THE MAGAZINE OF THE SPORT AIRCRAFT ASSOCIATION OF AUSTRALIA
Builders Log
ChapterS news
October/November 2009
$6.00 PP 3 13981/00052
Cowra 2009
Our Vision
National councillors
“The Sport Aircraft Association of
Australia is a group of aviation
enthusiasts assisting each other to
build, maintain and operate sport
aircraft. We educate members to
continuously improve safety outcomes”.
Front cover
Training & Administration of TC’s
PO Box 3002
Helensvale Town Centre, QLD 4212
Tel: (07) 5502 9940 (h)
Mob: 0417 555 030
Email: brian.hunter@saaa.com
193 Old Peachester Rd, Beerwah, QLD 4519
Tel: (07) 5494 9582
Mob: 0417 555 328
Email: graeme.humphreys@saaa.com
Hon. Vice President
Mark Rowe
Brian Hunter
Bo Hannington
Paul O’Connor piloting his RV6
over the airfield at Cowra at the
National Convention.
Photo Mike Welsh from Roger
Serong’s Sky Arrow.
In this issue
4
5
8
9
10
11
12
14
17
18
20
22
26
29
30
32
33
35
36
38
39
40
41
42
42
Hon. National President
Calendar of events
President’s report
Editorial
Vale Hermann Roesch
Tech Talk
More auto conversion hassles
All hands on deck
Chapter 4…Way up north
Government survey
Getting the most from your GPS
Queensland Snippets
Cowra 2009
Victorian & Tasmanian Snippets
Two new additions to SAAA Library
NSW State Snippets
WA State Snippets
Situational awareness in low time students
Beryl Award: The Sounds of Silence
Where can you find a TC
SAAA logbooks
Builders log
Classified
Chapter Contacts
Advertisers
Deadlines
Home of Australian Experimental Aircraft
1140 Baldivis Road, Baldivis, WA 6171
Tel: (08) 9524 2000 (h)
Mob: 0427 044 156
Email: bo.hannington@saaa.com
Hon. National Treasurer
Geoff Shrimski
Graeme Humphreys
National Technical Coordinator
PO Box 275 Narromine NSW 2821
Mob: 0403 307 363
Email: mark.rowe@saaa.com
Training & Administration of AP’s
Darren Barnfield
229 Hendersons Rd, Hastings, VIC 3915
Tel: (03) 5979 1501 (h)
Fax: (03) 5979 1526
Email: darren.barnfield@saaa.com
CASA Authorised Persons
(see SAAA website under ‘Experimental’
for C of A Pack costs and fees)
Darren Barnfield
80 Epping Drive,
Frenchs Forest, NSW 2086
Tel: (02) 9452 2428 (h)
Mob: 0414 400 304
Email: geoff.shrimski@saaa.com
Hon. National Secretary
Stuart Trist
Hastings VIC
Tel: (03) 5979 1501
Brian Turner
Latrobe Valley VIC
Tel: (03) 5169 6208
John Paul
Darwin Area NT
Mob: 0425 269 414
Howard Mason
PO Box 5275 Mordialloc, VIC 3195
Tel: (03) 9512 0884
Mob: 0417 390 211
Email: stuart.trist@curriculum.edu.au
Martin Ongley
Elanora QLD
Tel: (07) 5534 8276
Peter Lewis
Elanora QLD
Mob: 0439 714 617
Barry Wrenford
Jindabyne NSW
Tel: (02) 6458 3583
Martin Ongley
34 Faukland Cres, Kings Park, NSW 2148
Tel: (02) 9837 2551 (h)
Email: martin.ongley@saaa.com
Kings Park NSW
Tel: (02) 9837 2551
Anthony Baldry
Wyongah NSW
Mob: 0410 491 866
David Tennant
Jim Williams
PO Box 168 Airlie Beach, QLD 4802
Mob: 0427 267 237
Email: abaldry@bigpond.net.au
Bruce Towns
Albury NSW (Albury area only)
Tel: (02) 6021 5818
Robert Hannington
Lower King WA
Tel: (08) 9844 7046
Bill Keehner
Mt Pleasant WA
Tel: (08) 9364 7690
PO Box 691Braeside, VIC 3195
Tel: (03) 9580 8519 (b)
Mob: 0408 326 260
Email: bruce.towns@saaa.com
National Technical Manager
Gary Spicer
Colin Morrow
Manning WA
Tel: (08) 9450 2130
Sport Aircraft Association of
Australia Inc.
