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CONTENTS
32 TABLE OF CONTENTS REGULARS 06 08 10 46 56 66
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From the Chairman Calendar of Events Letters to the Editor Dalton on Safety Classifieds Final Approach
COLUMNS 12 18 32 42 54 64
Safety Travel From the Ops Training High Speed Stall First Solos
FEATURES 13 20 22 26 38 44 48
Super Petrel Brodie's Flying Life Wheelchair Pilots UFO's Exist Becoming an instructor The A32 Vixxen Jabiru Pilots
TRAVEL
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18 3 / SPORT PILOT
Arkaroola
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While every reasonable effort has been made to ensure the accuracy of the content of this magazine, no warrant is given or implied. The content is provided to you on condition that you undertake all responsibility for assessing the accuracy of the content and rely on it at your own risk. Opinions expressed are not necessarily those of people named in this magazine. Recreational Aviation Australia Ltd and 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 | January 2019
AUSTRALIAN SPORT PILOT | January 2019
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COLUMN
FROM THE CHAIR: MICHAEL MONCK A NEW YEAR
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hile writing this column I am in the midst of the Christmas fanfare and the associated celebrations. In the second to last week prior to the big day I had no nights at home with family due to various parties and end of year gatherings. In the week prior to Christmas this was a little better with one night at home. These may sound like Grinch like comments but, while I would like more time at home, it gave me a great chance to catch up with many people whose company I enjoy and I don’t get to see often enough. A couple of highlights from this period, for those who love aviation as much as me, were the opportunity to catch up with some of my colleagues from a range of associations involved with The Australian Aviation Associations Forum (TAAAF) and some end of year drinks with the folk from the Aviation Safety Advisory Panel (ASAP). A lot of people probably aren’t aware of our involvement with TAAAF or what they do and in some ways that is a good thing. Most pilots and maintainers just want to do what they love and stay out of the politics, to be sure there is too much of the latter, and this is the way it should be. That said, TAAAF plays an important role in setting the agenda in Australian aviation. Prior to the last election and the one before that, TAAAF prepared policy documents which shaped the approach of government to aviation. I can hear the cries now, they don’t have an approach to aviation! Keep in mind though, what the landscape would look like if those who dedicate their time and effort to TAAAF activities didn’t do so. The outlook would be bleak indeed. The holiday period presented us with the chance to share some social time with other member organisations and we were joined with various heads of departments, agencies and other government bodies. This included the Deputy Secretary of the Department of Infrastructure, Regional Development and Cities, the CEO of Air Services, the Chief Commissioner of the ATSB, the DAS from CASA and the aviation
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AUSTRALIAN SPORT PILOT | January 2019
The members of ASAP join with key industry figures and the Deputy Prime Minister to launch the regulations developed by ASAP and its technical working groups. Rear (from left to right): Jim Davis (RAAA), John Gissing (Qantas), Michael Monck (RAAus), Rob Walker (CASA), Rob Sharp (Virgin), Greg Russell (TAAAF) Front: Pat Murray (ASAP Chair), Michael McCormack (Deputy PM), Shane Carmody (CEO/DAS CASA)
advisor to the Deputy Prime Minister and Minister for Transport. One of the most rewarding aspects of that evening was the clear message that TAAAF is uniformly viewed as the voice of the industry and that when there is an aviation related question from the government, this is the body they turn to for answers. RAAus is a respected member of this group and I feel privileged to be a part of this collective of aviation protagonists that advises the government. We also welcomed Jeff Boyd to the position of the Chair of TAAAF. Jeff has a wealth of knowledge about the industry which ranges from flying through to maintenance and private flying including training, through to airline operations. His networks, experience and measured approach to achieving what most people would consider damn near impossible is a welcome addition to the forum. In more recent days days we joined the Deputy Prime Minister in announcing the release of several new regulations. These are regulations that RAAus has played a key
role in shaping through my participation on the ASAP. It has been hard work but I am proud to say that RAAus is representing aviators when it comes to developing these regulations and ensuring that industry has a voice through the technical working groups that underpin our work. Outside of what we’re doing at RAAus there are other exciting things happening. Last year's calendar was packed with events including AirVenture Australia and I am sure this will be the case going forward. I know we are certainly looking at how we can help to improve our participation in these events going forward and I am sure others are too. We have also begun implementing our new strategy which centres on the idea of a pilot in every home. We don’t care what you fly, whether it is a model aircraft or a drone, something light or something a little bigger like a military jet or an airliner. The important thing is that we continue to promote positive messages and show that people can achieve their dreams in aviation and that it is a viable industry to be involved with. To quote Matt Hall: “ the sky is not the
limit, you can do what ever you want and we need to get that message out to anyone who is interested”. Speaking of promoting aviation, I notice that AOPA is investing tens of thousands into restoring some aircraft to help get the message out to youth. I recall learning to fly in Cessna 150s (among other types) when I was younger and to see these aircraft being given a new lease on life is fantastic. To think that generations before me learnt in these aircraft and now the next generation will be given that same chance is a great thing. Well done to AOPA and their members for taking such a considerable amount of money and diverting from their usual activities to give a few new entrants an insight into pilot life. Of course all of this silly season will be
pretty much done and dusted by the time this column sees the light of day and that presents us with another opportunity, to look ahead at the year before us. RAAus will be at numerous events throughout the year and we all look forward to meeting members and discussing the things that we do and the things that our members are up to. We will be at small fly-ins arranged by local clubs through to the Australian International Air Show at Avalon. There are about a dozen or so development sessions planned so we can talk to instructors, maintainers and ordinary members on a face to face basis. On top of this we will continue to have our own member forums where people can come and ask us the things that
they want to know. There’s nothing off the table when we talk. When I look at the calendar ahead I realise that I too will be spending a lot of time away from home just like the weeks leading up to Christmas. And when I realise this I think the same as I do when I look back on this period – the time and money that I give up to do this is well worth it because it gives me the chance to meet with a great bunch of people whose company enjoy. I hope everyone had a great Christmas and I look forward to crossing paths sometime soon.
Michael Monck
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EVENTS 2019
NEW SOUTH WALES
EVANS HEAD FRIDAY SATURDAY 12TH TO SUNDAY 13TH JANUARY. The Great Eastern Fly In is a unique Australian aviation event. Pilots, their families and friends fly in from all over Australia to enjoy a great summer holiday with a difference. Don’t miss Friday pizza night with Gunther’s famous wood fired pizzas, coffee and tea available and BYO drinks. www.greateasternflyin.com TUMUT. SUNDAY 17TH FEBRUARY. Monthly BBQ Breakfast/Brunch from 8am www.tumutaeroclub.org.au. CESSNOCK. SATURDAY 6TH APRIL The Hunter Valley Airshow returns in April 2019. See Australia’s finest solo and formation aerobatic displays and relive the past with spectacular displays of classic warbird and amazing vintage aircraft of yesteryear. www.huntervalleyairshow.com.au HOLBROOK. SATURDAY 20TH - SUNDAY 21ST APRIL Holbrook Easter Fly-in Holbrook Ultralight Club invites you to fly-in for this unique recreational aviation event. C Underwing camping and transport to and from Holbrook township for fuel and accommodation will be available.– www.holbrookultralightclub.asn.au – or call Bryan Gabriel on 02 6036 2601.
SOUTH AUSTRALIA WUDINNA SATURDAY 13TH TO SUNDAY 14TH APRIL Eyre Peninsula Fly-In and Family Weekend. Dinner and activity weekend throughout Wudinna. Accommodation and camping available. Craig Midgley 08 8680 2002
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 2ND FEBRUARY. 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. ECHUCA SUNDAY 17TH FEBRUARY. The famous Echuca Aeroclub roast lunch. Two roast meats (yes, you can have both), roasted pumpkin, honeyed carrots, roast potatoes, corn, peas, gravy, bread and butter, followed by a wonderful selection of homemade desserts. All this for only $20 a head. www.echucaaeroclub.com.au
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AUSTRALIAN SPORT PILOT | January 2019
IS YOUR CLUB HOLDING AN EVENT? Send the details to: editor@sportpilot.net.au
COLUMN
FROM THE CEO: MICHAEL LINKE THE COMING YEAR WILL BE GREAT FOR RAAUS AND ITS MEMBERS
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s you read this, in your background I’m sure the image is similar to mine. Too much food, great times with family and friends, a chance to take a breath and time to reflect with a view to the year ahead. As 2019 dawns and many of us look to the skies for our next flying adventure, my focus will be on ensuring those skies remain as clear and blue as possible for our membership. As Mick says in his column, as a member, you want to fly; you don’t want the politics and I think in 2018 we saw too much politics and not enough flying. RAAus will continue with our strategy of not engaging with negative social media as we don’t believe it advances issues nor solves problems. Our strategy of face to face and direct engagement is how we will continue to operate. What can you expect in 2019? We are excited to be playing a major role in Avalon Airshow. We have some exciting plans to engage both with our existing and future members of RAAus. After Avalon we will embark on another round of training for our maintainers and instructors. From late March through until November we will visit 16 sites across the country to deliver training. It is important to note that these trips take staff away from home for extended periods of time, and as Mick said, while we would all love more time at home, we are all committed to ensuring we deliver first class outcomes to our members. Last year timing didn’t allow me to get to Tasmania or South Australia, but I am hoping to make those trips this year.
We will also have a strong presence at a number of fly-ins and other events during the year. Keep an eye on our e-newsletters and Facebook page for details on upcoming events that RAAus is either hosting or attending. I’d also like to echo Mick’s words and reinforce the critical and important role RAAus is playing at strategic policy levels. We don’t talk often enough about the meetings we attend or the key aviation decision makers we engage with. During 2019 we will endeavor to keep members better informed on the meetings we are attending and what we have achieved. As an insight, our main focus in the early part of 2019 will be finalising our plans for an increase in the weight limit for RAAus aircraft. We have met all of the requirements placed on us by CASA and we expect public consultation to start sometime in the next few months. We will finalise our plans for transition to CASR Part 149 and we will write a series of articles to ensure members understand what Part 149 means for RAAus. CTA access will be a major focus in the second half of the year. In addition to the above you can expect business as usual and great service from the team at RAAus. I know we are all excited about the year ahead and we can’t wait to share it with our members.
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JOIN RAAUS ON INSTAGRAM 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 and hashtag #raaus or some information about your photo, and your name or Instagram handle.
AUSTRALIAN SPORT PILOT | January 2019
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COLUMN
LETTERS TO THE EDITOR BERT DAVIES HAS HIS SAY ABOUT LANDING FEES
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ell the cat is out of the bag given I saw on social media that RAAus plan on giving contact information to airfield authorities so that landing fees can be sent out. I’ve always opposed landing fees as a matter of principle given councils never paid a cent for their asset and many don’t do squat to maintain them. But we live in a user pays world and there is a case to be made that if GA pilots have to pay we can’t honestly say we are being responsible members of the aviation community if we insist on shirking our responsibilities. Possibly RAAus could negotiate with local authorities on our behalf and offer discounted landing vouchers as is done in the UK magazines. But also, through the magazine we can keep track on what airfields are worth visiting based on what service they provide and how well it’s maintained. Just a thought.
From the CEO: Vet, great idea. RAAus will continue to work with the AAA and explore innovative ways to ensure we achieve equity. RAAus believe in a user pays world and that is why we will continue to work with the AAA. We also agree that council run airfields should not charge landing fees. We expect to make formal announcements about the arrangements in the new year.
DENNIS FREEMAN OFFERS HIS OPINION ABOUT CONTENT CHOICES. The new look magazine doesn’t have as much club news as I enjoyed previously. It was always nice to see what other clubs are up to. Your magazine is so serious. Can’t we lighten it up a bit. Some of the safety stories would kill the enthusiasm of some potential pilots. Also, why should I have to pay for a subscription? It used to be included in the membership. From the Editor: Thanks for your letter Dennis. I am always on the lookout for club news but at the same time as editor I need to create a magazine that’s as interesting to a person in Caboolture as it is to a person in Goolwa. It’s a balancing act. As far as safety stories I feel they are always a part of the narrative about safe flying we must all be a part of and continue to talk about.
From the CEO: Finally the board resolved a few years ago to ask for a co-payment from members for the print version of as delivering free magazines to 10,000 was uneconomic. In essence RAAus was going broke on the back of a free magazine. You can see it free of charge online and, honestly, $44 per year for 12 magazines is very reasonable.
ROB MILLER WANTS TO TALK ABOUT ENGAGING WITH THE REGULATOR
I just read the chairman’s column and I for one would like it known I don’t want to go down any road that leads to discord and ultimately chaos. I’ve been involved in aviation for more than 30 years, 15 of those with first the AUF and now RAAus. I remember the infighting that nearly destroyed the organisation, both financially and from an operational point of view. Flying, be it recreational in a Drifter or commercial in a 747, should first and foremost be conducted professionally. Administration is the same. Thank goodness RAAus got its house in order a number of years ago. We have way too much to lose by diverting from the course we are on. From the CEO: Thanks Rob. Appreciate the positive comments. We work hard in balancing relationships to ensure the best possible outcomes for our members.
Send your letters to: editor@sportpilot.net.au
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AUSTRALIAN SPORT PILOT | January 2019
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COLUMN
SAFETY ROCKIN AND ROLLING IN WAKE TURBULENCE
Michael Baker reminds us of a potentially fatal flight hazard that is pretty much invisible.
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was flying out of Goulburn in a Gazelle, planning on heading to the training area to the south west of the field. A Cessna Citation had landed and taxied to the holding area at the airport just before I departed. About 0930 I headed back to the airfield and was moving to join overhead as the Citation rolled on runway 04 for departure. I descended on the dead side of 04 and joined midfield crosswind for a touch and go. After landing and while the plane was rolling I reset the trim for take-off and opened the throttle. When the Gazelle reached 100ft or so AGL it suddenly rolled, sharply, to the right — perhaps 45˚— and I had to work quickly to correct it with aileron. The uncommanded roll caught me by surprise and I cried out. I hadn’t experienced such a phenomenon before in any previous take-off. I suspect that I climbed through the Citation’s wake turbulence, perhaps through a portion of its right wing vortex. The wind at the time was 020˚ magnetic and variable between 0 and 7 knots. I estimate that something in excess of three minutes had elapsed between the Citation’s take-off and mine. With the benefit of 20:20 hindsight I ought to have brought the Gazelle to a halt and backtracked to the piano keys before taking off. The Gazelle’s take-off run is much shorter than that of the Citation and I would have passed well above its flight path. Analysis – Mark Smith It goes without saying that we operate in a dynamic environment where the medium we actually use to create lift is invisible. This is why learning to recognise the potential for wake turbulence is given a fair bit of time in the theory component of learning to fly. If you want a reminder about just how powerful the vortices are from a general aviation aeroplane just go to YouTube and search AN2 Wake Turbulence. Wake turbulence is an inevitable by-product of flight. It’s the result of differential pressure between the upper and lower surfaces of a fixed or rotating aerofoil. The turbulence is caused by the roll up of airflow behind the wingtips, creating a clockwise vortex behind the left wingtip and an anticlockwise one behind the right wingtip. Let’s look at the rules when we are faced with a potential wake turbulence scenario. As Michael quite rightly points out he should have given the turbulence time to dissipate by not performing a touch and go, but rather taxying back to the threshold and then taking off. This may have allowed him to miss the vortices all together. His corrective action using aileron could be seen by some as a problem, with a number of instructors extolling the use of rudder first to correct the uncommanded roll, much like in incipient spin
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AUSTRALIAN SPORT PILOT | January 2019
recovery. The theory is the aircraft is in a climb, close to the stall, and using ailerons has the possibility of stalling one wing and causing a spin. This is a further example where flying into wake turbulence creates many unknowns. If it’s a calm day and you are taking off after another aircraft, try and visualise where the vortices may occur. Is it worth waiting an extra few minutes before starting the take-off roll? Wake turbulence can also occur in the cruise if you pass through the wake of an aircraft in front of you. What makes wake vortexes particularly dangerous is that they can persist some distance behind, and below, the aircraft generating them. En route, an aircraft’s wake can extend for more than 25nm, and descend very slowly downwards and outwards—levelling off around 1000ft below the generating aircraft. Flight Safety Australia has a number of articles dedicated to this hazard and I urge all pilots to educate themselves as much as possible about wake turbulence and the very real danger it produces. In an extreme case you really only get one chance to save yourself and your passengers. www.youtube.com/watch?v=KXlv16ETueU www.flightsafetyaustralia.com/2018/01/down-and-out-thehazards-of-wake-turbulence
FEATURE
SUPER PETREL – GETTING WET WAS NEVER SO ENJOYABLE! Flying off water is fun. Mark Smith got to enjoy splashing around in a floating, flying, fun machine.
