Australian SportPilot Magazine - Issue #112 - August 2025

OVER THE TOP

Traversing the top Gulf to the Kimberley A CLASSIC

REBORN

JMB partner with Ultralight Concepts to unveil the SV4-RS ONE LEFT OVER BOLT

Learning engines, teamwork, and unexpected souvenirs

EDITOR’S WELCOME

HAVE YOUR SAY ON SPORTPILOT

Does anyone read magazines anymore? I do, but I’m biased. It costs about $7 to print and send this magazine to each member. RAAus are wondering if you think it’s worth spending that money on the magazine or reinvesting it. And they’d like you to tell them how you feel about it. There’s more detail in the CEO’s article on the matter in this issue. They have created an online survey so that you can tell us your views on the magazine and what you’d like going forward. There’s a link just below.

We’ve been very busy putting together some great articles. I’ve just completed a 30-plus-hour air tour running from my base in Geelong, all the way up to Darwin and back – you can read the full story in “Over the

Top” in this edition. Once again, I was blown away by the privilege we have in seeing this glorious country from the air and the community of pilots and travellers that we get to fly with. There are some great technical and safety stories here too. It’s also worth checking out Cody Calder’s article for an update on access to Controlled Airspace for RAAus pilots. So, enjoy the magazine and your flying — and don’t forget to complete that survey and keep sending in your letters and articles to editor@sportpilot.net.au!

NICHOLAS HEATH Editor editor@sportpilot.net.au

Scan the QR code or visit surveymonkey.com/r/XS3CFCK to complete the survey.

Robbo’s VIP service, Betoota. See p.14

EDITORIAL

(03) 5273 4777

editor@sportpilot.net.au

EDITOR

Nicholas Heath

DEPUTY EDITOR

Sophia Blakebrough

STORY

CO-ORDINATOR

Sam McMillan

ADVERTISING

(03) 5273 4777

advertising@sportpilot.net.au

ADVERTISING

CO-ORDINATOR

Camille Wagner

FINANCE

Christine Heath

PRODUCTION

SENIOR DESIGNER

Regina Mari

DESIGNERS

James Conte

Steven Hedley

PROOFING

Jakob Rivers

Sam McMillan

DIGITAL

Nick Jones

Budda Pile

Nic Emanuele

SUBSCRIPTION INFORMATION

SportPilot Magazine is an official publication of Recreational Aviation Australia and is published three times a year by Pace Marketing Pty Ltd. ABN 33 052 999 925. 6 Brougham Street Geelong VIC 3220.

As part of their RAAus financial membership, all members, flight training schools and clubs will receive each issue of SportPilot free of charge. Alternatively, readers are welcome to undertake an Affiliate Membership with RAAus with an annual charge of $39.95*.

To subscribe visit raaus.com.au

AUG 2025

RECREATIONAL AVIATION AUSTRALIA

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CEO

Maxine Milera ceo@raaus.com.au

CHIEF OF AVIATION

Cody Calder cody.calder@raaus.com.au

HEAD OF SAFETY

Chris Windle chris.windle@raaus.com.au

HEAD OF FLIGHT OPERATIONS

Marty Peters marty.peters@raaus.com.au

HEAD OF AIRWORTHINESS AND MAINTENANCE

Jared Smith jared.smith@raaus.com.au

ASSISTANT HEAD OF AIRWORTHINESS AND MAINTENANCE

Darren Barnfield darren.barnfield@raaus.com.au

HEAD OF TRAINING DEVELOPMENT

Neil Schaefer neil.schaefer@raaus.com.au

GENERAL ENQUIRIES admin@raaus.com.au

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AIRCRAFT AND MAINTENANCE ENQUIRIES tech@raaus.com.au

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DIRECTORS

Michael Monck (Chair) michael.monck@raaus.com.au 0419 244 794

Luke Bayly (Deputy Chair) luke.bayly@raaus.com.au

Trevor Bange trevor.bange@raaus.com.au

Jennifer Laird jennifer.laird@raaus.com.au

Simon Ozanne simon.ozanne@raaus.com.au

Paul Reddish paul.reddish@raaus.com.au

Andrew Scheiffers andrew.scheiffers@raaus.com.au

TERMS AND CONDITIONS All content published within this magazine is the property of Pace Marketing Pty Ltd. ABN 33 052 999 925. It is protected by Australian and International Copyright and Intellectual Property legislation. You are unable to interfere or breach any of the legislation or intellectual property rights that protect this publication. All rights not expressly granted under these terms of use are reserved by Pace Marketing Pty Ltd. Unless stated otherwise, you are forbidden to copy or republish any content or property within this magazine without the copyright or trademark owners’ permission. The magazine title, as well as the associated logo of Recreational Aviation Australia Ltd, are the property of Recreational Aviation Australia. Pace Marketing Pty Ltd reserve the right to be acknowledged as the magazine’s designers. While every reasonable effort has been made to ensure the accuracy of content within this magazine, no warrant is given or implied. Content within this magazine is available to you on the condition that you undertake full responsibility for assessing the accuracy of the content and rely on it at your own risk. Opinions expressed are not necessarily those of the individuals named or referenced within this magazine. Recreational Aviation Australia Ltd in conjunction with Pace Marketing Pty Ltd reserve the right to decline any article, letter or comment deemed unacceptable for any given reason. No endorsement or responsibility is implied or accepted for any product advertised within this magazine. Advertisers and buyers within this magazine are responsible for ensuring that all products advertised and/or purchased via this magazine meet all appropriate Australian Certification and Registration requirements, particularly those pertaining to Civil Aviation Safety Authority (CASA) and Recreational Aviation Australia. Please note that all aircraft featured within this publication are registered and legally permitted to fly. Please be advised that photographs of aircraft within this publication may be altered without notice for editorial purposes.

HEATH TRAVERSES THE TOP GULF TO THE KIMBERLEY

ON THE 2025 AIRSHOW

LETTERS

RE: Issue 111 — Clubs & Runways

Dear Editor,

Would be worth some closer scrutiny of the airfield data in issue 111 in the Clubs and Runways section. The airfield elevations are referenced as being in metres. Sort of discredits the rest of the information provided as it is unclear when the information becomes reflective of reality.

Andrew Bennett

Editor: Thanks Andrew and well spotted! Yes, they should be in feet. I will advise the team – who are doing a great job – and hopefully we can rectify that in future versions.

RE: EDM

Dear Editor,

I spoke with an RAAus staff member earlier today; I did this in response to the EDM you sent out on Thursday “Our Team is Here for you”. My experience is that there is very little useful information available on the use and deployments of BRS. Suppliers provide some basic procedural information in their manuals only. My experience is that instructors have no interest in them and don’t provide instruction or advise into their use. I believe it would be very helpful and a great safety initiative if RAAus arranged webinars or face to face presentations from BRS suppliers and perhaps also pilots who have deployed them as well as safety experts who can also comment and make suggestions about their use. Perhaps RAAus can source video safety presentations relating to BRS and make available to members. Thanks for your help.

Rob

Editor: Thanks Rob, well pointed out. I guess they sit outside the normal syllabus as up until the last few years they have been a relatively rare item. We will raise it with RAAus and see what can be done! I’m sure the ballistic chute people will be pleased to be involved and maybe we can cover it further in SportPilot too! Ed

RE: Issue 111 — Beyond the ERSA

Dear Editor,

Just replying to your article in issue 111 — Beyond The ERSA. I do something similar to what you do only probably with a bit more detail in it & think it’s a great idea (see flight plan photos), both in pencil & paper and on a clip board beside me in the cockpit for quick reference. Has all the info I think I need + other airports along my track just in case something unforeseen happens, meaning I can leave my iPad on my map page & have more time for heads up & eyes out of the cockpit. I file the airport map away after the flight for later use & being drawn in pencil I can rub out & update any changes. This works for me & only takes around 10 to 15 min to draw up from scratch along with my OzRunways Plan. The flight was in April this year from my home airport Tyabb (YTYA) Vic to Tasman Stn (bush strip), a big property north of Ivanhoe (YIVO) in outback NSW via Healesville, Deniliquin (YDLQ), HAY (YHAY) & Ivanhoe (YIVO) in my trusty Jab 230.

Cheers & happy flying, Kevin

Editor: Thanks Kevin, I’m glad to see it’s not just me. That sounds like a nice trip! Feel free to send us a story if you like.

Kevin and his trusty Jabiru at Tyabb.

RE: Issue 110 — Pilot Profile

Dear Editor,

May l offer my humble advice as to the pilot profile photo of young Ash in issue 110 of Australian SportPilot. What on earth were you thinking, my gosh!! Here is photographic evidence of a young man, thumb up, smiling and draped over an aircraft spinner and propeller. I am a retired Commercial Pilot, having flown for over 50 years, made some mortifying blunders, and, having got away with it, learned never to repeat. Still learning. This photo, most unfortunately and categorically sends a subtle message that adorning oneself over an aircraft’s spinner and propeller is great for a photo opportunity. I can relate, in my experience, at least a dozen nasty incidents of terrible injury and death resulting from pilot negligence and other crew not respecting the dangers of light aircraft operations — propellers — and the responsibilities of aircrew to ensure that anyone attendant to the operation stays safe. So... with respect... would you be able to convey something as to what l’ve related here to the Recreational Flying community — do not drape yourself over propellers — ever!!

Kind Regards,

Rick Taylor

Editor: Thanks Rick, always good to get feedback from those with lots of experience. Duly noted and published!

FROM THE CEO

WHAT DO YOU THINK? THE FUTURE OF OUR MAGAZINE:

MAXINE

MILERA CEO

For nearly two decades, Maxine has been part of RAAus. As the organisation transitions, she is honoured to have stepped into the role of RAAus’ first female CEO, supported by an exceptional team. Together, Maxine looks forward to continuing RAAus’ legacy of safety, community, and innovation, inspiring aviators for generations to come. ceo@raaus.com.au

For many of us, the RAAus Magazine has been a staple in our aviation journey, a reliable companion on the coffee table, in the hangar, and sometimes even in the flight bag. From member stories and safety insights to technical updates and industry news, it has celebrated our community and kept us connected.

Over the last six months, the RAAus Board and Executive team have been actively looking ahead, deeply engaged in shaping the organisation’s strategic direction. This work has involved carefully examining how we operate, what we offer, and most importantly, how we communicate with you, our members.

As times change, so too must we. We’re taking a fresh look at

everything we do, including the way we share information. This means reimagining how we deliver stories, safety updates, and community news in ways that are accessible, engaging, and forward-looking.

THE COST OF PRINT — AND THE QUESTION OF VALUE

Producing and distributing the printed magazine costs RAAus close to $200,000 every year. That’s a significant investment. As part of our current strategic plan, we’re reviewing all aspects of our operations to ensure we’re delivering value in the most sustainable and memberfocused way possible.

The big question we’re asking is: are we still getting the most value from the magazine and is it what you want?

WHAT WE’RE CONSIDERING

We’re exploring how the magazine might evolve in the years ahead. This could include a shift toward a digital format that still retains the quality and storytelling you love. We’re also asking if members would prefer more frequent, bite-sized updates online rather than a large, printed issue. Some of you might read the magazine cover to cover, while others may view it more as a niceto-have. Understanding these differences is essential. These are not decisions we’re making lightly and not without your voice in the process.

WE WANT TO HEAR FROM YOU

We’ve just launched a short member survey to better understand what you value most in the magazine. We want to know which types of content you read and enjoy, whether you prefer paper or digital formats, what you’d like to see more (or less) of, and most importantly what you believe is the best use of your membership

fees. Your feedback will help shape the future of the magazine and ensure it continues to support and reflect our community in the most meaningful way possible.

HELP US SHAPE WHAT COMES NEXT

This is your organisation, your magazine, and your voice matters. Watch your inbox over the coming weeks for the survey or scan the QR code below, and please take a few minutes to complete it. It’s your chance to help us decide whether $200,000 is still best spent on paper and ink or whether that investment could better serve you in new and innovative ways.

Scan the QR code or visit surveymonkey.com/r/XS3CFCK to complete the survey.

DREAMING, BUYING & SELLING

Aviation Classifieds Gets An Upgrade

One of our favourite rituals every time a new edition of SportPilot lands is flipping straight to the back pages (after admiring the cover, of course) to scan through the eclectic mix of aircraft listings. There’s always something that catches the eye: a beloved plane reluctantly up for sale, an aircraft someone’s parting with to fund their next upgrade, or that ambitious listing that makes you chuckle and say, “Tell ’em they’re dreaming.” These listings come from aviationclassifieds.com.au, the official classifieds platform run by RAAus for members and the public to buy and sell all things aviation. The site has recently undergone a major upgrade, making it easier to browse and list a wide range of aviation-related gear – from aircraft and engines to parts, trailers, hangars and manuals. You can also create “wanted” ads to help find that elusive part for your

restoration project or put the call out for your dream plane. Selling is just as simple. You can create and manage your own listing, upload photos, refine your description and adjust your price at any time. Plus, seller listings purchased online for $99 (valid for 120 days) may also appear in SportPilot magazine free of charge – subject to space. That’s exposure to thousands of aviation enthusiasts across both print and digital for less than a dollar a day. Of course, as with any classified platform, it’s important to approach every listing with a bit of common sense. If it looks too good to be true, it probably is. Always do your own due diligence before making a purchase. So, whether you’re just browsing for fun, hunting for a project, or ready to sell, head to aviationclassifieds.com.au and see what’s out there. Happy hunting!

Outback Air Race Returns in 2025

More than 40 aircraft are confirmed for the 2025 Outback Air Race. A 3,800-kilometre, 15-day aerial time trial across Australia to raise funds for the Royal Flying Doctor Service. Departing Yulara on 22nd August and finishing in Carnarvon on 8th September, the biennial event challenges pilots to navigate with precision rather than speed. Pilots are timed on how well they stick to course as they navigate. The route includes stops in Alice Springs, Tennant Creek, Daly Waters, Katherine, Kununurra, Broome, Onslow, and Exmouth. Participants come from across Australia and overseas, with many flying in memory of loved ones or in support of the RFDS’s vital aeromedical work. Organisers aim to raise $750,000 this year and have also partnered with Greenfleet to help offset the event’s environmental impact.

FROM THE CHAIR

MICHAEL MONCK Chairman

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

Disappointment. It’s a bitter pill to swallow, particularly when it stems from ourselves. We witness it in countless facets of life, this peculiar human tendency to lament a decline while simultaneously shunning the very actions that could reverse it. But nowhere does it sting quite so sharply than when it occurs close to home.

Recently I was at an airfield where a celebration of sorts was happening. People were coming together to celebrate the achievements of a bunch of aviators and even sharing a free sausage while they were at it. Those that were there had their aircraft on display, proudly showing off their pride and joy. And rightly so, they should be proud. In the background as I wandered around, I spoke to many of those who were there, stories were told about the regulator killing us off, airports stifling our passion, and interorganisational rivalry turning us against one another. While I am not going to debate the merits of these arguments in this column (and nor will I deny their impact), another factor stood out more robustly on that day.

While the undertone of the conversation was one that bemoaned about how aviation is dying, kids aren’t interested

anymore, and it’s getting too expensive – a contradiction struck me. These same people also told me how they would turn up at the airfield when they were younger and go flying with those that came before them. An opportunity arose that day thanks to the calls of one of the people being celebrated. He called on those present, those with their aircraft sitting on the tie downs, to take an enthusiastic person flying. To share their experience with someone who hadn’t had the privilege of flight before. It wasn’t a grand gesture. There was no highly funded initiative in place, just a call to lean on the generosity of others for a moment. For someone who had their own plane, to maybe take a moment and show another keen individual what it was all about. Here’s where the disappointment truly bites; those very aviators who moments before were bemoaning the decline of

their passion began to literally walk away. One mumbles about a busy schedule, another grumbles about the cost of fuel, a third expresses concern about liability. The excuses trickled in, and the crowd thinned. To be fair, some people did go flying. Some aircraft owners were incredibly generous and took a few people up on several flights. But my point still stands.

This isn’t an isolated incident; it’s a recurring motif. We see it in flying clubs struggling to attract new members, in the dwindling numbers of student pilots, in the aging demographic of general aviation enthusiasts. The very people who possess the knowledge, the aircraft, and crucially, the passion, often recoil from the modest effort required to cultivate the future. They cling to their nostalgia, their grievances, and their comfortable inertia, while simultaneously decrying the very outcome their inaction ensures. It’s a peculiar brand of self-fulfilling prophecy. If you constantly declare something is dying without actively nurturing it, it will, indeed, eventually wither. The future isn’t a passive entity that simply arrives, it is a tapestry that we get to weave ourselves. To stand by and moan about the fraying edges while refusing to pick up a needle and thread is not merely passive; it is actively detrimental. The irony is that the joy of flight, the sense of accomplishment and freedom, is not a finite resource. It is infinitely shareable, growing in richness with every new person who experiences it. Imagine the pride of witnessing a person’s eyes light up after they first take flight, the satisfaction of knowing

you’ve planted a seed that could one day grow into something stronger, a lifelong pursuit of aviation. This isn’t a charitable ask, it is an investment in our own passion for aviation. It is an act that helps protect what we love. I’m not sure why people don’t take part in this type of thing. Perhaps it’s a fear of commitment, a reluctance to step outside the familiar confines of their hangar and engage with the messy, unpredictable world of public outreach. Perhaps it’s a misconception that someone else – the government, the industry, some benevolent deity – will magically appear to solve the problem. But the truth is, the future of general aviation, like the future of any passion, it rests firmly in the hands of those who currently cherish it. That’s us!

To be truly disappointed is not to simply observe a decline, but to witness the refusal to act, the conscious turning away from opportunity. When we lament the demise of our beloved pursuit, while simultaneously walking away from the chance to share its magic, we are not just passive observers of a dying dream. We are accomplices in its fading. The challenge, then, is to move beyond the lament, to embrace the shared responsibility, and to actively, enthusiastically, and literally, open the cockpit door for the next cohort of aviators. Only then can the skies truly remain alive.

So, in these cooler months with the chilly crisp air that is so good for first flights, why don’t we share our love. I can almost guarantee that you won’t be disappointed.

OVER THE

NICHOLAS HEATH TRAVERSES THE TOP GULF TO THE KIMBERLEY AND MEETS SOME... INTERESTING PEOPLE ALONG THE WAY.

THE TOP

Words and Images Nicholas Heath

The Cockburn Range, Western Australia.

You know it’s going to be an interesting day when you ring the proprietor of an airstrip and ask what the conditions are like, and they say “we’ve just had 70 mm of rain. It’s going to be a bit soft...”. But that was some days away, and let’s start this story where it begins – back in Geelong, planning. In all my flying adventures, the one chunk of Aus that I had largely missed was the Gulf to the Kimberley. This trip was to cover that zone, but first I had to get there. I had some rules. No staying anywhere I had stayed before and no staying at anything with the word resort in its name. Hotel, motel, roadhouse, camping would be just fine... The route would then follow the Gulf around Arnhem Land. So, for your armchair travelling pleasure, here we go...