ABN 65 176 969 964
Incorporation A0046510Z
SAAA Headquarters – Office Hours
Villa 141, 1 Halcyon Way,
Hope Island. Qld 4212
Tel: (07) 5514 2196
Mob: 0402 822 907
Email: gary.spicer@saaa.com
8:00 am – 3:45 pm Monday to Thursday
265 Queens Parade, Clifton Hill or
PO Box 169 Clifton Hill VIC 3068.
Tel: (03) 9482 4716
Fax: (03) 9482 3936
Email:enquiries@saaa.com
Internet: www.saaa.com
3
Calendar of events
2-5 October 2009
Narromine Aero Club 80th
Celebration. Narromine, NSW
A Fly-in is being held to
commemorate 80 years since the
founding of Narromine Aero Club
in 1929.
Contact Murray Feddersen on 0418 469 041
3-4 October 2009
QLD. Rotors Wings N Wheels,
Oakey QLD
The Rotors Wings N Wheels.
Australian Museum of Army
Flying.
Contact Brian Reardon on 07 4691-7666
3-4 October 2009
70th Anniversary of the
RAAF, Evans Head, NSW
Lillian Colless 0438 885 567 For Aviation
info contact Gai Taylor - 02 6621 5592
3-4 October 2009
AAAA Auster Rally & AGM
2009, Broken Hill, NSW
Aero Club of Broken Hill
Contact Jeff Woodruffe on 0407 616-627
17-18 October 2009
Jamestown Fly-in and Air
Spectacular, Jamestown
Flying Group
Contact Sharon Lane on (ah) 08 88421059
24-25 October 2009
Temora Aviation Museum
Flying Weekend, Temora, NSW
The Museum is open on flying days
from 10am to 4pm. A selection of
our aircraft will be flown on these
NEW MEMBERS:
A Warm Welcome to the
following New Members:
VIC
Tony Callinan, Clifton Hill
Grant Farrow, Riddells Creek
Jeff Knott, Heathmont
Don Muir, Diamond Creek
Mike Welsh, Mooroolbark
David Zemel, Yarraville
4
days. Due to circumstances beyond
our control, flying weekend dates
sometimes change. Please check
www.aviationmuseum.com.au to
confirm dates prior to travelling to
the Museum.
28-29 November 2009
Temora Aviation Museum
Flying Weekend, Temora, NSW
See above for details
30-31 January 2010
Temora Aviation Museum
Flying Weekend, Temora, NSW
See above for details
7-8 February 2010
Rotary Air Show, Bairnsdale,
VIC (five yearly)
27 February - 1 March 2010
Regional Fly In WA in Denmark,
hosted by Albany CH13
Contact: Noel Stoney 0419 955-704 28 February 2010
Wings over Illawarra,
Illawarra Regional Airport,
NSW
Contact: Phil Ayrton 0417 210 731
17 March - 20 April 2010
The Great Australian Air Race
This event has been cancelled
20 March 2010
Houdini Centenary of Flight,
Melton Airfield, VIC
On March 18th, 1910 Harry
Houdini made the first controlled
powered flight in Australia
at Diggers Rest, Victoria. To
commemorate this historic event
an air show will be held at Melton
Airfield, close to the site of the
original flight on March 20th,
2010. Pilot wishing to fly-in to
the event, display aircraft or
participate in the flying display
are encouraged to enquire about
further details.
Contact: Glyn Butchard Phone: 0409
605-195
18 April 2010
The Peninsula Aero Club will stage
their next Air Show on Sunday
18th April 2010 - the weekend
following Easter.