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ustralia is a country surrounded by water, with some of the most beautiful beaches, bays and rivers in the world. Many are hard to get to, unless of course you can fly. Then again getting there is one thing but circling over such wonders of the natural world is only getting a slice of the potential enjoyment. To truly enjoy such beauty you need to land. Enter the amphibian! For a start let’s clear away any misconceptions with the term “seaplane”. Seaplane is applied to any aircraft that can alight on
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water. Floating hulls describe aeroplanes as diverse as WWII Catalinas, 1950’s Lake Buccaneers and today the latest composite ultralights including Super Petrels. The Super Petrel fits in to the category of being a true amphibian. Like all floating hull aircraft it does look like a boat with wings, at least from the front. But beauty is, as they say, in the eye of the beholder and if you love water-borne flying machines then the Petrel is a snub-nosed thing of beauty. And if you drop the wheels after landing you can taxi up the beach and enjoy the
seclusion one can only find with a personal landing ground. The Petrel design evolved from a wooden homebuilt by Claude Tisserand called the Hydroplum, a single-seat kit-built aircraft that first flew in 1983. A Rotax 582 powered two-seat version first flew in 1987. The aircraft is a mixture of composites, aluminium and fabric. The wings have tubular aluminium alloy spars combined with PVC foam ribs. The leading edges and wingtips are formed from glass fibre composite, with fabric covering elsewhere.
Photos: Mark Smith
One of the great things about aircraft that can operate off land and water is the huge amount of potential places to explore across Australia.
The Super Petrel at Lake Eyre
The single-step hull is an epoxy/carbon fibre foam monocoque, with a carbon fibre boom supporting the all-composite, cruciform and wire braced tail unit. The rear control surfaces are balanced. The cockpit is forward of the central pylon and seats two side-by-side with dual controls. It may be flown open, with just a windscreen, or enclosed by the single piece, forward-hinged canopy. There is a baggage compartment behind the seating. The Super Petrel has a short legged
tricycle undercarriage for land operation; the main units, which have hydraulic brakes, retract upwards through 90° into the sides of the hull with the wheels exposed but recessed into the underside of the lower wing. The steerable nose wheel retracts forward, leaving the tyre partly exposed as a docking fender. A pair of small, stepped floats on the lower wings below the interplane struts stabilise the aircraft on water. Australian distributor Rohan Whittington was involved in GA for a number of
years though he’d had a 20 year hiatus after finishing his CPL. “I found I had some funds to get an aircraft so pondered whether what was best way to go; do I go kit-build, or get a factory built? Through my research I stumbled across a video of the early Super Petrel 100 and I was hooked. I’d thought about seaplanes but I didn’t know they were available as LSAs. “I looked across the various models from different manufacturers, and I recall AUSTRALIAN SPORT PILOT | January 2019
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thinking ‘simple is best’ … so I selected the Super Petrel because it is the simplest aircraft available, in my opinion, with the least amount of things that can go wrong.” Rohan talked to the aircraft's agent at the time who showed him a newly built machine. This was around 2008. “I was enthralled by the aircraft, though unfortunately the dealer passed away in a car accident a few months later. “The dealership was picked up by Peter Frith in Warwick so I asked how much to buy a Petrel. He told me the design had been changed to the LS series and he had one for sale so I purchased it. It arrived in 2010 so this is the oldest LS Petrel in Australia.” The design changes over the original Petrel involved the wings being lengthened slightly, while the nose was lengthened considerably. The hull was given a deeper V, and deeper chines while the tailplane lost its external bracing and was made more fluid in shape rather than being squared off. “They basically streamlined the aircraft, making it much more pleasant to look at,” Rohan says. One of the great things about aircraft that can operate off land and water is the huge amount of potential places to explore across Australia. Rohan has spent the eight years he’s owned his Petrel taking full advantage of its ability to land in many places that are even off-limits to rotary winged
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aircraft. “The North Queensland 2012 solar eclipse was the inspiration of the great northern seaplane expedition. We met up with another six seaplanes and departed Great Keppel Island, setting our compass north by nor west, keeping the blue bit on the right,” he says. “We lucky few viewed an awesome total eclipse of the sun just after dawn, sitting on a sandy, palm-fringed beach on the edge of the Daintree rainforest. Three aircraft continued onto Cape York and after an eight hour trip we based our next aviation milestone out of ramshackle huts at Loyalty Beach. The aeroplanes rode out the night floating just off the beach, with no paved runway in sight. “We stuffed ourselves with fresh caught Barramundi washed down with ice cold beer and watched a fiery sunset over the seaplanes bobbing at anchor on the Arafura sea. Next morning, just 20 minutes north, we landed on a tiny bay just 300 meters from the actual peninsula tip and walked the final steps for the obligatory photos. Lunch was just another 30 minutes north at the waterfront pub on Thursday Island with the planes again bobbing at anchor just metres away and surrounded by shrieking, excited, local kids splashing in the warm water. “The cherry on the cake in my part of the adventure which was to land on the northernmost territorial border of Austra-
lia, halfway between Moimi Island, near to Boigu Island, and PNG I can therefore claim the title of the northernmost landing of an RAA aircraft. Over five days our wheels were never lowered as we visited beaches and lagoons which I doubt a 4 x4 or helicopter could access. Thanks to our amphibians it was with a great sense of ease we flew over the Torres Strait and island hopped without fear.” Rohan took Australian Sport Pilot for a splash in this flying fun machine from Heck Field, south of Brisbane. On land, sitting on its squat tricycle undercarriage the Petrel looks slightly ungainly, but the real place this aeroplane shines is on the water. Entry is over the sill, stand on the seat and slide down. Your backside is quite close to the ground and it’s a good idea to memorise the sight picture if you’ve been flying aeroplanes with longer legs. Rohan had warned me that the Super Petrel is a touch sensitive in pitch but I still slightly over controlled on my first take off. The magic number for rotate and climb out is 50kts for both land and water. As always I checked the noise level with my headset off and with the pusher engine it’s a lot quieter than a conventional tractor configuration. East of Heck Field lies a maze of waterways created by the Southern Moreton
Rohan Whittington
Islands, which are perfect for getting an introduction to floating hull flying. Rohan explained the basics of using water for the runway as we set up on downwind at 200ft. The plan is to perform an initial survey of the landing area, looking out for hazards such as floating logs and mooring buoys which have the potential to ruin a pleasant day on the water. Once the ‘runway’ has been given the all clear it’s time to set up a final approach. The Petrel doesn’t have flaps so the procedure is to fly a smooth descent at around 65kts until just above the water and then just hold off as the speed drops. When the hull touches down the amount of drag that the water creates becomes very obvious and it needs a quick application of power to keep up on the step. Rohan demonstrated step turns in both directions and it became easy to see why floating hull plane enthusiasts are so enamoured by this flying discipline as the Petrel became what is essentially an airscrew driven speedboat. Take off on the water is a separate art in itself as the initial application of full power is met with a huge amount of drag from the hull being low in the water. The first new skill is finessing the transition from ploughing to moving onto the step and reducing the amount of drag enormously. This entails a slight fore and aft movement of the stick
as the aeroplane lifts up and moves over its own bow wave. Once on the step the acceleration improves enormously and at 50kts she flies off the water with a sudden surge as the water releases its grip on the hull. The short hull aids in the aircraft ‘unsticking’ quicker than other floating hull designs, as well as not requiring a water rudder as an aid to steering on the water.
In the air a quirk of pusher engines makes itself felt through the controls. Unlike a tractor engine, adding power to the Petrel pushes the nose down, while reducing power has the opposite effect. A quick stop on a sandbar demonstrated just how little she draws, making it the ideal fun flyer for getting into secluded bays and rivers. AUSTRALIAN SPORT PILOT | January 2019
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TRAVEL
ARKAROOLA: A DESERT HIDEAWAY THAT DOESN’T TAKE LONG TO ESCAPE TO The Northern Flinders Ranges has a hideaway that is the model of eco-tourism. Mark Smith heads to a slice of South Australian paradise.
O
ne of the great things about flying across Australia is how quickly you can move from gentle farmland to desert in the space of an hour. Tracking north out of Parafield you leave the coastal fringe and enter the South Australian outback, with our destination in the heart of the magnificent Flinders Ranges. Arkaroola Wilderness Sanctuary and Resort owes its existence to the far sightedness of Reg Sprigg, a pioneering geologist and zoologist who purchased the land in 1967 as a wildlife preservation area. By 1970 he had completed 132 miles of roads, built the service station, main buildings and the caravan park. He was a man way ahead of his time, practising what we now call eco-tourism 30 years before the term was invented. Reg’s children Doug and Margaret now maintain the sanctuary and have spent their lives keeping their father’s dream alive. In
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2012 it was granted full protection from mining with the passage of the Arkaroola protection act. The flight to Arkaroola’s airstrip from Adelaide takes in some of Australia’s most majestic outback areas, with lines of red hills and tortured rock strewn valleys. It is a breathtaking sight from 4000ft and makes the two and a bit hour flight, if you are travelling at 110 knots, go quickly. Doug Sprigg is an experienced commercial pilot who operates scenic flights from Arkaroola’s airstrip in a Cessna 207. The strip itself is 650 metres long, 60 metres wide and is aligned 21/03. Avgas is available by prior arrangement. If you are flying in you’ll need to arrange to be picked up from the airfield. A couple of circles over the village and a call on 126.4 will get the wheels in motion, with a $55 transfer fee. The attraction of Arkaroola lies in the
scenery and the feeling of being a million miles away from the rat race. Visitors can choose from a variety of tours, with the Ridgetop tour being the resort’s signature 4WD adventure. This four and a half hour tour takes you in an open-top vehicle across some of the most rugged country on earth, under the care of expert guides who know the area’s geology and fauna intimately. Be warned though, it’s a rough ride, but well worth the effort to get to enjoy breathtaking views across the northern Flinders Ranges and Lake Frome to the east. There are also self-guided walking tours around the area, as well as ample opportunities for bird watching. Being deep in the outback means the sky is immune from the light pollution of the cities and the sky is studded with more shimmering stars than you have ever seen. The resort has three separate fully equipped
Sillers Lookout
The village from one of the lookouts
observatories so you can take advantage of having an astronomical dark sky sight to gaze at the galaxy. Arkaroola offers a variety of accommodation ranging from motel style rooms to larger lodges which are aimed at families and groups. There is a licenced restaurant serving beautiful meals, though it’s easy to bring your own food if you are flying in and cook a BBQ on the facilities available. Arkaroola is the perfect place for a two or three night get away, especially if you want to escape from the maddening crowds and enjoy the tranquility only a desert wilderness can provide.
For more information visit www.arkaroola.com.au
AUSTRALIAN SPORT PILOT | January 2019
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PILOT PROFILE
BODIE'S FORTUNATE FLYING LIFE
From the Eurofox to the C17 and back again, with a pile of other types in between, Bodie Heyward has flown them all. Mark Smith met up with him. Bodie with a C17 he landed in Antarctica
B
odie Heyward is a journeyman aviator. For a young man he’s flown a diverse range of aircraft types ranging from basic RAAus trainers up to the RAAF’s current jet workhorse, the C17. Yet it all started flying in RAAus at a very young age. “I was 14 when I started at Pro Sky aviation at Gympie with Brett Soutter. I was still in high school, in Year 11. My Dad was in the navy and I had a few other relatives in the defence force and my dad sent me off for lessons to see if I liked flying,” he says. “I did my first solo a few days after my 15th birthday in a Skyfox Gazelle. The plan was to get into the airforce after I left school but because of my age they told me I’d have to go to ADFA. I was a bit young and they then told me I wasn’t suitable for the academy and to come back in two years. “I was feeling a bit jaded so I went to Macair. They had a cadet program so I finished my training with them and just after I turned 18 I was a first officer on Metros. I still didn’t have a drivers licence.” Bodie flew with Macair for two and a half years, accumulating around 2000 hours on the Metroliner. He left that job to try and find the elusive multi-engine GA job which would enable him to build twin solo hours. But his Metro experience opened
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another door. “I was flying scenics out of Kununurra when Brindabella rang me and offered me a position flying Metros out of Newcastle. I said sure as I had nothing else to do.” Living near Williamtown rekindled Bodie’s desire to fly in the airforce so he reapplied and was accepted. Then Qantas put a spanner in the works by offering him a job flying the Dash 8 out of a planned base in Newcastle. “I was a bit on the fence with the airforce so I went with Qantas and did my Dash 8 endorsement when I was about 21. The Newcastle base never eventuated and I ended up in Cairns and then in Brisbane with Qantaslink. I spent four years in Brisbane and flew all four versions of the Dash 8. I was just about to get my command but was starting to get bored. So I did the testing for the RAAF for the third time and got in, again. “I went into the RAAF in 2010, completed pilots course and got posted onto C17’s and did a four year tour. I now have nearly 800 command hours on the C17 and about 2000 hours jet. After his operational tour on the C17 Bodie has moved on to a desk job with the squadron. “Right now I’m doing developmental
tour, which pilots do after their operational tour. The whole point is to expand a pilot’s knowledge of how the ‘big’ airforce operates. Then in 2020 I go back to flying the C17 again. A question Bodie is often asked relates to the differences between flying an aircraft as big as the C17 and as small as the Eurofox. His answer is surprising. “The C17 is just a Eurofox that weighs 250 tonnes. It handles exactly the same. It’s obviously fly by wire and it’s designed to fly fast and fly slow. When you transition to the circuit in the C17 you can actually fly a pattern smaller than what they fly here at Archerfield in GA trainers. I fly airshows in the C17 and it’s simply a matter of banging the stick where you want the aeroplane to go. At light weights it a sports car – well a fat sports car.” With so much experience under his belt, Bodie is sure a part of his success lies with his early RAAus training. “I wouldn’t say I was a difficult student,” he says, laughing. “But it was probably a bit hard to tell me what to do at the time. “I think it definitely helped my flying moving forwards because Brett was a very good instructor. It definitely helped with the flight screening part of selection because during that phase they are looking for
ability to learn combine with good stick and rudder skills.” Airforce pilots who find themselves flying a desk receive an allowance to fly in the civilian world, to build new skills and stay current. This has led him to train towards his instructor rating with his good mate, Rod Flockart from Flightscope. “I met Rod a number of years ago when I wanted to learn to hang glide. He became a mate and we later did our float endorsement together. When I decided to do my instructor rating he was the first person I thought of.” After building so much experience across differing aviation disciplines, Bodie has his own ideas about instructing. “I wanted to do my instructor rating when I had 6000hrs, not 600 like many people do. You shouldn’t be able to use an instructor rating as an hour building tool. “One thing we get taught in the airforce is to fly the aircraft by feel and by outside references. I think modern RAAus trainers present the student with too much information. You have two LCD screens and an autopilot. It’s not really required. I can take one of the Eurofoxes here out, turn the screens off and just fly it by feel. I think that’s becoming a lost skill. I want to teach people
Bodie flying the Eurofox in formation.
to fly by feel, by looking outside and really understanding the bigger picture. Even in RAAus people are falling into the habit of just following the magenta line.” After so many changes to his flying career, Bodie remains sure about one thing with aviation. “I have the unique ability to compare RAAus flying with RPT and then military
flying. I miss the time off I used to get with RPT, whereas with the airforce you are at work even when you aren’t rostered to fly. But flying in the airforce is a lot of fun; incredibly challenging but also fun, as is flying a simple aeroplane in RAAus. “It’s important to keep the fun in your flying.”
AUSTRALIAN SPORT PILOT | January 2019
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FEATURE
Glenn Bannister with his aeroplane.
AROUND THE WORLD WITH WINGS AND WHEELS A round the world flight that started in Switzerland in November plans on taking a simple message to the wider aviation community - disabled people can fly too.
I
t’s been said aviation is a great leveller and that participation in flying is more dependent on the burning desire to get in the air than gender, age or status in society. Glenn Bannister has another one to throw in - physical disability. As a paraplegic who was injured in a motorcycle racing accident 20 years ago he’s one of a number of pilots who prove that once you are in the air, everyone is equal. The self-confessed ‘nerdy kid’ learned to fly at 17, long before the spectre of disability would rise up and change his life.
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“I started flying early and did my PPL in about 1976. I just saved and saved and every dollar I earned I spent on flying. I was flying a 150 and a 152 that cost about $20 per hour. I got really excited when I got into the big stuff, the 172. “After I got my PPL I flew Archers, Lances and the 182RG - basically anything I could get my hands on. I also owned an American Eagle ultralight at one stage and that was among the most flying fun I’ve experienced. I’d get up early in the morning, when it was dead calm and just buzz
around, chasing birds. It was just great.” After building up a successful agricultural business farming chickens, Glenn was able to buy a Hawk XP, which he “flew the wings off” with trips across Australia from a strip on his farm. Twenty years ago, that all changed. “I was competing in the Australian Safari for KDM and just came off. It was that simple. “Apart from concerns about how this was going to affect my family and our business, all I could think of was if I could
Flying with the hand controls.
