendment of PE approval to remove

• Clarify recognition of hours gained in other sport organisations aircraft in Section 2.13

cy references, student and instructor signatures, identified deficiencies and corrections, emergency contact information, temp membership trigger, and recording of member number

• Provide a specific process to convert an existing RAAus CFI in Group B to Group A

• Clarify the requirement for landowner or aerodrome operator approval for all new FTS applications

• Clarify the aeronautical experience in Section 2.13 to reference recognised RAAus registerable aircraft which may be registered with another organisation

•  Allow for independent instructors to conduct BFRs and specified endorsements, no ab-initio unless under a CFI at a RAAus FTS

perpetual status and require regular revalidation

•  Provide a requirement for the converting pilot exam when converting qualifications from other aviation organisations •  Process to recognise Group B or D towards Group A using a matrix •  Process for conversion of CASA instructor qualifications and issue of a RPC and instructor rating during the same flight test by a PE • Provide clearer acceptance of medical certificates from NZ. If a CASA Class 2 is provided, the annual medical statement requirement can be waived

• Remove the reference to an active RMS and replace with ASMS requirement (current operations bulletin) •  Include Deputy CFI into the manual (current Operations Bulletin)

•  Consider operation of motorgliders (engine off gliding) Draft Contents page (proposed)

Stans Gazelle

Policy Statement

Checklist of Current Pages Amendment Record Abbreviations and Definitions Section 1  Quick reference guide, ready reckoners, how to… Section 2  Aircraft Groups Specifics (Three Axis, PPC, Trike)

•  Remove the reference to two-yearly FTS inspections, replace with RAAus Audit and Assurance Policy reference

Section 3

Medical Requirements

Section 4

Alcohol and Other Drugs

Section 5

Operational Standards

•  Allow for electronic student training records, provided a secure and backed up system is utilised

Section 6


•  Incorporate all exam and flight test requirements into the relevant section as references for prerequisites

• Add a reference in the medical section regarding notifiable conditions as part of annual doctor statements

• Amend the exam pass mark to align with CASA Part 61 requirements, 70% pass mark with a mandatory Knowledge Deficiency Review (KDR)

•  Create an administration section for FTS and separate FTS and CFI approvals processes

• Require a radio competency entry into students’ logbooks prior to solo operations

• Add a requirement for the RAAus Flight Instructor Reference Manual (FIRM) to be referenced at all FTS

•  Correct the reference for maximum blood alcohol to .02%

•  Clarify the requirements for student training records to include competen-

• Consider possible new elements of an Ultralight Pilot Certificate (similar to FAR 103 requirements from the FAA)

• Process to approve video BFR for PPC RPC holders if no Group A or B CFI is nearby

Section 7 Certificates, Ratings, Approvals and Endorsements Section 8

Documents and Forms

Section 9


Proposed Timing Phase one - member consultation – inclusions and changes – Aug – Sept 2019 Creation of draft document – Dec 2019 – Mar 2020 Phase two – member consultation draft document – April – May 2020 Board review and sign off – June 2020 CASA Review – June 2020 Please provide all comments to by September 30 AUSTRALIAN SPORT PILOT | August 2019



MILESTONES Dan Compton runs a small school in Dubbo but that hasn’t stopped him from bringing on many new pilots.

Cam Bennett

(RIGHT) who originally completed his RPC with Dan before joining the RAAF. Dan is also a former RAAF pilot and was able to mentor Cam along the way. Its great to report Cam has graduated from pilots’ course and proudly wears the wings of an airforce pilot.

Pat Smith (BELOW) achieve the coveted first solo and Tom Weston gain his RPC.

David Mackey (ABOVE) A new school, Clements Flying Schoolsituated at South Grafton have successfully finished David Mackey’s training and he’s now the proud holder of his RPC. David moved through several schools before finally achieving the milestone with Peter Clement, the CFI of the new school. CABOOLTURE RECREATIONAL Caboolture Recreational Aviation has had a few more success stories.

Marilyn Jackson

(BELOW) is another pilot who has checked out for solo in the recently introduced Savannah.

Elliot Carey (LEFT) Gained his Recreational Pilot Certificate David Smith (FAR LEFT) Got his tail wheel endorsement on the lovely Cessna 140

Vicki Woodward (BOTTOM LEFT) is powering through her navigation training flight with instructor Ben Cavanagh.



FLIGHTSCOPE At Flightscope, based at Archerfield, Rod Flockart is working hard helping people achieve their dreams of becoming pilots.