16-18 July 2010
Contact Berni Campbell on 03 5425 5501(ah)
For more details check www.aeroclub.com.au
Please call the number provided to check
that details have not changed since
publication
When you plan your next fly-In
or other activity, let us know
well in advance and we can
publicise it. Send an email to
airsport@saaa.com and give us
ALL the details as you would
like to have them presented.
You should always give a
contact email or phone number
so that members can check
detailed arrangements before
they head off.
SA
Colin Goldsworthy, Stirling
Peter Kowald, Teringie
QLD
Gunter Barthel, Surfers Paradise
David Camp, Gordonvale
Adam Charrington, Brookfield
Mark Westcott, Sanctuary cove
WA
Philip Ashcroft, Nilgen
Glen Brooker, Perth
Ian Tippet, Bow Bridge
ACT
Jason Chandler, Gilmore
Ross Glare, Wanniassa
TAS
Ross Stanton, Cambridge
PO Box 80 Grenfell, NSW 2810
Tel: (02) 6343 3292 (h)
Mob: 0409 076 277
Email: xtp@activ8.net.au
SAAA Pilot Advisors
(current from 1 Jan 07)
David Bryant
Chapter 24 Jandakot
Tel: 08 9313 3624
Mob: 0428 582 844
Email: david.bryant@central.wa.edu.au
7 Casio Court, Torquay, VIC 3228
Tel: (03) 5261 6196
Mob: 0408 616 196
Email: fod@bigpond.net.au
or rvseven@bigpond.net.au
Robert (Bob) Redman
8 Coronet Close, Floraville, NSW 2280
Tel: (02) 4947 0768
Mob: 0418 570 768
Email: rlredman@bigpond.com
Gary Spicer
Duigan Centenary of Flight
- Mia Mia 2010, Mia Mia,
Central Victoria, VIC.
NSW
Keith Englesman
Peter James
A Centenary of Australian
Aviation, Tyabb, VIC.
Clinton Ashton-Martin, Trungley Hall
Andrew Carter, Lane Cove
Ken Gregory, Galston
Robin Hilliard, Summer Hill
Richard Schur, Lake Munmorah
John Ungar, Parkes
Antonio Vaccarella, Mascot
Graham White, Moruya
Flight Advisor & Test Pilot
Co-ordinator
1/22 Nakeen Ave,
Paradise Point QLD 4216
Tel: (07) 5564 1945
Mob: 0402 822 907
Email: dreamtime99@optusnet.com.au
John Chesborough
Unit 9-10 Victoria St, Sth Perth, WA 6151
Tel: (08) 9474 4440
Fax: (08) 9474 1949
Mob: 0407 446 869
Andy Ski (Andrew Sieczkowski)
Grafton Area, NSW
Tel: (02) 6642 1104
Mob: 0408 573 130
Email: andyski@tpg.com.au
Peter McDougall
360 Turnbull Rd, Ardmona, VIC 3629
Tel: (03) 5829 0260
Mob: 0408 345 507
Email: qiepl@bigpond.com
Jon Johanson
Goolwa SA 5214
Tel: (08) 8555 4251
Mob: 0419 554 656
Email: jonj@flymore.com
Keith Hartley
25 Military Rd, Tennyson, SA 5022
Tel: (08) 8356 5198
Mob: 0416 084 069
Email: tarnish7@iprimus.com.au
Ralph Burnett
55 Festing Street, Albany, WA 6850
Tel: (08) 9842 8963
Mob: 0427 200 673
Aub Coote
7/28 Bieske Road, Grovedale VIC 3216
Tel: (03) 5241 1605
Chris Walker
Level 1, 218 St Georges Terrace
Perth WA 6850
chris.walker@MPDJV.com.au
Tel: (08) 94663 1020
Mob: 0400 049 699
Laurie Baxter
69 Alderley Square, Wilson WA 6107
Tel: (08) 9451 1106
Email: ebaxter@iinet.net.au
Airsport Magazine October - November 2009
President’s report
National Convention:
Brian Hunter
Our 2009 National Convention at
Cowra is now a recent memory.
I have to say that the event
was well received by all the
members I have spoken with.