"Apart from concerns about how this was going to affect my family and our business, all I could think of was if I could fly again. I couldn’t think of anything else".
fly again. I couldn’t think of anything else. When you are in that situation you need something that will give you hope. In rehab I saw people who were climbing cliffs and that got me going by giving me hope that I could fly again. After your accident you are really uncertain about what you are going to be able to do once you get into a wheel chair. “It’s really all I thought of because aviation has been such a huge part of my life.” With the internet still in its infancy, Glenn’s solution was to start making phone calls, trying to find anyone who had
been down the path he was now following. Through this research he found Suzi Duncan, a pioneering Australian disabled pilot who has helped many disabled people take to the skies. “Suzy from Vision Air hand controls got me back on track and I did a few hours with her at Royal Vic Aero Club. Then I put the hand controls on the Bendigo Flying Club Archer and flew that, and then five years ago I went to Slovenia and bought the Pipstrel, which was built with dedicated hand controls. I was just so happy to get back flying again. When you are disabled once
you get in an aeroplane you are equal to an able bodied pilot. I can do anything in my aeroplane that an able bodied person can do.” Watching Glenn get into his aeroplane makes you realise his strength; both external to lift his body onto the sill and then pick his legs up by hand and swing them in, and internal to accept the challenge of losing command of half of his body. Once on board it’s obvious the hand control design is a work of art. His left hand is on the traditional joystick while his right also holds a joystick AUSTRALIAN SPORT PILOT | January 2019
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on a padded cradle. Left and right of the centre stick gives throttle while fore and aft movement of the cradle gives rudder. It’s incredibly well thought out and appears to be extremely comfortable. Handiflight was founded by Daniel Ramseier in 2007 and meets at the Swiss town of Gruyere every two years. It has become the biggest fly-in of disabled pilots from around the world and provides a unique opportunity for both disabled and able bodied pilots to share experiences and enjoy flying in the beauty of the Swiss Alps. However the decision was made to take Handiflight away from its Swiss home in 2018 and fly around the world to spread the message that disability needn’t ground people who want to fly. Two modified Flight Design CTLS aircraft, accompanied by a twin Comanche support aircraft, departed Geneva in late November with experienced pilots Paolo Pocobelli and Guillaume Féral in the command seat. They will fly some of the more difficult stages solo, like the trip to Australia and the long over-water sections involving the Pacific and Atlantic oceans, with many other legs open to other disabled pilots. Two other Australian pilots, Cliff Princehorn and David McPherson will take part, assisting with the Australian part of the trek and then flying across the United States. Italian Paolo lost the use of his legs in a skydiving accident in 1994 in what he describes as “a bad day at the office.” It was while recovering in a German hospital in 1995 that a friend showed him a magazine article about disabled pilots flying sport aircraft with hand controls. He left hospital in January and was flying by February. In the 24 years since his accident Paolo has gained his commercial pilots licence in the United States and has enjoyed a career as a flying instructor. He says his success as a pilot has been built on the inspiration he’s received from other disabled pilots who have shown by example what can be achieved by people with a disability. “Since my accident I have travelled a lot, studied a lot, worked a lot and flown a lot, but none of this would ever have been possible without the inspiration I had from the people I met on my way. I was inspired by Claude and Guillaume, I was inspired by the people I met in Egypt and the way they managed to overcome difficulties, despite their lack of resources. I was inspired by Mike Smith, an American pilot and real pioneer of aviation for the
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The route being taken by Handiflight
disabled. I was inspired by the satisfaction of my students. Inspiration is the best gift a person can receive. It is often inspiration that gives hope to people. Hope to be able to change their life or achieve something considered impossible. “This was the main reason for me to accept, with great enthusiasm, the proposal by Daniel Ramseier to become
a member of the Handiflight round the world project and bring a message of hope and inclusion to as many pilots as we can; a message not only to people whose life was badly challenged but an inspiration to governments and organisations who could be inspired by Handiflight and start to change their attitude toward people with disabilities.”
AUSTRALIAN SPORT PILOT | January 2019
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FEATURE
UFOS DO EXIST!
David Roe builds aeroplanes that are definitely different. Mark Smith catches up with him.
F
or years people have pondered the existence of so called ‘unidentified flying saucers.’ Every so often a flurry of excitement will greet the latest series of pictures that purportedly shows a UFO flying in our midst. So when you walk into a hangar and actually see one, it’s a surreal experience. But engineer and pilot David Roe is no extra-terrestrial, and the craft he created isn’t built from strange unworldly materials. Instead the 67 year old, who has worked in the aviation industry since leaving school, used a collection of domestic timber, scrounged old aircraft parts and modern ceconite covering to build this, his fifth ‘useless flying object.’ His progression in homebuilding has seen him create more than 10 aircraft, all
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based on a flying wing design and lacking a tail. A chance discussion about aspect ratios of various wing shapes led to David deciding to try a circular wing design. “I’d been building ultralights for a while, mainly my own design of flying wings. A friend gave me an article on low aspect ratio aircraft and there was an article there about how efficiency drops off as the aspect ratio goes down. But at about 1.25:1 it peaks and I calculated a circle is 1.27:1 so I decided that designing a circular wing would be interesting,” he says. “So I made a model, threw it around and it seemed to fly all right, so I built a full-size one very quickly because I just wanted to try it. The centre of gravity wasn’t where I thought it should be so it
was very nose heavy. It had a little 28hp engine which was just enough to get it off the ground. I just hopped it, though I did do one circuit. It proved the concept worked.” Having a successful prototype led David to continue experimenting with the design, with his next version flying for a number of years. “The next one I built went really well. It was slightly tail heavy but I flew that for about two years, including down to the Narromine airshow. After I was finished with it though I threw it out, after taking off what I needed for the next project. Once I’m done with them I throw them away. I won’t sell them on because they are too unusual.” The third incarnation flew on for 13
Photos: Mark Smith
Bert Moonen
years and only recently was taken out of the air to donate its engine, a Rotax 503, to UFO number five. UFO number four was stillborn. “Number four was supposed to be a two seater and it was up to the stage of being able to sit in it, but since you have to climb in from underneath my wife didn’t like that so I threw it away.” Which brings us to number five, the current aeroplane in the series, which first flew in two years ago. “This one flies really well. Initially it was a bit twitchy on the rudder when I was taxying it around but I desensitised that. It’s pitching up slightly but that’s another simple adjustment. It rolls nicely, doesn’t drop a wing into the turn, and it rolls equally each way which means I’ve AUSTRALIAN SPORT PILOT | January 2019
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built it straight,” he says. Building aeroplanes has been in David’s blood since he was a 16-year-old growing up in Papua New Guinea. “I built my first aeroplane in PNG in my last year of school. It had a little motorbike engine up front but it never got up to flying speed, which is probably good since I hadn’t learned to fly at that stage. This was about 50 years ago.” He learned to fly straight after high school and was soon challenging the rugged mountains of New Guinea in his own Cessna 170, flying missionary support.
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He graduated to the Cessna 185 and 206, flying in to some of the most isolated airstrips in the world. “I was a mission pilot for 27 years, so I flew conventional aircraft then. It was very challenging and I was glad to get out of it alive. It's a very forgiving country but it is still fantastic flying. David also qualified as a LAME and worked for Col Pay for 23 years, helping to maintain his fleet. The flat lands didn’t appeal to him after experiencing the beauty of PNG so he happily slotted into a new life there.
Today he works at Tyabb, where he keeps his UFO. The sight of such a unique aircraft flying overhead creates interest, with locals unsure about just what they are seeing as David flies overhead in the early morning calm. Thankfully he has no plans to give up his building endeavours. “I hope this one isn’t my last. If I could get a reasonably priced 100hp engine I’d like to have another go at a two seater, with retractable gear.” With his talent and drive, that two-seater is sure to take flight one day.
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AUSTRALIAN SPORT PILOT | January 2019
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OSHKOSH AND THE AMERICAN LIGHT AIRCRAFT In our August Magazine, Spencer Ferrier wrote of his impressions of the 2018 Oshkosh meeting. We received a number of responses and asked Spencer to comment. READERS WRITE: I enjoyed Spencer Ferrier’s take on Oshkosh, especially the view of the growth of Light Sport Aircraft that seem to be flowing out of anywhere but the US. At times I think the US has been caught napping when it comes to developing modern LSA’s, something the Europeans clearly haven’t. When will the ranks of these aircraft graduate from the side alleys and into the full light of day? (David Scott) Members also say they regard “so called” Light Sport Aircraft as masquerading as General Aviation aircraft. Ultralights ought to be simple aeroplanes that could be flown easily by anyone but they are now bigger and costlier with a rule structure much the same as General Aviation. Who is bothering to build simple aeroplanes any more? Flying LSA’s in America doesn’t have the same urgency for pilots because the FAA medical system works hard to keep pilots flying; unlike here in Australia. Are the American rules for light aircraft any different to the RAAus rules? Does the FAA make it easier than RAAus to get these aeroplanes flying? They seem to have more going on over there. SPENCER FERRIER WRITES: Our members are correct – it certainly looks like the Americans are taking second place – but the question is ‘Second place to what?” and the answer to that is ‘the elephant in the room’. But, as Jimmy Durante famously said: “what elephant?” The elephant is the Drone, and the self-flying drone/helicopter/ aircraft. In that, the Americans are streets ahead. It’s not yet on display save for one example at the show of a petty cumbersome black coloured flying banana, but it and they are coming and coming like a freight train down the track. There are now five people carrying ‘drones’ under immediate review by the General Aviation Manufacturers Association. Uber is in the race managed by one of the smartest people I have ever met and he means business. He will not be hurried and he will do things right and I saw in him the rectitude of Bill Boeing in a different format – a frontier and a calm, deliberative mind. Be in no doubt – by 2030, auto-fly electric powered passenger aircraft will be commonplace. That’s where US front line ingenuity is going. Apart from the need to have high safety assurance for those on board, everyone knows that only one disaster in this litigation-riddled world will cause so much harm that it could stop the development in its tracks. I think we will see the most careful, thought-through systems imaginable, and they will be for our benefit. But that’s not all. There is enormous ingenuity and effort being made in road-air machines. The drawback is the need for super-strong suspensions to survive road shocks, not air bumps. Strength means weight, and that comes at the price of payload or range. That said, the ‘Switchblade” shown at Oshkosh is a superb three wheel road/air machine and there are others in the back offices yet to make an appearance. At Oshkosh no European presence was seen.
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So what was on display? Well our readers are right – the aircraft were nearly all from outside the US and nearly all ‘little’. That is, in our parlance, 600kgs all up weight or thereabouts and if you look carefully, you see that these aircraft are mostly compatible with the European Rotax engine range. There are other engines on show, but this is the ‘standard’ presentation. Aviation medicine (so called) is a good thing for RAAus Members. We call it the ‘Drivers Licence’ standard, which is close to the truth. It’s better than almost anywhere else, so if you are a RAAus Member, you won’t do much better from a Medical point of view, in the USA. I have been with the US medicos, heard the pilots complaining, and have concluded that the so-called US Driver Licence standard is not as flash we might think. So, are the Americans doing it better, cheaper, heavier, medically and legally smarter than us? I really don’t think so. Many years ago the CASA broke lightweight aircraft away from the legal paralysis of heavy GA rules. The effect was remarkable. Probably the most outstanding demonstration of that is the Jabiru, with its all-Australian design and built airframe and engine. It remains remarkable. It was a massive step of initiative and business. It worked. We must keep in mind that the Jabiru is and remains a world leader in design and safety. Our RAAus rules are home-grown, because we didn’t copy or become locked in a force-field of other people’s laws. RAAus (then the Australian Ultralight Federation) made its own rules in conjunction with CASA and that remains the case. Don’t be surprised and call them ‘home-grown’, because they are. These rules need no ICAO mandate. We Australians have gained knowledge through our innovation and the rules have grown with us. Lightweight aircraft are stronger, faster, and can fly long distance, so the rules have grown with them. What’s important is that if you think the rules should be different, RAAus’ management will listen and will argue a good case with the CASA. RAAus is growing with its market and its aircraft. Extra weight is on the horizon; entry to Control Zones is near; GA is the one that is static, it is RAAus that is going ahead. Now, if we are really front runners, we should be looking to automatic flight. Drones and person-carrying ‘UAV’s. Where is the Australian who will design and build such things? As I see it, the future is to climb on board in your back yard, log your destination and have the aircraft take you to it. Automatic flight, skirting weather, control zones, airports and landing in the backyard of your destination is what is needed. That’s where the future of personal flying is, and our Country is ideal for its use.
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AUSTRALIAN SPORT PILOT | January 2019
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RAAUS
FROM THE OPS TEAM MANAGING CIRCUIT SEPARATION AT NON-CONTROLLED AERODROMES
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iscussions constantly occur with pilots about non-controlled aerodrome procedures. Given that this is where the majority of recreational flight operations take place it’s a subject worthy of discussion, however we should make sure these discussions include references rather than opinions in the interests of safety, situational awareness and good airmanship. The definition of a non-controlled aerodrome is where an Air Traffic Control service (ATC) is not operating. Specific examples include: • An aerodrome that is always in class G airspace • An aerodrome with a control tower where an ATC is not currently provided • An aerodrome that normally would have ATC services that are temporarily suspended or unavailable. Modern navigation and arrival aids like GBAS and ILS assist in efficient arrivals for the big end of town, but a standard rectangular circuit provides a tried and proven pattern for general, recreational and sport aviation in uncontrolled operations and there are good reasons for this. The primary reason for the standard circuit, like all good things, is based on common sense so as to avoid hitting someone in the air! Sounds basic but as all aircraft have to land and take-off from a common runway, effective separation and situational awareness are the first challenges when approaching or operating in the circuit area. The source reference, Civil Aviation Regulation CAR 163 states: The pilot in command of an aircraft that is being operated in the vicinity of a non-controlled aerodrome must: (a) Maintain a look-out for other aerodrome traffic to avoid collision; and (b) Ensure that the aircraft does not cause a danger to other aircraft in the vicinity of the aerodrome; and (c) Conform with, or avoid, the circuit pattern; and (d) unless sub regulation (3) or (4) applies — when approaching the aerodrome to land, join the circuit pattern for the direction in which landing is to be undertaken on the upwind, crosswind or downwind leg;
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Note: a circuit pattern has upwind, cross-wind, down-wind, base and final legs. So let’s break this down. The departure process is fairly straightforward. We simply need to climb, maintaining runway centreline until 500ft. AGL. Then we have only two real options, turn in the published circuit direction or continue straight ahead. If we want to head in a different direction we can’t turn contrary to circuit direction on the active side until we are clear of the area, defined as 3nm or above 1500 ft AGL for non-controlled aerodromes. Circuits and arrivals can be a little more complex and this is where most reports and complaints occur. The basic issue is that pilots have choices and therefore decision making needs to be applied. Choosing to join the active or “live” side of the circuit by its very nature increases the risk of collision dramatically. Your eyes and radio can only provide so much information in such a potentially crowded window and time is your only real friend here. Time can best be gained by flying overhead the aerodrome at a minimum of 500ft above the known circuit height where you can gather, assess and decide not only the traffic but wind conditions, runway surface, obstacles and other threats. Joining the circuit from the inactive “dead” side at the middle to upwind end of the runway is the safest option in the majority of cases. This provides maximum vertical separation from aircraft taking off. It doesn’t give you the right to overtake another aircraft established in the circuit itself and joining the circuit still has to completed so as not to endanger other aircraft as CAR 163 requires. So now having looked at the basics for arrivals and departures let’s see how we can all play nicely together in the circuit itself. Size does matter! Even loosely defined, a circuit area doesn’t exceed 3nm in any direction from the reference point. However we have all seen aircraft practicing A380 approaches at our local airfield while the rest of us check if we have cross country endorsements to follow them around. Paul Bertorelli from AvWeb illus-
trates this best in his educational satire at https://youtu.be/f6q2VKsvQEQ. Even taking into account aircraft performance spacing (check out section 5.3 of CAAP 166.1 v4.1 for specific guidance) the circuit speed for most aircraft should be between 50 - 120kts. Circuit spacing within a mile or less of the runway should provide enough configuration and manoeuvring requirements while providing the possibility of a modified glide approach if the noise up front goes quiet. Adding to this we always have the option to change speed to maintain separation although this provides additional challenges in busy circuits. Pilots should be comfortable with changing aircraft speed configuration while maintaining accurate heading and height in the circuit. Finally, let’s not forget airmanship. There are opportunities provided in circuits where we are ideally placed to put our best foot forward. What a joy it can be to operate in a circuit with other pilots who have good situational awareness and radio skills. What a challenge when pilots either don’t communicate effectively or don’t make an effort to work well with others. These skills ideally come together in perfect harmony in the non-controlled environment where risks are high. Building the picture through situational awareness, assessing options, deciding the best way to navigate a circuit, effectively listening and communicating are key ingredients to make sure the circuit is a joy to be involved in, provide a safe outcome in the non-controlled circuit environment and be perceived as a professional pilot, a goal we should all strive for. There has been more published on circuit operations and associated radio use including missed approaches, take off separation and mixed operations. We wrote about this in Pilot Talk for October 2018 as well as referencing specific legislation like CAR 163 and 166C and AIP. Good guidance in plain English is available using CAAP 166(1) version 4.1 and the Visual Flight Rules Guide (VFRG), which has just been released as a new version. Check the RAAus Member Portal https://members.raa.asn.au/pilots/manuals-and-resources/ for these and more. Safe Flying
PHOTOS: MARK SMITH
AUSTRALIAN SPORT PILOT | January 2019
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FEATURE
FLYING SLOW CAN BE FLYING FUN No one would have predicted a reimagining of a WWII reconnaissance aircraft would become a favourite of sport bush flyers. Mark Smith got to fly one.
