SportPilot 88 December 2018 by Recreational Aviation Australia

ISSUE 9 Â©DECEMBER 2018

FAST FLYING FUN

VL3 EVOLUTION

FROM SR71 TO A CUB ONE PILOT'S STORY

MINICAB GY20 A CLASSIC FOR TODAY

RRP $8.80 inc GST

Garmin D2 Bravo Titanium Watch

Garmin G5 Electronic Flight Instrument for CertiďŹ cated Aircraft

Smart and sophisticated this watch has a premium titanium band, wrist heart rate and much more. A premium aviation GPS smartwatch it combines contemporary design and sophisticated connectivity to bring pilots and aviation enthusiasts an elite timepiece.

Boasting a bright, 3.5 inch sunlight-readable liquid crystal display (LCD), the G5 is approved as a primary source for aircraft attitude or turn coordination information and secondary source for altitude, airspeed and vertical speed in a single instrument.

Icom IC-A15 Air Band Transceiver

The IC-A15 air band transceiver is compact, lightweight and has a high capacity Lithium-Ion battery pack, so it can be used all day and great audio output to cut through environmental noise. Itâ&#x20AC;&#x2122;s built extremely rugged... and rain-resistant too... enough for the rigours of the aviation market.

Lightspeed Tango Wireless ANR Headset The first premium wireless aviation headset, Tango blends outstanding noise cancelation, renowned Lightspeed comfort, and wireless convenience. Tango creates an entirely new level of flying enjoyment and untethered freedom.

Visit our website to see our full and comprehesive supplies of aviation products

Suppliers of all leading manufacturers 2

AUSTRALIAN SPORT PILOT | December 2018

CONTENTS

32 TABLE OF CONTENTS REGULARS 06 08 10 12 56 66

From the Chairman Calendar of Events Letters to the Editor Dalton on Safety Classifieds Final Approach

COLUMNS 12 18 20 27 36 64

Learning to Fly Technical Painful Props Brake Oil Basics Drink Well Fly Well First Solos

FEATURES 14 22 28 32 38 46

Minicab GY20 From the Edge of Space Quicksilver GT500 Evolution VL3 Student Pilot Electric Power

TRAVEL 38 46

22 3 / SPORT PILOT

Childers Hervey bay

AUSTRALIAN SPORT PILOT | December 2018

CONTACTS

AUSTRALIAN SPORT PILOT HEAD OFFICE PO Box 1265 Fyshwick ACT 2609 Australia Unit 3, 1 Pirie Street Fyshwick ACT 2609 International: +61 (2) 6280 4700 National: (02) 6280 4700 Fax: +61 (2) 6280 4775 Email: admin@raa.asn.au www.raa.asn.au ACN 070 931 645

CEO

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

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

DON’T MISS OUT ON SPORT PILOT EACH MONTH

Tony King 0400 226 275 Tony.King@raa.asn.au

CONTRIBUTE

• Let us know about your event • Send in your story Email: editor@sportpilot.net.au Call: 0419 509 548 PO Box 60, Sebastapol 3351

Alan Middleton 0407 356 948 alan.middleton@raa.asn.au Trevor Bange 0429 378 370 Trevor.Bange@raa.asn.au

ADVERTISE

Find out about advertising prices. Email: editor@sportpilot.net.au Download our media kit www.sportpilot.net.au

Eugene Reid 0428 824 700 Eugine.Reid@raa.asn.au Rod Birrell 0422 446 622 Rod.Birrell@raa.asn.au

CONTACT RAA us TO SUBSCRIBE

Call: (02) 6280 4700 Web: www.raa.asn.au

Luke Bayly 0421 463 967 Luke.bayly@raa.asn.au

FIND YOUR NEAREST FLIGHT SCHOOL OR CLUB www.raa.asn.au/schools

UPDATE YOUR DETAILS to RAAus Call: (02) 6280 4700

FREE GIVEAWAY INSIDE

UST 2018

THE MAGIC

MBER 2018

ISSUE 8 @SEPTE

ISSUE 6 ©JULY

FREE GIVEAWAY INSIDE

THE LIGHTBUSTER – WEIGHT RV-9A

INTERESTIN

FEET NOT G ERCOUPE REQUIRED TIGER TR

IKE

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

THE EVOL CONTINUEUTION S

AND THE HORNET ILT THE HOMEBU TRALIA ACROSS AUS

DEPUTY EDITOR Michelle Smith

ENQUIRIES General Enquires: admin@raa.asn.au

CATEGORY

2018

MAGNUS

GYRO STYLE

ART DIRECTOR Melinda Vassallo

FREE GIVEAWAY DE7 ©AUG INSI ISSUE

DY FOR

ARE YOU REA

? AIRVENTURE

RT ‘BEBE’

JIM’S NIEUPO

A, BIG STORY

SMALL REPLIC 9 THE FKinc GST

ONALITY

ING FUNCTI

GERMAN FLY RRP $8.80

FROM RAAUS

RAAUS ELE

GET YOURCTIONS – VOTE IN

RRP $8.80 inc

WEIGHT INC

OST HE REASE IS ALM

GST

RRP $8.80

inc GST

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

AUSTRALIAN SPORT PILOT | December 2018

COLUMN

FROM THE CHAIR: MICHAEL MONCK WHAT ARE WE DOING?

AAus has come a long way. Well before my involvement we were ruled by non-rules. The framework in place was such that, ironically, our aircraft were not allowed at airports. We were limited to flying no higher than 300ft and we weren’t allowed to have flying training. In other words, we were meant to do everything that we shouldn’t be doing. It seems to me that in order to exist we were being told to go as far away from traditional aviation and simply not interfere with the established way of doing things. Don’t mix with aviators. Don’t do anything that might harm the status quo. And while you’re at it, don’t do anything that might help us to be safe, like engage in the aforementioned prohibited flight training. Over time of course this attitude changed and we were seen to be a serious movement of passionate aviators that could be trusted with a broader set of rights and privileges. We gained access to higher weights. The ability to fly above 300 ft was granted. And of course we were allowed to get people to train us. This all made us safer. Having said this, we still face resistance from the old guard. There were, and still are, those who believe that we are somehow inferior and should not be granted any more privileges. I find this resistance frustrating and amusing. The world is moving forwards and for some reason there are people who want it to stop. There is this belief that they are immune to change and somehow aviation can thrive by using outdated ways of thinking. If we look to the outside world we see this failing time and time again. In the world of IT we have seen rapid advancements. The computer we buy today is outdated and next to useless in a matter of years. The same applies to other industries. The automotive industry went through a similar transformation in the early 1900s and is being exposed to similar disruption today. Why is it that we think aviation is any different? It isn’t. When we look at our own

sector we see things that have revolutionised the way things evolve and transform. Take the LSA standard for example. During the 1980s and 1990s we saw very little production of aircraft. This contrasts with the mid 2000s when the new LSA standards were introduced and aircraft manufacturing again boomed. Today we have hundreds of aircraft types being manufactured across the world using exotic materials and innovative production methods. It is this sort of evolution that keeps things interesting and helps industries to survive in the modern world. More locally we have just seen CASR part 149 pass through Parliament. About 10 years ago in front of a gathering of senators in Canberra the Australian General Aviation Association (AGAA) and the Australian Sports Aviation Council (ASAC) made it clear that industry was supportive of this. They said that the transition of regulation away from CASA for certain activities in favour of delegating to self-administered organisations was the way to improve our lot. And I agree. While part 149 is new, the concept of self-administration is not. We currently have nine organisations that look after different parts of the sector which, to me, demonstrates the success of this model. Today we have various groups being given the ability to develop their own rules while being overseen by CASA and delivering the safety that the broader public and our members expect. Recently, and at short notice, the senate once again asked us to appear in front of them and posed some questions about how we were administered. Questions were raised about our medical standards and whether these were appropriate. You will be pleased to know that we put forward a strong case for maintaining our current system and supported sensible medical reform going forward. This is part of what your membership fees pay for.

AUSTRALIAN SPORT PILOT | December 2018

Many would argue that much of this type of lobbying on your behalf is invisible and that this is a problem. Perhaps this is the case but it could also be said that the sheer fact that it isn’t visible may be a sign of our success. We often spend time with Ministers and their staff, government departments and of course the regulator to make sure you don’t lose what you have. You don't necessarily see this but you do reap the benefits along the way. By putting your interests first and fighting the fight that your membership fees pay for you get value for money. We do this in a quiet and respectful manner which has delivered results over the years instead of aiming for headlines. Along the way we have distractions. People accusing us of collusion and corruption with CASA; that one made the national papers. People saying that we vocally oppose reform of medicals by using selective quotes from our submissions. And so it goes. None of this is true, however, if you simply believe what you hear on face value then you might be led to believe otherwise. In recent weeks some of the board has expressed a desire to shift me away from the position of chair and change our approach. There are murmurs that we want a more full frontal attack on the regulator and I fear that this will undermine the progress of the last five years or so. In this period we have turned your organisation around moving it from one that was in breach of its obligations and losing money to one that is stable and is delivering on its promises. I thought that the approach being taken was a sound one based on the overwhelming support that members showed when I was re-elected a year ago but I am now curious. Is it time for me to move on? If the board and members decide that it is then I will respect that but I'd like to hear your thoughts. Are we headed in the right direction or is it time for more change? Michael Monck

SO YOU’VE HAD A CLOSE CALL? Why not share your story so that others can learn from it too? If we publish it, we’ll give you $500. Email us at fsa@casa.gov.au Articles should be between 450 and 1000 words. If preferred, your identity will be kept confidential. If you have video footage, feel free to submit this with your close call.

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

KIT BUILD OR FACTORY ASSEMBLED TO YOUR PERSONAL WANTS AND NEEDS Breaking boundaries and taking you places! Sling Aircraft for Light Sport or General Aviation. Pure performance, Absolute quality. License required: the 2 seater Sling 2 - RPC (Recreational Pilot certificate) or RPL or PPL. The 4 seater Sling 4 - RPL (Recreational Pilot License) or PPL.

1300 659 228 or Errol 0415 072 498 | sales@aero.gap

www.gap.aero or visit The Airplane Factory (Pty) Ltd website at www.airplanefactory.co.za

AUSTRALIAN SPORT PILOT | December 2018

EVENTS NEW SOUTH WALES WAGGA. SUNDAY 2ND DECEMBER. If you’re looking for a place to fly on a nice Sunday, Wagga Aero Club is hosting its monthly fly-in lunch. $15 buys you a nice feed. Call John Smith on 0408 692929 for information. TUMUT. SUNDAY 16TH DECEMBER. The Tumut Aero Club will hold their brunch from 8am. Call 0419 135 249 or all the details. EVANS HEAD FRIDAY 11TH TO SUNDAY 13TH JANUARY. Great Eastern Fly in. A friendly fly-in at an historic airfield. greateasternflyin.com

QUEENSLAND MURGON. SATURDAY 8TH DECEMBER. The Burnett Flyers will hold their bi-monthly breakfast fly in at Angelfield. For $15 you get a hearty country breakfast with fresh coffee and tea included, served in a country atmosphere at the field's ops centre. burnettflyers.org

VICTORIA KYNETON. SATURDAY 1ST DECEMBER. The Kyneton gourmet hot dog brunch is on again. Enjoy the relaxed atmosphere and interesting aeroplanes that are a part of the culture of this lovely country airfield. SHEPPARTON. SUNDAY 2ND DECEMBER. The Goulburn Valley Aero Club’s famous pancake breakfast should entice you to head up and enjoy all you can eat pancakes for $10 and barista coffee for $5. Join the flock and fly on up. Call Lucy on 0435885212 for all the details.

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

AUSTRALIAN SPORT PILOT | December 2018

MATT HALL GETS OH SO CLOSE TO WORLD TITLE

ustralia’s Matt Hall has come within three tenths of a second of claiming a maiden Red Bull Air Race World Championship title in Fort Worth, Texas, after finishing second to eventual champion Martin Šonka of the Czech Republic in the final race of the 2018 season. The result makes it three of the past four years that Hall has finished runner up. The other two occasions were in 2015 and 2016 respectively. For his part, Hall said he put it all on the line, while also noting disappointment and coming so close to realising a career dream. “It was an interesting day, we stuck to our plan and the plan worked. It was just

one race at a time and get through each round,” Hall recalled. “In the Final 4, I pushed it as hard as I could. I thought it might have been enough and enough to push it over the edge for Martin. So I had to sit and wait for him to fly and that was hard. “I am disappointed. I thought it was a good run, that was as fast as I could go without getting a penalty. In saying that, it was good that we have moved up a spot to finish second. The team deserved a good finish for the year. Again, it’s just disappointing to be second again in the standings and finish three tenths away from a world title.”

THE PROPELLER SPECIALIST 3 Blade $1,125.00in

2 Blade $860.00in

4 Blade $1390.00in The all new

Brolga Sport & Magnum series  2,3 or 4 Blade  Pitch Adjustable  Carbon/glass Blades

 Alloy Hub  Hard ware kit  Full warranty

AUSTRALIAN SPORT PILOT | December 2018

COLUMN

LETTERS TO THE EDITOR Ron Spicer is worried we are making recreational flying too hard.

ust read the latest magazine. Two stories caught my eye that caused me to pause. The ADSB one and the story from AMSA. ADSB first. Why are we worrying about having to spend money putting more damn electronics in our aeroplanes? I fly for fun. I don’t want, nor do I think I need, to be looking at screens trying to work out who is where. I don’t want to be fiddling with small boxes and connectors and connecting bluetooth devices every time I fly. I know the way our regulator works. The second people start fiddling with this stuff, they’ll make it mandatory. The AMSA stuff. More technology. I bought a beacon and four years later I had to replace it. It was too expensive to replace the battery even though I doubt anything was wrong with it. I thought recreational flying was supposed to be simple. It seems to me the push we are seeing happen is far from that.

From the Editor:

Thanks Ron. I doubt they’ll ever mandate ADSB for day VFR, no matter how affordable the equipment becomes. As far as beacons go, yes I’ve had to replace mine as well, and yes it is frustrating. But I think $300 for a new beacon is cheap insurance if you ever find yourself down and lost. just my opinion.

THE ONLY NOISE WE WANT TO BE HEARING IS THE SOUND OF OUR ENGINE

Darren Smythe has a few things to say about the magazine.

’m really enjoying the new look magazine. It’s crisp and very readable, much more in tune with US aviation magazines in terms of professionalism in the content but with an Aussie flavour'. I’d like to see the travel stories give a bit more detail about available accommodation and which motels will do a run to the airfield but apart from that it’s got my vote. It should be available in newsagents. From the Editor:

Thanks Darren. I’m enjoying the challenge and yes, I will try and include a rundown of airfield friendly motels. The newsagent one is tricky as it costs a lot to get the magazine into newsagents and then hope you sell enough to cover the costs. However it is something we are looking closely at.