PREPARATIONS

Fighting the temptation to pack every item I own when doing long distance flying is a battle that’s real. Once I’d amassed everything I thought I needed, it looked like enough to fill a medium SUV. Some winnowing was in order. About half the food and clothing went first. The camping gear could stay. Each item was given the Marie Kondo treatment (Will this make my heart warm?) before joining the discard pile. I didn’t get to snapping the long bit off the toothbrush stage, but it was close.

BETOOTA BOUND

The plan was to go straight up the SA/NSW then SA/QLD border and camp at the Dig Tree. For those educated after 1990 – when explorers got yeeted out of the curriculum – the Dig Tree is a place on the Cooper Creek that Burke and Wills used as a base when exploring their way to the Gulf. It’s a thing. But not anymore apparently, as I discovered when I explained my route choices to some of the younger staff members who thought Burke and Wills might be a gentleman’s clothing brand or similar. Look it up. Anyhoo... I had this idea to follow roughly the trail of Burke and Wills to the Gulf for the first leg. But the weather gods wouldn’t have it. The 1-in-500-year flood event had meant that the Dig Tree and associated airstrip were underwater. Bother. Where could I go instead? I’m not sure how many of you follow an online spoof publication called the Betoota Advocate — but

Top: Betoota, population 0. Middle: Laurie working the bar. Bottom: VIP transport.

you should, because it’s funny. It pretends to be the daily news from Betoota, commenting on social memes from around the world from its fictional base in a largely imagined Betoota. Thing is, Betoota is a real place and the publicity from social media garnered enough interest that the Pub there – the only building in Betoota – reopened. It’s about 200 clicks east of Birdsville. I rang. They had beer, food and a bed. My favourite things! What they didn’t have was AVGAS. So, a quick stop enroute at my old stomping ground of Broken Hill for fuel would be required.

Having packed every nook and crevice of the RV, I departed YLED Lethbridge in mostly clear skies. A very unremarkable two hours later saw me just west of Menindee. At this point the new ADS-B in and out we had fitted last year using the government subsidy came into its own. A Cessna twin flying IFR was behind me and above, on a route to Broken Hill and gradually overtaking me. I could see him. He could see me. As he was on IFR he would be doing a templated IFR approach straight in and I would be on the traditional joining circuit approach. We chatted and sorted it out. If we timed it right, I would be on downwind as he

was on short final for 23. Arriving at the field, the wind sock indicated a bit of crosswind, but everyone was using 23 so I joined in. This was mistake number one. The Cessna twin duly appeared on short final, and I followed him in. On short final it became apparent that the crosswind was a bit fiercer than expected and being Broken Hill in the afternoon, it was turbulent. But the previous aircraft seemed to be ok... so I would proceed on 23. That was mistake number two. I wrestled the thing to the threshold and then did that tap dance you do to keep the aircraft on line and wings level at a the right speed... it gets hectic... at the flare it all looked good... and then we fell out of the sky. Just dropped like a large heavy thing. And bounced. A lot. I’m pretty sure that should be three landings in the log book. The only positive aspect was that I maintained a pretty good line and avoided slamming the nose gear down. The Cessna twin was at the bowser, and I said something along the lines of his being an uncomfortable landing and I thought maybe he could have let me know. But all the signs were there for me to ignore. What I should have done is politely called a go-around and reset for the dirt cross strip.

Sunset, Betoota airstrip.

So, it was a somewhat chagrined pilot who departed on the dirt cross strip a little while later, Betoota bound. Munching on my Chicken and Cheeseslaw sandwich a bit later (a Broken Hill specialty), I reached the Cooper and the flood country. All the way up the country had been burnt and dry – courtesy of the nastiest little drought we had seen in a long time. Approaching the Cooper things started to turn green. In lieu of a landing I circled the Dig Tree, took some pics and headed north. Far from being red and dry, the interior was verdant with every sand dune valley filled with greenery. A fairly rare site. Arriving over Betoota I had a very long and calculating look at the windsock, but by now the wind had dropped to almost nothing. I greased it on in a landing that would set the tone for the rest of the trip. I have to say that the Betoota landing strip is in excellent order. Wide, rolled and well drained.

AN END TO PEGGING

I have parked in places where you could get gale force winds overnight, so I don’t mess around when tying the aircraft down. I had finally made the transition from carrying several cut down star pickets and a mallet to wham them in with, to screw pegs which can be driven

The crowd that night were some campers, Robbos’ collection of staff/ friends and caravanners. Stories were told around the campfire. Some were even true.

with a small rechargeable impact wrench. But, guess who left the specially-purchased impact wrench sitting in the back seat of his car. Fortunately, a jeep arrived. Literally. The WWII kind. With Robbo the publican onboard offering a lift. Robbo had an impact wrench and was back a moment later to facilitate tie down.

The Betoota Hotel is hard to describe. The pictures really don’t do it justice. It’s a sprawling shed meets station house. Structures have been added to the additions. But it works. My bed for the night was a shearers bunk on the screened verandah. Dinner was when it happened. Drinks were always happening. The crowd that night were some campers, Robbo’s collection of staff/friends and caravanners. Stories were told around the campfire. Some were even true.

Left: That’s a lot of legs. Top right: Amazing sunset, but maybe stay dry. Bottom: Prawns forever at Sunset Point.

airstrip: Watch for wildlife.

ANYONE FOR GULF?

After a surprisingly restful night’s sleep – courtesy of foamy earplugs to block the generator drone – and a breakfast to make a heart specialist weep – the journey resumed.

Our target for today was Karumba. Turns out it’s not just an expression. It’s a town on the Gulf. It had everything I look for. Beach, all-weather runway. Fuel. Karumba is a port town, home of the prawn fleet. The airport is actually out of the main town at Karumba Point and that is where most visitors stay. When you see the sunset from the pub beer garden you will know why. The fishing is insane. I saw a guy sitting on the beach in front of us catch two blue nose (we would call it a blue-eyed trevalla) of about five kilos each in half an hour. I caught the Caesar with seafood at the pub. Big shout-out to the Savannah Shore who were kind enough to come and get me from the airport –even though it’s only about 800 metres. Still... it was a hot and sweaty day.

GOING BACK... BACK IN TO TIME

Departing Karumba with quite a few cumulus clouds lurking, I tracked the coastline. Passing over

Burketown, I had closed the loop on the Burke and Wills theme. That was about as close as they got to the Gulf. Today’s flight would follow the curve of the Gulf track over Groote Eylandt, and arrive at Gove in Arnhem Land that afternoon. The only cloud on that horizon was... clouds on the horizon. Not the slightly famous “Morning Glory” which is a roll cloud that forms in the Gulf at the start of the wet season. These were layered cumulus. Which I guess makes them cumulo-stratus. Interspersed with the odd towering stack of “hell no”. I found a sweet spot about 6500 feet between a lower layer of scattered and top layer of broken cloud. Tracking coastal, the Gulf has a lot more islands than I knew about. The one I did know about – Groote Eylandt – was peeking out from the clouds which were definitely thickening. North of Groote Eylandt I found the front that was sweeping all these clouds toward me. A fairly solid bank of cloud rising to God knows how high and extending all the way to my left and right. Bother. High wasn’t going to get me over it. So, I tracked out from the coast a few miles. I was chasing what looked like a slightly higher base while still maintaining gliding distance to the beach. The advantage to being over water is that you aren’t going to hit a hill. Probably. If you know where you are. I found

Karumba

what I optimistically thought of as a gap that would let me keep clearances and discovered that the entire formation was only a few miles across. A very relieved me was able to climb back up to a sensible cruising height and continue in much clearer air.

Another motive for visiting this part of the world was that back in 2006-ish, I was part of a team that came up and built a school classroom at Garrthalala, about two and a half hours by car out of Nhulunbuy. We’re talking remote. The idea then – which has subsequently been proven to be valid – was that if local kids could stay and learn on their country they would do better than in larger towns. So local students from the region would arrive each week and do several days of schooling at Garrthalala – doubling the population briefly – and then would head back to their scattered communities and avoid the pitfalls of larger settlements. No sooner had we finished it, then the government defunded the project. Fortunately, saner thoughts prevailed and it is back up and running. It has even become a hub for university students coming into study.

Another motive for visiting this part of the world was that back in 2006-ish, I was part of a team that came up and built a school classroom at Garrthalala.

To visit Garrthalala you need a permit, which I didn’t have and takes quite a few months to acquire. So, I had to satisfy myself with a couple of low passes to see how the building was holding up. I was pleased to see that not only was it still there, but the new buildings for the university visit had been added. With that mission accomplished I set course for Nhulunbuy, which is the town, but actually I would be landing at Gove Airport. The benefits of air travel showed as the two and half hour car trip was covered by air in 15 minutes. The only complexity on arriving at Gove was the RAAF were up to their RAAF activities and were conducting missed approaches at Gove in C150 Hercules. Whenever I spot a C130 I think of the guy that told his girlfriend “That’s a C130. I fly a C150!”. All jokes aside I wasn’t

Top: Groote Eylandt peeking out. Middle: Gove helpful ARO, Luke Mander. Bottom: Emkaytee with The Toy Box open.

going to argue, so a quick orbit to the south while the RAAF was RAAFing and then joined circuit for an uneventful landing. At the GA parking area I had the aircraft chocked, tied down and the cover on when the ARO arrived by tractor. As you do. “Great,” I thought. “he’s going to tell me to move”. It was hot and sweaty and all I wanted was to get to a room and have a shower. But all he had done was come to tell me the gate code. We chatted. Nice man. Should be more AROs like that. Ten minutes by taxi took me to the Walkabout Lodge in Gove which was nice enough but MY GOD THE PRICE. You have to remember that I am, at heart, a tightwad. So, close to $400 for a night made my eyes water. I guess it’s expensive running a place when everything has a two day road trip to get to you. Nhulunbuy is a funny town because it’s basically there for the mine – Rio Tinto mine the bauxite strip that runs across the Gulf and re-emerges at Weipa. They say the mine is closing, so I don’t know what happens to the town then, but it can’t be good. The Yolngu people populate the Gove Peninsula. I was lucky enough to spend some time living amongst them back in 2006 and was even inducted as an honorary member of the white cockatoo totem. That involves a lengthy nighttime corroboree and having white clay pasted across your forehead. Fortunately, it’s a one-time deal. I was able to

restock the travelling snack pantry at the supermarket and lay my hands on an off-brand rechargeable drill to handle future tie down fun. Suitably armed and refreshed by the previous night’s float in the pool, I arrived at the lobby to find a whole bus load of a tour groups who were doing the area by private air charter. Their pilot had sent them all back to the motel and said “you ain’t going anywhere today”. I had spent some time already that day looking at the weather and had decided that the front coming through would probably ease by mid-morning and I could probably get out. The benefit of the mid-morning window was that I could indulge in my fifth favourite pastime – a long breakfast. Further reviews of the weather showed the rain band moving nicely and dissipating, so I figured I’d head to the airport and see how it looked – worst case scenario I could come back. I didn’t fancy the idea of shelling out for a second night. By the time I got to the airport the rain had stopped, and a few patches of blue were showing. It was a happy and less financially impaired pilot that took off from Gove and set course for Darwin, via Jabiru and the South Alligator River. I had steeled myself to either turn back or look for an alternate if the weather required it, but things only improved as we went along and I found myself back with scattered clouds below and a broken overcast above.

Arnhem Coast, weather improving.

What a great day to be flying. Everything was fresh and green. So green – the late wet season was still not wanting to quit – which would cause problems for future me later – but the scenery was stunning. Just when I thought it couldn’t get better, I found the South Alligator River. It looked like the Congo. Suddenly I felt the need to check the fuel gauge, engine temps and instruments a lot. That didn’t look like a good place to land and, you know, alligators... Flying over Jabiru I was again amazed at how you can have a world class eco destination right next door to a uranium mine.

Darwin has an international airport, but just to the southeast is Emkaytee – the right sort of place for the light aircraft crowd. Between Darwin International and the RAAF there’s a whole lotta airspace to avoid and Emkaytee let’s you do exactly that. It’s a little bit of a ride in an Uber – like half an hour-ish – into town but what a nice little strip! Home to the Top End Flying Club and The Toy Box which had a nice display of aircraft out for maintenance. I had tied down the aircraft and was just wondering about ordering a taxi when an R44 came in and settled just behind me. It contained two lads from South Australia who had been using the chopper to go fishing in remote waterholes. Nice work if you can get it! We agreed to share a ride, and they dropped me in to town.

I found the South Alligator River. It looked like the Congo. Suddenly I felt the need to check the fuel gauge, engine temps and instruments a lot.

After my recent accommodation betting plunge, I had a keen eye for a bargain and the Cavanaugh Hotel looked just the ticket where three nights would cost me less than my previous night’s accommodation. I probably should have investigated that a bit more. A small red flag was that the pool was filled with inflatable unicorns, and the accommodation was joined to the pub part by a large open-air bar. My suspicions were confirmed when the DJ – and this is a Monday night –started droppin’ tunes at sundown and was still going strong when I dug out the foamy earplugs from Betoota and put myself to bed early – having had a long day.

Darwin would be the only two-day break of the trip and provided the opportunity to do some laundry and catch up on work, meetings and emails. Tuesday night proved no different and the tunes were rolling strong by dusk. I was in a much better mood and joined the throng for a few quiet drinks. Food is Darwin’s strong point and the Asian influence has gone a long way to creating a thriving foodie scene. Wednesday night turned out

to be State of Origin (NRL) night. And the whole town just went off. A Queensland win ensured a buoyant atmosphere and I was a little disappointed that I had to make an early start and couldn’t embrace the evening as fully as possible. God knows what that place would be like on a Friday, but I hadn’t the time or the liver capacity to find out.

I’d used the rest days to get some more detail into my planning for the rest of the trip. Between weather and the vagaries of light aviation, I tend to leave things a bit loosey goosey to avoid disappointment. I was originally planning to drop in next to Drysdale River Roadhouse in the Kimberley. Remember that rain event a couple of days ago as I came out of Gove? Well, it had hit the Kimberley hard and they’d had 60mm of rain in the preceding few days. The bloke I spoke to at Drysdale seemed a bit unsure about the state of the strip. Not good. I had a look at the touring guide and saw Mt Elizabeth Station just a bit further along toward Derby on the Gibb River Road. A quick call confirmed the strip was good – the Royal Flying Doctor Service had been in the day before to pick someone up – there was a bed available, there was food. Sounded perfect to me.

Heading out from Emkaytee, the flight would fly coastal over the Joseph Bonaparte Gulf which sits between the

NT and WA and is really just a fancy name for the close bit of the Timor Sea. First, I had to duck south to avoid some airspace that the military had decided urgently needed blowing up or something so it had gone red on the map. I dunno. Best given a wide berth. That put me over Daly River by mid-morning before going feet-wet near Wadeye to cut the corner where the Victoria River enters the Gulf. I was quite happy to get back over dryish land at the mouth of the Ord. I say mouth, but the mouth of the Ord is so big (20km across) that it gets called the Gulf of Cambridge. It is hard to appreciate the scale here. At one point I saw a boat moving down the Ord River. As I got closer I realised it was a fullsized ship, which meant the river had to be about 2km wide at that point. Away to the south of me out of view, past Kununurra, was Lake Argyle, where a man-made lake capturing the water of the Ord has a freshwater storage 18 times the size of Sydney Harbour. They don’t muck around up here, do they? The scale of the country just highlights how few people are in the area. Settlements were few and far between – as were possible landing sites in case of issues. As always in overwater flying, I’m reminded of the part in the rules where it talks about being “less than 25 miles from a landing site”. I guess everything is a landing site if you have no choice, but still...

Left: Party Pool, Darwin. Top right: Pete Laughton and Sam Mitchel – Helicopter fishermen. Bottom right: Eat before the border crossing.

There was still a niggling doubt about what the landing strip at Mt Elizabeth Station might look like, so I was curious to say the least. As I approached what the GPS said was the location for the field, I couldn’t see afield. Oh well, I headed for the homestead then it looked like the airfield was to the SE on the map. Nope. Momentary confusion. Am I the right place? Am I holding the map upside down? Nope. Ok, what’s that suspiciously airstrip looking thing to the northeast? Yup. There it is. So, if you’re going to Mt Elizabeth Station – and there are many reasons to go, as I will detail – then know that the dotted circle saying YMTZ is in the wrong spot. The ERSA says 16°26’00.0”S 126°06’00.0”E. Whereas a quick check on Google Maps suggests it’s more like 16° 24’ 4.78”S 126° 6’ 52.85E. So, I’m calling shenanigans on the ERSA figures. I note the 250k topo looks wrong too.

Or am I wrong? Could someone who has a better brain for these things prove me right or wrong please. If I’m right, we can both have a credit for fixing the ERSA. Well, one bit of the ERSA...

The airstrip proved to be – and this is a technical term – freakin’ enormous. Like almost 2km long and most of

a hundred metres wide. OK, I can hear you wondering how I couldn’t see it when I was in the wrong spot, but in my defence, I was 5km away and facing the wrong way and anyway, shutup. I just couldn’t, ok? As for softness, it was definitely at the softer end of the scale, but a good coating of grass was holding it together. Shortly after I pulled up a Landcruiser Ute arrived so I was saved the walk. Just as well because sections of the track were still a quagmire of puddles. Safely at the homestead with unmuddied tootsies, I met the team and was shown the big dining area/bar/ lawn and found my room in one of the nicer dongas I’d stayed in recently. Suitably refreshed, I joined the visitors – who were quite numerous – for a drink before dinner. Turns out they had all been stuck there for three days because the recent rains shut the Gibb River Road in both directions. Boy, were they happy to see a new face. Every dinner features beef from the Mt Elizabeth Station operation and it was superb. As it turned out, the group that I sat with included the lady whose husband had the medical emergency that necessitated the Royal Flying Doctor Service coming in the day before. She was now stuck there and having to get to Perth to the hospital and at the same time

Left: Joseph Bonaparte Gulf, WA. Top right: The Home Pool, Mount Elizabeth Station. Bottom right: Stuck! Ann Sillar and Amanda Wilson.

The airstrip proved to be – and this is a technical term – freakin’ enormous. Like almost 2km long and most of a hundred metres wide.

dealing with the fact she had a large 4WD that she wasn’t confident driving to get to Broome. Fortunately, amongst the group had been a doctor and someone who volunteered to drive her 4WD out for her. The bush community is still alive and well.

I spent the next day walking down to the nearby waterhole – which was flowing strongly – and alternately dipping in the pools and sitting on the bank watching the birdlife flutter about. Someone’s got to do it. If you want a destination in the Kimberley, this is it. Following a local beef pie for lunch and delicious beef again for dinner, my colon at least was pleased to be heading out again the next morning attached to the rest of me. What followed was going to be the most boring section of my journey, but yet again I was blown away by the ranges and features of the outback. The late wet season was definitely helping. Running low down the

gorge out of Mt Elizabeth I could see cataracts and waterfalls, then the ground dropped away as I crossed the gorge proper – which is several miles wide. This is what flying should be. Less than an hour later I dropped in to Halls Creek for fuel. The upside-down car in the parking lot made me glad I hadn’t spent the night there. The ARO had to come and unlock the bowser for me because it was kept locked for good reasons. Not great. I then set out to follow roughly the Tanami Track to its starting place. There is so much to see out there. If you haven’t been, go. The pictures don’t do it justice.