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he first impression of the Slepcev Storch is one of size. It’s a big aircraft compared to traditional RAAus fare. It sits high on a rugged undercarriage that seems over engineered, with the nose pointing way up towards the sky. It’s intimidating on so many levels. Paul and Karen Strike at Strike Aviation Training operates a Storch online with their school at Caboolture. Right from the outset Paul says flying a Storch is unique. “The Storch is a really different experience. You have a broad range of tailwheel experience, and what it does in the air is the same as any other aeroplane you’ve
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flown. It’s the departure from the planet and the return to the planet that’s different,” he tells me during the thorough briefing before we go flying. “The aeroplane operates in slow motion. There really is no ground roll for take-off and there is a need to have good attitude control because you are operating at the lower end of the performance curve. If you allow the nose to pitch up you will get to the stall very quickly. The flaps are very powerful and they are an integral part of how the aeroplane performs.” The technique for putting the flaps away involves ensuring there is a positive
rate of climb and the appropriate airspeed is on the gauge. The other thing to remember is never retract flap without full power. I’ll learn on my first take-off just how important this is. Paul says when it comes to tailwheel technique for take-off there are many ways taught. “What we teach people is to keep the stick full-back, apply full power and the tail will stay on the ground and you’ll have better control with the pressure of the tailwheel on the ground. Then once we have full power, stick full forwards to lift the tail up to the level attitude and then allow it
PHOTOS: MARK SMITH
to accelerate with the low angle of attack. As the aeroplane reaches flying speed just release the forward pressure and allow it to separate from the ground. “We teach people that in a nose wheel aircraft there is a ‘rotate’ speed in a taildragger they should really just fly off. With the Storch we hold it level until it reaches 55kts and then raise the nose to climb away. We do this because if we raise our nose below 55kts and we have an engine failure the speed will drop away very quickly and we probably won’t have enough energy to raise the nose again to
flare and you run the risk of pancaking in.” Paul is keen to point out that the Storch is capable of very short field take offs by raising the tail as full power is applied, wait a few seconds and then positively rotate and the aircraft will lift off and begin to climb. But this is for advanced training and the initial emphasis is to learn the basics first. Getting into the Storch takes some work as the front seat is very high off the ground. Paul warns me there is no elegant way to climb in so I resort to right foot on the step, backside on the sill, wiggle
forwards, throw the left leg over the huge stick and then fold the right leg in. The view forward is limited, though the huge side windows make up for this. With the Rotax running it’s time to taxi. Holding the stick full back takes a lot of muscle and you need liberal use of the brakes to initiate turns. The suspension, along with the big bush wheels, does provide a bouncy feel along the taxiway. The engine warms quickly in the early morning heat so with the take-off brief firmly playing in my head I line up and apply full power with the stick full back. A touch of right rudder keeps us straight as I push the stick full forward and watch the world appear over the nose. It appears we are trundling rather than accelerating but as I relax back pressure the Storch breaks ground in what feels like a level attitude and begin levitating. I keep the nose level until 55kts appears and let the nose rise a touch. As the ground falls away I still feels like the speed is incredibly slow. Paul reminds me to retract the first stage of flap, so I recheck speed, and confirm we are climbing and at full power and then grab the rather uncomfortable flap lever and ease it up one notch. The attitude doesn’t change much but the speed flickers up to above 60kts and I then retract the last stage. We are climbing about 800fpm as I turn crosswind. The rudder is a vital part of the control puzzle as I tap it to find the sweet spot for a balanced turn. Roll and pitch are both quite heavy, with the stick a fair way forward in cruise configuration. Downwind with the power back to 4500rpm we are level at 75kts. Paul had briefed me about what to expect coming in to land. “At idle and with the speed at 55kts you’ll need to sit the bar across the windscreen with the big compass just above the horizon. That’s with flaps. We use power to control our rate of descent and attitude to control speed. As we come into the flare with two people on board we need to trickle the power on to about 3000rpm so we have some energy for the hold off. Everything happens in slow motion and by AUSTRALIAN SPORT PILOT | January 2019
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the time you flare we’ll be back to 35 to 40kts. The difference between a normal tailwheel aircraft and this is that in the Storch there is no extended ground roll.” Following his advice I place the cross beam just above the horizon on base as I drop the first stage of flap and let the speed come back to 60kts. Then back to 55kts as the second stage comes out. I find myself a bit lower than I like and apply a bit of power to get back on a high final. Then it’s a matter of keeping the attitude in the right place to maintain 55kts while I come down the hill. Paul was correct – it does feel like slow motion. I
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trickle on the power as I cross the threshold and gradually bring the stick back. She touches down in a three point attitude as the power comes off again and it literally just stops. It is easy to see how the drag from the boxy airframe could cause speed to fall away quickly if you’re not paying attention. The second circuit goes much like the first and I can feel myself getting into the groove with this unusual machine. I imagine it’d be interesting in a crosswind with the slow speed but I don’t get to sample that bit of the flight envelope. Paul says they’re offering the aeroplane
online both as a pathway to those who want to join the ranks of bush fliers, a pastime that’s growing in popularity, as well as a new flying experience for those RAAus pilots looking for something different. “RAAus offers so many different types of aeroplanes and that means very different flying experiences. A pilot learns from every aeroplane they fly and this is one that has a lot of aspects of flight to teach. For more information visit strikeaviationtraining.com.au
HISTORY OF THE STORCH. Nestor Slepcev was an immigrant from Yugoslavia, living in Australia, when he conceived the idea of a utility STOL aircraft for use in the farm industry. As a keen student of military history he knew of the original Fieseler Fi 156 Storch (Stork) that was used by the Germans in WWII. Knowing that there was no point re-inventing the wheel, he took the German design and scaled it down to ¾ size. The prototype first flew in 1994 and the aircraft was the offered as a kit. Bush flying advocate and proud Storch owner Tim Howes know a lot about the history of the design. “Nestor felt the Germans had designed the ideal STOL aeroplane so why try and develop another one when you could just reproduce the existing design. So in reality it was developed for its abilities and not for replicating the German Storch,” Tim says. “It was actually called the Slepcev Storch Muster because he
saw the marketplace for the aircraft as being as a station and mustering aircraft. The owner could fly across the property to check fences and dams and chase cattle.” The design was manufactured in Australia, both as a kit and a factory-built aircraft until 1999, when Nestor moved production to Serbia. It is still in production, with new variants including a four-seater powered by a 360 hp Vedeneyev radial engine. Most of the hundred or so aircraft that were sold in Australia became station aeroplanes, with Tim’s becoming a flying workhorse at a cattle station near Julia Creek after Jim Hazleton sold it. The few that are filtering back onto the register have been found languishing in the back of hangars and farm sheds. “I only know of between 10 and 15 that are flying. There are a lot of hangar queens out there just waiting to be rediscovered.”
Paul and Karen Strike
AUSTRALIAN SPORT PILOT | January 2019
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FEATURE
SO YOU WANT TO BECOME A FLYING INSTRUCTOR? Experienced instructor Kevin Walters gives sage advice to those who yearn to teach the art and science of flight. AIM: If you want to become a flying instructor you will need the following credentials. PRINCIPLES OF FLIGHT A flying instructor must have a sound knowledge of all things aviation as it applies to single engine light aircraft and in particular light sport aircraft and ultralights. Be familiar with documents like the RAAus Operations Manual, particularly Section 2.07 and 2.08, CAO 95.55, the RAAus Technical Manual and the RAAus Syllabus of Flight Training. And don’t forget AC-95. 100. You must be able to answer most questions about non towered aerodromes and radio procedures, be familiar with the ERSA and know where to find the information, and where to find information in the CAOs, CASRs and AIP. Know how to navigate without the use of an EFB, and at the same time have a working knowledge of EFBs, and know the
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visual flight rules. All instructor manuals have information about instructing: some are good, some not so good. Have a hunt around and obtain what you think is the best. I was lent a book by another instructor called The Flying Instructors Patter Manual by Peter Phillips and Robert Cole, who are general aviation instructors in England and both products of the RAF Central Flying School. This book is now in my library and I refer to it often to improve my own standards of patter. Do not go to a school that is not based on the Gosport System of training combining classroom training and dual flight instruction. Electronic learning is creeping into schools. Used wisely it can enhance the learning process but it should not replace the instructor-student relationship in the pre-flight briefings. In the Flight Instructor’s Handbook it tells us that each student is different and therefore needs to be approached in a different manner. Students vary a lot from day to day.
AIR EXERCISE It goes without saying that the instructor candidate must be able to fly, as a minimum, at pilot certificate standard. In my opinion the budding instructor should be able to fly at a higher standard in order to teach the minimum standard. One can self-test by looking up the CASA Manual of Standards under Section three, Aircraft Category Practical Flight Standards, Flight Tolerances Table. Remember that as you are flying to the above standard you also have to “patter” to the examiner. It’s rather like a snowball effect. If you are trying to control the aeroplane and then have to remember the patter, what usually happens is that the flying further deteriorates and it is extremely hard to remember the patter and so on. Go to your nearest competent instructor and submit yourself to an assessment.
EFFECTS OF MATES.
lucky in RAAus because most instructors are here for the long term. We all know that we’re not going to end up millionaires. And most instructors in RAAus have a vast background of experience that varies through ultralights, military, agricultural, airlines and charter. If you are going to use instructing as a stepping stone, don’t let the team down. Use it to further expand and improve your experience and then move on.
EFFECTS OF RUDDER.
EFFECTS OF ENTHUSIASM.
Every pilot in the world has an opinion. My mate said…blah,blah,blah,blah. As an instructor, the only opinion you will teach is the CASA regulations as they apply to Recreational Aviation Australia. You will have to shed all the vast knowledge you think you have unless it is backed up by these regulations. Barristers love people with opinions . This has its own little sub-heading and deserves a special place in the dusty archives of the Aviation Hall of Fame. You need to thoroughly understand the use of this most misunderstood and underutilised control surface if you are to teach students to also use it properly.
EFFECTS OF ATTITUDE.
If there are some things in this article that you do not understand then your enthusiasm will allow you to find the answers. One could replace the whole of this article with the one word, “enthusiasm’’. Attitude + Enthusiasm = Performance.
EFFECTS OF THE FUTURE.
What is your motivation for becoming a flying instructor? Is it because you love the idea of teaching students to learn a skill that you yourself have learned? After you become a flying instructor you will not look back and your standard of flying will improve the more you teach others and indeed you will be required to keep those standards sharpened. We are
With the airline pilot shortage steadily getting worse, more instructors will be required as each level moves up one. I see no sign the authorities have recognised the vast army of RAAus instructors who are waiting to fill the void. As the last instructor switches the lights out at Archerfield, Bankstown and Moorabbin they will be forced to look more seriously at RAAus and more experienced
GA instructors. And with the experience pool far superior, why wouldn’t they? That’s the $60 million question. So how do you present yourself to your instructor school? Neatly dressed, with an eager expression and ready to put some hard work and study into it. Expect plenty of homework and lots of practice with your fellow students. It’s usually eight hour days for about four weeks and about two hours self study at night. You can spread it out over six months but that will inevitably take more practice and therefore extra cost. Don’t forget to bring your pilot’s log book, pilot certificate and current BFR. If you provide your own aircraft make sure it is 100% airworthy, with a current periodic inspection and registered. Most instructor trainers will want to inspect the aircraft and logbook to satisfy themselves that all is well and that it has been maintained by at least an L2. Some will insist on dual brakes. It goes without saying that the aircraft needs to have fully functioning dual controls. Be aware that by the end of course you will need either a class 2 medical or its equivalent.
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$130 hour wet to Club members. Join Gympie Aero Club, email robertfraser11@bigpond.com AUSTRALIAN SPORT PILOT | January 2019
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FIRST FLIGHT
SONERAI 3258 ROLLING ZERO ONE Luke Bayly has been keeping us up to date with his restoration of a homebuilt. It’s now flown.
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s I watched the plane taxi away from the hangar towards the runway and with the jokes from the test pilot about “what time the hospital closes” ringing in my ears, I went through a final checklist of everything to ensure the plane’s safe flight. I must admit that I have never been as nervous or unsure of my skills as a mechanic as I experienced watching my restored airplane line up for its first flight. It was a Friday morning and after two days of solid testing, engine ground runs and final repairs the Sonerai was fuelled and ready for take-off. My test pilot was local CFI James Hubbard who had provided
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me with a lot of support leading up to this event and was willing to trust my skills as an L1 to have brought the aircraft back to a safe flying machine. James kept asking me why I was so nervous and worried when it was his butt in the actual flying seat. So after a thorough check over, James climbed in and I threw the prop over bringing the Volkswagen engine from Aeropower to life. Final run up checks completed and it began to taxi followed by several phones streaming video of the event. At last we made it to the runway and it wandered off into the distance for line up on runway zero one at Murray Bridge. The
final checks seemed to take forever until I heard the distinct sound of the engine roar and the small yellow dot in the distance getting bigger. At first I thought the initial run was going to be a quick hop off the runway, fly for a second or two and then drop back down to safety, but by the time the plane had reached us, James was about 50ft off the ground and in no hurry to put it back down. That was the moment when it dawned on me that after five years stranded on terra firma and 18 months of hard labour, the Sonerai was back where it belonged! I cannot even begin to describe
PHOTOS: ??????
Taxying out for the test flight
what a feeling it is when something you have worked on for so long actually fulfils its purpose in life. What an absolute joy to watch… and still my nerves continued to dread what was going to happen next. In my head I thought “right, that was the easy part over and now the hard part is getting it back down safely onto the ground.” We watched the Sonerai peel off to the left and it then round out onto the downwind. As our gaze turned a full 180, our vision began to be obscured by trees and finally the little yellow blot in the sky disappeared behind the hangars. Trying to judge its speed and timing, I anxiously
waited for it to pop out of the other side of the hangar but to my horror, it didn’t! After waiting what felt like an hour, unable to hear the engine due to a Warrior starting up and still unable to see where it had gone, I came to the conclusion that it had suffered a failure. “Oh my god, it’s gone down in the paddock” I said and then started to think about how I was going to get James to hospital and recover the aircraft. What condition will it be in when I find it and will I have to rebuild the wings or possibly buy a new engine? Frantically searching the sky and now looking further past the hangars, I suddenly spotted a little yellow dot at the very end of final on 01 and realised it was the Sonerai about to touch down safely. What a fast little plane this is and what a relief that it had achieved its first flight safely. We sat and watched it scoot further down the runway before taxiing past us back to the hangars so we could debrief. “She’swithpretty Dave his CTLSquick,” said James hopping out of the tight quarter cockpit. I just smiled and replied that I didn’t think he was going to take off on the first run. It turned out that James wasn’t intending to until he struggled to get the tail up on the take-off run and by the time he did, figured it was best to just keep going. The problem turned out to be an issue of elevator throw where the downwards deflection was only 10 degrees where it should have been 20. This was due to the elevator bolt being set in the wrong hole which had been reassembled after the covering of the horizontal stabiliser. This is why I used a professional test pilot to deal with these sorts of situations. So with a few other modifications and repairs to make, the next step will be a full test flight for James to determine where
the edges of the envelope reside. It is not a mandatory step given the aircraft’s registration category, but one that I think is important to ensure that any changes have not modified the stall speed or handling characteristics of the aircraft even slightly. At least this way he will have confidence on the procedures and characteristics of this particular aircraft when completing my conversion training in it. Looking back, it has been a long road from the excitement of the initial purchase, the dawning of the actual amount of work required and the final joy at seeing it back in the sky. I have a new-found appreciation for those home builders of both kits and scratch-built aircraft and the level of time and dedication that it takes to make these marvellous machines fulfil their intended purpose. So what lies ahead now? My intention is to get my skills up to speed as soon as possible to solo in this aircraft and then clock some serious flying hours in the next year. I anticipate setting a target of at least 40 hours solo time to really get the most out of this aircraft and then may look at passing it on to someone else for a new project. I will have to think very seriously about the prospect of taking on another restoration project due to the time commitment it requires and may instead move toward something more family friendly, like a high-wing slow two- seater as my son grows old enough to come on flying adventures. For now, I am just happy to see Sonerai 3258 back in the sky and will start doing a bit more exploring of the South Australian landscape from inside its cockpit. What a journey it’s been and now what an aircraft it is! AUSTRALIAN SPORT PILOT | January 2019
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COLUMN
TRAINING I SQUAWKED 7600, AND THE SYSTEM WORKS Mark Newton reminds us that if you have a transponder, the ATC system can help you.