Young pilot Robert Matthews has more to say about the state of play among aviation groups in Australia.

o you ever wonder what the perspective of a young person is of the Australian aviation industry? I am here to tell you, as a 20-year-old who is highly motivated by aviation, the aviation industry in Australia is a mess. We are not hearing the engine – we are hearing the discord and political infighting. Some of you may be unaware that the younger generation take notice of this discord, which is unfortunately evident in today’s Australian aviation industry. In a world of social media, where things are instantly and widely communicated in any industry, it is not very hard to miss word on this. With the decline of aviation, not only in Australia but worldwide, I am baffled as to why the discord and political infighting even occurs. Is there true care and passion for the next generation wishing to get involved in the industry? As someone who aspires to gain a commercial pilot licence I often sit back and wonder if the time, money and effort are

even worth it. However personally, instead of “chucking it in the bag”, I am determined to plead for change. It disappoints me greatly to hear stories of people, particularly young people, who have walked away from aviation, not because of regulations but simply due to the politics. This is a grave time. Aviation should not be about politics. It should be about getting together as one in the sky, flying, sharing stories and inspiring one another, especially future generations of aviators. Sometimes it is hard to remember but it will be people like myself, it will be people in my generation that will be in the decision-making roles as advocates in organisations and companies in the not so distant future. Would you feel comfortable leaving it now the way it is? I hope not. What can we do to unite as one? What can pilots and members do as one to ensure positivity, growth and enthusiasm occurs in Australian aviation?

AUSTRALIAN SPORT PILOT | December 2018

Australian aviation has endless possibilities. Unity is strength, where there is teamwork and collaboration, wonderful things can be achieved. Speak up about your ambitions within aviation, get behind the organisation or club, whatever it may be, and speak with them about change and how they plan on working within the aviation industry to implement this. Remember not one organisation is doing a “perfect” job – there is always room for improvement. I recommend everyone write in or make a comment with your feedback whether it be negative or positive. The potential is endless; everyone needs to start respecting one another, engaging with one another and most importantly sharing the sky, stories and successes with one another. Together as one and united I hope we soon stand, together as one there is still a chance.

Peter Yates writes about the safety story involving crossing big hills.

s a pilot who spent a bit of time in New Zealand I can associate with the story about the pilot getting into trouble flying across the western section of the Victorian Alps. Flatlanders rarely appreciate just how the wind coming over hills can create problematic downdrafts. I had an instructor in New Zealand who once offered the opinion that if you could see just how the air was behaving at any time you’d never try and fly through it. I’d love to see every pilot get a bit of exposure to flying in the hills but given Australia is so flat I can imagine many pilots will spend their whole flying lives never having to cross a 4,000ft saddle. Good story all the same.

WIN A YEARS SUBSCRIPTION TO OZRUNWAYS. Let us know what you are thinking about aviation. This is your chance to set the agenda. Email letters to editor@sportpilot.net.au

ISSUE 9 ©NOVEMBER 2018

FLIGHT TEST

TL SIRIUS

ADVERTISE

Find out about advertising prices. Email: editor@sportpilot.net.au Download our media kit.

editor@sportpilot.net.au

SPIN TRAINING WHAT INSTRUCTORS SAY

CESSNA 140

TAILWHEEL TRAINER FROM THE PAST

AEROCHUTE

TO THE GULF COUNTRY

RRP $8.80 inc GST

AUSTRALIAN SPORT PILOT | December 2018

COLUMN

LEARNING TO FLY NAVIGATING TOWARDS A CROSS COUNTRY RATING David Bonnici continues to leave the nest on his navs.

s pilots we’re always learning, whether it’s pounding circuits or gathering endorsements to clocking up hours and experience. Learning is a journey, however we become obsessed with the destination without taking time to reflect on our progress. I finally realised this during my last cross-country lesson; a return Lethbridge to Bendigo jaunt that included flying near Class C airspace near Melbourne Airport. The prospect of flying below Class C reminded me of being a kid when I’d cross the street to avoid a spooky house with blacked out windows that was the subject of a gruesome urban legend - it was full of mystery and best avoided. What if I flew too high and earned the ire of ATC? How busy would it be? What if I was unable to climb above turbulence? In the end my route over Romsey meant a reasonable 3500ft limit that proved no different to staying under a ‘lowish’ cloud base, thus avoiding Class C airspace to my list of flying things that seem scary but were actually pretty simple in hindsight - like stalls, flapless landings and steep turns. Every new thing we try with flying can be daunting, but they’re usually the culmination of what we’ve learned to that point. In this case it was everything from maintaining straight and level flight to plotting a heading using Grid Point Wind and Temperature charts (GPWT), an E6B and a VNC - I didn’t even know what those acronyms meant a few months ago! We continued on to Bendigo, via Kilmore where the Melbourne Basin’s coolish weather gave way to the northof-the-divide heat that made the Tecnam Eaglet dance a little. This tested my straight and level skills, as well as my stomach whose constitution has also come a long way since a flight over Point Cook that saw my instructor’s headset case become a sick bag. I did feel a little queasy though and overlooked my approach checks. As we

overflew Bendigo I couldn’t quite make out what the windsock was doing and started my overhead call before confirming my intended runway with not-so professional results. We joined the circuit for Runway 17, countering thermals that made descending a bit of a chore. Luckily, Bendigo’s main runway is now an RPT-friendly 1600m which meant being a little high over the piano keys was never going to be problem. As we took a break in the Bendigo Flying Club’s excellent clubhouse, I reflected on how much I’ve learned since first taking the yoke on my TIF and how I now take for granted skills that I once felt I’d never master. The flight home was meant to be via Kyneton but I was warned there would be a diversion and, as I expected, my instructor, Lindy, told me to head to Maryborough. I came prepared, having jotted down all the potential alternates and their CTAFs, runway headings, elevation and any right hand circuits. I also made a point of having

AUSTRALIAN SPORT PILOT | December 2018

the E6B facing True Index side up on my knee board so I could use the direction plotter as a compass. Even so I was about 10 degrees out and well north of the reservoir I was expecting to see. Luckily, I had seen Maryborough, which looks like a big red dirt car track on the landscape, from a distance while training at Ballarat which helped me recognise it from about 20 miles out. Spotting the airfield early, and confirming it on the map, meant I was a lot more organised by the time I flew overhead. This time I declared my intentions in a more legible manner, and added Runway 35 at YMBU to my greaser list. I finished up at Lethbridge with another 3.2 hours in my logbook, which took me over the 100-hour mark. Like much of my training thus far, Nav No.3 wasn’t perfect, but I’ve finally learned not to kick myself too hard over the things I did wrong and appreciate what I’d just learned and accomplished.

Nose Wheel/Tail Wheel VIP Propellor Spacious Cockpit Leather Upholstery . 118 Knot Cruise . 120 L Tanks

Australian LightWing SP2000-S Aircraft $50,000 . Offers Welcome

www.lightwing.com.au . fly@lightwing.com.au . (02) 6686 8658

KEITH’S MINICAB GY 20. STILL FLYING, STILL BEAUTIFUL. Wooden homebuilts are perfect for RAAus. Martin Hone meets the current owner of a small part of our aviation history.

ithin a year of the building of the prototype Minicab, the little twoseat French-designed aircraft was winning races and setting records across Europe. Despite the speedy history it quickly garnered with the 22 factory-built examples that came out of Constructions Aeronautiques du Bearn (CAB), its designer

Yves Garden had the foresight to design the Minicab with homebuilding in mind. It’s that pedigree that drew South Australian Keith Jarvis to the Minicab. Over a period of 50 years Keith, a former WWII Liberator pilot, built 13 aeroplanes and restored three more, in the days before kits and when everything was crafted by hand from plans. His work included gliders of his own

AUSTRALIAN SPORT PILOT | December 2018

design, early ultralights, a few Druine Turbulents, a Corby Starlet and two Minicabs. He was pivotal in the foundation of the Ultralight Aircraft Association of Australia in the mid-1950s. Keith’s work is still being enjoyed by pilots today with six of his aeroplanes still flying around the country, including the subject in this story, his second Minicab GY 20, 19-3780, which was the last aircraft he completed.

FEATURE Photos: Mark Smith

“I was looking for an aeroplane to enjoy some local flying, with nice handling as well as being a The GY 20 over the fields near Gatton.

The two-place Minicab was designed in France as a scaled-down version of an aeroplane designed by Yves Garden called the SIPA S.90. The prototype flew in 1949 and within a year, a Minicab had won the Deauville Cup for speed as well as the Vichy Aerial Prize. In 1951, a Minicab broke the world air distance record for its class (1825 km, 1138 miles) and in 1952 the design took the world speed record for its class over a

bit interesting,”

2000 km circuit, with an average speed of (183 km/h, 114 mph). After factory production ceased, many more continued to be built around the world. This particular example is interesting not so much because it is an ‘old school’ homebuilt, but because of the person that built it, and his passion for building ‘light’. Keith’s son Ian still flies one of the Turbulents, often assisting with the build

of some of the aeroplanes, including the Minicab. ”Keith was passionate with building aircraft as light as possible and he had an appetite for risk. I think this started with the design of his first glider ‘The Joey’. Back then it was all about gliding endurance,” Ian remembers. “Keith was quietly competitive and was focused on breaking the world gliding endurance record in the mid 1950s based AUSTRALIAN SPORT PILOT | December 2018

New owner Phillip Brumley

on a few attempts with hand launches off Sellicks Hill, SA, and slope soaring. “Fundamentally gliding was about hot weather and thermals but Keith thought he would prove them with a different approach to gliding endurance. Keith’s Joey was only 138 pounds empty and gained much attention due to its efficiency which I think spurred him on in this ‘lightweight’ direction. The Joey was purported to be the lightest conventional glider in the world at the time and there is also an article our family has somewhere showing Keith holding the Joey above his head.” In the early 1960s, gliding engineers realised that to fly long distances you need a streamlined design but with lots of weight to penetrate the air, hence water ballast, however Keith persisted with a lifelong focus on making aircraft as light as possible. “I clearly recall him weighing every item when building aircraft. Hollowing out any gusset he could, using the lightest materials, using alloy in place of steel, lighter cables, smaller wheels, one control stick instead of two, no flaps, minimal instruments, minimal seat cushions, the lightest fabric, etc. etc. A bit here, a bit there, all added up in his mind.” As a consequence of the weight savings, the wing of the Minicab 19-3780 is shorter than the original design and to compensate for no flaps, Keith fitted wing spoilers to

create drag for landing - but these caused too much buffeting and were subsequently removed. This mod also resulted in a higher stall speed of 38 KIAS. “With weight reductions comes some compromise which I believe should be treated with aeronautical technical mindfulness and caution when operating given these innovations are experimental,” Ian says. The original 1949 GY20 design had a VNE of 107 knots. At around 270kg with its Continental C65 engine, this was about 55 kg heavier than 3780, which, due to its light weight, is capable of a cruise speed in excess of this VNE meaning the engine RPM setting on 19-3780 had to be adjusted lower accordingly. The advantage here is fuel economy, something Keith was proud of. “I remember Keith agonising over what aircraft design to base his build when choosing a two seater. He really liked the Piel Emeraude as I recall, but he thought the elliptical wing design was too complex and time consuming for him. The KR2 and the Jodel D11 were also considered. He did have some experience with the Minicab, having helped an old friend Duncan McCallum build VH-DJM in the 1960s. “As for the ‘perfect’ homebuilt, in Keith’s mind... I believe it was the Vans RV 7. I showed him one I was interested in when he was about 90 years old. He said ‘I think

AUSTRALIAN SPORT PILOT | December 2018

this is about the pick of the bunch as far as homebuilts go’. Today the Minicab is owned by Phillip Brumley from Gatton who bought it because he was in the market for a simple RAAus aircraft. “I was looking for an aeroplane to enjoy some local flying, with nice handling as well as being a bit interesting,” he says. "Everyone I spoke to said Minicabs were a lovely aeroplane to fly.” Phillip is conscious of the place his Minicab holds in the history of homebuilding in Australia “I’m taking my time learning how to fly it as I work on my tailwheel endorsement. I don’t want to be the bloke who destroyed a piece of history because I was a ham fisted pilot.” Like many ‘baby-boomers’, Phillip had always wanted to learn to fly but had to wait for his ‘real life’ to become less busy before he could fulfil his dream. “I can’t remember a time when I didn’t want to learn to fly but it took a long time to get into the cockpit because of work, family and everything else that you do throughout life. I eventually started learning about 10 years ago, in my early 50s, in a Jabiru.” “It was terrific to finally start and when I did my first solo it was a tremendous feeling.Despite being an older student, learning to fly was a much looked

forward to pleasure for Phillip. “I didn’t find it hard to learn despite my age. There was no drama. The actual training was a logical extension of what I’d done in the past. I’d done all the theory and being an accountant I had no trouble remembering all the numbers. Basically I found the process of learning quite relaxing. I never felt under any pressure.” Phillip has another aeroplane in the background, though it’s a long way off taking to the sky. “I’ve had a Sonex kit for 10 years so that’s obviously a long term project. One of the reasons I bought the Minicab was to take the pressure off feeling like I should be in the shed always building to get it finished. I bought it as a hobby I could do in my spare time and if I don’t feel like working on it I don’t have to,” he says. “Living at Gatton Airpark in south east Queensland, where everyone seems to have an aeroplane, it’s nice to have the Minicab to fly while I work on the Sonex.” Another airpark resident, Sandra Johnson, owned and operated a Sepa 903 in the UK - a close relative of the Minicab before moving to Australia, and loved it. “Flying gives me the ability to enjoy the sky, and see the ground from above and gain a different perspective. It’s really a feeling of freedom, where nothing else matters much,” Phillip says. To complete his purchase of the Minicab, Phillip needed to go to Aldinga in South Australia. After being thoroughly checked over by Wayne Johns, the very experienced local Level 2, a quick flight in very windy conditions demonstrated the aircraft’s delightful handling characteristics, and plans were made to depart the next day. This also turned out to be blustery

Keith Jarvis building the Minicab.

despite an early start. The aircraft’s particularly light weight, even with full fuel and two of us on board makes it suscepotible to turbulence, but the quick, responsive handling saves the day. The early model, solid-lifter 2200 Jabiru easily lifted the fully loaded Minicab into the air. Turbulence off the hills gradually faded as we climbed out, levelling off at 7500ft. With a conservative 2800RPM, the little Minicab was smooth and quiet, sipping `12.5 litres per hour whilst indicating 105 kts, although we had 140 kts of ground speed at times. 2.7 hours later we re-fuelled at Hay in NSW, greeted by a strong crosswind and hot conditions, before continuing another 2.3hrs to Narromine. By making such great time, we could have continued on and got home the same day, but there was no fuel to be had until morning, so we made use of the airport accommodation units. Next day we departed

for Moree, arriving 1.9 hours later having burned 26 litres and averaging 97 kts over the ground. From Moree it was just 1.8 hours flying time to home, burning 25 litres for an average of 13 litres per hour. At the Queensland border, the cloudbase dictated we descend from our 8500 ft cruising height to get under the clouds, arriving home in time for lunch! This little aircraft is a flying tribute to the skill and determination of one of the pioneers of our sport, and my own experience of the aircraft are best summed up by Keith’s wife Shirley when talking about another of Keith’s other aircraft “This little aeroplane became part of me. Once strapped in, this became an extension of oneself! With the controls so light and responsive, on a nice day, when properly set up, it could land itself, but when the tail came down, one was kept busy on the rudders.” AUSTRALIAN SPORT PILOT | December 2018