I had chosen to stop in Tilmouth Well Roadhouse, because my next stop would be Ayers Rock. And before you say it, Ayers Rock is still the name of the Airport. Uluru is the Rock. Anyhoo... that would require staying at a resort, which was verboten under my trip rules, so Tilmouth Well served the purpose, except they didn’t have AVGAS. I had rung and enquired about the state of the strip and been told it was pretty good. I guess I should have asked what that meant in more detail because a precautionary pass showed some darkish patches that look soft. Fortunately, there was

Best time of the day.

enough runway to work beside them. Just as well I did because they were VERY soft as I discovered when I turned around on the strip and almost got stuck. Taking off would be tomorrow me’s problem to figure out.

Tomorrow me was suitably unimpressed. So much so, that I walked 300 metres of the strip to pick a path that avoided the softest parts. If I started left, eased right, then centred it up, everything should be just fine... Did I mention I don’t have a steerable nose wheel?

He had Cessna Caravans and 210s parked next to a couple of RV’s which he flies for fun. This was a pilots’ pilot.

And you don’t want to use brakes on a soft clay field and there’s no rudder authority to speak of below 30 knots? No? Well, I was acutely aware as I rolled on a combo short/soft/obstacle course take-off technique. #sweatingbullets. It worked, but I’m not proud of it.

A 90-minute hop to the Rock for fuel and then we would head to William Creek. But before we could do that, we would have to deal with a small issue. Note to self: when filling from the hi-flow AVGAS pump at Ayers Rock, which doesn’t have an auto-cut off, the reserve tank will fill really quickly and spray several litres of fuel in the cabin when it overfills. Now I know. Cue long shot: Sweaty pilot, dragging his fuel soaked and unsafe-to-start aircraft to the GA parking area, then emptying every single item out on to the wing so it could all dry out while he went and had lunch in the terminal. Sigh. Following all the fun and games, the trip to William Creek was uneventful, if still a little fumy. If you’re going to drop in to Ayers Rock – and every pilot should – then make sure you read up on local procedures and send them a pre-arrival request.

William Creek is run by a pilot, for pilots. Trevor Wright is the owner of everything he surveys there. The hotel, the planes, the lot. I was lucky to catch up with him in the hangar where he had Cessna Caravans and 210s parked next to a couple of RVs which he flies for fun. This was a pilots’ pilot. We chatted about the

Top: Lounge needs an update, Halls Creek. Middle: Very wet strip, Tilmouth Well. Bottom: Roadhouse/Bar/Restaurant/Local Store and accommodation, Tillmouth Well.

operation there – which is big and then I had dinner with 28 couples from the Lotus Caravan Club who were off on their annual tour. But the real reason I was at William Creek was that the next day I would fly across Lake Eyre. I was up early – well, early for me – and headed out toward Lake Eyre which was just about full. The wind was almost non-existent, so Lake Eyre was like glass. The low sun almost blinding in reflection. I traversed just the southern end. It would take many hours to go round it. It’s the sort of sight you won’t forget.

The last job was to grab some fuel in Renmark and head home. Like every airport I land at, there’s no radio chatter for 20 minutes as I approach then just as I get ready to transmit my inbound, every training organisation in the state and some guy planning a 50 mile straight in gets on the radio. That frustration aside, Renmark had fuel and a rest stop. Just what I needed as I ate my last lunch on the road. That tailwind I had enjoyed on the way up was expected to penalise me on the way home, but lo and behold, we picked up a 10-knot tailwind. As a result, we came past Bendigo at 160 knots and were home, tucked back in the hangar at Lethbridge before ETA.

So, did what did I learn? I learnt that every bit of Australia is worth seeing. That the people you meet make all the hard work worthwhile and that as a private pilot I am privileged to see wonderous things that most people will never get to see. Oh, and make sure you preload your podcasts, because there’s no service out there. All important life lessons.

Top: Trevor Wright, William Creek. Bottom: Lake Eyre, almost full.

NEW THINGS ON THE HORIZON

CODY CALDER

Chief of Aviation

Cody has been with RAAus for seven years, having previously held the position of Head of Safety. He holds a Postgraduate Certificate in Transport Safety Investigation, Diploma in Aviation, Diploma in Business, Commercial Pilot Licence and a Multi-engine instrument rating. Cody is passionate about all aspects of aviation, with experience in skydiving and charter operations (Fiji/NZ), gliding, aerobatics and warbirds.

cody.calder@raaus.com.au

If you blinked, you may have missed the first half of 2025 which seems to have come and gone in a blur, at least that’s how it feels from my perspective. Whilst I have been very fortunate to have been able to take some personal time off with family recently, our aviation department have been working tirelessly to support members and implement a range of changes in the background.

One of the current changes which is nearing a final draft is the revised Flight Operations Manual. Previously scheduled for implementation in 2024, the revised manual is undergoing a further rewrite which is aimed at streamlining eligibility criteria for the issue of authorisations by RAAus. These changes seek to provide clarity to RAAus flight training schools and examiners as to the requirements for RAAus applications, whilst also significantly reducing administrative burden for

our processing teams. Whilst these amendments have resulted in delays to previously proposed timelines, I am confident that the further amendments will offer improved protections and efficiencies for the organisation and our members.

Members will be pleased to know that CASA is currently working on amending the Civil Aviation Orders (CAOs) to permit RAAus pilots to operate in controlled airspace, following public consultation in 2024.

The amended CAOs are expected to be finalised in July 2025, after which RAAus will incorporate criteria for the issue of controlled airspace endorsements within the new Flight Operations Manual. Watch this space for this long-awaited additional privilege for RAAus members.

Internally, our team has also finalised processes for administration of Group G aircraft, and we have commenced contact with Flight Training Schools who expressed interest in implementing Group G aircraft within their operations. This is an exciting step in ensuring that our members have access to Group G aircraft around the country.

Finally, we are currently working on development and implementation of a new IT system for the organisation. This major project will see the replacement of RAAus’ current member portal, learning management system, mobile app, and instructor and member applications. This project will introduce a range of online services

Members will be pleased to know that CASA is currently working on amending the Civil Aviation Orders (CAOs) to permit RAAus pilots to operate in controlled airspace.

not previously available to RAAus members and will incorporate a range of automated workflows for submission and processing of applications. This project is expected to be finalised in the second half of 2025 and we are excited to see improvements in member services as well as efficiencies for RAAus personnel. Many of the aforementioned changes should increase the efficiency, administration and compliance efforts of the organisation, allowing our staff to spend less time on individual processes and more time supporting our members where it counts!

WRAP-UP

Words Nicholas Heath | Images Jakob Rivers

One of the great benefits of living in Geelong is that it’s just a few minutes’ drive from the Avalon Airshow. From about a week before the show, we start to hear the rumble of military jets, and the excitement builds. My favourite day is always Friday, because I can attend the trade area then get the full public show in the afternoon and evening, without having to fight too much traffic. The last airshow had extensive traffic problems and there had obviously been a lot of work put in for the 2025 event as I had minimal delays getting in.

The most important thing at the Airshow is to wear comfortable shoes, because it’s a hike. I must confess that I was in receipt of a Media Pass and privileged parking, so I was only half exhausted by the time I made it in the gate. First stop was the RAAus stand which happened to be at the far eastern end of the line. About as far from the gate as you can get. OK, here we go. I took myself through the trade displays as it was enroute and, who doesn’t love trade displays? Most of the trade displays are focused toward military and airline level aviation. Not a lot there for the RAAus type, but I did stop and chat to OzRunways and Foreflight, who both had substantial displays. There were also impressive displays by the education organisations like Swinburne, RMIT and UNSW. Clearly this was a target rich environment for them. A quick swing by the Bose and FlightStore marquee brought me to the RAAus display and I had a chat to the team members who were all heavily engaged with members of the public.

I set off early. Me being me, I had to allow a lot of time to move from one place to another because I am easily distracted by things with wings and propellors. I had a lunch invitation courtesy of the City of Greater Geelong in the VIP area which was... at the other end of the airshow. *Sigh*. Wandering along I spotted an aircraft I didn’t recognise that looked a lot like a Fly Synthesis Texan, but I discovered it was actually a Sunward SA 60L Aurora, which is a Chinese built LSA with a Rotax engine. It’s mostly carbon fibre and looks the business.

I was pretty happy to eventually find the City of Greater Geelong marquee and – more importantly – a seat, from which I could watch the afternoon’s airshow while being plied with food and drink. Actually, thinking about it, sitting watching an airshow while being plied with food and drink is about is good as it’s ever going to get. The highlight for me is always the warbirds and I wasn’t disappointed. Watching a P51 and a Spitfire perform gentle aerobatics is my kind of show.

I had spotted the Jabiru stand near the StarAir stand and was keen to have a chat. What they were most excited about was a new drone delivery system in development, based on the running gear and flying surfaces of the J230, paired with a rectangular fuselage designed to carry up to 450kg. This aircraft could deliver essential supplies as far as 500 km away — without the need for a pilot — offering clear potential for both military and humanitarian use. It’s an impressive concept, especially given the growing global focus on unmanned aerial systems. It’s great to see an Australian manufacturer at the forefront of innovation in this space. Also on display at the Jabiru stand was their twin-engine J432, a real head-turner. Based on the familiar J230/430 airframe, it’s been fitted with two of Jabiru’s own 2200 engines in sleek pod mounts, giving it solid cruising performance and the added peace of mind that comes with redundancy.

I managed to fill in most of the afternoon drooling over aircraft.

I then trawled the static aircraft displays because, you know, planes. And managed to fill in most of the afternoon drooling over aircraft like the Diamon DA50RG – and if anyone has a couple of million they don’t need, let me know – but otherwise it’s a pipe dream. I was surprised to find myself getting hungry again, but then I hadn’t eaten as much as I should have at lunch when it was free, so I braced my wallet and joined the queue for a chicken bite snack thing and a drink that was going to cost as much as the down payment on a car. I had found a thoughtfully provided bench and seat, as Paul Bennet and team took to the skies and started their air display. I was idly watching the display and munching on chicken bites when there was a loud thump, which I really, really hoped was a pyrotechnic going off. But unfortunately, it wasn’t. My view of the site was obscured by structures, but I could hear the announcements stating that there had been an incident and would people please stop filming and

move children away. This was horrible. Glenn Collins had hit the ground and was in a bad way. I’ve worked on several airshows with Paul and his team, and it was the thing everyone fears. Fortunately, Glenn survived and is recovering. That brought the airshow to a halt for Friday.

Overall, it was another great airshow marred by that unfortunate incident. Well done to the team who undertake the mammoth task of putting it on and we wish Glenn Collins all the best in his recovery.

If you’d like to support Glenn’s recovery, scan the QR code to donate to the fundraiser.

HISTORY REPEATING... JUST A LITTLE BIT OF

Words Nicholas Heath | Image JMB Aircraft

There’s a lot of familiar lines to the SV4-RS. To me it resembles a Tiger Moth, but it is actually a modernday replica of a Belgium designed aircraft, the Stampe Vertongen SV-4b. Like the Tiger Moth, the original design was for an ab-initio trainer with some aerobatic ability and a simple, easy to repair structure. These were students, remember.

The SV-4b has been a classic since its inception in the early 1930s. So, it’s remained popular in Europe with the classic aircraft types. The problem was, it was a bit too heavy for use in the German LSA classification, which is similar to our LSA category. Enter ex-Belgian Army Aviator Raoul Severin who had been building aluminium biplane kits. He bought some plans and converted the construction from wood to aluminium, bringing the empty weight down to almost half at 295kg. That gives you a little over 300kg to play with under LSA rules. It’s not a small aircraft either, at over 8 metres wingspan and almost 7 metres long. Externally, it’s an exact pattern match for the original SV-4b. Performance, as can be expected, is modest. The original used either a Renault or de Havilland motor of around 140hp. This modern version is typically fitted with a Rotax 912, so you aren’t going to get that classic sound of the old inverted 4 cylinder. More like waltzing to doof music. But it worked for Shirley Bassey and the appropriately named

Plus, you lost 40ish horsepower in the tradeoff, but you also lost 300kg, so the performance is remarkably similar to the original. Other upgrades include a steerable tail wheel, a slightly more modern approach to shock absorption on the undercarriage and disc brakes courtesy of a mountain bike. Who knew? The resultant flying experience is classic biplane without the trouble. As someone who has hand-started a Tiger Moth, I can confidently say I’d rather not.

Raoul Severin and his Ultralight Concepts company have joined forces with JMB, who now sell the aircraft. JMB are better known for their achingly-pretty, 200 knot speedster — the VL3. That deal gives you access to the worldwide resources of JMB. Flying the aircraft is exactly what you’d expect. Lift off is an unhurried 40 knots. Climb around 45 knots. Cruise will see you

passing traffic, slowly at 70 knots. Landing will happen at a gentle 30 knots and stall at 29 knots. Like all tail wheel aircraft of this era, you need to fly the thing all the way to the stop to avoid the dreaded ground loop. As Bob Hoover used to say, “Fly the thing as far into the scene of the accident as you can”. Sound advice. Fortunately, the new SV-4RS has a built-in ballistic parachute. So maybe you don’t have to fly all the way in.

Fly one of these and you will be as cool as Indiana Jones, who flew one off a Zepplin in Indiana Jones and the Last Crusade. Just don’t let Sean Connery shoot the tail off again. The SV4-RS was never about the numbers. It’s all about basic, wind-inyour-hair flying and the joy of flight. Something we can absolutely get behind.

THE HARD NUMBERS

8.40m

Wingspan 2.70m Height

54km/h / 29 knots

Stall Speed

6.90m Length

600kg (1,320lb)

Maximum Mass

130km/h / 70 knots

Cruising Speed

297kg

Unladen Mass (with Parachute)

170km/h / 92 knots

Maximum Speed

DOING THE GROUNDWORK

NEIL SCHAEFER Head of Training Development

Neil Schaefer has been involved in General and Sport Aviation for over 45 years. A qualified instructor, examiner, accident investigator, auditor and SAFA Senior Safety Officer, Neil has had a vast range of experience in the aviation world. Currently serving as the Head of Training Development, Neil previously spent 4 years running an RAAus flight school and worked 7 years as Assistant Operations Manager at RAAus. neil.schaefer@raaus.com.au

In my last training column, we talked about training expectations, both practical and financial. This month I want you to join me as we dig a little deeper into the side of training that many dread or don’t like to talk about; the theory.

Even to this day, when I look at something like a Dreamliner or A380 seemingly crawl into the sky like a snail with wings, I marvel at the aerodynamics. The fact that we actually got to a point of true understanding that we can design, build and fly these things just about anywhere in the world with the population of a small village on board, is truly astonishing. At the same time, I never tire of watching the F-22 fighter with complex computer-controlled flight systems testing the laws of physics and wowing both the informed and those who are just happy to wonder at these winged weapons of the sky.

But for us, just wanting to get out and fly, stretching our brains and spending time to understand complex fluid dynamics, force formulas and the neverending array of acronyms can not only

seem secondary but superfluous to the actual part of just getting out and flying.

Now for those of you still immersed in primary, secondary or even tertiary education, the leap to the discipline of self-study is probably not that great, I envy you. For many though, the chore of not only finding the time, motivation and energy to dive into books and unravel the mysteries of flight can seem almost insurmountable, as well as getting back into the habit.

So, let’s address the elephant in the room — why? Why do I need to know all this stuff? If I do what I’m taught, then the plane will fly, right? Well, that’s partly true. However, the link between application and understanding is far more critical than most would think in aviation.

The two actually work in a continuous loop thereby building both better performance and knowledge but most of all by helping triangulate in decision making. By understanding the why, we create a blueprint for self-analysis. We bridge a gap between what we see and feel in the cockpit, to what is actually happening with physics of movement, energy, and design that ultimately anchors what we learn by pushing and pulling things in the aircraft.

Far from being a dry academic exercise, this theoretical grounding forms the bedrock upon which practical skills are built, critical decisions are made, and the inherent risks of flight are mitigated.

Bringing this back to the practical aspects of flight training, by thinking about the concepts, we actually seed and feed the retention of what we did or are about to do. My mantra with students is for every hour of flight lessons, a student should do a minimum of three hours of theory or repetition exercises like chair flying or practicing radio calls and checklists; this also includes reviewing the school delivered briefings.

A further benefit of understanding the theory is that it will make it easier to understand the relationship to the flight training syllabus. We build from simple control concepts and relationships, to understanding the production of lift, to complex tasks and emergency management. It is partly why the syllabus progression is structured the way it is; to allow a systematic progression of concepts and applied flight exercises where eventually the theory and the practice are fully interwoven to produce a competent pilot.

Finally, it’s a requirement in the pilot syllabus and you will be examined on it, not to just pass, but to show that you’ve truly got the understanding. But it won’t stop there, whether it’s a different aircraft with new design features, a new endorsement, or a steppingstone to much bigger things; theory and practice are coupled just like lift and drag.

So now for the good news! When I was a youngster, other than Janes Planes of the world, there was only one decent theory book in the local library, no internet, no videos, no social media, no online learning. It was “Stick and Rudder” by Wolfgang Langeweiche.

I read that book till I wore the pages out, visualising the concepts and moving my hands like an airfoil or a plane until I thought I understood. After a year or more and with the library card pocket full of my name on it, the librarian took pity on me and said, “here take this one, we’ve ordered a new copy”. I thought I’d died and gone to heaven! I had no idea how significant my study would be until years later, when the value of the prophetic wisdom of Wolfgang would fully make sense.

Far from being a dry academic exercise, this theoretical grounding forms the bedrock upon which practical skills are built, critical decisions are made, and the inherent risks of flight are mitigated.

Fast forward to today there is a plethora of information sources for the budding pilot and maintainer. Encapsulated in tutorials, YouTube videos, and eBooks there are seemingly never-ending sources of aviation and theory publications at everyone’s fingertips, as well as some not so well thought out advice on social media platforms. Fortunately, RAAus has developed strategic relationships with theory providers and online training platforms that can assist pilots, instructors, and maintainers. RAAus’ own Learning Management System and YouTube channel is constantly growing with new resources and our associations with Bob Tait Theory and GoFly Online, available for all members, are two prime examples of flight theory and flight lesson resources that are geared directly to support our members.

The last point I’ll make is that in learning the how and why, while not being immediately evident, one day it may well be the thing that you need to call on that saves you, whether it be that testing crosswind landing or remembering not to stretch that glide, and these lessons are always far better learnt in the classroom or in theory than having to be tested when it matters most, and that not only makes your flying knowledgeable and rewarding, but safe.