I
recently flew from Bankstown to Echuca to wait for the Kilmore Gap to clear before heading into the Melbourne area for the Lilydale Airshow. I lodged a flight notification and picked up VFR flight following from Sydney Centre on the way out, figuring that it’s always good to have another pair of eyes watching on a long cross country flight. Flight following is a free service from ATC for VFR pilots. While flying VFR in uncontrolled airspace, the pilot retains command responsibility and the controller is only issuing advice, rather than instructions. Because they have a flight plan which tells them what you’re doing and where you’re going, that advice can be pretty helpful. They can give you information about traffic at your new level if you tell them you’re about to climb or descend, they can help with navigation if you need to divert, they’ll call you up and warn you if you’re about to fly into restricted airspace, and they can help you with clearances if you have appropriate endorsements to fly through CTAs and need to penetrate them. You’re essentially “in the system,” receiving a traffic and navigation service very similar to what an IFR pilot would receive, along with a watching pair of eyes and rapid assistance if your situation deteriorates into an emergency. It’s described as a “Surveillance Information Service” in AIP GEN 3.3 2.17, and there’s a fact sheet about it on Air Services website. You need a transponder, continuous two-way VHF contact with an ATC unit, and they’ll usually want you to have lodged a flight plan so they don’t have to waste time getting details from you over the air. If you’ve ticked all the boxes, just call them up on the area frequency and ask for it: “Melbourne Centre, <callsign>, <position>, <height>, request VFR flight following.” They’ll usually issue you with a transponder code, and then come back with something like, “<callsign> identified, no reported VFR or IFR traffic.” My flight to Echuca started uneventfully enough, cruising in smooth air at 6500. I had to drop down below cloud near Mur-
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rumbateman, then divert around some terrain and weather near the Tumut Valley, but I kept Melbourne Centre in the loop and it all worked out. A problem develops If you draw a straight line between Mittagong and Echuca, there’s a dead spot in VHF coverage on some frequencies near the Victorian border. I’ve encountered it before, switched to the next frequency and it was fine. But doing that on this day didn’t feel right, because I had flight following and was supposed to remain on-frequency until they handed me off. Over the course of a few minutes, the voice quality from the VHF chatter on 118.6 was beginning to break up. I made it a bit better by opening the squelch and experimented by switching to the other radio (my plane has two, with different antennae). It wasn’t really working well though, and Echuca wasn’t that far away, so I decided to cancel flight following. That didn’t work. Turns out the dead spot is bidirectional: “Melbourne Centre, Sierra Oscar Lima, request cancel flight following,” was met with a void, on both radios (and one of them, a GNS430W, kicks ass. If that radio isn’t working, I don’t know what will) So I was getting to the point where I couldn’t understand ATC and I discovered they couldn’t hear me. Even if they wanted to hand me off to the next sector, that requires a read-back from me, so how would we negotiate it? Make a plan My aircraft isn’t only transmitting on VHF. In addition to the two air-band radios, the transponder is also transmitting. There is a known procedure for using that facility to tell ATC you have a comms failure: squawk 7600. There are some standard transponder codes which flash up on ATC radar displays to indicate different kinds of distress. 7700 means “inflight emergency,” 7500 means you’ve been hijacked, and 7600 means you have some kind of technical difficulty which isn’t impeding flight safety but is impeding
communications. As soon as I selected 7600 on the transponder, I could hear my controller through the static: “Sierra Oscar Lima, I’m seeing code 7600. Contact Melbourne Centre on 125.2.” I tuned it up, hit the “go” button, keyed the mic and declared my callsign. Lo and behold, clear as day, I got an acknowledgement. Following a brief exchange where I described the problem and thanked them for a fix, I changed back to my original transponder code and resumed flight following. The system works! Some alternatives I’m not proposing that squawking 7600 was the only option here, or even necessarily the best option. An alternative would have been to switch to the next sector’s area frequency right away, without waiting for a handoff, and explain to the new controller what had happened. They’d organize it with the previous sector’s controller, and I’d be on my way. On a different day I probably could have climbed to obtain better VHF coverage to the Mt Bingar repeater. Not on this day, however: I was at 3000ft and there was residual broken cloud at 3200ft trailing the weather I’d just finished diverting around. I had plenty of fuel and knew from a travelling companion 50nm ahead that the clouds were clearing and it’d be safe to go on top, but I’d need a hole to get there, and there just wasn’t one big enough. Since I was approaching a frequency boundary anyway, another alternative would have been to simply leave the squelch open, battle through the static, and hope I could hear the controller handing me off when I reached the green line on the VNC. I discounted that because recipients of flight following services are supposed to maintain bidirectional contact with an ATC unit, and I’d already determined that Melbourne Centre couldn’t hear me. And because the signal quality was deteriorating as I flew further west, I wasn’t sure I’d catch
the handoff anyway. Sitting passively was not an option and something more proactive was called for. Ask a controller Not being one to speculate, I put this scenario to a controller I know: was squawking 7600 an appropriate thing to do? “The system works! Minor paperwork on our end. No biggie, especially if it’s a known area for bad signal quality.” It turns out there are some regions where ATC expects poor comms.
“Sadly the lines on the map are not perfect,” my tame controller told me. “The sectors have to match traffic patterns to moderate workfload and complexity. The knowledge base of VHF coverage is important for those working low airspace.” Which neatly explains why my handoff to 125.2 came so quickly: the controller may have seen it before, and already knew what to do about it. Onwards The rest of the trip was uneventful.
Approaching Echuca, I called up to cancel flight following. Always remember to do that, or expect a phone call afterwards. You’re still tied to ATC until you hear “squawk 1200, frequency change approved.” Then I landed, waited out the weather, and launched for my transit through Kilmore Gap. I don’t think flight following is used enough in Australia. A lot of pilots don’t know it’s free, and avoid it to avoid incurring an imaginary bill from Air Services. Some pilots don’t know it exists at all (and to be fair, Air Services doesn’t exactly go out of their way to advertise its existence). If you have a transponder, a reliable radio, and a flight plan lodged in NAIPS, you’d be mad to not use it. They won’t always accept your request, especially if they’re busy, so keep flying until you cross into the next sector and ask again. Its purpose is to enhance situational awareness, collision avoidance, and general safety. I think it’s a useful tool in the toolbox, and should be used a lot more. Give it a try, and see if you agree. AUSTRALIAN SPORT PILOT | January 2019
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PILOT PROFILE FEATURE
A FOXY OFFERING FOR PILOTS
The A32 Vixxen can be VH or RA-Aus registered. Mark Smith goes for a buzz in this LEARNING FROM LSA to see how it stacks up against the original. 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.
A
eroplanes tend to evolve over time as their designers learn from what the market is telling them. The A32 Vixxen is a perfect example of this process with the changes from the original A22 Foxbat obvious when the two are parked side by side. The original A22 Foxbat quickly became a favourite with LSA pilots with its roomy cabin and simple centre control stick. However while the type could also be GA registered, it never achieved the same success on the VH register. With owners telling him they wanted a bit more speed from the Foxbat, designer Yuri Yakovlev decided the next step in the development of the design was to get rid of as much drag as he could. Peter Harlow is the Australian distributor of Aeroprakt aircraft and says Yuri did a lot of work over a two to three year period. “Yuri said there were three main areas of drag on the A22: the dip between the wings, the kick up behind the seats and the engine bay. He’s paid attention to all three and he thinks each of these improvements are equal to about five knots when cleaned up,” Peter says.
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AUSTRALIAN SPORT PILOT | January 2019
“The original engine bay just had airflow coming into the front and not being ducted anywhere. Using a better airflow system through the engine bay has given an additional five or so knots. “He also said adding the wing fillets and the gear fairings added another five knots, so while the FoxbatA22 will cruise at 95kts at around 5200RPM the A32 will cruise at 115kts at 500RPM.” Other changes include the use of cables rather than control rods for roll and elevator control, more storage provision in the cockpit and the rear baggage compartment is now an integral part of the rear cabin structure. The result is a look and feel much closer to a traditional GA design with a 20kt speed increase over the original A22. However while the changes are aimed at the GA market the A32 still comfortably fits into the 600kg AUW limit for RAAus registration. The Vixxen features control yokes rather than the centre control stick found on many RAAus registered Foxbats in Australia. Peter says this isn’t that new on the Foxbat design.
“The A22 Foxbat always had control yokes in the beginning since it was being aimed at the American market and they quite like yokes and the German and European market also like yokes, he says. “The centre stick was introduced for the UK market that had very strict empty weight limits and the yokes were about 9kg heavier than the stick so they cut all the yoke mechanism out and put the stick between the seats like a Jabiru. “That became standard in the UK and in Australia with the standard 450kg Foxbat being the only one we offered. The LSA version was offered with yokes, and with the Vixxen at present a yoke is the only control system on offer. Over the years I’ve sold 50/50 sticks and yokes.” The demonstrator Vixxen has a 330kg empty weight but that includes 20kg of ballistic rescue system so the normal empty weight is around 310kg to 315kg giving a useful load of 285kg. With full fuel taking up 60kg to 70kg the aircraft has an impressive 210kg to 215kg payload. Peter says the factory is still committed to both designs.
“The factory has said they will continue making the two aircraft side by side indefinitely and only if and when orders for the A32 exceed orders for A22 will they consider no longer making the A22, but for the moment they’re making eight Foxbats to every one Vixxen,” he says. The demonstrator we fly is in the VH category and has a nice glass primary flight display. The doors hinge upwards granting easy access to the cockpit. Entry is a simple exercise of backside on the seat and swivel in. The actual seating position is very comfortable, with the seat tilted slightly back and the legs almost straight, resting lightly on the rudder pedals. An excellent four point harness keeps one feeling safely strapped in. Peter goes over the cockpit. Differential braking is not available so with nose wheel steering is the order of the day. This is in no way an impediment to accurate taxying as Peter demonstrates the aircraft’s ability to do a 360 degree circle in its own length on a taxiway. Starting is pure Rotax simplicity and with the 100hp 912ULS making the right noise, it is time to taxi to RWY 35 at Tyabb. The flaps are manual with a lever in the roof, much like an Auster. Take off flap is set and off we go. LSAs benefit from a gentle touch and the Vixxen is no exception. The best technique is to give a slight amount of back pressure to unload the nose wheel and at around 45kts she levitates of her own accord. A squirrely northerly wind sees the Vixxen bounce Cruise on the around, but no more than the Cessna Clyde river 152 I watched a little earlier in the day. Climb out is about 60kts with 800fpm showing on the VSI. Once out over the water near French Island the bumps smooth out and level at 2500ft, with 4800RPM on the tacho, we get a 109kt TAS. At that speed the controls load up a bit more than I’m used to in an LSA, making for a pleasant cruise experience. It takes a positive move on the yoke to initiate a roll, with rudder being needed to balance things up due to the adverse yaw from the large control surfaces. It would be a lovely aircraft to cruise long distances in. Bringing the power back to 65kts sees the controls lighten up, though it still isn’t twitchy like some LSAs can get. Another impressive feature is the visibility. The huge side windows, low dash and expansive front windscreen certainly give the pilot and passenger the best seats in the air. In common with many LSA, the side windows bulge out to create more room, allowing the seats to be spaced far enough apart that the shoulder rubbing experienced in Cessna 150 and 152 trainers is a thing of the past in the Vixxen.
Flaps down stall is at around 27kts, demonstrating the efficiency of the wing design that allows a decent cruise speed on top of such a slow stall. Coming back into the circuit there is no need to slow down on downwind. Turning onto base, Peter pulls the power back with the airspeed quickly settling at 70kts. One stage of flap gives a slight nose-down moment and we turn final back in choppy conditions, still holding 70kts. Power comes right back and the final stage of flap sees another slight nose-down coupling and 50kts on the gauge. Over the numbers, the nose comes up and the Vixxen slows very quickly to touch on to the ground at about 30kts. It certainly feels slow!
The Vixxen is another example of the maturing LSA marketplace. Its nearly all-metal construction means it has a built in ruggedness that will see it stand up to wear and tear. It has performance comparable to many single-engine fixed-pitch GA machines like earlier 172s. It can carry a load big enough for touring, in a good degree of comfort and with a fuel burn that won’t break the bank. It also makes a great trainer with control responses similar to GA machines, meaning a student learning in a Vixxen under RAAus should have little trouble transitioning into a heavier aircraft down the track. All in all it’s a great design. AUSTRALIAN SPORT PILOT | January 2019
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SAFETY
DALTON ON SAFETY HOW MUCH IS YOUR HOUSE WORTH?
I
’ve written a number of articles now in a variety of publications mostly addressing how we behave as pilots. It doesn’t matter if you hold an ATP or are just starting out with an RAAus student pilot certificate, there’s a variety of easy steps and tools we can put in place to put an element of protection around us and, importantly, around our family. This is going to sound like an insurance sales pitch, especially given my company is one of the providers of the members’ liability program, but it’s not. It’s aimed at helping members understand what cover they have got and, more importantly, what they don’t have. Please don’t consider this as advice in anyway and if you have any queries regarding either the members’ liability policy or your own policy and how they affect your personal circumstances, please contact the association’s insurance broker for advice. Statistically, flying is safer than driving a car but it’s not without its hazards and the consequences that arise from falling foul of them can be expensive. We all know that you’re more likely to be involved in an accident driving to the airfield rather than once airborne but in the car there is a range of protections provided by the taxpayer whereas in your plane you’re on your own. The range of costs you might face following an accident could be as little as replacing a farmer’s fence you might have hit, right through to a common law liability
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do you reckon the court is going to award in damages? Only $250,000? I think not and you should rightly expect damages to be in the millions. If you were a GA charter operator you would be strictly liable for $725,000 but they are protected to that limit by legislation – you and I are not. Let’s say you got off lightly and damages were awarded against you for, say, $2,000,000. The members’ liability policy tips in $250,000 and you have a shortfall of $1,750,000 to find. How much is your house worth? Oh, and don’t forget there’s legal fees on top of that which will be shared between you and the RAAus insurers. Aviation liability policies pay for legal fees in addition to the damages but if the damages exceed the policy limit then you share the fees in the same proportion as the damages. So in my example above the members policy will pay 12.5% of the damages so will only pay 12.5% of the legal fees. How much was your house worth again? So why is it that so many of you only buy hull insurance when for literally a few hundred dollars more you can add in a top-up liability cover that enhances your overall protection? More than 75% of policies purchased via the online insurance platform by the association’s broker are for hull cover only! How much is your house worth again?
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claim made against you by a passenger injured in an accident. “Ah but I have the members liability insurance to protect me and that’s up to $10m which is heaps”. Now I wish I had a dollar for every time I had heard that and then an extra one for every time I have had to explain this. The members’ liability policy provides a limit of indemnity of $10m in respect of Third Party Liability claims however includes a sub limit of $250,000 in respect of passenger claims. It’s a worthwhile benefit of membership and is a big limit of liability for very little premium in real terms – you couldn’t buy that level of cover on a standalone policy for the amount charged per member to RAAus by its insurers. It will certainly cover that farmer’s fence and address strict liability claims made for most third party property claims. But note the sub limit for passenger claims … it’s only $250,000! That means the most the members’ liability policy will protect you for in respect of a passenger claim is $250,000. Imagine you had an accident in which your passenger was severely injured and it was clearly your fault. Not just a broken leg or a fractured rib but think quadriplegic and not able to work for the rest of his or her life. Oh and your passenger has two dependent children and their partner won’t be able to work to support the family as they are now your passenger’s primary carer. How much
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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
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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.
AUSTRALIAN SPORT PILOT | January 2019
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FEATURE
ONE AUSTRALIAN AIRCRAFT – MANY AUSTRALIAN PILOTS The Jabiru is an iconic Australian designed and built aeroplane. Australian Sport Pilot introduces some of the many pilots who learned on ‘The Jab’ and went on to professional careers.
AIMEE MOCCATA. I started flying when I was 16 in a Jabiru at the Bundaberg Aero Club. This sparked my love of aviation and I have continued into an aviation career. The photo with the Jabiru is from my first solo on January 6, 2007. In 2009 I joined the Royal Australian Air Force and attended the Australian Defence Force Academy prior to commencing pilot training with the RAAF. Following 18 months of extensive flying where I learnt visual flying, instrument flying, navigation, aerobat-
ics and formation, I graduated advanced flight training school in June 2013. The second photo was my graduation photo following nine months flying the PC-9, training at RAAF Base Pearce. After receiving my wings I was posted to Townsville to fly the King Air B350. In 2015 I was posted to RAAF Base Amberley to fly the KC-30 Multi role transport tanker (MRTT.) In January 2016 I was deployed on Operation OKRA where I flew 42 missions refuelling both Australian F18 Hornets and coalition aircraft.