COLUMN

TECHNICAL

THE ‘ARMSTRONG’ STARTER Many people still hand-start their engines. Dick Gower reminds us how to do it safely

here was once a time Carruthers, when aeroplanes did not have keys or electric starters so somebody had to fling the prop around by hand to start them. This became known as the Armstrong starter because that is what you needed. A sense of survival quickly led to the adoption of certain hand-starting conventions to make the whole business less terrifying. Student pilots of the era, those who survived the demonstration, got a little elephant stamp in their logbooks to say that, mostly, they could accomplish this task without killing themselves or the bystanders. Sadly, the hard-won lessons of the past were forgotten when electric starters became the norm. Some aeroplanes even had ignition keys! But starters fail, batteries go flat, people buy old aeroplanes or build them with no starter so occasionally we are treated to the spectacle of a starting accident: some tragic, some hilarious. So here is a dissertation on the subject, Carruthers, before those hard-learned lessons disappear forever. It is for good reason that props should always be treated as though the mags are on and ready to go. Consider the case of the apprentice I know who, during WWII, was timing the engine of a Tiger Moth in a hangar. As he slowly moved the prop to align the timing marks he did not realise that the prop was alive. That is not until it burst into life at full throttle. The wooden blade knocked him out cold so he missed the carnage that was to follow as his Tiger careered around a hangar full of aeroplanes and startled engineers. When he finally left the hospital, his fellow engineers had made him an Iron Cross to wear on his overalls, for destroying six British aircraft. To the delight of the spectators, there was a similar adventure right outside the local aero club one Friday afternoon. It’s amazing how high a Cherokee propeller can fling a tool box Carruthers, and how long it takes to find all the spanners and posters

of girls in bikinis selling rivet guns when they eventually stop raining down on the bystanders. It sounded like the Goon Show! Not all such events are as funny Carruthers so let us review a few of the hand starting conventions in the hope that it might save some limbs or even lives. Rule 1 All props are alive. All props are trying to get you nicknamed “Leftie”. They are always alive and ready to go. The exception to this is when you are actually trying to start one. Then, as you fling the blades around, your exasperation and approaching multiple hernia allows just that little bit of carelessness to creep in. That is the moment when the engine roars into life and tries to extinguish yours. Never get mad with it Carruthers. The only time it gets a little safer to turn a prop by hand is when the spark plugs are removed. Rule 2 Get help. Try to get a licensed pilot in the cockpit (it is illegal to have anybody else aboard). It must be somebody you can trust to intervene when you are about to join the growing band of adventurers who have been run over by their own aeroplane or have witnessed it making its first and last solo departure. The throttle rigging can vary so much from one aircraft to another that cracking it just open can result in a power setting anywhere between idle and long range cruise. Rule 3 Don’t let the prop get between you and the aeroplane. It is safer to stand behind the prop when pulling the blade rather than in front. That way if something goes wrong you can get to the throttle without looking like a matador with a death wish. (See “getting run over” in rule 2). Also, when you are standing in front, the prop is a lot closer to your knee caps than you think - especially on tail-draggers. Rule 4 Who is in charge? Let us get this sorted from the beginning Carruthers: those who pull the blade are in charge and they call what to do.

AUSTRALIAN SPORT PILOT | December 2018

Those who sit in the cockpit do it and then repeat back what they did and do nothing else; no exceptions, no secret good ideas. It all sounds a bit Hop-Harrigan Carruthers but everybody must know exactly what is going on. And in case you are wondering, “contact” means magneto on. Don’t change decades of convention. Rule 5 Out of the arc. Do not stand in the prop arc when pulling the blade through. This may sound like blindingly obvious advice Carruthers until the day you see somebody actually hook their leg over the blade to get it past a compression. Words fail me! Get somebody who knows what they are doing to show you how to move away from the prop arc as you pull the blade. Radial engines are particularly tricky because they have an odd number of cylinders and the prop can stop in a position totally unsuitable for starting ( but they sound so good when they do!) Oh yes, and don't wear a cap or sunglasses or anything else that may get blown away and cause you to impulsively grab for it when the beast actually starts. Rule 6 Learn the tricks. Learn the various tricks on priming etc for that particular engine type. Most engines start better if, after priming, they are first pulled through a compression with the throttle closed and the switches off. Remember that, with a cold start, persistence pays because the engine cylinders are being heated by compression each time you pull the prop through. (Those who do the propping also get overheated Carruthers – see rule 1 ). The cylinders on some engines, particularly inverted and radials, must be checked for "hydraulicing" (meaning cleared of oil in the cylinders before starting) otherwise serious damage will occur. This usually involves pulling the prop backwards (it is safer that way) through all of the compressions remembering that, with some engine types, backwards will wreck the vacuum pump.

Rule 7 Avoid relying on brakes. Preferably, start with chocks in place and the rear tie-down rope attached. You will remember to remove them as soon as you have got in, closed the canopy, strapped in, put on your gloves and headset and called the tower. The brakes on some aircraft just aren’t reliable enough for hand starting, especially if you forget to put them on. Rule 8 Start on the impulse magneto only. Start only on the impulse magneto (which has a retarded spark for starting) otherwise the prop and most of your fingers may suddenly go around the other way. This is called kick-back Carruthers and has nothing to do with trading with some countries to our north. Kick-back can result in only two beers when you hold up your fingers up to order four.Also, listen for the release of the impulse coupling when propping. If you can’t hear the impulse releasing don’t bother trying to start it. Rule 9 No solo on-the-job training. If you are not sure what you are doing, don’t. Rule 10 When the engine fires let go of the prop. .....just checking Carruthers.

JOIN RAAUS ON INSTAGRAM In mid-2017, RAAus launched an Instagram account to complement our social media presence on Facebook. Before officially launching the account, we grew to over 200 followers, and have been building up the account with photos and videos that we think our members will love! Instagram is a highly visual, photography based platform that allows users to easily follow organisations, individuals, and even search for specific interests. Signing up to Instagram is free and easy, so if you aren’t already a member, why not download the app and join today! You can find and follow us at @recreationalaviationaus and you can help members find your photos by tagging them with #raaus We want your photos! The intention behind the RAAus Instagram account is to provide a centralised place for RAAus to share member’s photos with our followers. We know how much people love looking at aircraft, views from the cockpit, fly-ins and airshows, so we want to hear from you! You can email your photos to media@raa.asn.au for inclusion on our Instagram and Facebook pages. Be sure to include a caption or some information about your photo, and your name or Instagram handle.

AUSTRALIAN SPORT PILOT | December 2018

COLUMN

SAFETY

PAINFUL PROP STRIKE Following on from Lukeâ&#x20AC;&#x2122;s advice on propeller inspection and maintenance, he relates a story about how a prop can bite.

e all know hand propping an aircraft can be hazardous, but when executed correctly, can be quite safe to do. This is not one of those stories. With the final work completed on the resurrection of the Sonerai, I had eagerly awaited the chance to strap the aircraft back onto its trailer and to take it out to the local airfield to fire up the Volkswagen engine. I found a day that lined up with my friend, Peter Burgess, being available and we headed out to Brooklands Airpark in SA to do some ground testing. I confirmed all of the safety aspects of hand propping an aircraft with Peter, who has experience with my type of engine, and then set to work getting the beast roaring. After several attempts with some modifications to the priming etc. we finally got the engine to come alive and purr along for several minutes. It was then we discovered that some of the gauges were not working correctly and hence, the testing and adjusting phase began. After shutting down the engine, we found that it was much harder to start and that sometimes it would fire seemingly early and would put a lot of pressure on the top of your fingers as you tried to throw it around. After several more starts, I went to try it one more time and that is when the injury occurred. The throttle body injection (TBI) had been primed and as I tried to pull the prop through the magneto, the ignition occurred just before Top Dead Center (TDC) and sent the prop spinning in the opposite direction. As it had pulled itself from my hand, the natural direction of fall caused my hand to strike the upcoming prop at the base of my thumb on the palm and left a significant dent in the muscle and immediate pain but luckily no broken bones. So I pondered what had gone wrong, as I drove back home that afternoon? I had carefully listened to the information provided to me when I purchased the aircraft and was only starting on the primary (magneto) circuit so why was it firing before top dead centre (TDC)? For the next two days, I spent hours looking through the electrical system confirming the design and intent of every circuit especially around the ignition. What I found rather quickly to my dismay is that the information I had been given was wrong and in actual fact I was trying to start the engine on the secondary ignition (CDI) circuit. The long story short is that the reason

AUSTRALIAN SPORT PILOT | December 2018

we only use the magneto to hand prop on is that it contains an impulse coupling. This device retards the spark until after TDC so that it won’t fire backwards when pulling through the prop. Once operational, it then changes the timing back to just before TDC as this is the most efficient for the engine. The secondary CDI circuit does not have any of this functionality and so this is why it is left off during starting procedures. So after all of this, will I be heading off to go and buy a starter motor? Surprisingly the answer is no and that is due to several reasons. The engine setup I am using is designed to be hand-propped, with a significant weight increase should a starting system be added. Also the cost to add a starter is also significant and includes the added complexity of installing a ring gear to the flywheel and a modification to the airframe. Hence I made the decision to hand prop since the engine is designed for this. If done correctly I should have no further troubles with this process. As always, hand propping is more dangerous than pressing a starter

button however if managed correctly it can be a suitable alternative. After reading every piece of information I can find on hand propping aircraft and discussing this with several pilots who practice this, I have found some key guides on ensuring safe operations when propping aircraft. These include: • Have another experienced person available to help you out if possible with clear communications. • Only hand prop aircraft which are designed to be propped • Only start using the magneto with an impulse coupling • Never wrap more than your top finger knuckle around the blade if at all • Stand close and use a motion that swings your body away from the propeller • Always chock or tie the aircraft down to prevent undesired movement • Always treat a propeller as if it is live • Don’t rely on reading about it, go and find someone to teach you properly (no pun intended)

• Predetermine your clearance/pathway from the propeller for after the engine starts This is not an exhaustive list on how to hand prop an aircraft, but are some general principles on which you should build on by seeking out an experienced person to demonstrate and tutor you. I would like to thank my experienced person Peter Burgess for helping me out and giving some great advice on the safe technique that he has employed for more than 10 years of hand propping his own Sonerai. And so this brings me one step closer to the test flights of my Sonerai as I slowly and carefully work out the gremlins in the system to ensure that the plane is safe and reliable before it takes to the sky. I now have some further ground runs to complete, some re-wiring of the dash for gauges etc. and the final bits and pieces before I hand it over to a test pilot. I think however it may take me a couple of weeks before my hand is better so that I can attempt to prop this engine again, but this time on the correct starting circuit.

GYMPIE AERO CLUB

FUEL NOW AVAILABLE AVGAS AND MOGAS PAY BY VISA OR MASTERCARD BREAKFAST 1ST SUNDAY EVERY MONTH 8AM – 10AM COST $10 YGYM

HIRE OUR CLUB AIRCRAFT

$130 hour wet to Club members. Join Gympie Aero Club, email robertfraser11@bigpond.com AUSTRALIAN SPORT PILOT | December 2018

FEATURE

ONE PILOT’S JOURNEY FROM THE EDGE OF SPACE TO 1500 FEET Steven Grzebiniak has flown one of the most sophisticated aircraft ever built. Now he’s mastering one of the simplest. Mark Smith caught up with him.

o matter how hard you try it’s impossible to get your head around the numbers of the SR-71 Blackbird if you’ve never flown one. Flying at 80,000 feet, covering the ground at Mach three, this unarmed reconnaissance aircraft was one of the technological feats of the Cold War. The term ‘best of the best’ is often used to describe pilots who flew such aircraft yet Steven Grzebiniak is reluctant to use that term to describe his four years as one of the few who took that aeroplane high above the world’s trouble spots in the late 1980s and early 1990s. “I worked hard to get my spot on the program but I don’t think I was the best or anything. I was a meticulous pilot but most people who succeed at military flying tend to be that way, especially if you become a fighter pilot,” Steven says. Steven had no previous flying experience when he was admitted to the US Airforce Academy, though he had lived the military life from birth because his father was a maintenance engineer in the airforce.

His early years were spent in Germany with non-other than Col Chuck Yeager commanding the fighter squadron his father helped maintain. He remembers a funny story regarding the legendary test pilot and his Dad.“My father was a lowly Lieutenant Maintenance officer and Col Yeager had a personal T-33 that he used to fly between bases. My Dad had the task of getting the Colonel to bring the jet back to the base for maintenance as it was overdue. The colonel was hot-dogging the shiny jet around Europe going to commander’s meetings in places like Italy and Spain and not paying any attention to how many hours were left in the logbook before the next major inspection. He had to have a heart-to-heart chat to Chuck and told him to get his butt back in the aeroplane and get back.” Being around airforce bases meant Steve had a front row seat at the regular displays like armed forces day which he went to with his father. “I’d get to see the Blue Angels or the Thunderbirds flying overhead as well as

AUSTRALIAN SPORT PILOT | December 2018

crawl around aeroplanes on the ground. It’s what led me into aviation because I realised it’s just the natural thing I wanted to do. “When I was in high school I knew the only way I could get a pilot training slot in the airforce was to get into the US Airforce Academy, which is a four year military university that was quite hard to get into. I finished high school in 1974 which coincided with the wind-down after the Vietnam War and there was a lot of excess pilots in the airforce and not many aircraft for them to fly. They basically cut off the training stream, though if you graduated from the academy you were guaranteed a flight training slot.” Steve was fortunate to get into the academy and, in his own words, ‘more fortunate’ to graduate given the 40% of students who dropped out during the course. “I didn’t have any flying experience before I entered the academy and my first time behind the controls was in my senior year where I had to do a mandatory semester flying the military version of the Cessna 172. It was taught by military instructors as

an introduction to military pilot training. You had to complete the course satisfactorily as they started washing people out at that stage. If you didn’t have an affinity for flying and it showed up during those 20 hours they said you weren’t going to make it to pilot training.” Luckily Steve went well during this early phase and subsequently went on to flight training, graduating near the top of his class. This allowed him his first choice of aircraft, being the F4 Phantom, which saw him come full circle and receive a posting to Germany where his father had been stationed. “I spent the first four years of my life watching F100s flying overhead in Germany and then my first operational assignment was at a small fighter base there.” Steve says the F4 was a great aircraft to fly, and will be remembered in the same light as earlier fighters. “It was a fantastic aeroplane that I think will go down in history side by side with the likes of the P51 Mustang. “It was a blast to fly, capable of Mach