Enjoy the journey of continuous learning.

PILOT PROFILE

DR KELLIE MATHIESON

EXACTLY WHAT THE DOCTOR ORDERED

HOW ONE RURAL GP TURNED CHILDHOOD DREAMS INTO A FLYING REALITY — CHANGING LIVES ALONG THE WAY.

Words Dr Kellie Mathieson and Sam McMillan | Images Dr Kellie Mathieson

Ambition was never in short supply. At sixteen, she’d just completed a scuba diving course and was already on the lookout for her next adventure. Driving home through the countryside with her mum, they happened to pass a small local airfield. Without missing a beat, she turned and said, “That’s next. I’m going to learn to fly.”

Her mother’s reply was swift and absolute. “Over my dead body.”

That girl was Dr. Kellie Mathieson. Today, she’s not only a Rural General Practitioner based in Dubbo, NSW, but also a licensed pilot with her own 7GCBC Citabria. She flies herself to work most weeks — touching down on dusty bush strips to deliver healthcare to communities.

On Thursdays, she straps into the cockpit and flies herself to Trundle Hospital, a speck of a town famous for its ABBA Festival, wide main street, and now — its flying doctor.

Dr. Kellie Mathieson flies herself to work most weeks, delivering healthcare to remote communities.

But Kellie’s aviation story isn’t one of childhood lessons or seamless progression. In fact, the skies had to wait. For most of her 20s and 30s, flying remained in the rear-view mirror — eclipsed by university, building her career, and raising two young sons.

“Somehow life got in the way, and I found myself in my late 30s always regretting that I’d never learned to fly.”

After years of giving everything to her profession and her children, Kellie reached what she calls “a bit of a crossroads.” It was time for Kellie to figure out who she was outside of being a doctor and a mother.

“So much to the surprise and shock of my family,” she says, “I decided I was going to learn to fly.”

A quick Google search led her to Wings Out West, a flying school based in Dubbo. The school specialises in bush flying and tailwheel training — something Kellie hadn’t even known existed. She learnt in a Legend Cub, which was inspired by the Piper Cub and perfect for low-and-slow flying.

“So much to the surprise and shock of my family, I decided I was going to learn to fly.”

Wings Out West turned out to be, in her words, ‘exactly what the doctor ordered.’

“I told Dan, the instructor, ‘I’m not a practical person. This will take me double the time to learn than it takes anyone else.’” Dan was up for the challenge.

“I was addicted after the first lesson.”

Flying wasn’t easy, far from it. Kellie had to juggle solo parenting, a demanding career, and the inconsistent reality of rural weather. Sometimes she’d finally land a day off, only to watch storm clouds roll in and ground her plans.

“There were definitely moments I thought, ‘What am I doing?’ It felt selfish sometimes, like I was stealing time and money away from my kids.”

But the more she stuck with it, the more she realised her kids weren’t losing out — they were watching their mum chase a dream.

Kellie’s 7GCBC Citabria connects her more directly to the places she wanted to serve.

“Now they love flying with me. My ten-year-old has had a lesson and is already begging for more.”

Kellie earned her RPC with a navigation endorsement, then converted to an RPL at Curtis Aviation in Camden — her first taste of controlled airspace. “It was a bit overwhelming, but a valuable experience. I’d recommend it to any bush pilot.”

THE COMMUTE OF A LIFETIME

Kellie never thought she’d own a plane until she realised it might be the key to resolving one of her biggest career frustrations.

“I’d never considered plane ownership before,” she says, “but I realised pretty quickly that this may be the answer.” Having grown up in Eden, NSW — a town of just 3,000 people — Dubbo never quite felt “rural” enough. She wasn’t able to relocate, but she was passionate about providing healthcare to remote communities. Working with the Virtual Rural Generalist Service, a team of 32 doctors supporting up to 39 rural hospitals across NSW only deepened that drive.

“We provide care via computer when there’s no doctor on site,” she explains. “Our job is to support rural hospitals, and help reduce burnout by providing fatigue and holiday relief to doctors in small communities.”

A quarter of her work takes place on the ground, rotating through rural hospitals where hands-on care is still vital. Many of these towns are served by nearby bush airstrips, unassuming stretches of dirt that, for Kellie, represent a perfect intersection of purpose and passion.

So in 2023, she bought her 7GCBC Citabria — a plane that could connect her more directly to the places she wanted to serve. “It just made sense. I love bush flying, I’m passionate about rural medicine, and now I had a way to combine the two.” The Citabria lives at Wings Out West. Offers to buy it pop up often, but she’s not budging. “No way. I won’t let them. It’s perfect for what I want.”

Now, every Thursday, she climbs in and heads for Trundle — a 30-minute hop that replaces a lengthy 2.5hour drive. “Flying makes the workday feel more like an adventure. I actually look forward to the trip home.”

Winter daylight hours and unpredictable weather add layers of complexity.

“Flying myself to work has been a childhood dream. I still feel that I need to pinch myself sometimes. It feels so surreal to have achieved something that I thought was so far out of my reach.”

At Trundle Hospital she’s the sole doctor on duty covering the ED, aged care, and GP clinic. With around 30 patients a day it’s a full load. But there’s help, a virtual emergency service called VCare, and a live camera system in the ED that can beam in clinicians from Dubbo or Orange for real-time support in critical cases.

“It’s like having an eye in the sky — literally. If someone’s bleeding out in front of me, we can have someone guiding us through it remotely.” Of course, flying to work isn’t always as straightforward as hopping in a car. Winter daylight hours and unpredictable weather add layers of complexity.

“I triple-check the weather before I leave,” Kellie says. “And Dan — my instructor — he always tells us to have an alternate. If I ever feel unsafe flying home, he’s said, ‘I’ll drive and come and get you, no matter where you are.’ That kind of support means the world.”

Parkes and Peak Hill are her usual backup landing strips if the weather turns. Worst case? She bunkers down at the hospital overnight. Not the worst place to be stuck, really!

It’s been two years since Kellie’s first solo flight. These days, she’s preparing to fly herself to even more remote towns across the Central West; places like Tottenham, Tullamore and Gilgandra where she’ll continue delivering care on the ground. “Flying myself to work has been a childhood dream,” she tells me. “I still feel that I need to pinch myself sometimes. It feels so surreal to have achieved something that I thought was so far out of my reach.”

She’s modest about what it’s taken to get there, but clear-eyed too. I’d like to say the old cliché “If I can do it then anyone can,” but it just isn’t true. To learn to fly you have to be prepared to work hard, to fail at times, to ask stupid questions but above all you need to be prepared to never give up on your dreams.

So far, her patients haven’t grown tired of hearing about the plane. With her list of destinations growing and an instructor rating possibly on the horizon, that enthusiasm shows no signs of fading. For Dr Kellie Mathieson, flying isn’t just a dream come true. It’s become one of the most practical tools she has for doing the work she loves, and for reaching the people who need her most.

THE SILENT CO-PILOT

CHRIS WINDLE Head of Safety

Chris has been with RAAus for 3 years, initially as the Audit Coordinator before taking on the role of Head of Safety. He has a Bachelor of Psychology, Diploma of Aviation and is currently completing a Master of Aviation Management. Chris holds a Commercial Pilot Licence and both RAAus and CASA Instructor Ratings. chris.windle@raaus.com.au

Here is a small fact: One in five pilot error accidents involves fatigue. Here is another: The fatigued pilot is always the last to know.

The pilot walks across the tarmac at 8:30 AM on a Saturday morning. The aircraft waits, gleaming and patient, fuelled for a weekend adventure that’s been planned for months. Perfect weather stretches ahead — clear skies, unlimited visibility and light winds. The machine hums with mechanical honesty — every system checked, every component ready. But something else has been boarding the aircraft all week, slipping past preflight inspections and weather briefings, invisible like carbon monoxide and twice as deadly.

Let me tell you about this passenger. It does not appear on weight and

balance calculations. It carries no baggage, requires no seat, makes no noise during taxi. Yet it has been accumulating all week like ice on your leading edge; invisible at first, then suddenly critical.

The night before, our pilot endured the familiar torture of modern connectivity. The chirp of incoming emails pulled attention past midnight (urgent project revisions that couldn’t wait until Monday), the anxietyinducing buzz of a late Teams call notification (just to discuss when to schedule the next Teams meeting). Sleep arrived in fragments between the neighbour’s barking dog and racing thoughts about Monday’s presentation. Each ding from the phone on the bedside table fractured what little rest remained. Now caffeine masks the grogginess, providing false alertness for what should be a perfect

flying day. By 8:30 AM, two hundred micro-decisions have already been made — from choosing breakfast to checking weather; each one quietly depleting the cognitive reserves needed for flight.

THE MATHEMATICS OF EXHAUSTION ARE BRUTAL

After seventeen hours of wakefulness, the human brain performs similarly to one that is legally intoxicated. But unlike alcohol, this impairment announces itself with the subtlety of carbon monoxide. No slurred speech. No obvious stumbling. Just a gradual erosion of the mental faculties that keep us in the sky.

Across hangars and aprons, this scene repeats with variations. The weekend warrior who spent Friday evening at the kids’ dance recital, then stayed up planning this flying trip, now reads the same area forecast three times before comprehension arrives. The pilot dealing with family stress fixates on altitude while missing radio calls from other aircraft in the circuit. The enthusiast who discovered a streaming series Thursday night and has binged several seasons

discovers ten minutes later that their heading has wandered fifteen degrees without notice.

WHAT MODERN LIFE HAS CREATED IS FATIGUE DEBT

I think it’s a safe bet to assume that the layered exhaustion that many of us manage on a dayto-day basis was something Wilbur and Orvil considered way back when. Blue light from screens disrupts circadian rhythms with scientific precision. Information bombardment forces neural processing at rates that would astound our predecessors. Smartphones ensure constant connectivity, eliminating the natural rhythms of engagement and rest that human brains require. Decision fatigue compounds this assault on cognitive resources. Every choice throughout the week, from Froot Loops vs All-Bran to route planning to corporate project priorities, they all deplete the same neural pathways needed for critical flight decisions. By Saturday morning, the executive who confidently managed complex negotiations struggles to visualise how to join the circuit.

Here is how fatigue reveals itself in the cockpit: Eyes that normally move smoothly from airspeed to altitude to heading now jump and pause, missing important information. Radio frequencies require multiple attempts to dial correctly. Basic calculations for fuel burn or ETA demand conscious effort. Most insidiously, attention narrows to single points: one instrument, one landmark, one problem, or put simply, situational awareness dissolves.

In clear weather with good visibility, this tunnel vision can be catastrophic when other aircraft or obstacles demand immediate attention. The pilot settles into familiar fabric and starts the engine, unaware of the invisible passenger. Normal procedures provide false comfort because fatigue operates in consciousness shadows, degrading performance in ways that feel like ordinary variation rather than systematic compromise. The prefrontal cortex bears the heaviest burden. This part of the brain, responsible for working memory and executive decision-making, dims during fatigue. Yet confidence often increases as performance decreases, fatigue impairing not just capability but self-awareness. Here is what fatigue does to pilots: It operates by stealth, never announcing its arrival with alarms or warning lights. Unlike mechanical failures that declare

themselves with unusual sounds or vibrations, fatigue masquerades as normal variation in performance. The tired pilot believes they are flying normally while their brain quietly shifts into survival mode. Fatigue doesn’t respect experience or training. The seasoned aviator with thousands of hours becomes as vulnerable as the weekend warrior. It strips away the mental agility that separates competent pilots from those who simply occupy cockpits. Reaction times stretch like shadows at sunset. Decision-making narrows to the most obvious choices, missing the subtle cues that prevent problems before they become emergencies.

THE CRUELLEST ASPECT OF FATIGUE IS ITS TIMING

Fatigue often strikes when pilots feel most confident: after completing complex planning, during perfect weather conditions, at the moment when everything appears under control. Saturday morning optimism provides no immunity against Friday night’s accumulated exhaustion. As our pilot climbs through three thousand feet, fatigue begins its work. Radio calls feel clumsy where they should be automatic. Navigation requires concentration that used to be effortless. The beautiful morning that should inspire joy instead feels overwhelming, like trying to solve puzzles through fog.

Fatigue often strikes when pilots feel most confident: after completing complex planning, during perfect weather conditions, at the moment when everything appears under control.

FATIGUE REWRITES THE RULES OF FLIGHT

Procedures that once flowed smoothly now demand conscious effort. The mental bandwidth required for situational awareness gets consumed by basic tasks. What remains is a pilot operating on instinct alone, with diminished capacity to recognise when instinct isn’t enough.

The most treacherous quality of fatigue is how it convinces its victim that everything remains normal.

Exhausted drivers insist they feel alert. Fatigued surgeons trust their trembling hands. Tired pilots believe their judgment remains sound while their performance quietly deteriorates, like an engine losing power so gradually that the change goes unnoticed until there’s no other option but down.

Here is fatigue’s final deception: It makes the dangerous feel routine, and the routine feel impossible. The pilot who wouldn’t dream of flying with a rough engine thinks nothing of flying with a rough mind.

Here is the choice that waits in every cockpit: Will you fly as the pilot in command, or will you let fatigue take the controls? The decision happens not in the moment of crisis, but in the quiet honesty of selfassessment before the engine even starts. Sometimes the greatest act of airmanship is recognising that today, the most dangerous thing you could do is exactly what you planned.

2

MOST COMMON OCCURRENCES BY

PRIMARY CAUSE

Aircraft Systems — Flight Controls

ENGINE FAILURE OR MALFUNCTION

A total of 13 engine-related occurrences were reported in the past six months, reflecting a persistent area of operational risk. Analysis of these events points to multiple contributing factors, including carburettor icing — particularly in marginal weather conditions — as well as cases of fuel starvation and issues linked to ageing aircraft systems. These patterns underline the importance of thorough engine checks during pre-flight inspections, proper fuel management, and vigilance in identifying environmental conditions conducive to icing. Continued emphasis on proactive maintenance practices and timely reporting of mechanical irregularities remains essential to mitigating engine-related risks. Implementation of manufacturer-recommended service bulletins is also critical to ensure continued airworthiness and reliability of aircraft systems.

AIRSPACE INFRINGEMENTS AND OPERATIONAL NON-COMPLIANCE

A total of 21 occurrences were reported across airspace infringements (11), operational noncompliance (7), and breakdowns in coordination (3) during the past six months. These events share common underlying themes, including lapses in situational awareness, incomplete understanding

or execution of ATC instructions, and insufficient coordination between involved parties — whether between pilots and controllers or among crew members. Incidents frequently involved deviations from assigned altitudes or routes, entry into controlled airspace without clearance, and miscommunication during handovers or sector transitions. Contributing factors included inadequate pre-flight briefing on airspace activity, lack of continuous radio monitoring, and confirmation bias resulting in misinterpreted clearances. These trends emphasise the importance of robust pre-flight planning, proactive radio monitoring, communication with ATC (or) relaying position/intentions on CTAF, and strict procedural adherence to maintain operational integrity, especially when operating near complex or controlled airspace environments.

AIRCRAFT SYSTEMS – FLIGHT CONTROLS

Three occurrences involving flight control system issues were reported in the past six months. These incidents highlight the critical importance of early detection and mitigation of mechanical anomalies, particularly in ageing aircraft. Contributing factors included wear and tear in control linkages, restricted control movement, and delayed identification of control surface anomalies. The findings underscore

the need for thorough pre-flight inspections with specific attention to control surface integrity and responsiveness, as well as the value of robust, scheduled maintenance practices. Adherence to manufacturer-recommended inspection intervals and proactive replacement of components showing signs of fatigue are key to ensuring continued system reliability and safe aircraft operation.

CLOSE PROXIMITY OCCURRENCES

Several close proximity events have been attributed to misjudgement of the position, speed, or intent of nearby aircraft — particularly during arrival and departure phases or while operating in the vicinity of the same airfield. These occurrences are more pronounced in mixed-fleet environments, where varying performance characteristics — such as those between the Q400 and the older Dash 300 — can lead to inaccurate assumptions about closure rates and

LOSS OF CONTROL: 3 PART SERIES

spatial separation. These trends highlight the need for maintaining accurate situational awareness, strict adherence to ATC instructions, and a conscious consideration of differing aircraft performance profiles when planning manoeuvres and assessing traffic spacing.

ADSB REBATE PROGRAM — ROUND 2

NEAR MISS EVENTS ARE ONE OF THE MOST COMMON OCCURRENCE TYPES REPORTED TO RAAUS:

The Australian Government are offering an Automatic Dependent Surveillance Broadcast (ADS-B) Rebate Program with grants of up to $5,000 available to eligible aircraft owners to fit ADS-B equipment to their aircraft. The objective of this program is to incentivise voluntary uptake of ADS-B equipment to improve safety and efficiency for Australian airspace users.

Accident, Incident and Defect Reporting is a mandatory requirement. Report at reporting.raaus.com.au

HIGHWAYS, HANGARS AND A HAPPY BIRTHDAY

WHEN ANTHONY COLEIRO COMBINED A SUNSHINE COAST ROAD TRIP WITH HIS MISSION TO MEET CFIS ACROSS THE EAST COAST, HE DIDN’T EXPECT SCONES, TAILDRAGGERS, AND 2,500 KM OF AVIATION CAMARADERIE.

Words and Images Anthony Coleiro

The Oaks (YOAS)

South Grafton (YSGN)

Goulburn

Iluka

Moree

Dubbo

Parkes (YPKS)

Cowra (YCWR)

Narromine

Redcliffe (YRED)

Sunshine Coast Airport (YBSU)

Caboolture (YCAB) Watts Bridge (YWSG)

Clifton (YCFN)

Warnervale (YWVA)

Cessnock (YCNK)

BRISBANE

SYDNEY

Murwillumbah (YMUR)

Caloundra (YCAL)

Anthony with Paul Reddish at Redcliffe.

It started as a request from my wife: “Darling, I would like to go to the Sunshine Coast to surprise my friend for her 70th birthday.”

“Sure!” I said. “I’ll put in for some leave and come with you.”

We discussed travel options from our home 30 km northeast of Goulburn, NSW, and eventually decided to make it a road trip. Having been in the role of Assistant Head of Flight Operations (AHFO) at RAAus for just 10 months at that point, I had a lightbulb moment — what a fantastic opportunity to visit some of our Flight Training Schools (FTS) and meet up with RAAus CFIs I had only spoken to on the phone or via email. What a great way to get out there, put faces to names, and show support for those at the coalface of flight training.

To maximise the number of FTS we could visit, we planned a coastal route northbound and an inland route for the return journey – 25 locations going north and 9 going south.

I broached the idea with my superiors at RAAus, and they agreed it was a good idea, so the planning began. Cross-referencing the RAAus website for school locations with our intended route, we began compiling a list. To maximise the number of FTS we could visit, we planned a coastal route northbound and an inland route for the return journey – 25 locations going north and 9 going south. I would have loved to visit them all — but much to my wife’s relief, compromises had to be made.