BRYN DEASY Bryn started training with David Eyre in his Jabiru 55-875 in Bundaberg when he was 15 years old, going solo in 1999. After completing his PPL, CPL and instructor rating in Bundaberg he taught several of the employees of Jabiru Aircraft to fly. He then became Chief Flying Instructor for the RAA school at Lilydale near Melbourne where he trained using the Jabiru J160. For the past 10 years he has been with QantasLink and is now a captain and training captain on the Q400, so he gets to train all the new guys and girls that come through.
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AUSTRALIAN SPORT PILOT | January 2019
DANNY LEVER. Danny was born in Bundaberg in 1981 and spent his life there. He did work experience at the Jabiru factory over the school holidays in 1997, and later that year flew his first solo in a Jabiru under the watchful eye of David Eyre. He completed his commercial pilots licence at Tamworth in 1999 and went on to mining, charter and scenic work across Western Australia.
Danny became an airline pilot with Regional Express flying both the Metro 23 and Saab 340, gaining his command on both types. In 2007 Danny joined Jetstar, flying the A320 and A330 as First Officer. In 2012 he got his command on the A320.
ALEXANDER MCRAE From the age of five Alexander McRae wanted to be a pilot, even telling his teacher at Forest View Kindergarten in Bundaberg he wanted to fly the Concorde! While attending St Lukeâ&#x20AC;&#x2122;s Anglican School in Bundaberg he completed a class in Aviation Technology where he gained a High Distinction and henorth tookofthe opportunity of taking flying lessons in Burrum Heads just Hervey Bay. a Jabiru aircraft which had been loaned to the school. He was one of the first Cadet Corporals in the newly formed Bundaberg Australian Air Force cadets. At the age of 15, two weeks before he was eligible to get his L plates to drive, Alexander received his Recreational Pilotâ&#x20AC;&#x2122;s Licence. When he left school he studied aviation at Griffith University in Brisbane and undertook flying lessons at Archerfield. He grad-
uated from university with a Bachelor of Aviation and Graduate Diploma in Flight Management. Alexander took up a casual position flying sky divers at Hervey Bay and in February 2017 he drove from his home town of Bundaberg to Darwin to look for a full time flying position. After a few months he moved to Oenpelli in Arnhem Land where he flew for Gunbalanya Air Charters flying to remote communities and out stations. Since March 2018 he has been flying around the Northern Territory with Hardy Aviation, flying single engine and twin engine aircraft. Some of the places he flies to include South Goulburn Island, Ngukurr, Wadeye, Tiwi Island and Lajamanu. In mid-December he had accrued 1400 flying hours and he is well on his way to a successful career in aviation. AUSTRALIAN SPORT PILOT | January 2019
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KATE BALDWIN. Kate began flight training at a local flying school in Bundaberg in early 2007. At the age of 15 she completed her first solo flight in a Jabiru J120 on March 16, 2007. Under the guidance of flight instructor Ken Peterson she completed her RAAus Pilot Certificate and later moved to Brisbane to pursue her dream of one day becoming an airline pilot. In Brisbane Kate studied a Bachelor of Aviation at Griffith University and accomplished her Commercial Pilot Licence along with other qualifications necessary to apply for a job. After completing her training in Brisbane, Kate successfully secured a traineeship with one of Australiaâ&#x20AC;&#x2122;s regional airlines and six years later she now flies for one of Australiaâ&#x20AC;&#x2122;s international carriers and remains very passionate about aviation.
NASIR ABDUL. Nasir originally came from Dubai and is now an Australian citizen. He worked three jobs simultaneously to put himself through flight training and was among the first intake of international students for the Bachelor of Aviation Technology at CQU in Bundaberg. Nasir persisted in offering his labour to Jabiru until he was hired and stayed there for eight years, in the process becoming well known to many customers through spare parts inquiries and orders. Nasir also became a familiar face on the Jabiru stand at many fly-ins and airshows. He went solo in the Jabiru LSA55 then accumulated many hours towards his commercial licence flying various Jabiru aircraft. Nasir is now on a flying career pathway and is enjoying his work in the Torres Strait flying the Cessna Caravan.
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AUSTRALIAN SPORT PILOT | January 2019
RUSSELL BANKS Russell went solo in a Jabiru the day after his 15th birthday and he completed his cross country endorsement before he turned 16. He had to ride his bike to the airport because he wasnâ&#x20AC;&#x2122;t old enough to drive. He completed most of the PPL training while 16 and as soon as he turned 17, had that under his belt. Attendees at Natfly may remember him giving them a demonstration flight in the Jabiru J400 from the Jabiru display, which helped get his hours up while he was pursuing his CPL. Russell was able to amass five to six
hours a day doing this. He remembers one fellow wanted to check if the J400 would do 120kts with four people and came with his GPS equipment as well as his two friends. He went away satisfied after the flight. Russell gained his RAA instructor rating along the way, and gained hours fire spotting. Charter work gave him time on a Twin Comanche, Aero Commander and Metro. He is now an airline pilot and has been flying the Boeing 787 for eight and a half years.
John in his Swift near Temora AUSTRALIAN SPORT PILOT | January 2019
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NEWS
AVALON 2019 IS COMING â&#x20AC;&#x201C; WILL YOU BE THERE? R
AAus is pleased to offer members a special incentive to have their RAAus aircraft on display in the Sport Aviation display area at Avalon 2019. The first 20 members who respond and include their RAAus aircraft on display at Avalon 2019 will be offered 12 months free aircraft registration and 12 months free subscription to Australian Sport Pilot. Members are no doubt aware RAAus is committed to a considerable presence at the Avalon International Airshow and in 2017 we won the Best Sport Organisation award for our display and interactions with attendees. We couldnâ&#x20AC;&#x2122;t do this without the support of our enthusiastic members who commit time and money to display their RAAus aircraft and enjoy the Avalon experience. This incentive has been offered to provide the public with the best display of RAAus aircraft at Avalon 2019. To enter, simply email ops@raa.asn.au with your name, member number and aircraft registration. The 12 months free registration and 12 months subscription to Australian Sport Pilot will be provided to the first 20 members who commit to displaying their RAAus aircraft for the entire Avalon airshow. The 20 members who display their RAAus aircraft at Avalon will be given their reward after the Avalon International Airshow event concludes on March 3, 2019.
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AUSTRALIAN SPORT PILOT | November January 2019 2018
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COLUMN
TRAINING THE HIGH SPEED STALL Rob Knight explores a regime of flight that is sadly misunderstood.
H
ere’s an excerpt from an email I received earlier this year. “Hello Rob, I got your address from the BVSAC FLYER on the Watts Bridge website, and wish to comment on your recent articles on stalling. You say that an aircraft doesnt (sic) stall at a speed, but stalls at an angle of attack. How can it be possible to have a high speed stall? Alex.” The email from Alex provides a timely reminder that it is, indeed, a confusing world we live in. We are both right – aeroplane aerofoils do stall at an angle of attack and not a specific airspeed, and aerofoils do suffer high speed stalls. Because we generally consider stalls and stalling speed as being initiated in level flight with insufficient power, these are really slow deceleration stalls. A high speed stall is a stall at any other time when the angle of attack is exceeded regardless of the airspeed at the time. This is covered in pilot training when stalling in turns is discussed and taught. The most practiced pilots in terms of high speed stalls are aerobatic pilots where high G forces are required for the various manoeuvres. Let’s define some basics and build from there to ensure that we are discussing the same thing. 1. The angle of attack is the angle between the relative airflow (relative wind in the USA) and the chord line of the aerofoil. 2. A stall is when the streamline air flow across the upper surface of an aerofoil breaks away and becomes turbulent air flow, because the angle of attack is too high for the mass of the air to follow the curve. 3. The quoted stalling speed of an aeroplane is the airspeed it has, in steady level flight, when it reaches its CLmax (the maximum lift co-efficient or the stalling angle of attack). Note that the CLmax is constant for a constant shaped aerofoil (no flaps or slats/slots used). With this in mind, we can safely assume that the high speed stall is simply the aerofoil reaching its stalling angle while the aeroplane is holding a higher airspeed than when it does a slow deceleration level flight stall. So how fast can an aeroplane stall? The answer to that question is the same as a length of string. There is no upper limit with the possible practical exception of the VNE of that aeroplane; but that is a safety/structural issue and not an aerodynamic one. It is not difficult to get into a situation where a high speed stall is possible? You have done it many times. Every time you turn you are increasing that stall speed – you were taught that in your own pilot training. And what about steep gliding turns? The increase in airspeed at the stall is even more pronounced there. If you consider the training you received for your licence or certificate, the theory behind the increase in stall speed when the aeroplane is suffering a loading increase will have been carefully orchestrated. Stall speed increases as the square root of the load factor. And you should remember that the load factor during turns is the resultant of the force of gravity and the centrifugal force generated during that turn. Thus the steeper the angle of bank, the greater will be the rate of change of heading, the greater will be the centrifugal force, and the greater will be the loading. The greater the loading, the more lift will be necessary to maintain height. As the
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AUSTRALIAN SPORT PILOT | January 2019
aeroplane stalls at a constant angle of attack, the higher the loading the greater the speed the aeroplane will have when it reaches its stalling angle. Simple, eh! It really is quite simple but when other factors exert subtle influences, the resulting aeroplane response is not always so easy to predict. For example, if an aeroplane had each of its wings operating at a different angle of attack, the wing with the higher angle of attack would stall first. Of course it would. But how can this be possible in flight? The answer is that the angles of attack on each of your wings will not be the same any time you make either a climbing or a descending turn. It may not sound kosher, but it is quite correct. The wings will have differing angles of attack when an aeroplane is either climbing or descending as it turns. When descending in a straight line each wing descends the same vertical distance for the forward distance that it travels. However, if that aeroplane is descending while it is turning, the vertical distance travelled by each wing will be the same but the horizontal distances will differ. The difference is caused by the inner wing travelling a smaller arc (a lesser distance) than the outside wing. Thus, if the wing travels a shorter distance than the outer but descends the same distance, its relative airflow will be at a different angle, one that will provide a higher angle of attack. Check this out in the image below. Angles of Attack in a Descending Turn
In the sketch above, the inner wing, travelling a shorter arc, suffers a change in the direction of the relative airflow which increases the angle of attack. This discrepancy is increased by the outer wing enjoying a corresponding decrease in angle of attack. Thus the inner wing will always be closer to the stalling angle than the outer wing. Also noteworthy is the fact that, because the inner wing travels a lesser distance than the outer in the same time, its speed will also be lower. Although there is a reduced overbanking tendency in descending turns, where it does occur, holding out of bank aileron lower the aileron on the inner wing, even further increasing its angle of attack. But that is not all - there is propeller torque to take into account too. If the aeroplane is in a left bank and has a propeller rotating clockwise from the cockpit, the force required to turn the propeller clockwise will be trying to turn the engine and its mounts anticlock-
wise. Because these are bolted to the aeroplane, the propeller will be trying to rotate the aeroplane in the opposite direction. To stop it, even more down aileron on the left wing is required further increasing the angle of attack. When all these factors are considered, it is easily seen how a stall on the inner wing occurs at a higher than expected airspeed when descending and turning, hence the proliferation of high-speed stall/spin accidents on a hasty, steeply banked turn on to finals. You don’t have to be going slow to stall. In a climbing turn, on the other hand, the outer wing has a slightly higher angle of attack but has slightly more airspeed so the wings are a little more even in terms of which one will stall first. In regard to over banking, the combination of increased angle of attack and decreased airspeed gets close to balancing the relative airflow variation between the wings.
impression so he quickly gathers speed and the earth looms larger in the windscreen. Then, when he feels he should begin the pull out, it’s already too late in too many cases. As in the turn, at high speed the radius of the pull out flight path is much greater, and the aircraft’s nose doesn’t pitch up as expected. So he pulls harder. The stick is heavy at the higher speed but the earth fills the windscreen and he yanks the stick back. There is a momentary and violent buffet as he exceeds the stalling angle. In a fraction of a second, the aircraft strikes the ground and disintegrates with or without a fire. Another statistic is born because the pilot changed the aeroplane’s attitude quicker than its flight path could change. The High Speed Flight Path Pulling Out of a Dive
Angles of Attack in a Climbing Turn
Summary: In a descending turn the inner wing has a higher angle of attack and a lower airspeed than the outer. Thus in a gliding turn, if pulled too tight, one could expect the inner wing to stall considerably ahead of the outer, causing a wing drop and roll into the turn. The airspeed would be higher than a normal, slow deceleration stall, so would be a high speed stall. Also note that, if power is applied at the time of the stall, on an aeroplane with a propeller turning clockwise from the cockpit, the wing drop is likely to be exacerbated and obviously vice versa. But turning does not give the only scenario conducive to the high speed stall. The pull up from a dive provides a far greater threat, with far greater accident statistics than turning. It is accepted that, when executing a turn, the higher the airspeed the wider will be the radius of that turn. It follows then, that the higher the speed the slower the rate of pull-out when recovering from a dive. The lack of this knowledge has killed a great many exuberant pilots who get carried away with their power and glory and start a high speed pull-up from a dive too late. After all, the only practice that they have probably had is flaring on landing from a descent. Here the airspeed is low and just a few feet are quite enough to change the aeroplane’s flight path in perfect safety. The human factors aspect of the dive and pull-out are frighteningly dangerous. The pilot, in great glee, pokes the stick forward and commences the dive towards his target. He wants to make a big
The High Speed Stall induced by Pulling Out of a Dive
The result is, exactly as he wished; a great impression; only it’s in the ground, and it’s the last opportunity he will ever have to make one. So what was a high speed stall again? It’s just a stall at a higher speed than the normal slow deceleration ones we practice in level flight. When can it happen? Any time – but it will happen any time the angle of attack exceeds the stalling angle. Lesson – don’ exceed the stalling angle of attack unless you do it deliberately and with reason. Happy flying AUSTRALIAN SPORT PILOT | January 2019
55
AVIATION CLASSIFIEDS
5088 FLIGHT DESIGN CTLS
800 Airframe Hours, 800 Engine Hours, CTLS 732 airframe and engine hours. 130L fuel giving over 6 hours endurance at 110-115 TAS. Empty weight of 329kg giving useful load of 271kg. Always hangared and L2 maintained. No accident history. Immaculate condition inside and out. PRICE: $115000 CONTACT: William Davison 0419 632 477
5268 JABIRU J250 2004
420 Airframe Hours, 420 Engine Hours, J250 Jabiru J250 2004. Solid Lifter eng. VGs, Elect Flap, Trig Mode S Txp, Area 500 GPS, Microair VHF, Area 500 GPS, All 10 Ply Tyres, Gt Touring A/C PRICE: $45000 ONO CONTACT: Ian Berry 0427 997 441
5300 37 TIGERMOTH AVE, PRICE DROPPED
5164 JABIRU UL6
597 Airframe Hours, 351 Engine Hours, UL6 Jabiru UL6 (6 cyl, 3300, Camit engine, 4yo), Good Condition Extended wings. Frame: 597 hrs. approx; Engine: 351 hrs approx. Upgraded brakes, larger wheels. Climbs exceptionally well. Ideal for short take-off and landing.. Fuel: 14-15 l/hr @ 105Kn. PRICE: $29000 CONTACT: Johannes Luthy 0402 443 635
5366 CHALLENGER II
110 Airframe Hours, nil Engine Hours, Challenger II Challenger ll long wing ultralight aircraft, built 2000, 109hrs tt, 55hp hirth engine, dual ignition, electric and manual start, 2 seater, always hangared and in excellent condition PRICE: $8000 CONTACT: Lyndon Cossar 0427 536 001
5428 CESSNA SKYCATCHER 162
Due to work redundancies, selling my hangar at YTEM. 2yr old 15x15x 6m high hangar on a 50 x 25m freehold block, it has unrestricted views across the entire northern side of the airport. Power, water, gas & sewer avail. EMAIL: KRviators@bigpond.com PRICE: $170000 CONTACT: Robin Wills 0401 023 271
5326 JABIRU J230C (24-5013)
98 Airframe Hours, 98 Engine Hours, 162. CESSNA SKYCATCHER 162 2011 TT 98 hrs. Australian delivery. One owner. Dual screens PFD and EGT, all options. Currently registered GA but can be registered RA. 10/10. EMAIL: alank454@hotmail.com PRICE: $95700 ONO CONTACT: Alan Kirwan 0439 805 540
5458 HANGARS HOLBROOK AIRFIELD
5189 SAVANNAH S
82 Airframe Hours, 70 Engine Hours, Savannah S Savannah S.Rotax 912iS 100 HP Fuel Injected Eng.45TTIS. Factory built. No Accident. 144L Fuel. Garmin G3X 10.6" Touch Screen & GTX23 Mode S ES Xponder.Garmin GMC305 Auto Pilot & GTR200 Radio. AOA. DUC Prop. PRICE: $129000 ONO CONTACT: Lance Weller 0407 229 495
591 Airframe Hours, 591 Engine Hours, J230C Factory built 2007. Excellent condition. 100-hourly/ annual service completed 28/10/2018. Glass cockpit: Dynon D100 EFIS, AvMap EKP IV, GPS, Sentient AirNav GPS touch screen. Lots of extras. Hangared at Warwick (Qld). Phone (after-hours) 0438 663 371. PRICE: $65000 ONO CONTACT: Gwenith Tyburczy 0421 322 618
5335 TYRO MK 2
Hangars at Holbrook Airpark. Freehold Title blocks (18m X 18m) or new Hangar and blocks available. Serviced by sealed taxiways. PRICE: Available from: $25000 CONTACT: John Ferguson 0413 990 400
5468 TECNAM BRAVO WITH LEASE ON HANGAR/OFFICE
5225 THATCHER CX4 FOR SALE
60 Airframe Hours, nil Engine Hours, XC4 Lovely aircraft to fly. I'm just too old to get in and out of it. Has big tyres, if you like bush aircraft. Open to genuine offers. PRICE: $18500 CONTACT: John Edwards 0408 891 159
56
AUSTRALIAN SPORT PILOT | January 2019
60 Airframe Hours, 40 Engine Hours, Tyro MK 2 Tyro MK 2 fully refurbished 4 years ago with stits polyfibre. VW 1600 twin port aero engine (40 hours) with new Ark Tech propeller. Holds 50L of fuel, with a burn of 7-10L/hour in cruise. Located in South East Tasmania. PRICE: $7500 CONTACT: Les Skinner 0438 017 256
1210 Airframe Hours, nil Engine Hours, Bravo Tecnam Bravo with low hours, (maintained by LAME and L2). We also have a 3x3x3 lease on a hangar with Office area and accommodation all renovated. Additional we are also selling our family home. PRICE: Offers over $219000 CONTACT: Wayne Dillon 0438 551 198
5482 SKYFOX GAZELLE
1418.9 Airframe Hours, 1146.2 Engine Hours, Gazelle Great aircraft with nothing to spend G/BOX overhauled. New tyres, perspex roof replaced, Upholstery recovered. New 2 blade Bolly Prop fitted 1402 hrs. Manufactured 1997 by SKYFOX AVIATION. Serial Number CA25N074. Engine is Rotax 912, 80hp. Reg Number 24-3432 (expires Oct 2019). Interior and Exterior. PRICE: $31000 CONTACT: Brian Stott 0410 401 139