2.4. It was a very honest aeroplane, with no computer assistance. If you ham-fisted the aeroplane it would kill you. If you hauled back on the stick and put in the wrong amount of rudder at a high angle of attack the aeroplane would go ‘ok it’s a good day to die.’” The Blackbird came next, though Steve had dreamed of flying it after seeing it do a fly by as a first year cadet at the air force academy. “I’d just finished my first year and was marching back from our own little graduation ceremony. The senior year were also graduating on the same day before moving on to their airforce assignments. It’s a big day with lots of families present and back then in the 70s they’d have a flyby of just about every aircraft the airforce operated. The last aircraft to fly over was an SR71. It seemed like it came out of nowhere, over the parade ground and pulled into a full afterburner climb and disappeared. “I was 18 and I just stood there and looked at it, thinking ‘someday I’d really like

to fly that’.”That spurred the young Lieutenant to do whatever it took to make him competitive to get selected for a Blackbird assignment. “You had to have 1500hrs fighter time, instructor pilot experience, evaluator experience and plenty of air to air refuelling experience because a big part of operating the Blackbird involved air to air refuelling. You never flew more than 1.5hrs without refuelling from the tanker.” Steve met those criteria and had the letters of commendation from his flight commanders, as well as a clean service record. He then had to pass a five day selection process involving multiple interviews with the commanders and the pilots attached to the Blackbird program, as well as various check rides in the front and back of the T38. Then there was a four hour simulator session in the SR71 itself. “You went in totally cold, not really knowing anything about the aeroplane and the instructor then gave a quick briefing on the layout of the cockpit. The aircraft was AUSTRALIAN SPORT PILOT | December 2018

“I was 18 and I just stood there and looked at it, thinking ‘someday I’d really like to fly that’.” then put at the end of the runway and you were told to take off, climb to 80,000 feet and ask for whatever checklist you thought you needed. Then if you did well he started to throw emergencies into the mix. That was an interesting part of the interview. “The idea was to put the candidate in an unfamiliar situation and see how they handled it. It was like the instructor threw you two balls and you started juggling them. If you were doing okay he’d throw you another so now you have three balls in the air. Then he’d throw another, and another until you started dropping things. Flying the aeroplane was like that. The training taught you to prioritise what was important. The training was 11 months long and we’d done 50 hours in the simulator

AUSTRALIAN SPORT PILOT | December 2018

before we got to fly the real aeroplane.” With such intensive training you’d think an SR71 pilot would have time to look at the world from 80,000 feet and enjoy the view. Steve says that wasn’t the case. “We had very little time to stare out the window and admire the view because we had to constantly monitor the engines and flight instruments, while the guy in the back was handling the navigation. He was also the electronic warfare officer and he was handling the reconnaissance sensors as well as monitoring the surface to air threats. “We were constantly flying the aeroplane. The autopilot was roll only so we were always manually flying the aeroplane in pitch, as well as manually adjusting the throttles because we also had no auto

throttle system. Basically one hand was on the stick, the other on the throttles, with constant small corrections.” Steve flew the aeroplane for four years from 1986 to 1990, when funding cuts grounded the Blackbird program. Seeing no future in the airforce he left and began a career with American Airlines which lasted for 25 years. He took early retirement so that he and his wife could spend more time with her father, who now lives on the Gold Coast. And that is how Steve has come to be enjoying latest flying exploit, with the 17,000hr aviation veteran doing his RAAus conversion on the Savage Cub. “It’s just so totally different. I’ve never flown a tail dragger so that’s exciting, and challenging. It’s much easier to land the

Blackbird than to land a taildragger, I can tell you that. “It just feels brand new after the flying I’ve done in my life. They say flying is like riding a bicycle, but when people ask me what it’s like to fly something so light I say it’s like trying to learn to ride a unicycle. It’s got a wheel and it’s got pedals but it’s totally different.” Steve laughs as he explains further. “It’s challenging and that’s what I’ve

been enjoying. It feels like you are flying, seat of the pants stuff. You aren’t trying to fly a standard instrument departure, but rather you feel the updrafts and downdrafts and you can open the window.” “In a strange way flying the Savage Cub is like flying an F4. Both are aeroplanes that require you to actually feel the aeroplane to fly it well. When you are flying a 777 weighing 330 tonnes you may as well be flying the simulator.” AUSTRALIAN SPORT PILOT | December 2018

AUSTRALIAN SPORT PILOT | December 2018

SAFETY

SAFETY BRAKE OIL BASICS By Luke Bayly

rake systems are an important part of our aircraft control systems and the maintenance of these should not be over-looked when completing annual inspections. While the pads themselves will predictably wear down to a limit, a more random failure can occur involving the brake fluid itself, or the lack thereof. The brake system will fail to provide sufficient braking pressure if there has been a leak causing fluid to soak the pads or if there has been a leak allowing air into the system. The former is an obvious reduction of the friction on the now-lubricated disc brake and the latter is a result of the compressibility of the air in the fluid limiting the pressure applied to the pad itself. In both cases, a leak of the system has been the root cause and this can commonly be attributed to the degradation of a seal or o-ring. While the age/use of the components is an obvious factor, another common question to ask yourself is whether you have the right brake fluid for your brake system in the first place. The Matco brakes that I have specifically require MIL-5606 brake fluid and warn against the use of types such as the common automotive DOT-4. The key reason for this is that while DOT-4 can do the job now and perhaps over a couple of months, it is not compatible with some

TL Stream Tandem Seat

of the seals and o-rings and over longer periods it will degrade these components, thus causing a leak. The second reason that DOT-4 is not advised is that the freezing point may not be compatible with aviation activities my aircraft might incur. While we may not reach as far into the heavens as some of the GA planes, operation for longer periods at high altitude may cause the fluid in the lines to freeze - so a fluid with a lower freezing point may be a prudent step in the right direction. Note that this is specific to my own setup and some aircraft manufacturers do specify the use of DOT-4 only based on their brake system. A commonly used fluid in the industry seems to be the Aeroshell 41 which is also available as the Phillips XC or Royco 756. All of these fluids are the MIL-5606 rated hydraulic fluid where the MIL standards for military specification. While this is a good option for safe operation of aviation brake systems (check your manual before using this), there is a higher specification of fluid that could also be considered with these applications. The MIL-PRF-83282 or MIL-PRF-87257 are also military hydraulic fluids but are a synthetic silicone-based type with a higher fire resistance. Common designations for these fluids include the names Aeroshell

TL Sting S4 Low Wing

31or Royco 782. These fluids are both backwards compatible with the MIL-5606 type however if changing from one to the other, the system needs to be drained and re-filled instead of just “topping up”. Aside from your local aviation maintenance facility, there are a few places online that these fluids can be purchased including Skyshop.com.au, Aeroparts.com.au or any others from a quick google search. The key benefit to using a higher-grade fluid in your brake system is that when you need to operate them at their limits (imagine standing on the pedals on a short field landing), the ability of these key consumables to impart force and dissipate heat may be the fractional difference between hitting the fence and pulling up before it. If anything, knowing that you are maintaining your aircraft to the highest standards should give you confidence in your aircraft and pride in your work. Again, please consult your OEM manual for the type of fluid specification required before experimenting with different types. If in doubt, talk to your local L2 or a LAME to ensure your choice of fluid is suitable for the application you need. We all know the saying that “Oils ain’t just Oils” but ensuring you use the correct type to the highest standard will keep your brake system working for when you really need it.

TL3000 Sirius High Wing

• Carbon Fiber Quality • 25 Years Aircraft Manufacturing TL-Ultralight Australia Pty. Ltd. John 0408 529 838 or john@tl-ultralight.com.au or Gerard 0439 541 911

tl-ultralight.com.au

AUSTRALIAN SPORT PILOT | December 2018

COLUMN

QUICKSILVER GT 500

Flying is supposed to be fun. Mark Smith flies an aeroplane that has its roots in early LSAs, but is still a hoot in the air.

’ll admit there was a time in my flying career where I’d have looked at the Quicksilver GT 500 with a mixture of fear and loathing. Ignorance tends to create an animosity that only real world experience can change. But in the 1980s and 1990s I had bigger fish to fly and so I continued my prejudice that was common in the divide between ultralights and so-called ‘real aeroplanes’. I regret that now because if I’d have just accepted the challenge and got to know an aeroplane like the Quicksilver GT 500 I’d have had a whole realm of aviation open up 20 years earlier than it has. Thankfully I’ve grown up, become less judgemental, and have become eager to enjoy all aspects of light sport aircraft flying. Bert Moonen, the Australian agent for Quicksilver, owns the aircraft I’m lucky enough to fly. It’s an original GT 500 with the addition of perspex doors that replace

the original fabric and clear plastic, and was built in 2009. The GT 500 debuted in 1990 at the Sun n Fun fly-in held annually in Florida. Tom Price and Dave Cronk, two of the ultralight/lightplane industry’s most experienced engineers and designers, created the aircraft as a follow on from the single seat GT 400. The concept was to offer an ultralight that gave traditional GA pilots the same feel as a heavier conventional aircraft, which explains the large yoke in place of the more common control stick usually found on LSA from that era. It also boasts elevator trim and three stage flaps. It’s unusual to see a tricycle-geared aeroplane sitting with its nose high in the air waiting to fly, but with a pusher engine it’s the weight of the pilot that puts the nose gear on the ground. Climbing in is easy with the yoke full forward and the visibility is outstanding once enthroned in the nose. I’ve always enjoyed flying pushers because the view forward,

AUSTRALIAN SPORT PILOT | December 2018

without an engine or propeller reminds me of a glider. An 80hp Rotax provides the push and being mounted up the back produces a very different audio note. Being a trike means taxying is easy and in no time we were lined up, ready to blast off. Full power and it pretty well leaps off the ground and I found myself throttling back to keep the climb angle sensible. Straight away it is obvious rudder and ailerons are quite heavy while elevator is quite light. The large yoke is needed to provide the heft required to move those big ailerons. 50kts seemed to fit the bill in climb so that’s where we kept it. Cruise was set at 4500rpm and settled at about 70kts, with solid stability in all three axis. The heavy ailerons make it a two handed exercise to roll in a steep turn from left to right and back again, with rudder input needed to counter the adverse yaw. On the whole though, it’s not unpleasant to fly in any way.

Photos: Mark Smith

Bert Moonen

Pulling down two stages of flap and pulling the power back saw 45kts appear on the ASI and it remained stable, though the control forces lightened considerably as is to be expected. Full flap stall speed (30 degrees of flap) is 36kts. We entered the circuit on downwind at 70kts, popped a stage of flap on base as the power came back and dropped the rest of the flaps on finals, keeping some power on. Like all draggy LSA the Quicksilver loses speed quickly and a high approach to keep some energy seems to work best, knowing once the nose comes up and the power goes to idle it’s going to stop flying pretty quickly. With such a slow touchdown speed it’s an easy aeroplane to land, though given how low it is to the ground it’s a good idea to spend a bit of time just sitting and looking at the sight picture before the first flight. The flaps are definitely there more for show and the rumour is that the flaps (along with the yoke) were only added to keep traditional GA pilots happy, though I imagine they’d AUSTRALIAN SPORT PILOT | December 2018

help a bit in shorter field ops. Bert says the design is still popular in Australia, with demand for parts still taking up a fair bit of his time. “I’d say there would be around 100 or more GT500s with either the Rotax 582 or 912 still operating across the country. On top of that there would be around 150 of the single seat GT400s, and more than 300 of the earlier Quicksilver MX series. Forty years ago the then agent, who was based in Foster, was making a couple of MX kits a week, because while there was plenty of designs available, the QS range

were always regarded as being one of the safest and predictable aircraft on the market,” he says. In the main, Quicksilver pilots are recreational pilots who just want to have some ‘short range’ fun, and usually Quicksilver pilots have a Cessna or similar stashed in the same hangar for their long range flying. Although the QS range is primarily recreational, the GT500 and the Sport 2S SLSA models are LSA certified and can be used for training. It’s very old school in many ways, with simplicity and strength, but that’s the joy

AUSTRALIAN SPORT PILOT | December 2018

of flying in the recreational sector where the experience of simply being in the air is enough. The view with no engine gives any pilot the best seat in the house, while the construction makes maintenance a breeze. The whole QS range has not changed much over the years, as the saying goes “if it ain’t broke, don’t fix it”. Flying a Quicksilver is fun, which is what any recreation is all about. Given it’s an aeroplane that was fully certified by the FAA it’s also safe. That has to be why the design has been so popular and why so many are still flying across the globe.

INSURANCE AND SAFETY PARTNERSHIP FOR RAAUS MEMBERS PSB Insurance Brokers is pleased to provide a tailored insurance program exclusive to RAAus members, underwritten by QBE Insurance and Agile Aviation Underwriting Services. The partnership has safety at it’s core with Australian Red Bull pilot and RAAus member, Matt Hall delivering a number of safety initiatives. For a range of Aviation insurance solutions, including Aircraft Hull, Top Up Liability visit psbgroup.com.au for instant cover* or call (08) 8271 9677 | (03) 8841 3303.

• ONLINE INSURANCE QUOTING AND DELIVERY

• DISCOUNT OPTIONS INCLUDING NO CLAIM BONUS AND HIGHER EXCESS

• INSTALMENT PAYMENTS AVAILABLE

• CASH BACK TO RAAUS FOR POLICIES PURCHASED ONLINE

PSB Insurance Brokers, together supporting RAAus and its members. *Subject to acceptable underwriting criteria - AFS241402

agile aviation

UNDERWRITING SERVICES

CALL NOW 03 9531 1018

Sport aircraft sales

Sling 2 (now 19 Reg!)

Leather, G3X Touch, A/Pilot Europa XS (1999) Airframe / Eng. TT 160 / 160 Rotax 912ULS 125ktsextras... Rotax 912iS, 9.5/10/ in/out, Airframe / Eng. TT 705 / 664 ENQUIRE TODAY $135,000

CSU incl. feather / Includes trailer

ASKING $55,000

MEMBER MEMBER

RV-12 (transfer to RAAus!)

MEMBER

10” Dynon Skyview, Extra tank Vans RV12 (2014) Airframe / Eng. TT240 / 240 10” Dynon Skyview, Extra tank MTOW 600KG! Garmin Com, ELT Airframe / Eng.

Mobile: 04661018 649 868 CALL NOW 03 9531 Email: enquiries@sportaircraftsales.com.au

MEMBER

TT240 / 240

VALUE - REDUCED $99,000 Near new cond., Garmin Com, ELT ASKING $115,000

MEMBER

Mobile: 0466 649 868 Email: sportaircraftsales@gmail.com

Pioneer 300 Kite (24 Reg)

Morgan Cheetah (19 Reg)

Factory built, 3 tanks, new prop Pioneer 300 Kite (2013) Airframe / Eng. TT890 / 890 Factory built, 3 tanks, new prop Glass, perfect school trainer or tourer

Sling 2 (2016)

Airframe / Eng. TT890 / 890 REDUCED $80,900 + GST Glass, make $$$ online or fly yourself

Airframe / Eng. TT 160 / 160 GREAT VALUEavionics. BUY $35,000 G3X & full Garmin Leather.

ASKING $95,000

SOLD!