We planned to reach the Sunshine Coast in four days and take three days to return. My plan to visit 34 FTS was met with some scepticism at both home and work. After all, it was a tall order — we were meant to be on holiday, attending a birthday party, and spending time with the birthday girl. Having previously worked for a major Australian airline, I took a page from their playbook of overbooking, knowing some schools would be unavailable on the day. With that in mind, I sent out correspondence to all the FTS I hoped to

visit, giving them an expected date and approximate time. The positive response was overwhelming — more than I expected.

The day of departure soon arrived. Our first stop was The Oaks (YOAS) airfield, visiting Greg Davies and Graham Johnston of the Sydney Recreational Flying Club, followed by David and Rhonda Rolfe of Dave’s Flight Training, who made us most welcome with scones, jam and cream. The visit brought back many memories — it was in the very building Dave’s school now occupies that I earned my RPC with the then Australian Ultralight Federation (AUF) school that operated there last century. It was also at the Sydney Recreational Flying Club that I converted my CASA Flight Instructor Rating to an RAAus one.

Our next planned stop was Warnervale (YWVA) on the Central Coast of NSW. Like YOAS, there are two flight schools here. One CFI from Skywise Microlights wouldn’t be at YWVA on the day of my visit, but he still wanted to meet — so I popped in to see him at his home. Luke Carmody runs a Group B flying school and gave me a firsthand briefing of the challenges these schools face due to the loss of support from the aircraft

Top: In the hangar at Moree with Fred Nolan and his trusty J170 Bottom: Talking all things flying with Greg Davies and Graham Johnson from the Sydney Recreational Flying Club.

manufacturer. Our last visit for Day one was Aerofloat at YWVA, where I met James Stewart, who specialises in floating hull endorsements using those striking Super Petrels. That kind of training doesn’t keep him very busy — his clients are generally aircraft buyers, as these aircraft can’t be privately hired for love nor money. I earned a float endorsement at Kenmore Air Harbour in Seattle in the mid-1990s, but hadn’t really used it since. That night we stayed with a good friend and fellow pilot at Lake Macquarie — he owns a lovely Piper Archer that I helped ferry home from Moorabbin years ago.

Day two saw us head inland to Cessnock (YCNK) to drop in on Simon De Lorenzo at Aerohunter. I had recently interviewed him over a video call for his role as DCFI, so it was nice to catch up in person. We then headed back toward the coast, meeting up with my boss Marty Peters at Heatherbrae for lunch before continuing north. We continued to South Grafton (YSGN) to meet Peter Clement at Clement’s Flight School. We arrived just on dusk — Peter was patient and generous with his time. He runs a busy school with great facilities and gave me an introduction to the Jabiru simulator he’s building. That night we stayed near Iluka.

Day three was a big driving day — our goal was to reach the Gold Coast by late afternoon to stay with a good friend and former airline work colleague at the Flight Training department. Luckily, only one school visit was planned: Mark Hamilton at Eagle Air in Murwillumbah (YMUR). We met at his airfieldbased school, which has a terrific facility, and after a quick tour, we grabbed lunch at a great retro café he introduced us to.

Day four the day we need to be on the Sunshine Coast to surprise our friend. It was also the shortest travel day since we left home, so we had time to spare. Our first FTS visit was Redcliffe (YRED). I caught up with instructor David Karan at Fly Now Redcliffe. The school was busy, and we chatted about the upcoming new training syllabus. Then I visited Paul Reddish at Advanced Aviation Training, who runs a bustling school out of Bob Tait’s hangar. I was fortunate to also meet Bob himself and Francis Piens, whom we recently interviewed for the DCFI role.

Paul recommended a great spot for coffee — it didn’t disappoint. We dropped his name when ordering and were treated like regulars. The café owner even

Left: Visiting Brett Presig in Parkes — where I first stepped into a full-time flying job.

Right: Grace Walker with her Tecnam P96, the very same aircraft I once used to train students.

showed us wedding photos — she and her husband were married mid-flight on a Metroliner! You’ve got to love people with that level of aviation passion.

We made it to the Sunshine Coast by early afternoon and knocked on the birthday girl’s door. “Floored” is probably an understatement — she had to pick her jaw off the floor. Her house is an aerohead’s dream: the back fence borders Sunshine Coast Airport (YBSU). With time to spare, I left my wife and her friend to catch up and visited Michael Xeni and Teresa Pesic at the Sunshine Coast Aero Club. It’s a busy school with a strong social side and plans to expand into GA soon.

That evening we settled into a friend’s place in Coolum for our stay.

The next day took me to GoFly at Caloundra (YCAL), where I had a great chat with instructor Tomas Murray amidst the bustle of a busy school. From there, we headed to Caboolture (YCAB), home to the highest concentration of schools on the trip. I visited Strike Aviation, where Karen Strike shared their evolution from banner towing into RAAus training, then dropped in on Caboolture Recreational Aviation, Caboolture Flight School, and Aerolinq. The conversations ranged from Group G training to the challenges of maintaining two-stroke engines — plenty of insights and perspectives to take back to the office.

After a full day of visits and engaging conversations, it was time to celebrate the trip’s original purpose — the 70th birthday dinner. A great night was had by all.

Sunday came and it was time for our return home via the inland route. Our first stop was Clifton (YCFN), to visit Trevor Bange’s Lone Eagle operation — a great facility in a beautiful spot. He had questions for me to take back to the office, as did many others on the trip.

By the time we reached Moree, it was dark. After checking in, we drove to the airport to meet Fred Nolan of FN Aviation. He teaches in a Jabiru J170, but my eye was drawn to a pristine Cessna 185 in the hangar. Being a tailwheel tragic, I had to climb aboard — it was beautifully appointed with a great panel.

Monday was a public holiday in NSW, so Moree was quiet at departure time — we settled for a petrol station breakfast and headed to Dubbo. After a small

Top: Catching up with James Stewart and his sleek Super Petrel. Middle: On the ground at Cessnock with Simon De Lorenzo. Bottom: Dropping by Wings Out West to see Dan Compton near Dubbo.

I dropped into the old Aeroclub building — one of the few surviving buildings from when it was a wartime airstrip and the very place where I landed my first full-time job as a flight instructor.

location mix-up, I found Dan Compton of Wings Out West at his private airfield south of town. His hangar houses three immaculate Cubs and another under restoration. Then we visited Narromine and caught up with Grace Walker of Flying With Grace — so far the only person on the trip I had met previously. She teaches in a Cub and also operates a Tecnam P96, popular with her students. I used to teach in that very same aircraft when I was a CFI at Bankstown. I loved teaching in it over a four-year span — easy to fly, great climb performance, and short landing distance. Ah, memories!

After eight days on the road, we were on the final stretch, with a few final stops before reaching Goulburn by dinner. At Parkes (YPKS), I dropped into the old Aeroclub building — one of the few surviving buildings from when it was a wartime airstrip and the very place where I landed my first full-time job as a flight instructor. Sitting once again in that familiar office brought things full circle. I’ve been in aviation •

•

•

•

ever since: flight training, aircraft maintenance, and now administration. It all began right there.

Just across the car park, the HARS hangar caught my eye. I’ve been a long-term member of this organisation, and as they are our partners for the biennial Fly’n For Fun event — couldn’t resist popping in. My friend Mike was there, and we shared a cuppa and a yarn before heading off again.

Our final stop was Cowra (YCWR), where we met up with Rob Glenn in nearby Canowindra. Rob — my former CFI at Parkes — was the one who gave me my start in full-time aviation and helped launch the career I’ve been fortunate to follow ever since. Sharing that last visit over coffee with Rob and his wife Frances was a perfect way to end the journey.

After nine days on the road with almost 2500 kms behind us we were finally home. It was a wonderful experience connecting with so many passionate people in our RAAus family, and I’m incredibly grateful to everyone who made time to meet with us and made us feel so welcome. I must admit — when I first suggested to my wife that we combine our holiday with FTS visits, I thought she’d want to kill me! But in the end, she enjoyed the visits just as much as I did, thanks to the genuine hospitality we encountered along the way.

To those we weren’t able to catch up with this time due to scheduling conflicts — I truly hope to meet you in person down the track.

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RUNWAYS & ROASTERS

HOW A

PILOT’S

SECRET MISSIONS IN PAPUA NEW GUINEA INSPIRED A FAMILY LEGACY IN FLYING AND QUALITY COFFEE.

Words Sophia Blakebrough

This story starts back in the 70s with a young man named Perry Taylor. Carrying the reputation of a troublemaker at school, 18-year-old Perry always had a thirst for adventure. Not long after finishing school, he earned his pilot’s licence — putting him on a path that would take him on wild adventures as a MacAir pilot to the highlands of Papua New Guinea, one of the most unpredictable flying environments on earth.

His missions were clandestine and daring, like something out of a Tom Cruise blockbuster. He was flying gold, silver, and

precious arabica coffee beans from deep in the highlands, in and out of mining air strips like Lihir Gold Mine. Perry himself didn’t even know what was in the cargo hold, to keep everything top secret. It was Perry’s job to bring it all back to Australia by air, dodging unpredictable weather and landing on steep ridges — the isolated nature of Papua New Guinea making it near impossible to transport these precious items by vehicle due to the lack of roads and the danger of tribal ambush. “I would wake up in the morning, brew my coffee and set off to fly the plane over the rugged mountains and through thick clouds,” Perry remembers

his morning routine in the good old days in Papua New Guinea.

Perry’s son Jaxon reflects on his dad’s adventures and stories he used to tell of his time in Papua New Guinea. Outside of his flying stories, most of his stories revolved around interacting with the locals and learning from their way of life. “The coffee they drank up there was unlike anything else. It was strong, earthy, bold – no milk, just black. But the locals had a trick. They’d squeeze in lime juice to balance the flavour,” said Jaxon. Sure enough, Perry kept squeezing lime into his coffee back in Australia, craving the taste of the coffee he used to drink flying in and out of the highlands.

Perry’s flying career eventually evolved from jungle pilot to commercial aviator. He flew for East West Airlines, Ansett and even competed in the 100th year anniversary of the London to Sydney Air Race. One of his proudest (and most harrowing) moments came during that race when an engine failure in his Aerostar forced an emergency callout approximately 200 miles offshore from Singapore. Perry also went on to corporate jets, flying medevac missions, organ transplants, and celebrities throughout the South Pacific. The most attention his flights attracted was when he flew Johnny Depp’s dogs Pistol and Boo back to Los Angeles after Barnaby Joyce’s deportation order. Today at 74, Perry has stepped back from commercial aviation, having sold his beloved Lancair last year. But his legacy flies on with his son Jaxon, whose future in aviation was almost inevitable.

His missions were clandestine and daring, like something out of a Tom Cruise blockbuster.

Inspired by his father, Jaxon started his flying journey two decades ago, but life took off for Jaxon in other ways. “My dad said, ‘if you’re not going to be flying regularly, park it. Come back when you can commit’”. So that’s what he did. Jaxon is the owner of Clandestino Coffee — with the name, its coffee, and business practices inspired by Perry’s secret flights out of PNG with coffee. His business has grown substantially since 2011 into a successful, specialty coffee roastery and café located within Belmondos Organic Market in Noosaville, Queensland. Did we mention there is a plane hanging from the café ceiling? “About 40% of the coffee we bring in is from PNG,” Jaxon says. “It’s a bold, rich chocolate flavour that Australians have become familiar with, there is very little acidity in PNG coffee, hence why they added lime juice to the cup. Today, instead of the lime, we blend it with Colombian and Ethiopian coffees to add the delicious floral acidity that gives Magneto the balanced mouthfeel our customers have come to love.” One of their popular blends Magneto, nods to that familiar pre-start call “Mags on!” as well as a nod to a morning coffee ritual that gets both engines and minds firing.

Beyond the cockpit and the café, Jaxon has another constant companion on his travels: the AeroPress. For those who haven’t come across the contraption, an AeroPress is a compact, lightweight coffee maker that brews a smooth, rich cup using air pressure. It’s easy to use anywhere with just hot water and ground coffee. It has become a popular item for aviators to pack as it’s portable and doesn’t require electricity. It’s perfect for brewing quality coffee in remote or space-limited environments. “It’s the one tool I always pack,” he says. “Wherever you are; on the tarmac, at a remote airstrip, or in a hotel room, you can make a great cup of coffee.”

In 2024, Jaxon finally found the time in his busy schedule to complete his RPL and more recently, his PPL. Today, flying isn’t just personal for Jaxon, it’s practical too. With a network of wholesale partners and customers scattered across Queensland, using a plane to service regional clients is just smart business. So much so, Jaxon has set his sights on buying a plane to make this a reality.

“We’re looking at small towns with airstrips five minutes from the CBD. Flying allows us to run routes, deliver fresh coffee, and meet with partners without the logistics headache. It’s cost-effective and keeps the connection strong.” To brew good coffee wherever you land, you can pick up an AeroPress and Clandestino’s specialty beans online at clandestino.com.au

Inspired by his father, Jaxon started his flying journey two decades ago.

WINTER IS THE SEASON FOR MAINTENANCE AND LEARNING

JARED SMITH

Head of Airworthiness and Maintenance

Jared Smith is Head of Airworthiness and Maintenance at RAAus. He holds a Graduate Certificate of Aviation, Bachelor of Technology (Aviation) and Business Management, a CPL, an instructor rating and L2 maintenance authority. Jared has been with RAAus for the past five years, initially working as the Assistant Technical Manager for three years. jared.smith@raaus.com.au

As flying hours slow down in the cooler months, many of us find winter the perfect time to look inward, not just at our aircraft, but at our skills. Whether it’s addressing deferred maintenance, reviewing logbooks, or pursuing further training, this is an ideal time to invest in the safety and compliance of your aircraft.

One excellent opportunity now available to members is the Certificate II in Aeroskills (MEA20418), a nationally recognised course delivered by TAFE NSW Tamworth. This structured training pathway is designed to help current and aspiring maintenance authority holders, including owner-maintainers, formalise their skills and strengthen their maintenance knowledge.

Training Opportunity for Aircraft Maintainers

This program supports the development of the knowledge, theory, and practical skills required for

those working toward a basic Level 2 Maintenance Authority. It reinforces industry safety standards and fosters compliance across the RAAus fleet.

Delivered through a combination of self-paced study and hands-on training, the course includes:

• Practical textbooks (provided on USB)

• Access to weekly online sessions with subject specialists

• Face-to-face skills assessments, including proposed regional visits

• Practical journals to document your learning

Why Should You Consider Enrolling?

If you’re one of the following, then this course is for you:

• A maintainer that does not hold a formal aircraft maintenance qualification i.e. motor mechanic,

• An owner-maintainer keen to boost your skills,

• A club aircraft custodian, or

• Simply a mechanically minded pilot who wants to learn more.

It’s a great way to formalise what you’ve learned through experience, fill knowledge gaps, and meet RAAus competency expectations for a Level 2 authorisation.

Let’s be clear, completion of the course does not automatically result in a Level 2 Maintenance Authority. However, it significantly supports your application by meeting key theory and practical components. You’ll still need to meet experience, assessment, and referee requirements but this course gets you well on your way.

How Much Does It Cost?

• NSW Residents

$1,320 (first qualification)

$1,580 (second qualification)

• All Other States:

$1,500

For more information or enrolment support, email tamworthaeroskills@tafensw.edu.au

Will I receive a Level 2 Maintenance Authority on completion of the course?

No. Completion of the Certificate II in Aeroskills (MEA20418) supports your application, but does not automatically grant a maintenance authority. Applicants must still meet all RAAus requirements, including completion of the Level 1 assessment, 12 months of relevant experience, and two referees.

Is this course applicable to maintaining Lightweight Aeroplanes?

No. This course supports applications for a Level 2 Maintenance Authority on RAAus Group A, B and D aircraft. See Section 15 of the RAAus Technical Manual for Lightweight Aeroplane maintenance requirements.

What is a basic Level 2 Maintenance Authority?

It allows holders to perform scheduled maintenance activities engines, metal and composite airframes without repair.

I’m an owner-maintainer should I complete the course?

Yes. This course provides valuable formal training, especially for those without a tertiary qualification. It strengthens safety outcomes and contributes toward meeting Level 2 competency requirements.

Can I undertake this course if I already hold a maintenance authority?

Yes. The course is recommended for both current and aspiring Level 2 maintainers who wish to reinforce or formalise their maintenance knowledge.

A JOURNEY TO RPL

PART 1

Words Nick Jones

Recently, after finishing my biennial flight review, I was having a chat in the flight school office, going through the usual paperwork and debriefing. During the conversation, I mentioned that I was planning to do my RPL. Naively, I asked my instructor if she knew of anyone that she would recommend so I could get started in a few weeks’ time. She chuckled and asked, “Of course, but how much of the application have you completed so far?” She knew full well I was unlikely to know what I was in for and that ‘a few weeks’ time’ was very optimistic.

“Ahh, well... so far, none. Tell me more about this paperwork I’m meant to know about,” I replied, trying not to look like an idiot, though knowing the ship had well and truly sailed.

Fortunately, I was pointed in the right direction and given a heads up about the mountain of forms coming my way. Although it was sound advice, it fell on deaf ears. It’ll be fine, I thought. I’ve dealt with my fair share of red tape. How hard could it be to fill in an application and send it off? Just like a passport.

It was a process I thought I was familiar with, having just been through it with an infant. That experience was burned into my memory. I thought back to the post office photo for my daughter. At their request, I had to somehow get my 3-month-old to sit upright independently for the first time, look into the camera, open her eyes, and not smile. And, just to throw in a challenge for fun, I wasn’t allowed to be visible in the photo. How hard could it be?

We jerry rigged a kids chair from some reams of paper and a bedsheet. I was instructed to stand behind her and assist, but ended up looking like a human praying mantis trying to help without being in frame. After quite a fuss, we got there in the end. All it cost me was $22.99 and my sanity. As I paid, the staff member tried to cheer me up: “Oh well, at least she got the no smiling part right.” So, with that in mind, surely this was going to be a cinch?

I started with Form 61-1RTX. The complicated name should have been a dead giveaway. Is it so hard to just call it what it is, ‘RPL Application Form’? At first glance, it seemed thin compared to the hype... until I started noticing small sections with notes like “Please include Form 61 9PIC.” What does that even mean?

Turns out, there’s a separate application to lodge your photo rather than just including a section on the main form. Then there was something about an ASIC card and... ahh, I see now, it’s the babushka doll of application forms. I got some advice from other pilots, and they all said the same thing: start by getting your ASIC Red Card — due to the wait times. So, off I went with my separate ASIC form and began to work through it. After detailing what seemed like my entire life story, all that was left was a quick photo at AusPost and to scan it into their system.

Unbeknownst to me, not all post offices can do these applications. And of those that can, only specific staff at each branch are authorised to process them. The two branches near me were merging, so I had to track down one specific staff member temporarily stationed at a third post office and make sure I went on a day he was working. I was already getting triggered...