5501 AIRCRAFT 23-8806
5536 FOR SALE - JABIRU J230.
PRICE: reduced by $10000. 350 Airframe Hours, 350 Engine Hours, J230. Kit built, approx 350 trouble-free hrs. 3 stage electric flaps, Xcom radio, Narco transponder, Garmin 295 GPS, vertical card compass, Whelan beacon and wingtip strobes, Trutrak ADI, alternate flashing landing lights, cabin heater, carby preheater for cold starts, CHT monitored on all cylinders. Also comes with a 12 volt refueling pump on trolley. PRICE: $50000 CONTACT: Graham Barrington 0400 144 282
5618 KITFOX IV CLASSIC
360 Airframe Hours, 90hrs Engine Hours, Kitfox IV Classic. No time to fly. Airframe 360hrs. Subaru EA81 100hp, Autoflight gearbox 80hrs since rebuild. 3 Blade Bolly Optima. Grove Aluminum undercarriage. 100ltrs fuel. Garmin GPS aera500. PRICE: $24000 CONTACT: Peter 0467 091 714
5620 2004 AIRBORNE EDGE X CLASSIC TUNDRA
5541 SORRELL HIPERLIGHT
550 Airframe Hours, 550 Engine Hours, J230D For Sale Jabiru J-230D PRICE: $95000 CONTACT: Bill Haynes 0429 054 205
5502 2014 WEDGETAIL AIRCRAFT COUGAR (FORMALLY MORGAN AEROWORKS)
108.4 Airframe Hours, 28.7 Engine Hours, SNS-8 Hiperlight. Fully rebuilt in 2017 including engine. Recovered in Oratex UL600, new bracing wires everywhere, new wiring, new fuel system. Empty weight 110kg, MTOW 226kg. Cruises between 5060kts, 5Litre fuel tank. Strong +6 -3g. Detachable tail. Simple flying. PRICE: $10000 CONTACT: Ruben Daniel Martin 0468 359 784
5569 ZENAIR 750
64 Airframe Hours, 64hrs Engine Hours, Cougar. This aircraft is one of very few kit built aircraft of it’s class antwhere in Australia. It is equipped with everything that you could imagine: Honda Viking Engine 110Hp (Uses between 18-20LPH of 98 Fuel) 110L Fuel Capacity with 8 hrs Endurance. PRICE: $82000 CONTACT: Frankie Bailey 0468 713 545
ZenAir750 130hrs Rotax914Turbo widebody bubledoors tundra tyres 10" Dynon Skyview 100ltr fuel Amazing short field take off. PRICE: $95000 CONTACT: Nat Jaques 0417 073 046
5580 JABIRU J200 + 1/2 HANGER AT HECK FIELD
5528 AIRBORNE XT-912, TRIKE/ MICROLIGHT ARROW S WING LSA
560 Airframe Hours, nil Engine Hours, XT-912. AIRBORNE XT-912 TRIKE ARROW S WING LSA. (07) 5481 2025 PRICE: $27500 CONTACT: Bob Thiemann 0418 776 116
292 Airframe Hours, 292 Engine Hours, Edge X In excellent condition. Comes with full set of pumpkin head covers, fuel gauge, microair 760 radio, garmin 196 gps, 2 x helmets and headsets, intake silencer, and after muffler. Streak 2 wing, Rego until Jan 2019. PRICE: $9500 CONTACT: David Mudie (02) 6947 1707 / 0414 643 368
5630 COBRAM COBRA
653 Airframe Hours, 118 Engine Hours, Cobra Single seater, very nice to fly. Very light and responsive controls. Cruises at 75-85kts burning 11-12 litres per hour. Fuel capacity 48 litres. Engine is points ignition, and requires hand starting. PRICE: $7500 CONTACT: Tony Meggs (02) 6689 1009
5634 CESSNA 150
480 Airframe Hours, 480 Engine Hours, J200 480 hours, 6Cyd, 3.3Ltr, 120 HP, Solid valve lifter, head done at 450hrs, Temperature gauges, GPS, Transponder, Auto Pilot, Disc Brakes, Fuel Filter, Radio, comes with ½ hanger at Heck Field QLD. $50,000-plane, $40,000 - 1/2 Hanger. PRICE: $90000 CONTACT: Bruce Smallacombe 0410 524 040
8728 Airframe Hours, 900 Engine Hours, C150 Cessna150M - 1975 model. Total time 8728hrs. Engine 900hrsTSO. SIDS and cable replacement completed in 2016. ADs up to date, fresh annual completed. Icom VHF, Mode C transponder. White/ burgundy paint 7/10. Grey Interior 6/10. PRICE: $37000 CONTACT: Sheldon Jones 0427 102 540 AUSTRALIAN SPORT PILOT | January 2019
57
AVIATION CLASSIFIEDS
5636 PIONEER 300
317.2 Airframe Hours, 43.9 Engine Hours, Pioneer 300. Pioneer 300 six cylinder Jabiru powered, new engine and propeller 43.8 hours, airframe 317.2 hours, retractable 125 knots, condition 9 out of 10, comes with fresh 100 hourly. PRICE: $82500 CONTACT: Mark Preston 0448 387 828
5642 ARION LIGHTNING 3.3FI
5665 TECNAM BRAVO P 2004 - YEAR 2005
780 Airframe Hours, 720 Engine Hours, p2004-bravo Tecnam Bravo p2004 - year 2005. Aircraft is ex-demonstrator. Have owned aircraft since 2006. airswitch and tacho meter. Hangared and maintained. Spats currently removed. PRICE: $86500 CONTACT: John Middlemiss 0401 653 666
5672 JABIRU 170C 24-5398
5690 WYREEMA AIRFIELD HANGAR SPACE
Hangar space for light aircraft, airfield is situated at Wyreema approximately 15 minutes south of Toowoomba City. The price from $198.00 incl gst per calendar month. Water, electricity, toilet facilities, avgas available. PRICE: $198 p/m CONTACT: Daniel King 0409 465 812
5692 SAVANNAH FOR SALE
768 Airframe Hours, 679 Engine Hours, Lightning Owner builder, FI 3.3 Jab eng powered by Haltec F10X computer. Eng never pulled down. Cruise 140kts @ 2800, 19 lts per hr. Thompson prop 61x60. Lowrance 2000C GPS slaved to Dynon 180.ASI. Always hangared at Goolwa. PRICE: $65000 ONO CONTACT: Steve Biele 0407 218 203
5652 PROPERTY FOR SALE IN GATTON AIRPARK
370 Airframe Hours, 370 Engine Hours, J170C For sale Due to present health issues Jabiru 170C 24-5398, aircraft hangared at Wynyard Approx 370 hours on both engine and airframe. In top condition. Maintained by John McBryde who is happy for calls 0427 757 922. PRICE: $59500 CONTACT: John Heidenreich 0419 324 250
530 Airframe Hours, 530 Engine Hours, XLW Savannah XLW,19-7608. Built 2010 140 Ltr Fuel. No accidents. Always hangered. New windscreen March 2018. Reg Brost. Door latches front axel and fuel bowls. UHF-VHF Radio Full service report L2 Mechanic. Located Bendigo VIC. PRICE: $54000 CONTACT: Ian Shield 0409 109 244
5699 4772 TECNAM SIERRA P2002, 2006
5680 CFM SHADOW STREAK
2,100 Sq.mtr Block. 320 Sq.mtr. 4 Bed/3Bath Brick Home 16m x 12m Hangar w direct access onto 800m runway, Town Water + 3 Rainwater Tanks 30 mins to Toowoomba, 45 mins Brisbane by Road. Un-interrupted scenic rural views across the valley to Toowoomba PRICE: $595000 CONTACT: Beven C.T. Dryden 0409 771 004
5653 RANS S6ES
624 Airframe Hours, nil Engine Hours, Rans S6ES Coyote II. 624TT Powered by Jabiru 2200 Fantastic Aircraft to fly, plenty of room for two large people. Two GPS units one Portable and one in dash, ballistic chute, full deluxe interior, Dual controls inc toe brakes, 2 noise reduction headsets. PRICE: $38000 CONTACT: Peter Tapp 0403 116 690
58
AUSTRALIAN SPORT PILOT | January 2019
1600 Airframe Hours, 133 Engine Hours, Shadow Streak. HR blue head 582 electric start 3rd Engine. 133 HR bolly 3 blade prop. Nil accidents. ALL Ads performed. Rego till aug 19. VHF Radio and intercom. CHT EGT VSI Digi ALT Digi Compass. Dual Control. Still being flown. PRICE: $12500 CONTACT: Nicholas Turner 0422 033 161
602.3 Airframe Hours, 864.5 Engine Hours, P2002 4772 Tecnam Sierra P2002, Year 2006. 864.5 hours. Fitted with carby heat, AV map, transducer. Hangared at YBNS. PRICE: $90000 CONTACT: Barrie Jones 03 5145 6438 / 0429 456 438 or Martin 0412 617 110
5689 JABIRU LSA 55/3J
5703 BANTAM B 22S
2170 Airframe Hours, 470 Engine Hours, LSA55/3J Easy and fun to fly. Good condition always looked after, solid, factory built aircraft. Cruises at 95-100kts, 12-13L/hr fuel burn, 65L tank. Always hangered. Upgraded from LSA55/2j in 2003. Full covers provided. All AD's up to date. PRICE: $24000 CONTACT: Anthony Elms 0403 777 852
414 Airframe Hours, nil Engine Hours, Bantam B 22S 414 engine and airframe hours located YCAB Brolga prop, 582 Blue head motor. New skins,detailed log book and flight manual. A new motor still in crate is available, but is NOT included in this price. PRICE: $12500 CONTACT: Kyle 0415 858 869
5706 SLING 2 AIRCRAFT FOR SALE
UHF, Aux.38 litre tanks under seat. Very reliable aircraft with good range. Hangared and serviced every 50 hr. PRICE: $28000 CONTACT: Andrew Smart (08) 8642 3642
5723 AEROPUP 19-5206
5720 JABIRU J160D FOR SALE 50 Airframe Hours, 50 Engine Hours, Sling 2 As new 2016 Sling 2 for sale - TT 50 hrs Rotax 912 iS Dual MGL EFIS. MGL com radio. Tsdpr mode S. 2 axis AutoPilot. Intercom. Always Hangared & Maintained. Genuine sale. PRICE: $130000 CONTACT: Anthony Carrigan 0427 293 644
5711 JABIRU J160
1290 Airframe Hours, 60 Engine Hours, J160 JABIRU J160 FOR SALE. Time to Move On and take up Bungey Jumping! Can Deliver Aircraft. PRICE: $45000 CONTACT: John Harding 0403 551 707
651 Airframe Hours, nil Engine Hours, J160D J160D Jabiru 24-8315. Requires engine overhaul. Wing bolt modification completed. 651 total time. Dynon Avionics EFIS-D10A. Garmin Aera 500. PRICE: $39000 CONTACT: Sally Scott 0409 471 655
480 Airframe Hours, 480 Engine Hours, Aeropup REDUCED to $36000, built by Steve Donald QLD. 480Hrs TT, Jabiru 2200 85hp 480hrs TT, folding wings, Stits covered + spare paint + fabric etc, XCom radio, Elec Flap, VG's, Large Tyres, WigWags. PRICE: $36000 CONTACT: Tony Peter Loeffel 0432 341 681
5724 STREAK SHADOW
5721 AIRCRAFT 25-0427
5714 LIGHTWING GR 912ULS
1752 Airframe Hours, 1752 Engine Hours, GR912 Lightwing GR 912 80 Hp Good condition throughout with small paint cracking and stone chips on the tail. Top end reconditioned at1594hours.VHF/
702.7 Airframe Hours, 21 Engine Hours, LightWing GR-912 Lightwing Rotax 912 with only 21 hours. Private use only and always hangared. Open to genuine offers. PRICE: $25000 CONTACT: Jeremy Douglas - Bill
560 Airframe Hours, 560 Engine Hours, Streak Streak Shadow in VGC. 560 engine hrs and recent bearing test showed negligible wear. Burns <10L/hr at 65 knot cruise. Shadows have excellent reputation with many epic flights and are supposedly stall proof. Dual controls, folding wings. PRICE: $14000 CONTACT: David Lewis 0488 271 936
MTOW 600Kg Empty Weight 300-305Kg Cruise 90 Kts Stall 26Kts Take Off/Land 45m Photo shows some options
Australian Agent: Peter Mob 0408 376 540 AUSTRALIAN SPORT PILOT | January 2019
59
AVIATION CLASSIFIEDS
5725 STORCH S
5730 AIRCRAFT 19-8492
85.5 Airframe Hours, 25 Engine Hours, PT-2 Protec PT2 STOL Aircraft for sale,912s 100hp. PRICE: $40000 CONTACT: Neal Livingstone 0407 347 255 218 Airframe Hours, 218 Engine Hours, Storch S Price reduction - Selling As-Is, Where-Is. The Storch is the best-known of the Fly Synthesis bunch, and for very good reason. It's been around a long time, and has forged a powerful reputation within the aviation industry. Itâ&#x20AC;&#x2122;s also proven to be one of the most influential small... PRICE: $59000 CONTACT: Tony Sykes 0418 370 899
5726 AIRBORNE EDGE X CLASSIC
Jabiru J200 B 19-4922. Low hours TTIS 73 hrs. Jabiru 3300 engine solid lifters. ICOM radio with David Clark headsets. Garmin 296 GPS. 2 pack paint always hangared. Excellent condition inside and out. PRICE: $52000 CONTACT: Graham Moller 0458 785 035
5738 ZENITH CH701. STOL ULTRA LIGHT
5731 JABIRU SPT-6
78 Airframe Hours, 78 Engine Hours, SPT-6 Jabiru SPT-6 PRICE: $45000 CONTACT: Neal Livingstone 0407 347 255
5732 JABIRU 160C SYNDICATE SHARE - SA
317 Airframe Hours, 317 Engine Hours, Zenith CH701 STOL. Ultralight Aircraft. 100 HP Rotax engine, 317 hours TT, Lowrance GPS,Full maintenance upgrade completed. Always hangered. Priced for quick sale. Inspect: Dalby Aircraft Maint, QLD (0447 262 063) $42,000 + GST. PRICE: $46200 CONTACT: Mike & Ulrike Kalthaus (07) 4655 4767
5739 ROTAX 503 CARBS
511 Airframe Hours, nil Engine Hours, Edge X Airborne Edge X Classic (Reg 32-5854) in excellent condition. Well maintained, serviced and always hangered. This trike is prefect for new pilots or any pilot looking to fly without investing too much money in the sport. PRICE: $10500 ONO CONTACT: David Warne 0419 878 144
3689 Airframe Hours, 695 Engine Hours, J160C 1/4 Syndicate Share of Jabiru 160C available 2006 Factory built aircraft. Well maintained. Located at Callington airfield, SA. Low ongoing costs. Quarter share of the syndicate. Only one other semi active member flying. PRICE: $6500 CONTACT: Dale Stevenson 0407 654 994