Jabiru 2200, 105kts, elec trim

Airframe / Eng. TT 275 / 245 4 point harness, 6 pack, iCom A200

Rotax 912iS, CSU, Autopilot

Some other aircraft for sale: Australian Lightwing SP2000, 80TT 24 Registered Rotax 912ULS fresh Annual & SB’s $69,900, Flight Design CTLSsellers: Dynon D10 / D180 Garminus 695urgently! 1066TT REDUCED $99,000, X-Air Standard 90TT $21,500, Micro Aviation MGL 90TT Sport aircraft please contact We have active buyers now, looking for the following SportBathawk Aircraft... XPonder $45,000, Tecnam P92-200 RG 24-Reg 1250TT Rotax 912ULS (250hrs since new) $76,500, Jabiru J-200B (award-winning a/c) 19-Reg Sling 2 low/mid eng/prop hours, Glasair 2 RG (retractable gear or 3), Lancair or similar (all models considered), Jabiru J160 preferably Rotax motor, Jabiru&3300 Solidcondition Lifter 452TT Jabiru 120C 24-reg Engine 180hrs ago $29,900... plus many more our website! hangared excellent $40k-$59,900, $50k, RV-7/A, RV-9/A, RV-10, TT1050 RV-12/iS, Sonexrebuit aircraft (all models considered), Cirrus SR20 /22on aircraft.. & more! Contact Nicholas Contact NicholasChristie Christiefor foraaconfidential, confidential,no noobligation obligation discussion discussion

www.sportaircraftsales.com.au www.sportaircraftsales.com.au

www.facebook.com/sportaircraftsales/ www.facebook.com/sportaircraftsales/

AUSTRALIAN SPORT PILOT | December 2018

FEATURE

EVOLUTION VL3 – THE FAST AND THE FURIOUS The Oxford dictionary tells us that ‘evolution’ (noun) is “the gradual development of something.” Mark Smith reports.

imes are, as they say, a changing. Where once the LSA was a collection of tubes, sailcloth and a tiny two stroke engine we now have sophisticated flying machines that are capable of full IFR certification when they are registered with the government regulator of all things aviation. Change is a good thing because it’s the basis of progress. No one seriously looks at the Model T Ford as a finishing point in the history of the motor car any more than they look at the Skycraft Scout as the pinnacle of the light sport aircraft movement. Some people still enjoy their Model Ts but

they own something a lot more modern to travel day to day. It’s the same with aircraft. Lots of people enjoy basic RAAus aeroplanes and if that’s what you like, or usually what your budget can afford, that’s great. But there is a market for high end tourers, and if they meet the weight and speed regulations for our area of aviation then they are perfectly welcome. The JMB Evolution VL3 is one such aircraft. Yes, it’s in the upper price range for LSAs but what new aircraft that’ll do 160kts burning 16lph isn’t? There is a demand for the aircraft as the factory in the Czech

AUSTRALIAN SPORT PILOT | December 2018

Republic is turning out five per month to satisfy the European and US market, either as a kit or factory built. Brothers Jean-Marie and Jean-Baptiste Guisset are the owners of JMB. They operate a private airfield in Belgium with a large flight school, maintenance and VL-3 repair facilities. The basic design was first produced by Aveko, with JMB the dealers for Germany and Belgium from 2008. Then in 2012 they took over production, giving the aircraft a redesign with an improved tail and upgrades to the wings which helped increase

PHOTOS: MARK SMITH

the cruise speed by 15kts over the original. The aircraft is available in a variety of configurations including fixed gear and fixed pitch propeller, and a choice of engines ranging from the Rotax 912 80hp through to the 914 Turbo rated at 115hp. Most of the sales to date have been for the retractable version that is being looked at in this review, powered by the 100hp 912s. This engine gives the VL3 Evolution a cruise speed of 145kts at 9000ft. The demo aircraft in Australia has the 914 Turbo which gets the aircraft along at 165kts. The smooth lines are the result of composite construction and are reminiscent of the Lancair homebuilt, though the Evolution has four more feet of wing and a shorter nose than the Lancair 320. In my opinion it’s a much better looking aeroplane. Global Aviation Products is the Australian representative for JMB and made their demonstrator available for Australian Sport Pilot. First impression is that the finish is superb, with composite technology now allowing paint schemes where previously aircraft made from composites had to be predominantly basic white to prevent the resins losing their strength due to heat build-up while outside on warm days. The interior is also beautifully finished, though given the market the aircraft is trying to attract, of fairly high worth individuals, you’d expect nothing else. Two 10 inch Garmin screens dominate the panel, providing enough flight information to keep even the nerdiest captain happy. With Errol Van Rensburg, the owner of Global, in the left seat it was time to see what the VL3 could do. Nearly every sport pilot will have flown

behind a Rotax at some stage so there’s no point detailing the fact the engine started. It’s a Rotax – they always start! That said, the noise level during the taxi to Heck Field's rwy 10 was very low. It’s not the smoothest of airfields but the suspension on the VL3 seemed to iron out the bumps. With the checks out of the way it was time to fly. Full power produced a kick in the back and after a very short roll out we broke ground. The gear needs to go away immediately to avoid the 71kt speed limitation and we were soon over the coast at 2000ft. 5200rpm and she was indicating 155kts and riding the afternoon chop easily. This worked out to a TAS of 165kts on the Garmin, confirming the book numbers. Control forces gave a nice feel to the aeroplane and once trimmed it didn’t show any desire to diverge. Tapping the control stick back and then letting go saw the aircraft settle back into its trimmed attitude after one fugoid, demonstrating good positive stability. However this is a slippery aeroplane and dropping the nose saw the speed increase very quickly. All high performance aeroplanes are like this, which is why currency and a good knowledge of the numbers associated with the design are the keys to staying safe. Errol says he won’t sell the aircraft to anyone without them either having a fair bit of high performance experience or doing a number of hours with an instructor to thoroughly learn what’s needed to fly this aeroplane. Despite being such a speed demon in cruise, the stall is a benign 30kts according to the book. It was obvious slow speed

AUSTRALIAN SPORT PILOT | December 2018

handling was good when doing the air to air photo session. The camera ship was a Bushcat plodding along at 75kts, yet Errol was easily able to maneuver as directed and hold position. Having shot a lot of air to air pics from a variety of camera platforms you soon learn to notice if the pilot of the subject aircraft is working harder than normal to hold station.

Coming back in and as said before itâ&#x20AC;&#x2122;s all about the numbers. The power needs to come right back to slow down to a circuit speed thatâ&#x20AC;&#x2122;ll fit in with the variety of other aircraft that we share the air with. Lots of back trim and 3000rpm eventually led to 80kts on the screen and one stage of flap. The extra drag brought the speed back to 70kts and it was time for the gear. Power

AUSTRALIAN SPORT PILOT | December 2018

back on finals, full flap and the speed comes back to 60kts, aiming for 50kts over the fence. Hold off was a little high but the gear absorbed the touchdown nicely. Errol informed me you can bring the speed back a bit more on short final to really cut the landing distance. So who will buy one? Errol sees older pilots who have decided to sell their high-

end VH-registered aircraft but still want to go places. “There are people out there who own aircraft like Bonanzas or the Cirrus. The cost of keeping an aircraft like that operating is fairly substantial. Fuel alone can run to more than $130 per hour. The VL3’s fuel burn costs a third of that, for pretty much the same speed.”

The numbers with the Rotax 914 are pretty amazing. Aussies love to travel and with a potential fuel load of 120ltrs, running the engine at 55% yields a fuel burn of around 12lph at 135kts. That’s 10 hours endurance. Throw in the safety of a ballistic parachute if things really go pear shaped and it’s easy to draw the conclusion this is an impressive package.

For the record I’ll never be able to afford one, nor will I ever be able to buy a Ferrari. But plenty of people can and do. This is an aeroplane that continues to push our sector of flying to new areas, and that’s good for RAAus. More choice will hopefully means more pilots, which means more activity. That has to be a good thing.

AUSTRALIAN SPORT PILOT | December 2018

COLUMN

SAFETY DRINK WELL AND FLY WELL With summer coming pilots need to think about correct hydration. Doctor and pilot Ken Wishaw reminds us that what you drink strongly affects how you fly,

or most Australian pilots, be they commercial or recreational, a lot of time is spent in hot conditions. Dehydration is an often forgotten factor in flight safety and performance. As a medical specialist, fluid physiology and management was a central part of my practice every day and, as a flying instructor, I meet a lot of pilots who simply do not appreciate the hazards of dehydration or how to assess and manage their fluids. Those I have taught about this say their performance is much better and their flying much more enjoyable. In temperate conditions a person normally loses about 500ml to 1 litre per day through sweating. In hot conditions this can rise to as much as 8 litres per day. Additionally we lose water at high altitude from breathing air that has a low water content. Add to this the concentration required to fly aircraft and meet schedules, diverting our attention from thinking about thirst and hydration, and the scene is set for trouble. A deficit of over 1 litre (2%) due to failure to replace sweat losses can result in headaches, muscle cramps, dizziness and visual disturbances. But hydration is more than just taking enough water. In fact just taking water may actually be harmful. A few facts needed to be understood as to why this is so. Our blood and body fluids normally contain 135-150 millimoles (mmol) of sodium and 100 mmol of chloride per litre. What we lose in sweat depends partly on our genetic makeup, but more importantly on whether we are acclimatised. The more acclimatised we are the less sodium and the more potassium we lose in our sweat. Sodium losses for a person who is well acclimatised are of the order of 5-30 mmol per litre. For someone who is not acclimatised, like an office worker who flies one or two days a week, sodium losses in sweat may be 40-100 mmol/litre. As a crude way of appreciating of these

figures, try tasting the following solution; one level teaspoon of table salt, which is sodium chloride, dissolved in a litre of water equals approximately 100 mmol/litre. Our bodies possess a very sophisticated sodium control system. But it only works well if we are sufficiently hydrated to produce reasonable amounts of urine, and ingesting enough sodium and potassium which the kidneys can then chose to retain or discard. Most of us readily excrete excess sodium and potassium in our urine. Conversely we also have a specific salt appetite. Pilots with low sodium levels often love salty foods at the end of the day! Ingestion of water to replace sweat losses will decrease the sodium concentration in our blood, as we are not replacing the sodium that we are losing. Severe acute decreases in blood sodium (say 10%) may cause headaches, lethargy, apathy and confusion. Severe acute decreases (over 15%) may cause convulsions. While this is extremely unlikely to occur in our situation, cases of convulsions have been documented in top athletes who only use water replacement. Suffice to say even the mild symptoms are highly undesirable for a pilot! Potassium losses may cause low blood pressure and weakness. Small amounts of sodium and potassium in rehydration fluids increase the rate at which the gut can absorb the fluid. Drinking only water, apart from leaving you still dehydrated (because you haven’t absorbed the fluid), can make you feel bloated and nauseous. Pure water ingestion tends to shut off the thirst reflex, even when we are dehydrated. Taste is a critical factor on whether athletes drink adequately during exercise. Some people love pure water, others loathe it. High carbohydrate drinks such as energy drinks, fizzy drinks and fruit juice contain 10-30 per cent carbohydrate. Levels of carbohydrate over 8% inhibit intestinal

AUSTRALIAN SPORT PILOT | December 2018

absorption of the fluid. None of these are appropriate for rehydration during flight. Athletic performance is severely degraded by dehydration, and a lot of research has been done into dehydration management. From this the sports drinks have evolved. They are not just commercial fads, but scientifically validated drinks that will optimize rehydration, and minimize electrolyte disturbance. Sports drinks are not excessively high in sodium. At recommended strengths they contain 10-25 mmol/litre. They are also designed to replace potassium losses. They do contain carbohydrate but this is of the order of 6% which will not impede absorption or cause large fluctuations in blood sugar levels. Recommendations Guiding principles (on the basis that you are essentially fit and healthy) should therefore be • Do not take off already dehydrated. Remember ground preparation is sweaty stuff • On short flights in temperate conditions whether we drink water or an electrolyte replacement is not critical. • On longer flights (say over two hours) we should aim to replace what we lose. Sports drinks are appropriate for this. The subtle differences between the brands and flavours are not as critical as what tastes good to you. • The carbohydrate (sugar) content is not harmful. Carbohydrate ingestion could only lead to a problem if a large carbohydrate load is taken at widely separated intervals, with the risk of insulin over-secretion and low sugar levels occurring some hours later. Daily continuous sipping of sports drinks may theoretically lead to damage of tooth enamel. If you don’t want so much glucose, then first mix the sports drink powder in a glass then decant into your drink container. Electrolytes dissolve

faster than sugar, this technique can leave most of the sugar behind. • Do not dilute the sports drink from the recommended formula. • Never take salt tablets, but if you have a desire for something salty, your body is telling you something and salty food may be just what you need. • Food will help contribute to electrolyte intake. • If you are on medication for high blood pressure you should discuss this with your doctor, however you are unlikely to have problems provided that your electrolyte intake is not excessive. • Sports drink containers should be thoroughly cleaned every day. • Heavy coffee and tea drinkers are prone to severe headaches on acute withdrawal. Recent studies have shown that caffeine is not deleterious to sport performance and a small amount on the long flying day before or after the flight is OK. • For the technically minded or those undertaking long flights you should meet these three criteria at the end of the flight:

1. Body weight loss should be less than 2%. 2. Urine colour should be pale (drugs and B vitamins can alter this) 3. Urine volume should have exceeded 0.5ml (ideally 1ml) per kilo per hour. If you fly a small aircraft, you must have a plan to handle the increased urine output. Deferring rehydration till after the flight is not an option! By way of personal research I undertook two flights on successive days in a Super Dimona motor glider. Both days were very hot and dry, and the seven hour tasks were identical. On the first day I stuck to a water regime. By the end of the day I was nauseous, bloated had a severe headache, and mild dizziness. I was so impaired that I opted to let the other pilot (and aircraft owner) do the landing. My urine output was very poor, but I had gained weight during the flight, meaning a lot of water was just sitting in my gut. The following day was identical except that I used a sports drink. At the end of the

day I had none of the effects of the previous day and a far healthier urine output. The flight was far more enjoyable (and we landed safely under my control). Rehydration with the correct fluids will improve your flying performance, add to your enjoyment and make you a safer pilot. Further info. www.flightsafetyaustralia.com/2015/01/ dying-of-thirst/ www.sportsdietitians.com.au About the author Ken Wishaw is a retired anaesthetist who lives on the Sunshine Coast in Queensland. He was Australia’s first full-time rescue helicopter doctor, and co-founder of the CareFlight Rescue Helicopter Service in Sydney. He has been a member of the RAAF Medical Reserve. He is an instructor at the Kingaroy Gliding Club and the Pacific Soaring Motor-Glider Club at Caboolture.