After my fourth attempt, I finally had my ducks in a row and found him at last. I cheerily handed over my paperwork, with the end in sight! Just as we were getting ready for the happy snaps, the power went out in the entire shopping centre. I was waiting for the hidden cameras to jump out. Surely this must be a prank or some kind of sick joke, I thought, as I waited patiently while my AusPost PTSD settled in. Almost two hours later and help from tech support, I finally did it... I had completed one of six forms.

Handy tip: For anyone doing this for the first time, go to the AusPost website. You can filter branches to show only those authorised to do ASIC applications. I’d also recommend calling ahead.

Roughly twelve weeks later, I had my ASIC Red Card in hand. It made me feel more official, even if I was a little jaded by the process. While waiting for that to arrive, I got my Class 2 (Basic) Medical. Having started in RAAus, I had never fully appreciated how simple the self-declared medical system is until now.

Credit: Robert Buchel

Actually, if I’m really honest, before this process I had no idea what the different CASA medical classes were or what they meant because I simply didn’t need to. So, if you’re like me and a bit confused by it all, here’s a very brief overview in relation to getting your RPL:

• Class 1: For commercial pilots. You probably won’t need this, but if you do plan on going down that path then you can also upgrade your medical later on if need be.

• Class 2: Required for carrying up to five passengers. Must be completed by a DAME, not just a GP. Allows IFR and night VFR.

• Class 2 Basic: This is what I chose. Limited to one passenger, MTOW of 8618kg, VFR only, and can be completed by a GP.

• Class 3: For air traffic control and flight services. Not applicable to most pilots.

• Class 5: Limited to one passenger and 2000kg MTOW. VFR only, self-declared, and can be completed online via CASA’s portal.

Handy Notes: Please check the CASA website for the full list of restrictions. This is just to illustrate the decision-making process.

At the time I applied, the Class 5 didn’t exist. So my choice was between Class 2 and Class 2 Basic. I opted to keep it simple, with the view of upgrading later once I had more hours. If I went through this now, I’d get the Class 5. The entire process is online, takes about an hour, and costs just ten dollars.

ASIC and medical in hand, the next big hurdle was Form 61 9ELP. For those unfamiliar, that’s the English Language Proficiency test form. I was a little confused by this. English is my first language. I have a degree from an Australian university with similar literacy standards, but I still needed to sit a test?

Then I realised the intent and mellowed. It’s to ensure pilots with English as a second language can communicate clearly over radio. If that requires a little extra work on my part and helps keep standards for pilots and flight schools consistent, I’m okay with that.

In terms of paperwork, this was by far the most confusing form. I was completely stuck. So, I reached out to my new instructor, who guided me through the form and set the test for me — Thank you Chip! For anyone else going through this, contact your flight school and ask about the ELP test. They’ll point you in the right direction to do it quickly and with as little hassle possible.

A few trips to a Justice of the Peace to verify my logbook later, and I was ready to submit. What was originally a thin form had now become a hefty wad of paper. But more importantly, it was done.

For official documents like this, I expected to lick a stamp or head back to the dreaded post office. But CASA is a little different. You scan all applications as PDFs and email them to applications@casa.gov.au.

Then you wait. And wait some more. And chat with other students at the aero club or in Facebook groups who are also waiting.

You are probably wondering how long exactly like everyone else in the queue. The answer is unclear because the processing times fluctuate, and any missing piece of information can hold everything up. Recently, CASA introduced the Class 5 medical to help ease the load on their applications team. So, fingers cross this helps speed it up for future pilots.

For me, I was reasonably lucky. My licence arrived after two and a half months. When it finally did, it was a proud moment. It featured a very official looking Australian Government logo and the word ‘Licence’ in big bold letters. I was expecting something higher tech, maybe a hologram like on my ASIC card. But in reality, the licence is just a collection of A6 paper slips inside laminated holders.

No matter. I was ecstatic to have it in my hot little hands. The only thing left was to get it signed off, so it was current and usable. A licence on its own doesn’t mean you can legally fly. It needs to be backed by a valid flight review. Until then, it’s more like a fancy certificate than a functional ticket to the skies.

So, if you’re thinking of making the leap yourself, I hope my experience saves you a few hours, a few headaches, and a few colourful words yelled at printers that refuse to scan one last time.

MEMBERSHIP THAT HAS YOU COVERED

WE SPOKE WITH INSURANCE HOUSE TO BREAK DOWN WHAT’S INCLUDED IN YOUR RAAUS MEMBERS LIABILITY INSURANCE*

Included in your Recreational Aviation Australia (RAAus) membership is Members Liability Insurance. This insurance, provided through our longstanding partnership with Insurance House gives you certain coverage provided you are an active member of RAAus and piloting an RAAus registered aircraft.

With over a decade providing insurance solutions to the aviation industry, Insurance House is our trusted insurance partner. The team at Insurance House provide general advice, connecting you to products that can provide cover for aircraft owned by individuals, aircraft hangers, aircraft hull and personal accident cover.

Members of RAAus who hold a current pilot certificate and/or student pilot certificate and a current flying or junior flyer membership while operating a fully registered RAAus aircraft are covered by the RAAus Members Liability Insurance Policy.

This policy provides legal liability to third parties and passengers for accidental bodily injury, including death, and accidental damage to property arising out of an RAAus activity.

The policy covers third party liability to $20,000,000; with the following sub-limits:

• Passenger legal liability $250,000

• Operation of registered and unregistered motor vehicles airside $100,000

• Tenants liability $1,000,000

Legal liability is triggered when allegations of negligence are made against you, which generally involves legal intervention and the potential to incur significant legal expenses. If you find yourself in a situation where you need legal representation to respond to an allegation of negligence (claim) from a passenger or third party, this policy covers your legal defence against these allegations.

Under Australian Law, liability must be proven against you (often in court) and the Third Party must quantify/ demonstrate their loss. This policy will be activated when liability is proven, and loss is quantified/ demonstrated through legal process.

The RAAus Members Liability policy provides a level of cover based on current industry trends and claims history. However, top-up cover should be considered depending on your circumstances. That is because under Australian Law, there is no limit to the monetary amount an injured party can claim against you and the court will ultimately decide any settlement amount.

Payments to Third Parties under the Policy are not automatic. Again, the policy responds if legal action is taken against you, and you are found to be legally liable. Further, this is not a Personal Accident or Health Benefits cover, and consideration should be given to taking out such policies separately.

It is recommended that members review their needs and consider what coverage they need. A comprehensive insurance solution for an aviator undertaking activities in line with an RAAus membership could contain aircraft hull coverage to

Insurance House delivers an exceptional claims experience, with claims managed by both your broker and their dedicated in-house claims team.

protect the aircraft itself, additional liability cover to extend the RAAus liability coverage beyond the existing amount, and Personal Accident Cover to provide death-only benefits for the pilot in the event of an accident in an RAAus aircraft.

Partnering with an insurance broker provides you with insights into insurance products and their workings, as well as invaluable support when you need to make a claim. Insurance House delivers an exceptional claims experience, with claims managed by both your broker and their dedicated in-house claims team.

Leveraging their deep understanding of your policy and the insurance market, your broker and the claims team work directly with the insurer to secure the best possible outcome for your claim, alleviating stress and worry from your shoulders.

Here are some of our Frequently Asked Questions (FAQs) about the RAAus Members Liability Insurance Policy.

Q: Who is covered by the RAAus Members Liability Insurance Policy?

A: Members of RAAus who hold a current pilot certificate and/or student pilot certificate and a current flying or junior flyer membership while operating a fully registered RAAus aircraft.

Q: What am I covered for?

A: If you meet the membership and aircraft registration requirements outlined above, the cover includes:

• Third party liability $20,000,000; with the following sub-limits:

• Passenger legal liability $250,000

• Operation of registered and unregistered motor vehicles airside $100,000

• Tenants liability $1,000,000

Important note: Australian law does not limit the amount you could be held liable for. You may require additional cover above and beyond what is included in the RAAus membership. Insurance House can help you to find additional cover. Contact Geoff Tonkin (details below) or Insurance House for a quote.

Q: Who is not covered under the RAAus Members Liability Insurance Policy?

A: The following are excluded from the policy and will need to arrange their own insurance:

• Airfield operators

• Rotary wing and Auto-gyro/Gyro-plane operators

• Hangar owners

• Flights schools/flying schools

• No cover is provided for maintenance activities. This policy is a sensible solution to protect RAAus members and (indirectly) the general public. However, the Members Liability Insurance is not designed as a total insurance solution for RAAus members, and as such, members should consider their circumstances

and seek additional insurances where required. Members should read the policy terms and conditions and policy schedule and retain a copy of it for their records.

*RAAus Members Liability Insurance is the Recreational Aviation Australia Members Liability Insurance Policy. Refer to the policy terms and conditions by scanning the QR code.

Insurance House can also help with other general insurance products, for example, management liability, cyber, landlords, farm, travel, home and motor vehicle.

Contact Geoff Tonkin, Senior Broker at Insurance House for a quote: geoff.tonkin@insurancehouse.com.au, 0457 815 727.

Disclaimers

Insurance House Pty Ltd ABN: 33 006 500 072 AFSL: 240954

Cover is subject to the policy terms, conditions and exclusions. This information is general in nature.

The information contained in this article is general advice only and does not take into account your personal objectives, financial situation or needs. You should therefore consider the appropriateness of the information in light of your objectives, financial situation or needs before deciding whether to purchase the product/s.

You should obtain a copy of and consider the Product Disclosure Statement (PDS) applicable to the general insurance product before making any decision.

This article is intended to be read as a broad overview of the RAAus Members Liability Insurance Policy and must not be relied upon in isolation. Refer to the terms and conditions of the policy for further information.

Commission may be paid to RAAus in recognition of our strategic marketing partnership.

Scan the QR code to view the policy terms and conditions.

TAKE A LOOK AT SOME OF THE AMAZING IMAGES CAPTURED BY THE RAAUS COMMUNITY! SOME SHARED WITH US IN THE PAST FEW MONTHS, OTHERS DUG UP FROM THE ARCHIVES.

Submit your photos to editor@sportpilot.net.au or tag us on Instagram @sportpilotmagazine

Lake Muir

Credit: @grettak44

Alex has started learning how to fly at 14! Credit: @flying.with.grace

Flying humbles you, fast. It rewards preparation, not ego. Credit: @stephenlimkin

caption

Kim Wirth returning to flight after an 11 year hiatus. Credit: @kimwirthphoto

Watching spot landing at Redcliffe today with my sister. Credit: @aviationloversqld

BEYOND THE COCKPIT:

LESSONS IN HUMAN FACTORS FROM BIKES TO FLIGHT

MARTY PETERS

Head of Flight Operations

From a young age, Marty soared the skies with model aircraft, sparking a lifelong passion for aviation. Over two decades in the industry, he has amassed a wealth of knowledge and expertise. Marty is a qualified RAAus Instructor and Commercial Pilot with several ratings, previously working as a CFI. His journey continues, learning new skills and inspiring fellow aviators.

marty.peters@raaus.com.au

The Hidden Challenge of Human Factors — And How a Bike Ride Saved My Day

Hello, fellow aviators and adventure enthusiasts! Today, I’m bringing you a tale of human limits, a dash of humour (well you can laugh at me), and some valuable lessons on managing cognitive load — think of it as a behindthe-scenes look at what happens when your brain hits the “full” button. Spoiler alert: It’s not just about flying; it’s about life, bikes, and keeping your cool under pressure.

Recently, my twin teenage boys received the latest high-tech mountain bikes for their birthdays — fancy, shiny, and guaranteed (at least by them) to pay back half the cost.

So, two other families and my own went out for a great family bike ride, off we went — my somewhat antique, heavy old bike in tow. Now, I’ll admit, I’m no mountain biking champion, far from it. So, I was absolutely exhausted for the final 10km, only my youngest was staying with me offering up motivational support and keeping me going. Nothing like an 11-year-old boy who could go by the name Motor Mouth...

I was huffing, puffing, and trying not to think about the last 10km, my brain was definitely on the verge of overload. Pedalling into that last stretch, my mental capacity was shot. I wasn’t feeling sharp or cheerful — more like a worn-out battery. When faced with the multiple demands of pedalling

uphill, mental chatter, and trying to keep up, my ability to think clearly was diminished. Simple math? Forget it. Problem-solving? Nearly impossible. I was operating on intuition, a dash of stubbornness, and the hope I wouldn’t collapse like a dropped soufflé (I love my food).

So, what’s the lesson here? Our brains are finite. They can only handle so much at once, especially when stressed, tired, or distracted. This is the essence of human factors — a fancy term for understanding how we process information and why we sometimes mess up when overwhelmed.

Just like my bike swap saved my ride, understanding your equipment thoroughly can save your flight.

Fast forward a week — my boys invited me for another ride. Cue the face of a guy who’s still limping from the last adventure. But, thinking like a seasoned pilot (or someone willing to learn), I accepted. Just 500 meters in, I was already groaning about my “cooked” legs — new vocab to impress the teenagers.

Then, I had a brainwave: swap bikes. Out went my heavy old iron, in came their sleek, turbocharged rides. And what happened? Younger Marty was back in full force. The dust particles from my old bike didn’t stand a chance. I was back in the game, feeling spry, and even managing some playful taunts: “Eat my dust, boys!”

The Lessons? Correct Equipment + Familiarity = Success

It’s simple but profound: having the right tools makes all the difference. It’s not just about bikes — same goes for flying aircraft. Recently I was due for my CASA Flight Review, so it was time to study up and get ready for my multi engine IPC (Instrument Proficiency Check). Since I don’t fly IFR — let alone multi-engine aircraft — very often, I find it best to do some training with an instructor prior to sitting the actual flight test/ review. Keep that in mind when you go to complete your next Flight Review with your RAAus Instructor, as I have stated many times before it’s a great time to learn something new.

Now, I’ve had plenty of experience using Garmin GPS units like the 430 and G1000, but not much time with the newer Garmin GTN 650 Xi — maybe about three hours total. It’s a great unit, but I didn’t spend enough time getting to know it before the flight. That became obvious during the approach phase of the test while I was flying ‘under the hood’. My workload felt much heavier than it should have because I wasn’t completely confident with the system. It took a few extra moments to confirm if I had correctly ‘unsuspended’ the approach sequence onto the next waypoint and may have pressed the OBS button more times than necessary — thanks to the touchscreen controls and my lack of practice.

The Big Takeaway: Study, Practice, and Know Your Gear

Just like my bike swap saved my ride, understanding your equipment thoroughly can save your flight. Overloading your mental capacity with complex menus and unfamiliar systems can impair judgment at exactly the wrong time. It’s all about cognitive load — the mental effort your brain uses to process information. When that load gets too high, performance dips — and errors increase.

In aviation, managing cognitive load isn’t optional; it’s a necessity. Fatigue, stress, distractions, and work overload all eat into that precious mental bandwidth.

The key: prepare, practice, and understand your systems deeply — then trust your training.

Final Recommendations for Pilots and Riders

• Know your gear inside and out — whether it’s that shiny Garmin or your trusty old bike.

• Manage your workload — don’t try to do everything at once, especially in high-pressure situations.

• Recognise your limits — if you’re exhausted or overwhelmed, step back, reassess, and simplify.

• Keep learning — both in aviation and on the trail. The more you understand, the better you perform. It doesn’t matter which pedals you’re pushing.

BACK TO LIFE

THE RESTORATION OF A 1955 7EC CHAMPION THANKS TO THE RAAUS HERITAGE FUND.

Words Sophia Blakebrough | Images Aaron Handford

Tucked away in a dusty hangar since the mid70s, the 1955 7EC Champion looked like a lost cause. Originally built in Wisconsin in 1955, this aircraft was the 54th 7EC off the Champion Aircraft Corporation production line. Developed by Aeronca in the 1940s, it was designed to offer safe, affordable flying for post-war recreational pilots. Its excellent handling and economical operation made it a popular trainer and its DNA lives on today in the Citabria and Decathlon.

This particular aircraft, affectionately known as the ‘Champ’, was shipped to Australia in 1969 but was held up by paperwork on the Brisbane docks and never made it into the skies. Disassembled, halfrecovered and left mostly untouched since the 70s, it was a skeleton of its former self. To most, it would be considered a write-off. But in 2023, a passionate aviator named Aaron Handford saw the potential to bring a piece of aviation history back to life – all while inspiring the next generation of aviators along the way, backed by a decade of experience as an RAAus Level 2 Maintainer.

It took Aaron several years to convince the previous owner to part ways with the aircraft and sell it to him, well aware of the time, knowledge and perseverance needed to bring it back to life. In May 2024, the Champ was finally his. “I was drawn to purchasing the Champ not only for the challenge of restoring a recreational aircraft to an airworthy condition, but also to the aircraft’s rich history. It’s good to keep these old birds flying,” he said. “This aircraft would have been beyond economical repair if I didn’t have the skills to do the work myself,” Aaron said. “The RAAus Heritage Fund allowed me to purchase the final items required for the restoration of the aircraft. It has ultimately allowed the project to progress much faster.”

So far, the project has included complete disassembly of the aircraft, restoration of the fuselage and its sub components, restoration of the wings, various structural repairs, and the fabrication of parts that are no longer available using the original drawings. Aaron has logged over 600 hours of labour and there is still plenty more work to be done, having done all of the work himself other than sandblasting. “Visual progress is super important. Without it, you go out to the shed for a couple of hours and wonder, ‘what did I achieve’? It’s a labour of love, that’s for sure.”

At the time of publication, Aaron has just received the fabric, glues and paints from America that

were purchased with the support of the RAAus Heritage Fund. One of the biggest challenges for Aaron has been finding specific information to help with the restoration. The aircraft’s age means the original manuals and documentation provide very little information when compared to modern aircraft maintenance manuals. Fortunately, Aaron connected with a senior aviator named Bill Pancake, who has been working on Aeronca planes his whole life and has been generously sharing his decades of knowledge with Aaron. “I’ve reused every component that is serviceable or repairable to keep everything as original as possible,” said Aaron.

Aaron has transformed the Champ’s restoration into more than a personal project – he’s turned it into a hands-on learning opportunity for the next generation of young aviators. A small group of young passionate aviation enthusiasts have had the opportunity to get hands-on with the project. He has been able to show them first-hand how something old can be transformed with care, knowledge and patience. “They’ve really liked it. They keep asking when are we going to do some more work on it. It’s good to see young people wanting to get involved in this kind of thing”, he said.

Aaron hopes to be close to project completion in 2026, with fabric covering, painting, engine assembly, and final assembly still to come. Once all is complete,

Aaron Handford with the ‘Champ’ — restoring history and inspiring the next generation.

“Visual progress is super important. Without it, you go out to the shed for a couple of hours and wonder, ‘what did I achieve’? It’s a labour of love, that’s for sure.”

Aaron is keen to do his nav endorsement in the Champ so he can get out there, explore and attend some fly-ins with his newly restored plane. “I remember flying down to AusFly in Narromine with my friend Ian, I had a great time so I’d love to attend some more fly-ins.”