5736 BUCCANEER2 ULTRALIGHT FOR SALE!
FOR SALE: One pair of Bing 54 Carbies to suit a Rotax 503 two stroke engine. Never been used(still in box) and asking $1200/pair. New price is $900 each. EMAIL: petedore@gmail.com PRICE: $1200 CONTACT: Pete Dore 0416 001 049
5744 RANS COYOTE S6S MARK II
5729 AEROCHUTE DUAL 503 Price reduced! 342 Airframe Hours, 342 Engine Hours, 1996. Updated electric actuators and Tundra wheels and tyres. Brand new icon A210. Needs some work on the tail-wheel for water landings. Condition report included. Registered until September 2018. EMAIL: bluepeace24@yahoo.com.au PRICE: $24990 CONTACT: Evan Lizarralde 0409 660 716 73 hours Airframe Hours, 80 Engine Hours, Dual Aerochute Dual 503 Rotax, Narrow headplate, 350 Square foot Ram Air Chute, Electric start, Floor plate, Front brake, 73 Hours flying time, Currently registered, Good condition, Fully enclosed roll in roll out trailer. Other extras. PRICE: $12500 CONTACT: Brian Giles 0411 430 988
60
AUSTRALIAN SPORT PILOT | January 2019
726 Airframe Hours, 726 Engine Hours, s6s mark II Rotax 912ul 80hp registered march 2019. Garmin 296 plus Garmin 660 gps never used, new. For sale due to medical reasons. PRICE: $38000 CONTACT: William Tippett 0407 417 916
5746 MORGAN SIERRA 100
5737 JABIRU J200B 19-4922
73 Airframe Hours, 73 Engine Hours, J200 B
300 Airframe Hours, 50 Engine Hours, Sierra 100 Beautiful 2 place side by side low wing tri gear. Factory rebuilt after accident with mostly new
parts. Very low hours on airframe and engine. Hydraulic toe brakes. New tyres. Includes purpose built lightweight trailer. Rigs de-rigs in less than an h. PRICE: $45000 CONTACT: David Odlum (08) 9349 0997
5748 SKYFOX CA21
560 Airframe Hours, 560 Engine Hours, Skyfox CA21. Skyfox CA21 1990 55-0611, factory built in Queensland, TTIS 560 hours, Aeropower 78 hp engine, two blade wooden propeller, reg to July 2019, in dash Garmin Area 660 GPS, 100 hourly completed July 2018, good clean condition inside and out, based at Bendigo, Victoria. EMAIL: steve_broadbent@bigpond.com PRICE: $19000 CONTACT: Stephen Broadbent 0407 829 813
5753 SONEX WAIEX
5763 JABIRU 24-4681 J-160C
5783 SKYFOX CA21 AND TRAILER
2164 Airframe Hours, 266 Engine Hours, J-160C Certified Aircraft - Approved for flight training. Airframe 2164 hrs, Engine 266 HTR to 500 HRS when through bolt replacement required. Annual Registration paid EXP 06/19. Full service history. Wood Prop. Located Launceston Tas. PRICE: $34000 CONTACT: Tasmanian Aero Club 0418 500 111
847.8 Airframe Hours, 325.8 Engine Hours, CA21 CA 21 TAILDRAGGER with recent new rotax 80HP fitted. Engine only done 325.8 hours. Airframe only 847.8 hrs. The trailer was custom made for this aircraft and has electric winch and internal lighting etc. Happy to deliver. PRICE: $42000 CONTACT: Brian Stott 0410 401 139
5766 JABIRU LSA 55-3J
5788 A32 VIXXEN
1994.8 Airframe Hours, 1994.8 Engine Hours, LSA 55-3J. Two owners since new, well maintained by L2 LAME, all logbooks supplied, micro-air Avionics, comes with full set of Punkin Head Air Sports wing covers, 2x spare Jabiru tyres, 65L Fuel tank, two headsets, Cruise 90kts @ 13L/Hr. Always hangered. PRICE: $18000 CONTACT: Chris Schwarz 0447 810 891
5775 VANS RV4
91 Airframe Hours, 91 Engine Hours, A32 Vixxen S/N A32 #043. - Rego 23-1775 - 115 kts cruise -Only 91 hours total (will change slightly) -Still under factory warranty. -Handed over new 03/01/2018 -L.A.M.E owned and maintained. -Serviced every 25 hours (25,50 & 75hrs) all maintenance up to date. -No damage or damage history. -Always hangared, with great... PRICE: $125000 CONTACT: Adam Talbot 0407 794 660
5790 AEROCHUTE 503 125 Airframe Hours, 125 Engine Hours, Waiex Meticulously maintained V-tail Waiex in 10/10 cond. 125h TT. Cruises 115kts @ 18L/h. VH- but suitable for RA-Aus 19- registration. Powered by upgraded (2276cc) AeroVee 2.1, with Prince P-Tip prop. Prof. painted in 2-part polyurethane. PRICE: $39000 CONTACT: Rodger Connolly 0458 919 400
5758 BEECH SUNDOWNER
1133.00 Airframe Hours, nil Engine Hours, RV4 Vans RV4 1990. New tires, tubes,brake pads,air filter. EDM engine Management System. 50 litre aux fuel tank 160kts+GT50 Flight timer, clock G metre, volt Metre. EDM engine Management System. Icom A200 Radio. Bendix King KT76 Transponder. Garmin 196. PRICE: $65000 CONTACT: Jim Murphy
5779 STORCH BY FLY SYNTHESIS
4395 Airframe Hours, 438 Engine Hours, Sundowner. Sundowner 1976 model with 4395hrs Total time. 1542 engine hours to run. Great 4-place aircraft with 2-doors, fixed pitch prop and fixed undercarriage New VHF Nav/Com. White, Green and Gold paint and grey fabric seats. PRICE: $65000 CONTACT: Sheldon Jones 0427 102 540
1000 Airframe Hours, Zero Hours Engine Hours, Fly Synthesis. Re-engined with Mercedes Smart car engine. TT Zero hours. Comes in a roadworthy, registered tandem axle enclosed trailer. The wings fold and the whole aircraft can be loaded into the trailer by one person. PRICE: $52000 CONTACT: Frank Shrenk
80 Airframe Hours, 80 Engine Hours, 503 Aerochute 503 with wide top plate, 74" new Bolly prop, electric start, New high powered battery, Extended front plate for extra comfort. Flys like a dream. Comes with purpose built trailer with easy loading and unloading of your Aerochute. PRICE: $12000 CONTACT: Graham Wright
5791 WANTED CASSUTT, RESTORATION OR PROJECT
Wanted Cassutt aircraft. Any condition considered. Looking for a Airworthy project, restoration or partial project. What have you got? Any location. PRICE: $40000 CONTACT: Paul Richardson 0405 814 578 AUSTRALIAN SPORT PILOT | January 2019
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AVIATION CLASSIFIEDS
5792 BRAND NEW UNRUN ROTEC R3600 150 HP RADIAL ENGINE FOR SALE.
BRAND NEW Rotec R3600 150 hp radial engine for sale. Delivered 2017. (Box opened for photos only). Inspect Caboolture airfield, or more photos can be sent. Will arrange delivery anywhere in Oz or O/ seas at cost. PRICE: $24500 CONTACT: John Hitzke 0428 883 311
5797 WALLABY FLY SYNTHESIS 582
5809 BARN FIND - AUSFLIGHT DRIFTER CERTIFIED TRAINER AIRCRAFT
50 Airframe Hours, 50 Engine Hours, Wallaby Factory built Wallaby powered by Rotax 582 in as new Condition, genuine 50 hours TT and impeccable condition, suitable for training with dual pedals and controls. Comes with parachute and tundra tires. A great composite aircraft worth over $55K new. PRICE: $39500 CONTACT: Caz Monteleone 0404 897 452
536 Airframe Hours, 37.3 Engine Hours, Drifter Certified trainer aircraft - Full dual controls - Extra fuel tank - Cabin pull-start - 536 Airframe hours - 503 Rotax - 37.3 Engine hours - 3-Blade Brolga prop - De-registered in 2012 - Will require new skins PRICE: $7500 CONTACT: Jamie Franks
5799 JABIRU J230D
5813 RANS S6ES COYOTE II 100HP
5793 SAVANNAH S
540 Airframe Hours, 540 Engine Hours, Savannah S Rotax 912ULS, Bolly Prop, Factory Built, Dynon EFIS,Mode, S T/ponder, 2X flip/flop VHF radios. GPS 24 Reg. Low hours. Full details at john.groth1@ bigpond.com EMAIL: john.groth1@bigpond.com PRICE: $73000 CONTACT: John Groth (07) 4973 9391
211.9 Airframe Hours, 211.9 Engine Hours, J230 Factory built Jabiru J230 June 2010. Easy and fun to fly. Only 211.9 hours on the engine and airframe. Good condition always looked after, always hangered. RAAus compliant. Cold-Start Kit, Jumper leads, etc. PRICE: $57500 CONTACT: Graham Cairns 0400 298 994
5801 SONEX TRI-GEAR
335 Airframe Hours, 335 Engine Hours, S6 Coyote II If you want safe, reliable, roomy, fun flying, 85kt cruising, with true short field performance on a budget, then look no further. Great value for the money, this 335hrTT Rotax 100hp Coyote II is a strong performer and a dream to fly. Don't miss out. PRICE: $36900 CONTACT: Jason Reid 0408 356 185
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5794 STORCH HS FLY SYNTHESIS AIRCRAFT 24-4258
205.0 Airframe Hours, 205 Engine Hours, Storch HS Factory built Storch HS, over 500 built and flying this amazing and safe aircraft is used for training in many parts of the world. Has docile flying and landing characteristics yet will cruise around 90 knots for some decent cross counrty trips. PRICE: $59000 CONTACT: Caz Monteleone 0404 897 452
130 Airframe Hours, 130 Engine Hours, Sonex TriGear. Sonex Tri-Gear 19-8656, 130 hours, Aerovee 80 HP, MGL EFIS & V6 VHF radio & ASI. Built by the Sport Aircraft Club of South Australia to give members hands on building experience. Project details- sportaircraft.org.au and click on the Sonex picture. PRICE: $37500 CONTACT: Chris Moore 0411 196 232
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5808 LIGHTWING GA-912 0413 374 680
5795 WALLABY FLY SYNTHESIS WITH 503 ROTAX ENGINE
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12.2 Airframe Hours, 12.2 Engine Hours, Wallaby Built from Factory Kit by the Importer this two place aircraft looks and flies like new, Fitted with 503 Rotax electric start engine and only 13 hours TT. STOL characteristics, includes wing folding system. Selling as retiring from aviation business. PRICE: $32000 CONTACT: Caz Monteleone 0404 897 452
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2200 Airframe Hours, 520 Engine Hours, GA-912 Lightwing Ga-912. Recently stripped wings for ten yearly inspection. New tanks and Polyfiber fabric. New windscreen. Rotax 912 five year rubber replacement done. New Bolly three blade prop fitted (MARAP approved). TTIS 2200 hrs, Engine 520 hrs SMOH. PRICE: $20000 CONTACT: Peter Thomas 0435 318 731
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Graemeswam@gmail.com 0413 374 680
AUSTRALIAN SPORT PILOT | January 2019
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FEATURE
MILESTONES Josh Mesilane relates his first solo. "That's two from two", I say to Joe as I spin the Foxbat around and backtrack up the hill that is part of 27. We've been doing stall recognition training, and managed to time it so we got 1.0 on the hobbs - just enough time to get back to the hanger before she ticks over to 1.1 Perfect. "Stop at the intersection" Joe tells me. 'Sure', I think, though not sure why? "Now, you're going to hold the throttle at idle and hold the brakes on, I'm going to open my door, unplug my headset, secure it, close the door, walk out, give you the thumbs up - and you're going to do a circuit". Joe explains that Iâ&#x20AC;&#x2122;ll need to extend, she'll climb faster and glide further, just keep an eye on your airspeed, nail that and you'll be fine he says. Joe gets out, secures his headset, closes the door, walks out and gives me the thumbs up. Suddenly I'm backtracking 27, half way down it hits me, this is my first solo. For the next six minutes - it's nothing but the airplane, and me. End of 27, spin around, set t/o config, take a deep breath, full
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AUSTRALIAN SPORT PILOT | January 2019
power, back pressure on the stick, the nose lifts, more back pressure, she's off. Climbing, up through 2400, wow that happened fast, turn crosswind, still climbing, I look at the ground and realise I'm easily a good 100m earlier than I usually am. 3000 coming up and I ease the power off, and turn downwind, she settles on 3050 - that'll do! Downwind checks, Brakes off, Undercarriage - 'Welded Down', Mixture - N/A, Fuel - Sufficient and on, Instruments - T&Ps all in the green, Switches - Correct, Hatches/Harnesses Secure, I've extended downwind, go idle and turn base. She's gliding, one stage of flaps, trim for 55, profile looks high, full flaps, more trim, speed stable at 50, still high, turn final, I look WAY high, time for some S turns, looking better, bring her back into the centre, over the fence, into ground effect, she balloons, ease off the back pressure a little and let her come down on her own, flare, I feel the right wheel just glance, little more aft pressure, just wait, both touch, hold the nosewheel off, stick back, stick back, stick back, and the nose comes down, onto brakes. I just survived my first solo.
Leigh Dawson
f lew his first solo in late November with Wagga Air Centre.
Michael Dehaan
achieved his RPC with Soar Aviation in Melbourne in only three months. He comes from a family of aviators with his Dad learning to fly gliders many years ago. He plans on aviation as a career.
AUSTRALIAN SPORT PILOT | January 2019
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COLUMN
FINAL APPROACH A NEW YEAR, A NEW APPROACH? From the editor Mark Smith
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never get tired of seeing the smiling faces of people who have achieved their first solo. I receive their pictures and I meet them personally as I travel to airfields far and wide in search of stories for this magazine. I have a saying; take someone for a flight and you get the chance to change their life. Teach someone to fly and they’ll hopefully change other people’s lives. As any pilot’s experience and confidence grows they should make the effort to introduce people to their passion. It’s not about showing how great you are as a pilot, but rather how great it is to be able to fly. I especially love the effect flying has on kids. At 15 they can’t legally drive a car but they can fly a plane. As I’ve said before, this gives them a measure of confidence in their abilities they’d rarely get as ground bound individuals. Teachers who run aviation programs through schools all relate stories about the student who was below average until they discovered aviation. From that point on their marks soared with their growing ability to see the world as only pilots do. Yet what is the face aviation presents to the world? Do we rejoice in a shared ability to rise above the earth and see things from unique perspectives, or do we squabble over who’s supposedly on the top of the tree? Unfortunately it seems the latter. Last month I published a letter from a young pilot who despairs about this infighting involving loud voices in alphabet associations. Thankfully RAAus stays out of the bickering and conducts its discussions with regulator, and associated bodies, behind closed doors. But across forums and social media, people seem intent on sticking the boot into any association or individual who disagrees with them. Respectful discussion gives way to open attacks, with common sense running a distant last. I’ve
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always said when people start shouting, no one listens and some groups seem hell bent on yelling until somehow any opposing view is crushed beneath the weight of decibels and not ideas. There is nothing to be gained in joining the baying mob. Noise doesn’t achieve anything except to alienate you from both the decision makers, and the rank and file of pilots who, like me, are sick of all the rabble, full of sound and fury, signifying nothing. RAAus is unique. We get access to a huge variety of aeroplanes, from simple rag and tube designs that offer real seat-of-the-pants, wind-in-the-hair enjoyment, up to sophisticated tourers. We have maintenance rules that allow owners, with appropriate training, to keep their aeroplane flying for a lot less than a traditional GA aircraft and as a managerial body we have shown the regulator we can be trusted to administer our sector
of aviation safely and efficiently, and our member numbers show they feel a part of something special. So here’s the change for 2019. Let’s try and work together, both within our organisation and outside. Let’s not join a race to the bottom where we become just another one of the angry voices who rant and rave, forever jockeying for position, with no one in a position of authority bothering to listen any more. Above all, let’s embrace all parts of our great association. Talk to the pilot of that minimum RAAus aeroplane and hear his story. If you get the chance, take the opportunity to fly with the wind in your face. But most importantly present a united face for our organisation. That way we can continue to build our privileges, while cementing the great things we can do now. All the best for 2019. Clear Prop!
e c a p s . o d r Ae ineere . e l b g a d n r e o f f A . e l b a eli
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Why your next engine should be an AeroMomentum:
www.aeromomentum.com.au
$USD
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