AUSTRALIAN SPORT PILOT | December 2018

FEATURE

CHILDERS – QUEENSLAND’S HIDDEN RECREATIONAL AVIATION GEM David Bonnici reports on a south east Queensland flying club seeking to keep building members who love to fly for fun.

ne of recreational flying’s many attractions is the ability to relive a time when aviation was a relatively simple pleasure, with aircraft designed to fly low and slow from grass airstrips that offered a social outlet as well as a place to land. Fortunately, despite the ever-blurring line between sport flying and general aviation bringing more bitumen runways, fences and ASICs, quaint airstrips with friendly flying clubs still dot the countryside, offering a warm welcome and a chance to shoot the breeze over a cuppa. One of these is the Isis Flying Club at Childers Aerodrome, which is an attractive

destination for pilots in the Wide Bay area in Queensland’s south east that is keen to rid itself of its “best-kept-secret” tag. Childers (YCDS) consists of 17 hangars that house about 20 mostly RA-registered aircraft, and a single 900m east-west grass runway and surrounding paddock that cuts a swathe through bushland. It’s easy to miss on the Bundaberg VNC, sitting just outside Danger Area 691 to the south of Bundy and it isn’t even listed in ERSA, but it does stand out for its hospitality, thanks to the club that looks after the airfield and always has the kettle on for visitors.

AUSTRALIAN SPORT PILOT | December 2018

Isis Flying Club president Hugh Dickenson wants more pilots to know about the airfield and club that sit in the middle of a region that includes Hervey Bay and Maryborough and could justifiably lay claim to being Australian’s recreational flying heartland. “It’s a nice small club, we’ve got about 35 members,” says Hugh. “It went through a bit of the doldrums and was sort of dropping away a bit, but I want to lift the profile and have some ideas for things to do to get more people coming.” Hugh, who moved to the area from north east Victoria after retiring, reckons

PHOTOS: ??????

The line up at Childers on a Wednesday morning

Childers’ central location in the region makes it the perfect spot for fly-ins and other events. “We’ve got lots of air strips around the place like Biggenden just up the way, and Gayndah and Monduran, all these little spots. “We just want to reach out to all the other guys around the place and say ‘hey here we here’, because we tend to be forgotten a little bit.” A first major step to attracting more flyers to Childers has been to improve the airstrip, which sits about 7.5km from town along the Bruce Highway, near the

Dave with his CTLS

Isis River. The airport land is owned by the Queensland Government, which leases it to the Bundaberg Regional Council, which in turns sub-lets the hangar area to the Isis Flying Club that also maintains the runway. “We get an allocation from the council which has dropped down to about $5000 a year or something, but we look after it and the members are interested in keeping the place nice and clean,” explains Hugh. “We just had a recent audit on the strip as well. Although it’s an unregistered strip, the Bundaberg Regional Council and the

airport people wanted to bring it up to CASA standards for what’s a reasonable strip. So we’ve had to clear trees, move the thresholds from where they were because of powerlines and a couple of poles, and do a few other things to bring it up to this standard.” The club has also been able to do up its clubrooms, thanks to a $30,000 gambling community benefit fund grant, which allowed it to add toilets and a shower to the hangar facility which also includes “a nice little kitchen”. “The Bundaberg Regional Council is happy with how things are looking and the AUSTRALIAN SPORT PILOT | December 2018

Hugh Dickerson

way it’s been run so everything’s ticking along nicely,” says Hugh. The fact Childers is event ready is demonstrated every Wednesday morning with a gathering of pilots from around the region jokingly called the Old Farts’ Group because its mid-week timing makes it popular with retired folk. “The guys zoom in from everywhere,” says Hugh. “Mainly Bundy, but then we’ve got a couple from Maryborough, quite a few from Pacific Haven and Hervey Bay. It’s grown from one or two coming to ... well we’ve had up to 10-odd aircraft here and then we’ve got a lot of people that drive here as well. We get up to 25 people and 10 aeroplanes here so it’s growing.” One of those people is Graham Cook, who flies his Jabiru SP6 from Bundaberg almost every week for a cuppa and chat. “It’s a lovely atmosphere,” says Graham. We go and have coffee and everyone takes a little snack. We have a morning-tea session and fly home after lunch.” Hugh says the club is seeking to hold similar events on weekends to involve more people from the region and beyond, including Brisbane. That said, anyone is welcome to fly in

to YCDS any time to use the grass strip, which has a crushed gravel base to help out with the heavy rains. “You take places like Pacific Haven that have their bitumen strip and lights and all that. All the guys there have got house hangars almost like an air park, but

AUSTRALIAN SPORT PILOT | December 2018

they all like coming over here because it’s not bitumen, particularly the tail draggers with bush tyres,” says Hugh. “We have one guy who comes from Pacific Haven a lot. He’s got a Carbon Cub and Cessna 206, he’s not short of a quid, so he comes over here purely and simply

A flyin to John Scotts strip

because it’s a nice little strip and its grass and doesn’t damage his tyres.” Isis Flying Club also has access to other unique landing places, including one in nearby Farnsfield thanks to the generosity one of its members, John Skopp. “He’s put about four or five strips on his property,” says Hugh. “He’s not a flyer funnily enough, he’s an enthusiast and we have fly-ins over at his place. We had one there a while back and I think we had 12 aircraft fly in to his little spot there.” “His strip is manicured, so it’s like landing on carpet it’s that smooth. It’s a lovely set up so everyone loves going over to Johnny’s place and having a coffee over there.” The club can also draw on community support for events, as shown when hundreds of people turned out to see a Royal Australian Navy Seahawk land at the strip in September last year. “My son flies for the Navy, he flies a Seahawk Romeo and he’s been here a couple of times and given us a plaque. That created a bit of interest around the place and the last time he flew in we had about 300 people from around the district that came out and checked it all out.” As well as his club president role, Hugh

“His strip is manicured, so it’s like landing on carpet it’s that smooth. It’s a lovely set up so everyone loves going over to Johnny’s place and having a coffee over there.” also acts as the airfield’s caretaker and is around a lot of time to welcome guests and provide weather info for anyone who calls ahead. “We’re only about 20 nautical miles from Bundaberg, but the weather there and Maryborough and Hervey Bay can be a hundred percent the opposite to what it is here. We’re about 20km from the coast so we don’t get affected by all the coastal conditions. “The guys will ring and ask what’s the sock is doing, particularly those who aren’t that experienced and don’t want be handling 15 knot crosswinds. “Having someone here also is great so whenever someone flies in they come

in for a cuppa, and we invite them in and have a chat for however long they want to spend here. “People love doing that and that part of it is really growing.” Anyone wanting to know more about YBCD and the Isis Flying Club is encouraged to get in touch with Hugh via email at hughdickenson@bigpond.com. “It would be great get people to list their names and email addresses so that when we do organise these events we can contact the people that would be interested,” says Hugh. “It could also help us know what days clash with other events in the area.” AUSTRALIAN SPORT PILOT | December 2018

TECHNICAL

ELECTRIC POWER IS COMING Electric power aircraft are now a reality. Mark Smith reports on this small but growing sector.

ur planet runs on energy, primarily from fossil fuels, and has done so for the past 120 years. Problem is thatâ&#x20AC;&#x2122;s a finite resource and while we are getting better at creating fuel-efficient engines the reality is the cost of using our main source of energy continues to rise. Throw in the environmental impact of burning carbon-based fuels and we are on a path to nowhere. Enter the new dawn of electric powered vehicles. With the advent of incredibly light and efficient lithium polymer batteries combined with efficient brushless motors we may be on the cusp of an exciting new chapter in aviation. This is a rundown on the state of play with electric aircraft. Australia has been an early adopter of new technologies in the past and thanks to Electro Aero in Perth and their Pipistrel Alpha Electro electric aircraft there is a fully electric RAAus aircraft available to fly. The Alpha Electro is a side by side two seat aircraft powered by an electric motor that produces 50+kw at 2100 to 2400rpm. The empty weight, with batteries, is 350kg and maximum take-off weight is 550kg giving a useful load of 200kg. Flight time is 60 minutes plus reserve. The stall speed with flaps is 42kts and the VNE is 135kts. "The electric engine is really simple," says Richard Charlton, finance director of Electro Aero. "It has one moving part, it's a very small piece of equipment and it is a

solid-state motor. The aircraftâ&#x20AC;&#x2122;s batteries are easily replaceable for quick flight turnovers or can be fully charged in just under one hour. Richard also points out that the simplicity of an electric engine means significantly cheaper running and maintenance costs when compared to a traditional fossil fuel-powered engine. "This is the start of the next revolution in general aviation. We are already fielding enquiries from airports located in major cities where noise complaints have become their number one concern." There will be a flight test of the Alpha Electro in the new year. Another aircraft being developed is the Elektra One Solar. The original aircraft Elektra One was the first electrically powered ultralight aircraft in Germany and was developed by the Bavarian company PC-Aero. The first flight took place in March 2011 at Augsburg airport and lasted 30 minutes. Already in June 2015, Elektra One successfully completed an alpine crossing as the first electrically powered aircraft. Here, the aircraft covered a 125nm track, partly at a peak altitude of more than 9,500ft, in about 2.5 hours. The aircraft boosts its flight time using solar cells on the wings. The drawback with electric aircraft is the weight of the batteries. Electric cars are growing in popularity because the price of batteries is reducing as more are produced. Cars are only marginally affected by weight

AUSTRALIAN SPORT PILOT | December 2018

issues, unlike aircraft. A solution to increase range may be with hybrid aircraft. A small internal combustion engine powers a generator that tops up the battery during flight. The University of Cambridge have been developing a hybrid light sport aircraft using a 4-stroke piston engine and an electric motor / generator, coupled through the same drive pulley to spin the propeller. During take-off and climb, when maximum power is required, the engine and motor work together to power the plane, but once cruising height is reached, the electric motor can be switched into generator mode to recharge the batteries or used in motor assist mode to minimise fuel consumption; the same principle at work in a hybrid car. It is claimed the aircraft uses 30% less fuel than an aircraft with a standard petrol engine of the same power. Pipistrel is also working on a hybrid based around their new Panthera airframe. While not an LSA, this aircraft is being offered with any of four powerplants - the Lycoming IO-390 at 210hp, the IO-540 at 260hp, a hybrid offering 200kw at take-off and 150kw continuous and finally a 200kw fully electric version. Any way we look at it, electric aircraft will become a practical reality in the future. Imagine a simple, basic ultralight powered by an electric motor, almost silently drifting along on a calm evening. That has to be a nice thing to wish for.

A PASSING

VALE GORDON MARSHALL By RAAus Operations Manager Jill Bailey.

learned Gordon had passed away after a flurry of phone calls from pilots in Western Australia. The news of his sudden passing was a considerable shock. Then I started to think about what Gordon meant to us all. Us, being the aviation community, his friends, his students - current and past, RAAus as an organisation, microlighting, Foxbats, his new passion for gyroplanes and his involvement with White Gum Farm. Gordon’s passion and enthusiasm for flying, and for flight training, meant on occasions we at RAAus occasionally had ‘vigorous’ conversations (never ar-

guments, but passionate exchanges on the phone) but always underlying these exchanges was the voice of Gordon. His impatience with stupidity and his frustration with pilots occasionally doing dumb things was what made him a great instructor. He wanted everyone to simply do better. His expectation that everyone should try to employ the same common sense in aviation that he did, was a huge part of his involvement and joy of flying. He was the first to put up his hand in order to be involved in anything to do with flying and he was passionate about improving safety, improving the wider perception of RAAus, and

stretching himself with the addition of gyro flying. Through being involved in these aviation disciplines he brought an understanding about many areas of recreational flying to an audience that was deaf to any change involving any challenge to so called legacy flying involving ‘true’ aeroplanes. In Gordon’s mind the only true aeroplane was the one that got off the ground. Gordon, you will be missed, your sudden departure from our world was a real shock and the world and the aviation community is somehow smaller without you.

NEW LOW

PRICE

TOPAZ sport Airsports, flytopaz.com, 0422-446622

AUSTRALIAN SPORT PILOT | December 2018

PILOT PROFILE PROFILE

A DAY IN THE LIFE OF A STUDENT PILOT

Student pilot Josh Mesilane takes us through a day in his training. LEARNING FROM THE BEST

A veteran ag pilot is still passing on the art of aviation to anyone keen to learn its ways. Mark Smith caught up with him.

have a flying lesson booked and my current obsession begins. What’s that wind doing? How strong is it and does it line up with one of the runways? I don’t think I can handle learning about crosswinds today. Am I going to get mechanical turbulence on final? What about sink, lift, lumps and bumps? These are the thoughts going through my head as I get ready and don my motorcycle gear for the 10 minute trip to Rylstone Airpark, where my very patient instructor Joe is starting to prep the aeroplane for my lesson. Its 7:10 in the morning and the next 10 minutes is not a time to think about aeroplanes and flying, but to concentrate on the ride. Out here there are all kinds of things that can get you before you even get to the field - I live in the small town of Kandos in regional NSW. Kangaroos, wombats and birds are all potential dangers on the short 10 minute trip. I start the bike and head out my driveway, enjoying the wind and the road, as my V-Twin rumbles in the otherwise silent country town. By the time I finish my lesson and head back, the town will be bustling with activity, but for now, it’s all mine.