Harry Smithen (ABOVE) gets his pilots cap from Rod, while Tom gets his from instructor Evan

Strike Aviation has also been busy.

Errol van Rensburg (BELOW LEFT)got his tail wheel endorsement Chais Gardiner (BELOW RIGHT) completed his Recreational Pilot Certificate Don Smith (LEFT) A Fokker 100 captain with Alliance, did his conversion to RAAus, adding his RPC to a long list of ratings.

Airsport at Boonah keep sending their students solo.

Matt Tiller

(FAR LEFT)went off on his

own in June.

Amanda Pearson (LEFT) who is normally known as ‘Struthie Ruth’ from the Crackup Sisters, went one step further receiving her RPC.








ight now, we are in the depths of winter, at least here in Victoria, with driving rain, strong winds and low cloud that mean recreational pilots have major trouble getting their flying fix. A recent trip to Queensland to cover some stories for the magazine turned into an expensive disaster with one day of flying in winds I normally would baulk at driving in and no photography of the subjects in the air, so even up north things aren’t great. All this has meant is that I’ve been stuck at home, in my study, quietly working away. It’s also meant I’ve been spending a bit more time on social media, and especially the granddaddy of all social media platforms, Facebook. I have accumulated quite a few ‘friends’ on there, though there is a bit of a cull underway. I may be an amazing, suave guy (in my dreams!) but I do not have more than 600 people who I’d meet for a coffee at some stage. My interest is obviously in aviation and Facebook can be a great resource for the polite exchange of advice and ideas about our great pastime, as well as posting the odd bad landing or cute dog video. Yes, there are those who hide behind their keyboard and dish out rubbish, acting like they are the ones who taught the Wright Bros how to fly. But surprisingly, despite the noise they make, full of sound and fury, signifying nothing, they are in the minority. You’ll have read me mentioning Tim Howes. He moderates a page called Bush Flyers Down Under (BFDU) and it’s a seriously entertaining and more importantly educational part of Facebook that is probably most responsible for the safe build up of off-airport flying in Australia. There are always questions being answered, videos showing some very skilful flying and fly ins being organised. The chat is light and more importantly, respectful. Plus Tim’s a great bloke who is a real enthusiast. Josh Mesilane moderates the Recreational Aviation Australia Discussion



Group. From the outset it must be pointed out this page is completely independent of the official RAAus Facebook page and is not posting official RAAus policy, nor endorsing comments that seem to be official policy. What’s posted on that page is the sole opinion of individuals. The official RAAus website has more than 12,000 followers. Josh's group tends s q to get a bit rowdier at times and a few loud voices try and dominate the agenda, but Josh is right on top of it and a lot of the content is about people enjoying the simple pleasure that flying in an RAAus aeroplane brings. He’s still learning to fly so brings that to the pages, encouraging others in their endeavours to just get out there and do it. There are lots of questions asked about various designs, or some aspect about learning to fly, and these are always answered promptly. Yes, the opinions may vary but that’s aviation. I come from a time when people were generally civil to one another. Yes, people had points of disagreement and at times got quite heated about it. Unfortunately, at times social media ramps that up a notch or two but on the whole, there is always a lot more that is positive and helpful. There is also a lot of advice, pos-

sibly written with the best of intentions, that is best ignored - much the same as you’d find in an aeroclub bar on a Friday night. Pilots Lounge Australia is another great page to while away some time while the rain tumbles down and the wind makes flying anything smaller than a King Air a tad uncomfortable, though again it can get a bit hijacked by loud voices with an agenda to push. The creator/moderator Dexter Burkhill does a great job keeping it on track and the questions, comments and interesting videos help a bored, frustrated pilot while away an hour or two. When I’ve been fed up with the small screen, I hit the big one in the lounge, where the open fire keeps things warm and YouTube always has some great aviation content. My favourite at the minute is Flight Chops, a Canadian YouTube channel with great production values hosted by a private pilot who is lucky enough to do some interesting flying. Finally, don’t forget the RAAus Facebook page, which gives our members ongoing information about the organisation. That’s always a must read! Clear Prop.





Profile for Recreational Aviation Australia

Australian Sport Pilot Magazine - August 2019  

Australian Sport Pilot Magazine - August edition 2019

Australian Sport Pilot Magazine - August 2019  

Australian Sport Pilot Magazine - August edition 2019

Profile for raaus