Aaron believes that without RAAus and its maintenance privileges, this type of restoration wouldn’t be possible. “Outside of RAAus, restoring an aircraft in such a condition would definitely be a false economy. In parts alone, it’s not a cheap endeavour, but once you start including labour into such a restoration it becomes very

inaccessible. A restoration is a huge undertaking,” he said.

“RAAus provides this outstanding opportunity for keeping these older planes flying. Timber fabric rated LAMEs are becoming harder and harder to find. If it’s being used purely for recreational purposes, it makes sense to have these aircraft in RAAus. Appropriately skilled people with the appropriate authorisations from RAAus are able to maintain their own aircraft, so I think it’s a great thing that we are afforded this ability through RAAus. This restoration would probably never have gone ahead without it. I would also like to thank both RAAus and the members that contributed to the heritage fund over the years”.

We would argue that our industry is just as lucky to have dedicated members like Aaron who are willing to roll up their sleeves and preserve these heritage aircraft. We are excited to see how the Champ takes shape and we will be following Aaron’s journey closely.

$2,420

ONE LEFTOVER B LT!

A leftover bolt after an engine rebuild would normally be catastrophic! I can imagine the LAME’s stress, the aircraft mechanic’s fear and the RAAus engine builder’s panic! But for 6 aviation kids (plus a few adult helpers) it was a huge giggle! There were smiles all around, high fives and quite a few photos. Even the leftover bolt got its own individual photo. So, why the celebration do you ask?

The RAAFA Aviation Museum, Bull Creek WA had enabled us to complete an Engine Course utilising one of their display Lycoming 360 engines for a 2-day pull down/reassemble course. Through my Girls Can Fly Anything business, I hosted a group of kids — most of whom had never even picked up a spanner, let alone opened an engine. It was a lot of work to organise the event, but the basic idea was: Pull apart the engine on Day 1; Put it back together on Day 2. Easy!

Words and Images Amy Spicer

DAY 1: Disassembly

We were all very excited as it was something completely new. Many of the kids hadn’t been in a mechanical workshop and then there were tools to learn. Imperial tools!! We all knew about fractions from school, but 1/4”, 5/8” and 1/2”... it seemed like we were learning a new language. We were keen to get started, so we broke into pairs to be in each of our three sections – removal, parts department and the information bay. Each pair circulated between the three sections and as the host it was my job to ensure that everyone had a fair chance on the tools and to schedule lunch breaks and cold drinks — it was an unexpected 44 degrees in a tin shed.

We had a very simple table setup as our parts department, laid with butchers paper so we could write details or do scribble diagrams around each part.

Initially the parts department and information bay jobs didn’t seem like the favourite positions, but surprisingly this changed among the group as more parts came off the engine and we all learned how critical it was that they were labelled and laid out correctly for the Day 2 reassembly. We had a very simple table setup as our parts department, laid with butchers paper so we could write details or do scribble diagrams around each part. There were brief conversations on handovers, and we had to read each other’s notes and follow the procedures.

Care had to be taken as we knew that a different person could be in charge of that department in the next hour. A lot of our school teachers love group work and often it can be a boring school project, but this was fun and it quickly became clear that we had to work together accurately as a team. Luckily the engine only had assembly, oil, and if a bolt was a bit tight we had extension bars... or a tap of a hammer to help us out. We could call on a friend to help with a part or to hand us some more tools. There was very

interesting conversation. “What is that black thing called again?”... Magneto. “I’ve only got six bolts from that piston part, but the other ones I had eight?”. The thinking was happening. Being on the spanners and tools was fun, but the parts and information bays was where the interest was.

We were about halfway through Day 1 when the big question came...

WHAT HAPPENED TO THIS ENGINE?

Our adult helpers guided us with some information here and there but mostly left us to work out answers alone. Normally kids are told not to touch things, but we were allowed to hold, feel and move the parts. Everything had new names to learn; some made sense, and others were just strange. Pistons, cylinders, valves. But hang on... one valve looked rough and black, while the others were clean and smooth? We were excited and sad at the same time. We’d found a possible problem that such a small part or a simple malfunction had caused this engine to sit for the rest of its life on a museum floor instead of flying.

There was no time to waste as our parents were collecting us soon at the end of Day 1. Our faces were beaming, excited with what we’d achieved. When it came time for our parents to pick us up, they were all in complete shock! Remember when you tell your kids to not touch something in case they break it? The engine the parents had seen in its complete form at the beginning of the day now laid scattered into a million parts on a table. Although intrigued, the parents were very worried if the engine would ever go back together again.

DAY 2: Reassembly

We all knew the challenge and the deadline of 4pm on Day 2. Engine completely reassembled. Nothing missing – no spare parts.

The parts department and information bay kids who were not the focus on the beginning of Day 1 were now our most critical team members. The adults lifted the crankshaft back into place because it was

extremely heavy, but apart from that it was all kid’s hands in action. The clock ticked by and the parts table soon wasn’t overflowing. A few steps seemed super-slow and fiddly, but then we charged ahead as we all remembered the tools and bolts necessary — by now we had learned the correct part names too. Our parents came early for pick up and were astounded. We barely saw them as we were concentrating so much. Spanners and sockets flew into hands; bolts were passed between partners and parts suddenly got reattached correctly.

We had done it!

Normally kids are told not to touch things, but we were allowed to hold, feel and move the parts.

The engine was completely back together and as we all turned to checked the parts table... there was one leftover bolt! Looking at what we had achieved, the leftover bolt was now our celebrity!

Several months later, our high school Aviation class was lucky to have an excursion to the RAAFA Bull Creek Museum. Our engine course group found our Lycoming engine again on display and there was some

very proud discussions with classmates about how just six kids had pulled it completely apart in one day and reassembled it the next. They chatted about air/fuel mixtures, valve springs and lobes on camshafts.

Of course, many kids didn’t believe us and that’s OK. We have the photos as proof... and the leftover bolt!

No-one tell RAAFA Bull Creek, that the leftover bolt now sits above my homework desk to remind me what kids can do in aviation even if we are only 12 years old.

The team’s mission was to pull an engine apart and put it back together in two days.

EVENTS

CHECK OUT WHAT’S HAPPENING AROUND THE COUNTRY

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

6 September 2025

YOUTH IN AVIATION by Temora Flyers

The Temora Flyers Club will host a Youth in Aviation event this September, aimed at encouraging young people to explore career opportunities in the aviation industry. The event will offer free Young Eagle flights for firsttime flyers, along with static aircraft displays, a careers expo, and aerial displays. Designed to showcase the wide range of roles in aviation — from pilots and engineers to defence specialists and aeromedical crews — the event also promises food, drinks, and hands-on activities for all ages. It’s a chance for curious minds to get up close with aircraft, hear from industry professionals, and even experience their first taste of flight.

26-28 September 2025

WILLIAM CREEK OUTBACK FLY-IN

It’s time to prep your aircraft and chart a course for the South Australian outback. The annual William Creek Outback Fly-In is back for the eighth year in a row, welcoming adventurous aviators for an unforgettable weekend of fun and entertainment. This legendary event blends aviation and outback hospitality in one of the most remote towns in the country. The event will feature live local music under the stars, a big-screen AFL Grand Final viewing and pub trivia at the iconic William Creek Hotel. There will also be a CASA Safety Seminar and a presentation by OzRunways, providing valuable insights for pilots.

21 September 2025 TOCUMWAL AIRSHOW

The event will feature more than four hours of continuous flying displays, promising an impressive line-up of airborne action. A highlight of the day will be the rare and historic Warbirds, many of which once called Tocumwal home, offering a nostalgic look back at World War II aviation. The skies will also come alive with thrilling aerobatic displays from some of Australia’s top pilots, showcasing everything from precision solo routines to dramatic formation flying. On the ground, visitors can enjoy a wide range of food trucks, coffee vans, market stalls, vintage vehicle displays and family-friendly entertainment. tocumwalairshow.com.au

27-29 March 2026

FLY’N FOR FUN

by RAAus

After the success of the 2024 event, RAAus wants you to save the date for an even bigger celebration in 2026. The mission remains the same — to inspire, engage, and share the magic of aviation with enthusiasts and the wider community. With fresh plans taking shape, the event is a chance to celebrate flying in a way that brings our aviation community together. Whether you’re an experienced aviator or just beginning your flying journey, Fly’n For Fun is where the thrill of flying meets the joy of community. Stay tuned for more information in the coming months! flynforfun.aero

18-19 April 2026

ANZAC WEEK AIRSHOW

West Sale, Gippsland Victoria

Presented by Wellington Shire Council and Pace Events, the ANZAC Week Airshow returns in 2026 with an action-packed lineup of aircraft displays and aerobatic performances. See a huge variety of RAAF aircraft from their spiritual home base in East Sale plus commercial, recreational, and stunt aircraft up close. Up in the air, there will be thrilling aerial demonstrations all weekend. Beyond the runway, enjoy vintage car and motorcycle displays, vintage fashion, live music, career expo, plus local food and wine — A fun weekend out for the whole family.

saleairshow.com.au

WHAT’S HOT

Aviator 3D Puzzles

For those who love aviation and a good challenge. The Aviator 3D Puzzle is a hands-on build that brings cockpit daydreams to life – no glue, tools or flight hours required. With 10 different aircraft models to choose from, each puzzle is made from eco-friendly materials with precision-cut pieces that fit together like a dream. Whether you’re 8 or 80, it’s the perfect mix of problem-solving and play. Once assembled, it makes a great display piece!

at raaus.com.au

AeroPress Coffee Maker

Easily Distracted By Airplanes Hat

Can’t help but look up every time a plane flies overhead? This corduroy cap says it all – literally. Embroidered with Easily Distracted by Airplanes, it’s a comfy, low-profile hat, made from 100% cotton corduroy for aviation lovers who wear their passion on their head. Complete with vintage vibes and an adjustable fit, it’s the perfect gift for a friend who is always looking up!

$68.30 at www.etsy.com

The AeroPress is the go-to coffee maker for aviators who like their caffeine dialled in just right. Lightweight, compact, and perfect for the overnight bag, it lets you skip the hotel instant and craft a proper cup anywhere you land. Just be warned though, it’s more than a brewer, it’s a gateway to a whole new obsession. With endless recipes and techniques, you’ll be joining a passionate coffee community that rivals aviation itself.

at aeropress.com.au

Prices are correct at time of publication.

AvGeek® Green by Flyer Watches

Aviation-inspired watches aren’t exactly hard to find — but finding one that’s both functional in the cockpit and supports the next generation of pilots? That’s a bit rarer.

I recently got my hands on the AvGeek Green from The Flyer Watch Company. It’s a UK-based brand, run by a small team of aviators, with a clear focus on aviation styling and practical wearability. Right out of the box, the watch felt solid — not heavy, just well-built. The high-contrast dial is exactly what you want when flying in changing light conditions, and the luminous markers hold up well to my testing. If, like me, you like to appreciate the little details, you too will get a kick out of the aviation-inspired chronograph and the ‘Life is looking UP’ slogan on the underside of the watch. What stood out most, though, wasn’t just the look or feel — it was the mission behind the brand. A portion of every watch sold goes toward flying scholarships – opening the skies to aspiring aviators of all ages and abilities. Thanks to a recent partnership with

RAAus, this means that 20% of profits from watches purchased in Australia directly support the RAAus Scholarship Programme, gifting the opportunity of flight training to aspiring pilots.

As for the rest — Flyer Watches offer free worldwide shipping, and mine arrived without issue, tracked and well-packed. There’s a two-year warranty and 14-day return window, but to be honest, I haven’t had a reason to consider either. If you’re after a dependable, aviation-style watch that actually gives back to the flying community — rather than just looking the part — the AvGeek range is well worth a look. For RAAus members, there’s 20% off with the code RAAUS at checkout, which makes the decision even easier.

£199.00 at flyerwatches.com

CLUBS & RUNWAYS

JABIRU (YJAB)

Jabiru Airstrip (YJAB) lands you right in the heart of the Kakadu National Park — one of Australia’s most iconic natural and cultural landscapes. It’s the ultimate hub to begin an unforgettable outback adventure.

FACILITIES

Jabiru Airfield features a sealed runway suitable for light aircraft and charter flights. Weather conditions can vary with the tropical climate, especially during the wet season (Nov–April), so pilots should check NOTAMs and seasonal forecasts before flying. The airfield operates on a prior permission required (PPR) basis. Basic facilities are available on site, and aircraft parking is accessible by arrangement.

GETTING AROUND

Jabiru township is just a few minutes from the airfield and can be reached by pre-arranged transfer or local hire car. Renting your own vehicle is recommended to get the best out of your visit.

EXPLORE

As the only town inside Kakadu National Park, Jabiru is a perfect launchpad for exploring ancient landscapes and sacred Aboriginal sites. Make sure you fly over Twin and Jim Jim Falls for some of the best aerial views of the region. Further afield on the ground, cruise the Yellow Water Billabong, or walk through time at Ubirr and Nourlangie, home to some of the oldest rock art on earth.

EAT & DRINK

Refuel after a big day out at Manjmukmuk or Kakadu Lodge, offering some of the best meals in town. For a good quality coffee, drop into Marrawuddi Arts & Culture and browse through the beautiful Indigenous art while you wait.

STAY

Accommodation ranges from caravan parks and campgrounds to resort-style lodges and self-contained cabins. Anbinik Kakadu Resort offers unique architect-designed cabins, but it’s hard to go past the iconic crocodile-shaped Mercure Kakadu Hotel.

ELEV: 85ft

RWY: 09/27 1402m sealed

CTAF: 126.7

MELB CENTRE: 120.75

RWY LIGHTING:

RWY 09/27 PTBL (1) by prior arrangement

AD OPR:

Energy Resources of Australia (08) 8938 1470

ARO 0467 721 193

FUEL: Avgas

AD CHARGES: Yes

REMARKS:

All persons excluding PAX operating or accessing airside must wear high vis attire at all times.

Prior permission required.

HERVEY BAY (YHBA)

Hervey Bay Airport (YHBA) is your launchpad to Queenland’s Fraser Coast, where beautiful beaches, whale encounters and island adventures await.

FACILITIES

Hervey Bay Airport features a sealed runway and is fully equipped for light aircraft operations. Commercial flights operate from here, so the terminal is well equipped with dedicated aircraft parking bays, pilot amenities, as well as a café and car hire desks.

GETTING AROUND

The airport is located just 6km south of the Esplanade foreshore, so the airport is an easy drive into town. Taxis and airport shuttles are readily available, and car hire can be booked in advance or upon arrival.

EXPLORE

Hervey Bay is known for its calm beaches, vibrant marine life, and

as the gateway to K’gari (Fraser Island) — the world’s largest sand island. Between July and November, the bay becomes a hotspot for whale watching, with humpbacks using its protected waters to rest and play. A scenic fly over K’gari (Fraser Island) and the southern tip of the Great Barrier Reef is a must-do!

EAT & DRINK

Fuel up at Enzo’s on the Beach, a beachfront café for coffee, cocktails and sea views. For fresh seafood, head to Boat Harbour Fisheries, or grab a relaxed meal overlooking the water at the Urangan Marina.

STAY

Hervey Bay has accommodation to suit all types of stay — from beachfront resorts like Mantra Hervey Bay and Oaks Resort, to holiday parks, boutique B&Bs, and self-contained holiday houses just steps from the beach.

ELEV: 60ft

RWY: 11/29 2000m sealed

CTAF: 126.55

BRIS CENTRE: 124.6

RWY LIGHTING:

11/29 LIRL PAL+AA 122.8

11/29 PAPI (1) PAL+AA 122.8

AD OPR:

Fraser Coast Regional Council ARO 0419 671 405 frasercoastairport.com.au

Prior permission required.

REMARKS: Security controlled airport. ASIC required. All persons excluding PAX operating or accessing airside must wear high vis attire at all times. GA pedestrian access via GA APN only.

FUEL: Avgas, H24 self-service bowsers. AD CHARGES: Yes, see website for details.

TECH TALK

THE BORE, THE STROKE, AND THE GLORY: WHAT YOUR ENGINE’S GUTS SAY ABOUT YOUR WINGS

Words Nicholas Heath, with a lot of help from the internet

There’s something visceral about piston engines. Maybe it’s the way they roar to life with a shudder and a cough, or the fact that they work not because of some modern wizardry, but because fuel goes boom in a metal tube. Whatever it is, any light aircraft pilot who’s spent a few hours behind a Continental, Lycoming, or Rotax, even a Jabiru for that matter, has probably wondered ‘what’s really going on in there?’. And I don’t mean in a general, “well, combustion happens” kind of way. I’m talking about the intimate details — the dirty stuff. The bore. The stroke. The displacement. So, if you’re not a fan of technical stuff, this is your chance to move on to the pretty pictures on another page. For those of you who are...

BORE VS. STROKE:

THE ENGINE’S YIN AND YANG

Let’s kick things off with the basics: bore is the diameter of the cylinder, and stroke is the distance the piston travels up and down inside that cylinder. Think of bore as the width of your engine’s chest, and stroke as the length of its stride. The ratio between the two — unsurprisingly known as the bore-to-stroke ratio — has a massive influence on how your engine behaves.

If you’ve got a short-stroke engine with a big bore, you’ve basically got a lightweight boxer in your plane — wide, fast hands, lots of jabs. These engines tend to spin faster and make more power at higher RPMs. That’s great if you’re driving a race car, or a highrevving sport bike. Not always ideal for light aircraft

where you want torque low down and a predictable, steady pull.

On the flip side, a long-stroke engine with a smaller bore is like a heavyweight wrestler — massive lung capacity and terrifying leverage. They deliver torque early, run at lower RPMs, and are often more fuelefficient. That’s the sweet spot for aviation, especially for the kind of flying most of us do, short hops, long cruises, and easy maintenance. So, which one’s better? Well, like most things in aviation, the answer is “it depends.” But let’s get more specific.

THE GOLDEN RATIO? FINDING THE SWEET SPOT

For light aircraft engines, particularly those spinning props directly (i.e., not through reduction gearboxes), the theoretical ideal bore-to-stroke ratio tends to hover around 1:1. That means the bore and stroke are nearly equal, or the stroke is a bit longer. Most engines run greater than that.

Let’s put some real-world numbers to that:

• Lycoming O-320 (a staple of Cessnas and Pipers): Bore = 5.125 in, Stroke = 3.875 in. Ratio: ~1.32.

That’s an over-square engine (shorter stroke than bore), tuned for low-end torque and steady RPM cruising. Perfect for direct-drive applications where prop speed is constrained by tip-speed limitations.

• Continental O-200 (hello, Cessna 150): Bore = 4.0625 in, Stroke = 3.875 in. Ratio: ~1.05. Nearly square, giving it a nice balance between torque and the ability to spin a bit faster without sacrificing too much low-end power.