My instructor is a bike enthusiast as well, and he also runs the new bike shop that just opened in the next town over. We have that in common - though he’s a racer and I like cruisers. Pulling up at the strip there’s gates to navigate, air traffic to watch out for (well, there could be?) before I’m in the clear and riding down the taxiway, looking anxiously at the windsock. I’m trying to gauge which runway we’ll be using today. The wind is erratic, jumping from 09 to 17; it’s going to be an interesting day for sure. Joe gives me a wave as I pull up and get ready to fly the plane. He’s already pulled it out of the hangar and is doing his daily inspection. It’s now 7.30 and chilly - but not too cold. I think we’ll need some cabin heat. I get off the bike and do my morning walk-around as Joe finishes his checks, looking for broken rivets, scratches, things that weren’t there the last time we flew. It’s been nearly two weeks since I’ve been up. Life and weather never seem to line up, but this morning, all is going well. The plane is Foxbat 23-2300 - a brand-spanking new Foxbat owned by a syndicate out at Rylstone. As I continue my inspection Joe

AUSTRALIAN SPORT PILOT | December 2018

makes a comment about the wind that I largely miss, but again check the windsock. What is that wind doing? Looks like its runway 09 today - my nemesis. Runway 09 runs up and over a hill, and the first 2-300m looks like a cliff from the air (to me anyway). We aim for the top, but I always seem to fall short. As I’m walking around there’s some idle chatter about the week, but trying to keep focus on the plane, checking the flaperon linkages, the tailplane, the “oh crap” skidwheel on the tailplane, tyres, looks like we’re all good to go, another look at the sock. What’s that wind doing? As I climb in we have a little pre-brief. We’re going to depart upwind, climb up 2000 feet, then turn, descend and join mid-downwind for circuits on 09. I reach for the checklist but the damn thing won’t come out of the overhead compartment. Got it, finally. Paperwork, brakes set, hatches, belts, check fuel, battery master, switches, avionics off, gauges, fuel taps, mags, choke and start. Wait for the softstart to kick off and we’re up to idle at 2000, oil pressure rising, all looks good. I

feel the little plane start to vibrate as she’s still cold, shaking a little on the grass. She likes to wobble around a bit when sitting still, almost like she’s anxious to get going. Avionics on and I make a radio call “Rylstone Traffic, Foxbat 2300 taxiing for the grass next to the intersection, Rylstone” as we start our trundle for the runway intersection where we’ll do our run-up. Watching temps, the ‘Bat’ is notorious for running cold, especially on a morning like this. I can feel my anxiety increase as I start the taxi. Control speed with throttle, only brake if need be, slight pressure on the rudder pedals, relax the legs and it’ll be easier, don’t fight your feet, hold the stick neutral or slightly back to make it easy on the nose wheel, what’s that wingtip doing, am I over the edge of the runway, how’s that wing Fleet Air Arm looking on at the weather station - already Museum Nowra my brain is starting to go into overload. I look at the sock. What is that damn wind doing? We arrive for our run-up, point into wind, too much on the rudder pedals and overshoot the angle I wanted by about 15 degrees. Water temp is finally off the stop, oil temp is still not moving but we can do our run-up. Up to 4000, check mags, carby heat, back to idle, check avionics, lights on, another quick brief, set take-off trim, flaps, check fuel, check for traffic, radio call and we’re out onto the intersection at the top of the hill. Time to push the throttle all the way through, smooth but not too slow, stick to neutral, let the speed climb, as we hit 30kt start pulling back a little more, feel the nose-wheel lift and hold it there, 45kt and we’re off the ground, let it build to 50 and pull back more. Cruise on the “Make Clyde riverit climb” I hear Joe say in the intercom. “If you don’t make her climb she’ll accelerate beyond the flap speed quick enough.” Pitch for 60 kt, 500ft/min indicated on the VSI and we’re climbing away; 300ft and away go the flaps, that always happens quick in the Foxbat, trim for 60, wow the VSI hits 1100ft/min - this thing really can climb once you put those flaps away. A quick radio call for our departure, nose over, check traffic and we continue to climb. Approaching 4000AMSL and I noseover, bring the power back, and she settles at 3950ft. Bugger, missed it by 50ft. I make a comment to Joe about not being happy with it (I’m my own biggest critic) he says “no worries you’re within minimums” but I’m still not happy with it as I make the turn to the left to avoid the tiger-country ahead and start to descend back to our circuit height of 3000. Inbound radio call, power back on and level out at 3000 as we join the start of downwind, check the sock. Get that speed back, we need to be down to 60 by the end of downwind, get

“If you don’t make her climb she’ll accelerate beyond the flap speed quick enough.” ready to make the radio call, squeeze a little of that power off so we don’t climb, straight and level, what are those wingtips doing, where’s the horizon, what are the temps and pressures doing, how’s the fuel, where’s the runway, 45 degrees ok, turn base, make the radio call, forget to say “touch and go” but it’s ok, there’s nobody else around (or is there?). Joe makes a comment about Rob - the owner of the field dragging his plane out. I acknowledge him but largely ignore it. I’m looking at the runway trying to judge my final turn, power has come off, we’re gliding, flaps out, pitch for 60, set the trim, hold that 60, don’t get too slow, 500ft, turn final, we look shallow, we are shallow; what’s that wind doing? Squeeze a bit of power on, I’m looking at the runway, a shudder, a shake, was that a buffet? We hit some sink, I look at my airspeed and we’re down around 40kts “Watch your speed” I hear in the intercom. I panic a little, push the stick forward and she pitches down as I add a little power, and Joe puts a finger on the stick and smooths it out for me. We’re still shallow, aiming for the top of the hill, but that’s not happening now, we’re around 100ft from the ground. “Squeeze the power off gently but leave some on” I hear in the intercom, as we enter ground effect. Joe helps me hold it there to the top of the hill and we gently flare. She touches down, not the best but not the worst. I smoothly push the power through to max, pitch back and we’re flying again. I’ve completed the first of six more circuits today and I relax a little as we climb out. I hear a radio call as Rob takes off in his Sea-Ray. We turn onto crosswind then downwind and I make another check of the sock. We hear a departure call from Rob as he heads up the valley on this beautiful morning. Finally it’s the last circuit of the morning. The Hobbs says we’ve been flying for 0.9 and I’m toast as I feel my brain is in

overload. I make sure to turn base a little earlier than before as I don’t want to be too shallow. T’s and P’s, flaps set, fuel, trim for 60, power off but she’s not coming down. Another quick check of the windsock. What is that wind doing? The sink from previous circuits has gone away and now we’re way too high on final, still 100ft to go and we whiz over the crest at the top of the hill on the runway. She’s coming down but the runway is shortening and I’m not happy. “I’m going around” I tell Joe as I firewall the throttle and pitch it back up, around for one more try. We discuss why it didn’t come down, too early a base? Sink had moved? All Joe says is: “that’s just flying, every circuit’s different”. We turn base a further out, this time she drops like a stone, squeeze some power in and the approach looks good. We’re aiming for the top of the hill, she’s coming down, power off, pitch it back, there’s the top of the hill, flare and she stops flying “Just a little too high” I hear Joe in the intercom. ‘Clunk’ as she drops “Need to be about two feet lower next time. They build these girls tough”. On the brakes, slow down, backtrack and head back to the hanger. We talk about what went well and what didn’t then we get back to the hangar and shut the plane down, pack her up and push her back. 1.1 on the timer today. It was a good day, not as good as my best, but not as bad as my worst. As I don my motorcycle gear I think about my flight today, still nervous, still anxious but I start talking to Joe about when to come out next, we look at the weather and Joe tries to think about his schedule. It’s 9.30am and I really have to start work at 10am, so I need to get a move on. We plan for a day in a week’s time, full well knowing it’ll probably be shifted. As I’m riding down the taxiway heading home I glance at the sock. As always, between now and the next lesson I’ll be constantly wondering; What will that wind be doing? AUSTRALIAN SPORT PILOT | December 2018

TRAVEL FEATURE

HERVEY BAY – A JEWEL IN QUEENSLAND’S CROWN Hervey Bay is one of those places that has enough going for it to be the perfect place to serve as an escape from Brisbane, two hours south at 100kts

he flight up the coast is spectacular, with many beautiful beaches and inlets that contrast with the blue of the ocean. The airport is fully licenced with an RPT standard runway of 1480 metres. It is a security controlled airport so make sure you have your ASIC, though goodness knows why we still have to carry them. The airport is situated right in the town, making the trip to your accommodation quick and easy. Then your relaxing break away can really begin. Hervey Bay is famous as a centre for whale watching, with the warm waters between the town and Fraser Island a sanctuary for migrating humpback whales. The whale season kicks off in late July with the blessing of the fleet and from then until November, scores of these gentle leviathans call the area home. At times the adults and often calves can be seen from the coast line on the edge of town, but

the best way to enjoy an encounter is via one of the many whale watching tours that leave daily during the season. Another must do on your Hervey Bay trek is to visit Fraser Island. This world heritage listed marvel is the largest sand island on the planet and boasts incredibly beautiful beaches, lush tropical rainforests and freshwater lakes. Tours run daily to the island and much like a whale cruise, is a must do while you are there. If you’ve hired a four wheel drive you can take that across on the ferry and enjoy the unique experience of driving along the white sand beaches that serve as the arterial road system. A permit is required, which can be obtained when you hire your vehicle or through the Queensland government parks website. If you’re not game to tackle the sometimes treacherous sandy highways, there are plenty of tour operators to take you to the island’s natural attractions.

AUSTRALIAN SPORT PILOT | December 2018

The rainforests are found in the gullies of the central high dunes which are protected from winds and have a plentiful supply of freshwater and greater amounts of nutrients. These are centuries old and home to the living fossil fern as well as numerous piccabeen palms. Driving through the rainforest feels like taking a trip back in time, with towering Brushbox and Fraser Island Satinay trees thrusting up to 50m above the sand. The beach also doubles as the airfield, but only local charter operators are allowed to land on the beach. Given you’ll have your own aircraft at the airport you won’t need to do a scenic flight with them anyway. If you want to add a bit time to the tacho, Bundaberg is a quick 30 minute flight north west of Hervey Bay and is well worth the trip if you decide a day away from the beach is in order. The airport is 6km southwest of the main street and

Lake McKenzie

Burrum Heads just north of Hervey Bay.

costs about $15 to get there in a taxi. Explore the Hinkler Hall of Aviation Museum and marvel at the record-breaking flights of this Australian aviation pioneer. Hinkler’s Avro Baby, in which he set many of his records, is on display. And no trip to Bundaberg is complete without paying homage to the city’s most famous export – Bundaberg Rum. The distillery is open daily with tours running hourly from 10am to 3pm. Though if you’ve flown in for the day, the pilot can’t sample the products at the end of the tour! The great thing about being able to fly is the flexibility of being able to really get away. The Fraser Coast area is a pleasant flight from Brisbane but a world away from daily life! 4WDrives on Fraser Island

www.visitfrasercoast.com AUSTRALIAN SPORT PILOT | December 2018

AVIATION HUMOUR FROM AROUND THE WEB Sit back and have a laugh at the funnier side of flying

FROM A RETIRED QANTAS PILOT

e were about fourth in a long queue waiting to take off in our larger Boeing aircraft. The JFK ATC allowed a B737 on a local flight to take a short-cut and start his take-off run by joining the main runway from a taxiway, causing us to wait for him to take off and clear. “How do you like them apples?” he said on local VHF as he started his take-off run. Boeing aircraft had a warning horn for major problems that you could test. Half-way along the B737’s take-off run, someone held their cockpit mike to the horn and pressed it as they tested it. The B737 abruptly stopped take-off with full reverse and full braking and shuddered to a halt, tires (tyres) smoking. A few seconds later we heard a voice on our VHF: “How do you like them apples?” A British Airways 737 touched down at Frankfurt. The tower controller, obviously in a frivolous mood, transmitted: “Speedbird 123. Nice landing captain, but a little left of the centre-line, I think.” Quick as a flash, the BA Captain replied in a cool English accent: “Roger Frankfurt Tower. Perfectly correct. I am a little to the left of the centre-line. And my co-pilot is a little to the right of it.”

FROM A RETIRED AIR TRAFFIC CONTROLLER. King Air had just rotated at take-off when there was an enormous bang and the starboard engine burst into flames. After stamping on the rudder to sort out the asymmetric thrust, trying to feather the propeller and going through the engine fire drills with considerable calmness and aplomb, the stress took its toll on the captain. He transmitted to the tower in a level friendly voice: “Ladies and gentleman. There is no problem at all but we’re just going to land for a nice cup of tea.” He then switched to cabin intercom and

AUSTRALIAN SPORT PILOT | December 2018

screamed at the passengers: “Mayday, Mayday, Mayday. Engine fire. Prop won’t feather. If I can’t hold this asymmetric we’re going in. Emergency landing. Get the crash crew out.” The aircraft landed safely with the passengers’ hair standing on end. You will have heard the joke about the old fighter pilot telling a high school class about dogfighting with German fighters in WWII. The pilot went on and on about fighting the Fokker’s when the teacher interrupted and told the class that the Fokker was a model of German fighter. The pilot said, “Yes, but these Fokker’s were Messerschmitts.”

FROM A BA PILOT My late father, who was in Fleet Air Arm Buccaneers, told this story involving a pilot operating on an exchange arrangement from an overseas developing country. My dad was sat waiting for take-off clearance when he heard the exchange pilot, somewhere, request a bearing from the ATC. This was duly given and after a few minutes a second bearing was requested. This was the same as the first and after a third and identical bearing was requested and given, ATC asked the exchange pilot if he had any visual references. The pilot replied that he had a haystack to his starboard side, at which point it transpired that he was lost on the taxi-way. n

Now available in Australia in kit build or factory build

Affordable | Simplistic | Rugged | Quality LSA | Fun www.gap.aero Contact info@gap.aero, t 1300 659 228 / c +61 400 639 388 / m +61 415 072 498

30 Eagle Drive Jandakot Western Australia 6164 Ph: +61 8 9332 7655 E: airspares@westernair.com.au

www.pilotshopwa.com.au

FOR ALL OF YOUR FABRIC COVERING NEEDS “For all your aircraft parts and pilots’ supplies” FABRIC COVERING COURSE

In conjunction with Poly-Fiber USA

Full 2 day course run by experts from the Poly-Fiber Factory USA. 16th and 17th February 2019 at HARS Museum – just outside Wollongong, NSW. $250 including lunch and all materials + 10% off your next fabric order* - just bring yourself. Book Now - limited places available. *Conditions apply. John in his Swift near Temora AUSTRALIAN SPORT PILOT | December 2018

COLUMN

SAFETY A STORY OF SMALL WHEELS, LONG GRASS AND SOFT DIRT

Overconfidence and a soft field nearly leads to tragedy. Name withheld

rode motorcycles for years, without getting a scratch. Sure, I was careful, but plenty of friends who also rode, were also careful but still got hurt. Then one day someone turned in front of me and in the split second of adrenaline and shock that flowed through my body I decided my riding days were over. Thankfully I ‘only’ shattered my knee but that was enough. It was time for another challenge. Enter learning to fly. It had always been on my ‘to do’ list, somewhere above learning to rock climb, and below marrying a super model. As my 48th birthday approached I decided it was time. I started at a GA flying school on an aging C152 before the very modern looking RAA registered Tecnam, complete with groovy screens, caught my eye. It was $90 per hour cheaper so I jumped the fence to RAAus. Eight months and 55 hours later I had my certificate complete with navigation and passenger endorsement. I’d actually grown to love flying more than riding motorbikes because the freedom was in three dimensions. As I flew more by myself I really began to feel in control and my confidence in my abilities grew. I’ve always been a bit of an adrenaline junkie so I did a bit of low flying to get the speed rush I so enjoyed riding bikes but I was careful, until I nearly hit a powerline. Ok, strike that up to experience! A mate lived about an hour and half’s drive from the airfield. He lived on 40 acres and kept asking me to fly up and visit him. I’d visited his place before, by road, so I knew the lay of the land. It was flat country and he had a paddock close to the house that seemed to easily fit with the take-off and landing abilities of the Tecnam. At this stage I’d only ever flown off the paved runway of my base airfield, or short firm grass at other airfields during my navs, but he told me his grass was ‘pretty short’ so I thought it would be okay. By now I was up to about 90hrs total time and was used to how the Tecnam pretty much leapt off the runway. It was spring when we finally made a firm date, and the week before there had been some good rains. But he said the paddock looked good so I blasted off for the pleasant 40 minute flight. Over the top the grass looked a bit longer than I recalled but the paddock looked long enough. I noticed a small stand of trees I hadn’t paid any attention to on my previous visits that was on the end of the runway at the upwind end. But I was confident and I knew how well the aeroplane would get off the ground so I flew a circuit and landed off runway for the first time, into a 10kt wind. As the wheels touched I could feel the drag of the grass, as well as a surface layer of soft ground from the previous week’s rain. I didn’t need brakes to pull up but did need a bit of power to turn

AUSTRALIAN PORT SPORTPILOT PILOT| November | December2018 2018

around and taxi back. The field certainly looked long enough to get out again, given how quickly the aeroplane would lift off at home. It’s worth noting I hadn’t told my instructor about my plans, which I now realise was a monumental mistake. I caught up with my mate, had a coffee and talked about old times for a couple of hours. He was keen to go for a fly and my confidence in the Tecnam’s ability to take get us airborne knew no bounds. The nice 10kt wind had died and it was getting a touch warmer so I warned him it may be a touch bumpy. We saddled up and I hit full power. Progress was slower than I was used to but it seemed to be accelerating. I could hear mud flying up against the fuselage and I momentarily thought about stopping. Then I realised I was actually passed the halfway point by a good margin and the scrub at the end of the paddock was looking taller. The ASI was bobbing around 35kts and the aeroplane felt like it wanted to fly if only it could get its wheels clear of the mud. My mate made the comment that anytime I wanted to take off would be good with him and in that moment I realised I had got myself into a situation way beyond my experience. I then made the only smart decision of the day. Power back, grab the brakes and hope like blazes it would stop. Thankfully the soft ground that prevented the take-off also helped retard us, though I did need to turn with a bit of speed to avoid the fence at the end of the paddock. Taxying back the one thing I wanted was to get out of the aeroplane and hide. Reason told me it would get off the ground for the trip back with just me on board but I’d done with flying for the day. Heck I was so low I felt like I was done with flying forever, much like when I nearly got killed on my motorbike. I rang the school and confessed all. The CFI wasn’t happy but made the plan to fly the other school aeroplane to a nearby real airfield where we’d meet him and I’d fly that back and he’d get a lift with my mate and ‘extract’ the Tecnam. When he got back he made me wash the aeroplane as he explained the errors of my ways. What did I learn? Pride comes before the fall for a start. Don’t take anything for granted in aviation was another lesson, and don’t let your confidence lead you somewhere the reasoning part of your faculties haven’t been half an hour before. Off-field operations take training, practice and a good knowledge of P charts and even if the aeroplane you fly seems to leap off the ground on a runway, the combined effects of soft ground, grass above the level of the spats and no wind can really conspire to ruin your day.

COLUMN

CHRISTMAS GIFT GUIDE Even today when pilots don’t carry a pile of maps and books it’s important to be able to keep your EFB, locator beacon and headset safe and secure. That’s where a good quality flight bag comes in. Lightspeed make a range of bags including the Markham seen here. This leather flight bag is handmade from full-grain, oiled South American cowhide in espresso brown with contrasting black leather pocket flaps. Uncoated for authentic look and wear, they will become more supple with age and use, while taking on a rich patina. Each hide has its own distinctive grain and markings, making each bag as unique as the pilot who owns it. Available from ozpilot.com.au

Protecting you hearing is vital if a pilot is to have a long and happy career flying. That career can be as an RAAus pilot having fun while being airborne right up to the airlines. Lightspeed produce a variety of active noise cancelling headsets including the famous Zulu 3. This lightweight unit is easy to wear on long flights yet give 125db of noise cancelling. Available from Mendelssohn Pilot supplies. Ozpilot.com.au

Who doesn’t like a trendy T-shirt? Here’s one every aviator would be proud to wear at the next airshow. Aircraft Science features a highly detailed cut away view of a WWII era fighter plane. This design is based on original technical images and is unlike anything else currently on the market, the ideal gift for your favourite pilot/plane spotter/plane enthusiast. $55 www.huntersofcool.com.au/new-products/aircraft-science

L 73

LIA /

IATION

RA AUST

R EMBE

SEPT

VO 2017

[9]

FREE AY AW GIVE IDE INS

FLIGHT TEST

TL SIRIUS

L AV

NA EATIO

RECR

AZ – TY T TOP U EKOLO ISH BEA POL

SPIN TRAINING WHAT INSTRUCTORS SAY

CESSNA 140

TAILWHEEL TRAINER FROM THE PAST

AEROCHUTE

TO THE GULF RSCOUNTRY ROTO WITH TO FLY – Y S A O R W GY THER S THE O – LOOK DING LASSIC C EBUIL HOM RDABLE AFFO 0 inc

RRP $8.8

GST

RRP $8.80 inc GST

There is a gift that will remind your personal aviator of what he got for Christmas every month of the year - a subscription to the print copy of Australian Sport Pilot. For members it’s just $44 per year and a hard copy of the magazine will arrive at your door. It’s a gift that just keeps giving.

No matter what a pilot flies most dream of getting behind the controls of an airliner, just to see if they could land it when the flight attendant asked on the PA, “can anybody fly a plane?” The only way that used to be possible was if you had a mate in the airlines that could sneak you into a sim. Now companies exist that have advanced airline simulators available for anyone who wants to have the experience of saying “this is your captain speaking.” One such company is Flight Experience, who have simulators in capital cities across Australia. For less than $200 you can fly for 45 minutes with an experienced captain who will take you through the systems and teach you the ins and outs of big jet flying. AUSTRALIAN SPORT PILOT | November December 2018

RAAUS

FROM THE OPS TEAM THE CHALLENGING CHANGEABLE SEASONS – SPRING AND AUTUMN

s the seasons change, there are many factors that affect our flying. Sometimes these factors occur abruptly but occasionally they sneak up. The extremes between winter and summer temperature have an obvious effect on the atmosphere and therefore density altitude. The elevation above sea level of an aerodrome doesn’t differ, but changes in density altitude will result in significantly different performance from an aircraft. We are taught about these obvious summer/winter changes, but perhaps not to the same extent for spring and autumn. During these seasons these temperature differences can be inconsistent to the point of extreme. During the period of just one week during these challenging changeable seasons, pilots may operate in temperatures more commonly seen during winter (under 15°) followed immediately, or sometimes on the same day, by summer-like temperatures of 35° or hotter. As a result, the performance of the aircraft will be greatly affected from one day to the next, or from morning to afternoon, to evening. Take-off and landing distances will be reduced or increased according to the changes in temperature and density altitude. These temperature fluctuations can also play havoc with pilot planning, pilot expectations of aircraft performance and result in serious and swift changes in weather, which may catch the unwary out. Many pilots routinely operate from airports which have runway lengths well in excess of the minimum required, or did so when they were training for their Pilot Certificate. When subsequently flying from private strips, poorly prepared paddocks or short runways during these changeable seasons, pilots can be caught out by these temperature and density altitude changes. The take-off roll can suddenly seem to take forever to get to lift off compared to the milder temperatures experienced just this morning, last night, yesterday, last week, or during the preceding winter.

AUSTRALIAN SPORT PILOT | December 2018

These changes are, as mentioned above, a result of an increase in temperature and the resulting increase in density altitude. Some RAAus aircraft do not have performance charts to assist the pilot to calculate or even “guesstimate” what the aircraft will require for a take-off roll in different conditions. Some manufacturers provide “a rule of thumb”; for example how many extra metres of take-off roll required for every 2 degrees of temperature increase. This adds to the challenge for many pilots, who may not be used to calculating and accounting for these variations. Other factors may include how much pilots load into the aircraft, which can significantly change the performance of landing and take-off rolls, climb rates and apparent engine output. During a cool morning the aircraft just leaps off the ground with a largish passenger and full fuel, but during the changeable seasons, afternoon heat will result in the aircraft appearing sluggish or being much less responsive. Some pilots also operate with what they believe is the safest strategy, to always fill the tanks. The effect of carrying full fuel can have a considerable effect on performance. A spring or autumn day generally starts quite cool, but may warm up considerably over the course of the day. If we always have full fuel aboard as a matter of routine, this can become quite a factor in take-off, climb and landing performance later in the hotter part of the day. The fuel burn rate for an aircraft is a generally consistent and known amount per hour, so it is often worthwhile adding only the fuel required for the flight, with a 30 minute (or greater) margin of course, depending on the weather forecast, terrain avoidance or other factors. For longer trips, more fuel is obviously required, provided the all up weight of the fuel and all aboard does not exceed what the aircraft is approved for. The point is, don’t just stand at the bowser and fill the aircraft up on hotter days (35°+).

Speaking of referring to manuals, pilots should be aware of the maximum temperature limitations for their aircraft and engine. Manufacturers put these limitations into the Pilot Operating Handbook (POH) to assist pilots to operate the aircraft within known and safe parameters. Above these temperatures, and with the aircraft loaded to capacity by bags, passenger and full fuel, the aircraft will not perform as expected, the engine may overheat, or other issues may occur which could dramatically affect the safety of the flight. Students completing training during one season may not experience the effect of temperature and density altitude on performance. While all textbooks provide this information, it is often not until it is experienced that the information is absorbed. Students are often astounded at the performance differences from a morning flight in cool conditions to an afternoon flight. All instructors have probably had students question them during the takeoff run on a hot day, asking if the engine was developing full power or whether there was something wrong with the aircraft. During summer, it is easy to expect and manage these changes, however RAAus has noted increased accidents during these transition months of spring and autumn as a result of some of these factors. What can pilots do? Know their aircraft by reading and regularly reviewing the Pilot Operating Handbook (POH) or Flight Manual (FM) to refresh their memory of the manufacturer reported differences in performance when the thermometer climbs. If pilots are in doubt about the performance of their aircraft from a new location, an unprepared surface, paddock or short runway, first conduct a take-off alone, with reduced fuel. Calculate a go/ no-go point by pacing the runway and make sure there is a plan for a rejected or aborted take -off. If the decision is

PHOTOS: MARK SMITH

made to take-off from this location with a largish passenger and full tanks, be prepared to use all the length available. Push the aircraft back by hand to the closest point to the end of the proposed take-off area, just like Tom Cruise did when flying his aircraft in American Made. While RAAus doesn’t condone the use of aircraft for drug running, the movie actually depicts a thinking pilot with awareness of the effect on his aircraft performance of high and hot conditions in Panama and Nicaragua. Tom elects to fly through the treetops at the opposite end of the runway, knowing if he pitches the nose even slightly higher, he will stall and join the wreckages made by many other pilots who attempted the same feat and failed, spectacularly. If pilots are really unsure, take an instructor and practice on a longer runway to start with, using gable markers, trees or other indicators to determine exactly how much runway is needed and remember to never, ever try to force the aircraft

to lift off, simply because a fence or trees are coming up. This is why we select a pre-determined go/no-go point and as we approach this point, if the aircraft is not accelerating enough, we abort the take-off. An interesting episode was related to Operations by an instructor with a student, operating at a shortish strip, which the student was intending to use to store his aircraft. The brakes failed during the touch down roll, and the instructor advised “full power” for a go-around, which the student did quite swiftly. By this point, the trees, a large mound of dirt and a fence were looming, so the student not only reefed the aircraft into the air, staggering as it did, close to the point of stall, but did not lower the nose to allow the airspeed to build up. The instructor took control, lowered the nose enough to ensure flying speed and they easily cleared the trees. However, the instructor commented: “If we had held the attitude set by the student for a fraction longer, we might easily have

stalled and at that height, had no options for recovery or control”. Short field landings should be practiced regularly in anticipation of exactly these sorts of situations. While we may elect not to practice initially into a short strip, we can achieve the desired outcome by practicing at longer strips first, visually nominating our take-off or touch down point and noting the distance required to achieve 50’ above the ground. The discipline of a short field landing or take-off then become embedded, so when we are confronted with a line of trees on landing or take-off, we use the same disciplines practiced to achieve a safe landing or take-off. We are often taught about the differences between the extreme seasons of winter and summer, but spare a thought for the seasons in between, with extremes of temperature, swift and unpredictable weather changes and be a thinking pilot when it comes to taking and landing. Safe flying. The Ops team AUSTRALIAN SPORT PILOT | December 2018

COLUMN

TRAINING PRACTICE, PRACTICE, PRACTICE Practicing what youâ&#x20AC;&#x2122;ve been taught can help keep you sharp, and safe. Colin Cutler from Bold Method explains.

hen you're training for a new certificate or endorsement, you do a lot of practice. And whether that practice is short-field landings or steep turns for your RAAus pilot certificate, you usually get to point where you feel like you can do them in your sleep. But after you pass your flight test, how often do you practice maneuvers and procedures? The reality for most pilots is rarely. That's not to say you aren't learning when you fly. Flying cross-countries and taking a passenger on flights from A to B is always a learning process. But those raw stick-and-rudder skills fade over time without practice. When you look at accidents in recreational aviation, or indeed wider GA, it's often the basics that get pilots into trouble. And when you look at the stats, a higher-than-normal crosswind on landing is often times all it takes to cause problems. When's The Last Time You Practiced Crosswind Landings? According to an analysis of crashes and incidents the four most common cause of accidents in GA is low altitude operations, and the #1 cause is loss of control in flight. Unfortunately, crosswind landings put you in the bullseye for both of those operations.

wind? And do you remember how to calculate your crosswind component in your head? (30 degrees off the runway is approximately 50% the wind velocity, 45 degrees is about 75% the velocity, and 60 degrees is almost 100% the wind velocity). If you don't live in a windy area, it's easy to get rusty on crosswind landings. And crosswind touchdown technique isn't the only thing you might feel rusty on. Not having enough wind correction in the pattern can lead to problems, and going-around can be dicey too, if you haven't practiced it in a while.

Take this landing accident, for example: The private pilot reported that, just before touchdown while conducting a personal flight, the airplane encountered a wind gust that pushed it sideways toward the grass adjacent to the runway. The airplane subsequently landed hard, which resulted in substantial damage to the wings and fuselage. The weather conditions reported at the airport included wind from 50 degrees off the runway heading at 9 knots gusting to 19 knots. The pilot reported no abnormalities with the flight control system. Based on the available information, it is likely that the pilot failed to maintain airplane control while landing with a gusting crosswind. The winds weren't light, but they weren't unusually high either. They were 50 degrees off the runway, 9 knots gusting to 19. But it was enough to catch the pilot off-guard. Could the same thing happen to you? When's the last time you practiced crosswind landings? What's your personal limit for cross-

AUSTRALIAN SPORT PILOT | December 2018

So what's the solution? It's pretty simple: practice. The next time the wind kicks up, head out and practice some patterns. Start with landings. Consistently great landings can be hard to come by if you

AUSTRALIAN SPORT PILOT NOW ONLINE haven't practiced, and it takes work to knock the rust off. If you aren't comfortable handling the winds on your own, grab an instructor. They aren't just an extra set of eyes in the cockpit, they can also help you pick out bad habits you might have picked up along the way, and give you some tips to improve your landings (after all, who doesn't want better landings?) Once you've done that, spend time on the other problem areas, like getting slow in the pattern. When's the last time you practiced stalls? With a few repetitions, you'll refresh yourself on the warning signs of a stall: buffet, control mush, and the stall warning horn. And, you'll knock the rust off your recovery technique as well.

Keep up-to-date on the latest news. Listen to podcasts, become a member or subscribe to the magazine. All available on the new website.

FREE GIVEAWAY INSIDE

THE MAGIC

EMBER 2018

ISSUE 8 @SEPT

MAGNUS

ISSUE 7 ©AUG

UST 2018