• Rotax 912 ULS (a favourite of the ultralight and LSA crowd): Bore = 84 mm, Stroke = 61 mm. Ratio: ~1.38. That’s a very over-square design—short stroke, big bore. But here’s the kicker: the Rotax is geared at 2.43:1. It revs to 5800 RPM but thanks to a reduction gearbox, the prop spins at a gentle 2380 RPM. It’s using that high-revving, short-stroke efficiency and tempering it for prop use.

• Jabiru 2200 (homegrown Aussie engine): Bore = 97 mm, Stroke = 74 mm. Ratio: ~1.31. Again, an over-square layout. Like Rotax, it revs higher than a Lycoming or Continental, though without the same level of gearbox complexity.

These engines reflect different philosophies and different aircraft missions. Want bulletproof simplicity? Lycoming and Continental’s long-stroke, undersquare engines are your old-school, four-on-the-floor pickup trucks. Want lighter weight and higher RPMs? Rotax and Jabiru serve up newer-school, short-stroke precision.

THE DISPLACEMENT DANCE

Displacement is the engine’s lung capacity - it’s how much air/fuel mix it can suck in and blow up in a single revolution. It’s calculated as:

Displacement = π/4 × Bore² × Stroke × Number of Cylinders

So bore and stroke don’t just shape performance — they determine the very volume of your engine’s combustion. A bigger displacement generally means more torque, but also more weight and fuel burn. That’s why design compromises get tricky fast.

If you multiply all those numbers for, say the Lycoming O-320, it comes out to 319.8 cubic inches – rounded up you get (surprise, surprise) 320. Thus, the O-320.

BORE/STROKE RATIO

Rotax just decided that 9 was a cool number and added the 12 to indicate 1.2 litres capacity – because, you know, metric. Ditto for Jabiru with their 2200 representing 2200 CCs or 2.2 litres.

You can’t just make an engine massive and expect it to be better. More displacement can mean more cooling needs, higher internal stresses, and bigger casings. That’s why some manufacturers go for smaller displacements but compensate with...

...TURBOS, GEARBOXES, AND OTHER NECESSARY EVILS

Let’s talk about turbocharging. You’ll find turbocharged variants in both Lycoming (TIO series) and Continental (TSIO, anyone?) offerings, along with the Rotax 914 and up. The idea is simple: cram more air into the cylinders than atmospheric pressure would normally allow, and you get more bang per stroke. That’s especially useful at altitude, where thin air kills power output faster than a political scandal. But there’s Turbos and then there’s Turbos. Some manufacturers use a turbo to “turbo-normalise”. As you climb higher, pressure and its life-giving oxygen reduces. That will reduce your power the higher you go. A turbo normalised engine can maintain the manifold pressure at sea level up to a given altitude. The Cessna T182s I flew years ago had that and were good up to maybe 20,000 feet – way beyond where a C182 would comfortably go. Rotax on the other hand, uses the turbo to get a lot more power out of a smaller powerplant.

Turbos can make a smaller, lighter engine perform like a much bigger one — especially handy for aircraft needing performance at high DA (density altitude) airports. But they bring complexity: wastegates, intercoolers, heat management, and stricter maintenance.

Then there’s gear reduction. Since props don’t like spinning faster than about 2700 RPM without turning into inefficient, noisy air blenders, you need to keep their speed down. Short-stroke, high-rev engines (like Rotax and some Jabirus) need reduction gearboxes to allow the engine to sing while keeping the prop calm.

The downside? More moving parts, more maintenance, and the occasional gear-chatter scare at idle.

A lot of aircraft engines have fuel injection. That’s what the I in an engine designation often stands for. E.g. IO540 or 912IS. It can promote more accurate fuel measurement and distribution to the cylinders at the sake of more complexity and cost.

SO... WHAT SHOULD A PILOT CARE ABOUT?

If you’re a homebuilder deciding what type of engine is best, this stuff gets real important, real fast. You’ve got to match your engine’s torque and RPM characteristics to your prop, your airframe, your budget and your mission.

If you’re flying a factory-built aircraft, it’s still useful. Understanding your engine’s bore/stroke tells you what to expect:

• Long-stroke Lycoming? Treat it like a diesel. Low RPM, predictable powerband, sip fuel and cruise.

• Short-stroke Rotax? Rev it out. Watch the gauges. Use the whole tachometer.

• Turbocharged? Respect the redlines like your life depends on it. Because, well, it kind of does.

You can’t just make an engine massive and expect it to be better. More displacement can mean more cooling needs, higher internal stresses, and bigger casings.

Many of us learned to fly behind Rotax engines, which don’t require leaning. But if you switch to an engine where leaning is necessary, it’s important to get some extra training. Without understanding the correct process, you could easily damage or foul the engine. And remember, engine design is compromise. You want more power? It’ll come at the cost of weight or complexity and extra fuel consumption. You want simple and reliable? You’ll probably give up a few ponies or gain a few kilos.

FINAL THOUGHTS FROM THE HANGAR COUCH

Wisdom, they say, is the combination of knowledge and experience. Understanding the nature of your engine is another way of understanding the capabilities and limitations of your aircraft. As such, it’s beholden to us as pilots to have at the least a broad understanding of what’s going on under the cowling. What this article highlights is the difference between the older style square bored engines and the more recent, high revving counterparts. So, hopefully we have taken another baby step on the path to wisdom. I’m torn. I love the no fuss, torque forever, of my 0-320. I also appreciate the technological approach of a Rotax and the utilitarian approach of Jabiru. We live in a broad church of aviation, so you will find all sorts of different engines out there. Figuring out which suits you will – as always – come down to mission, budget and personal preference.

• Cruise 40-108 knots

• Stall 27 knots

• Carry 290kg including fuel

• Fuel capacity of 113L

www.foxbat.com.au

AVIATION CLASSIFIEDS

Viking Dragonfly MkII Project

Airframe is complete. Fitted VW 65hp engine requires fuel & electrical systems completion. Sweetapple prop. Analogue instruments and radio. Expected cruise 120kts and stall 42kts. Dragonfly is a canard design and is stable in the air. Selling due to medical/age. Located at Leongatha. Could be transported on tandem trailer. Enquire Online.

$15,000

2015 A32 Vixxen

Yoke controls, standard analogue instruments, JP Fuel Flow Meter, striking Mazda Spirited Green paintwork, Trig Radio, Garmin 196 296 Aera 550 GPS Units, 2 x EQ wireless headsets with bluetooth, 18 month old Kiev 3 Blade Prop. Extra power outlets installed. Meticulously maintained by Flightek Aviation Naracoorte and only one pilot from new! Brian Gerhardy — 0419 160 953

$145,000

Foxcon Terrier 200

2004 Factory made by ‘Foxcon’ Nth QLD. Powered by the reliable Subaru EA 81 engine — 84hrs SOH. Camper model. Runs at 15L/hr on P98. Has all factory manuals and maintenance log books. RA Condition Report/Inspection carried out on 1/05/2025. Price Negotiable.

Rolf — 0428 240 192

$39,000

Topaz Aircraft

Ekolot Topaz KR030 Sport, 2021 model. Specs: Rotax 912 ULS, Beringer light weight wheels and disc brakes, auto pilot, Baslistic chute, Kanardia Avionics, back up steam gauges, altimeter taco ASI, 100lts fuel capacity. TAS 123/5180 RPM. L2 maintained, L1 50hr oil/filter changes. Always hangered. Very, very good condition. Only flown by one owner. Brian Freestone — 0419 156 133

$178,000

Hartzell Propeller 3 Blade

Suitable for experimental aircraft due to calendar time expired. TTSOH 350hrs. Remaining time before overhaul required 1,650hrs. MOD: HCC3YR-1RF, Blades F76636, STC SA1791GL, SER #: DY3253A. Equivalent to current SA1791GL, C3R01150STP, 3-Blade Aluminum 78”. Polished spinner included. Suit engine IO540K SERIES. Selling to upgrade the propeller on my Piper Lance instead of overhauling it as is currently installed on a certified aircraft. Alan Middleton — 0407356948

$7,800

Rans S14 912UL

Single seat, old school, ultralight with exceptional climb and a good 80 knot cruise. Holds 68lts and burns 14 to 16 litres an hour with the bullet proof reliability of the 80Hp Rotax 912 UL. Light and responsive controls and a benign stall. Cockpit accommodates a large range of pilot sizes with ease. Steven Bekker — 0427 519 163

$17,500

Hanger Site Lot 26 Rylstone Airpark

Last of two sites located along the popular 17/35 runway. Block is level and flat. Max hanger size is 18m W x 15m D, with height subject to approval. All blocks are freehold, with the common areas, such as the runways and clubhouse, being administered under a community title by a community-elected committee. Gary Spencer Salt — 0490 500 605

$168,000

Savannah S 10 months old, exceptional performance. Always hangared. 65 hours total time. Edge Performance 120 HP, fuel injected Rotax 912. Long range tanks, 160 lts. Park brake, Tundra tyres, wing nav/ beacon lights, Trig VHF radio, panel mounted Garmin Area 660 GPS, electronic trim, 72 inch bolly prop, 3 point door latch, 2 pack paint, jump start inlet socket, fully carpeted. Internal ribs, spars, longerons, all 2 pack primed. Blown perspex bubble doors. Ian Graham — 0419 703 926

$135,000

EOI Jabiru SP6W

Just finished complete refurb after long period in storage. Extensive list of new items including prop, full rubber replace including fuel lines. About to commence flight tests. Complete instrument package including Garmin 296, Fuel flow, Digitrak autopilot, Microair radio and transponder. Wet wings 135L. Steve Thompson — 0428 821 847

$49,500

&

II Powered Parachute

looked after & maintained by qualified mechanical engineer. Complete with fully enclosed trailer with storage shelves and motorized tail gate. Only 125hrs in total. Ground steering with foot controls in flight. Reliable and great fun to fly, true aviation experience. All manuals and full history, one owner. Enquire online.

$29,990

Zenair STOL CH701 Rotax 914 Turbo 115 hp. Always hangared and in good condition. Long range wing tanks 114 l. Moulded windscreen. New bubble doors for 110 cm cabin width. Flies well. As is, where is. Extras: propellor pitch adjustments and laptop with motor parameters optimisation software and adaptors. Available due to my health. Uwe — 0413 608 551 $53,900

2013 Jabiru J230 Aircraft Second owner. Total air frame and engine hours, 350. Annual done January 2025, no accident. Will paint all 3 spats. Dynon 10” HDX EFIS/EMS, GPS, Mode S ADSB-Out, Microair VHF, intercom, backup gauges, full engine monitoring, and dual USB ports. No accidents. Matus — 0406 558 304 $99,000

Wheel and Brake Kit

Black Max BX - 100OKit. New — as delivered from USA. 5/8 axles. No tyres. No master cylinders. As pictured. Unsuitable for my Kolb setup. Current price is $799.00 AU plus freight from USA. Happy to post.

David Funnell — 0409711642

$633

BlackMax

Sonerai 2 LS

Two-seat Sonerai LS (low wing, stretched), Rotax 912 S (100 hp) with 177hrs 107L fuel, cruises 125 kts. Rotax 5-year upgrades complete. MGL instruments, MGL 760 radio. Kept in storage, based Holbrook NSW. Registered to Jan 2026. $37,500 ONO. Wheel pants included. Holbrook, NSW.

John Lindner — 0448 497 989

$35,000

Corby CJ1 Starlet 19-7309. TT 331 hours. Current annual inspection and reports will be provided. Comes with a Great Plains electric start kit that you can fit.

Cecil Cain — 0418 680 432

$25,000

2010 Jabiru J160D

Reluctant sale. Original Jabiru 2200B engine 1311hrs (may vary as still being flown). Top end overhaul at just before 1000 engine hours. Instrument calibration and annual done in December 2024. L2 and LAME maintained.

Colin Woodfield — 0418 988 571

$43,000

Stinson 108-2

It’s time for my Stinson to go to a new hangar and be put back together.

Allan Morris — 0425 660 619

$20,000

X Air with Jabiru 80 HP

Very easy to fly. Good short takeoff and landing performance. Engine recently overhauled and fitted with new Jabiru cylinders, pistons and oil cooler. Near new wing and fuselage skins. Photos and videos of takeoff and landing will be emailed on request to anyone requiring them. $13K ono.

Barry — 0488 702 801 / Neil Colson — 0428 179 536

$13,000

Brumby 600

310 Hours. Always hangared. Jabiru 3300 engine with water-cooled heads. Selling due to too many airplanes.

Douglas Mcilwraith — 07 5543 0300

$79,000

Allegro 2000 Price Reduced

Beautiful low hour Czech Republic factory made Light Sport 2 seater. Now USA based. Easy to maintain, composite & Kevlar fuselage aluminum wings very economical to run. Fuel consumption

11,5 L per hour at 4100 RPM. Rotax 80hp. Cruising 90 knots. VNE 119 knots, stol 35 knots. 55l fuel tank. Gives you 4.5 h flight + reserve. Hangered at Rylstone Airpark, NSW.

Miroslav Pekar — 0426 613 113

$55,000

Aircraft 28-0471

Vintage Luton Minor LA4 for sale. Original AeroncaJ.A.P. motor. Best offer. Will consider swap or trade.

Kallan Gregory Dennis — 0439 596 408

$13,000

Tidy Airborne Buzzard Trike

Single seat. Airborne Wizzard wing — 220hrs. Rotax 447 engine — 400 hrs. Airborne Buzzard base — 746hrs. All in good flying condition, complete with registered trailer. All offers considered. Newcastle NSW.

Bob Francis — 0409 919 297

$5,000

Aeroprakt Vixxen A32

Immaculate condition inside and out, meticulously maintained, always hangared. 422 hours. 2019 build. Full service records. Recent full rubber replacement. Full punkinhead covers. Transponder. Peter Counsell — 0427 424 018

$160,000

Savannah S

Price reduced. Built by experienced multi aircraft L2 , 3rd Sav, long range fuel, extended baggage locker, great panel space for iPad, painted two pack white for decals, as new condition, cruise 90 kts, serviced 25 hrly all maintence log books plus POH. Great aircraft for stock control with Sav STOL characteristics! Rod Riddle — 0428 843 062

$95,000

Jodel D11

Beautiful homemade French D11 that flies well and is a very stable plane. Owned since 2009. Mark Tait — 0413 289 604

$15,000

SportPilot cannot endorse any aircraft for sale in classified advertisements and recommends that you meet the vendor and are satisfied with the aircraft before parting with any money.

Maxair 503 Drifter

Rego current. Good condition, last flown Casino to Clifton Dec 2022. Less than 350 hours frame/engine. Full annual inspection and service completed Nov 2022. Pull start. Full logbooks. Hangered at Clifton, QLD. As is, where is. Bradley Cook — 0417 959 682

$14,000

Ultra Light Kestral

Fully restored. Comes with registered trailer. Excellent condition. Shane — 0428 394 512

$7,990

Cheetah XLS Price Dropped

Well built and strong enough to handle almost anything. STOL capabilities. Cruise up to 90kts. Very comfortable to fly. Forgiving enough for the beginner and capable enough for the experienced pilot alike. LAME maintained. Recent engine rebuild. Will be sold with fresh MR. Needs a new home. Call in evenings. Mustafa — 0408 516 816

$70,000

Rotax 503 Engine

Rotax

$1,400

American Legend AL3 Cub

Whether you’re an experienced pilot or just beginning your aviation journey, this iconic aircraft offers unparalleled performance, durability, and joy of flight. Perfect for those golden hour missions or to leave the world behind on that perfect Sunday afternoon. Bradley Naylor — 0428 891 870

$275,000

Jabiru J230C

Jabiru J230 EIFS and EMS. plus Auto Pilot, transponder ADS-B, fuel injection by S.D.S. Graham Phillips — 0439 878 186

$80,000

Challenger 2 by Quad City Ultralights

Reliable two-seat, dual-control aircraft with 499 airframe hrs, Rotax 582 (220 hrs). Includes Lowrance GPS, Icom radio, 2 headsets, intercom, BRS 900, aux tank, tricycle braked undercarriage, enclosed trailer, assorted spares. Original 503 engine (270 hrs) with prop also available. Steve Ridley — 0408 284 799

$25,000

Jabiru J230

Factory built 2009, engine hours 738, airframe 990. Always hangered at YBLT fully maintained by L2. A very well cared for aircraft. Hangar also available for lease for this aircraft. Robert Ling — 0402 127 100

$89,000

Thatcher CX4 19-8328

Tech Form 007 and associated submitted. Ready for test flight. Open to offers. Kalon Barrett — 0418 253 719

$20,000

Atec Zephyr 2000

Great touring aircraft, cruise 100kn @ 13.5-15.0l/h, stall 35kn, max 130kn, 300kg empty 544kg max tow, 80l fuel. Delightful to fly with plenty of room for taller pilots/passengers, I’m 1.92m. Excellent visibility all round. Always hangared, covered and washed down after flights. Jon Gough — 0407487873

$50,000

503. Rebuilt TT 290 hours by Bert Flood. Now TT 3hours. Ground accident. Engine case bolt holes broken. Parts only. Inc electric start. Still runs. Kevin Wintergreene — 0427 225 600

FINAL APPROACH

BY NICHOLAS HEATH

A NEW LAYER OF AWARENESS

P.J. O’Rourke once said that “The interesting thing about staring down a gun barrel is how small the hole is where the bullet comes out, yet what a big difference it would make in your social schedule”. So, the little plane icon on my moving map indicating an aircraft behind me coming up fast on the same level presented no threat on the little screen. Since I had the ADS-B IN and OUT fitted last year, courtesy of the government’s subsidy, I now have many more little icons floating about on the display to watch and enjoy. ADS-B stands for Automatic Dependent Surveillance Broadcast. It’s a good thing. Given that I was north of Mildura, heading from Broken Hill, chances were good we were headed for the same place. That meant we might find ourselves in the same bit of airspace. The ADS-B gave their callsign, so I decided to call them up on the radio and see what their intentions were. The fact that I could see them meant they had installed ADS-B, I just wasn’t sure that they spent the extra for ADS-B in. Turned out they were sitting watching me while I sat watching them on the ADS-B. Kinda voyeuristic really. We arrived at a gentleman’s agreement that they would stay right, and I would stay left of the direct track. A little while later they passed me a couple of miles to my right within a thousand feet

of my height. I looked and never saw them. It was a bright clear day. I could see the little icon on my screen but couldn’t see the aircraft – which turned out to be a largish Cessna twin when I arrived at Broken Hill. It made me wonder how many aircraft had gotten close to me over the years and I’ve never spotted them. I once had a Cessna 210 climb up right in front of me through broken cloud. I’ve had an RV8 climbing headon that I had to duck below as I came into Ballarat. They didn’t see me. But how many have I never seen? We always said that you need to keep your eyes out of the cockpit and scanning, but with ADS-B it might be the other way round – that is, when everyone has it. You can visit casa.gov.au and search “ADS-B” to apply for your rebate.

Stay safe out there and don’t forget to complete the survey about the future of SportPilot magazine – it’s your magazine so make sure you have your say while you still can.

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