The presence of the TB5 Avenger
was a bonus. At the peak we
counted 148 aircraft on the field.
More would have been better,
so we need you to encourage
other members to get to Cowra
next year. The Friday night on
the field was entertaining to
say the least. I think ‘Howie’
(Lightwing manufacturer Howard
Hughes) should consider a second
career. The workshops & forums
were well attended as was the
Lycoming engine workshop.
Those attending the Maintenance
Procedures Training Course had
their socks knocked off going by
their enthusiasm at the post AGM
discussions.
I am pleased to report that the
event was accident free. The
incidents that did happen were
easily managed.
I know that I speak for all who
attended in expressing a whole
hearted appreciation to all the
members and partners whose
efforts made the 2009 convention
a success.
Review of the past 12
months.
A year has passed since the 2008
event so let me review the major
achievements.
CASA Approved
Maintenance Procedures
Training:
In January this year we ran the
first Train the Trainers course in
Brisbane. In February the first
training course to members
was run at Wollongong, NSW.
Since then we have run courses
in Melbourne, Brisbane and
Serpentine, with a second course
being run at Wollongong. We
have also completed a course here
at Cowra. Throughout this time
frame the course content itself
Home of Australian Experimental Aircraft
was reviewed and reworked. A
total of 108 members have now
attended this important training.
On behalf of the members I need
to express our appreciation for the
tremendous effort the trainers put
into this to achieve so much in so
short a time. Well done.
Completion of this course will be
fundamental to the granting of
maintenance authority privileges.
Additionally a replacement
instrument to instrument 451/07
will issue from CASA offering this
course as the means of ABAA
builders gaining maintenance
authority privileges for their
aircraft similar to that enjoyed by
experimental builders.
I will return later to this course
and its place in the SAAA
maintenance strategy.
On behalf of the
members I need
to express our
appreciation for the
tremendous effort
the trainers put into
this to achieve so
much in so short a
time. Well done.
Chapters:
There has been resurgence in new
chapters.
• Chapter 7 mid North Coast,
NSW.
• Chapter 34 Cairns.
Congratulations to these Chapter
managers and members. Welcome
aboard.
I have also been advised that
there are expressions of interest
to form chapters in Darwin
(NT),Hobart (TAS), Temora (NSW)
and another chapter in the North
of WA.
TC Training.
Graeme Humphries has been
racing around the country
delivering TC training to Chapters
in Qld, NSW, Vic and WA.. To date
101 members have attended
Graeme’s course. With the new
chapters coming on line he will
be busy next year as well. Great
effort, Graeme, well done.
New Directions:
Twelve months ago Bo
Hannington, Rob Fraser & myself
sat down with CASA’s Greg
Vaughan & Mike Horneman in
the Brisbane CASA office and
mapped out an achievable step
by step, project style process by
which SAAA would go beyond
the minimum requirements of
the legislation and produce a
suite of delegations, training
and approvals so that we could
not only meet the expectation
but exceed it and place SAAA
in a prime position for self
administration.
Unfortunately over the past few
years there have been a number
of accidents, sadly, resulting
in fatalities. These accidents,
thankfully, not many in number
but the Coronial & public impact
on what we all cherish as aircraft
builders and maintainers has
really gained momentum over the
past 12 months.
This is all about expectations.
Non-aviators are torn between
the fascinations for the magic of
things aviation and the mystery
and fear of the whole process but
they do expect aircraft to be built
by people who know what they
are doing, they expect aircraft
to be maintained by people who
know what they are doing and
they expect the regulator to
tightly control all this activity.
Nobody wants an aircraft to
land in a school, least of all
SAAA members. Yet, amazingly,
there are folks out there who
believe that event to be the likely
outcome of amateur aircraft
building and maintenance. We
5
President’s report
have all heard that fear voiced. It
gets worse because we now have
ill-informed lawyers, politicians
and others demanding that
action be taken. We have seen
this debate ranging from banning
homebuilt flights from airports,
restricting flight paths and even
some calls to revert the building
process back to an ABAA type
process, but with more oversight
and control.
Tragic as these fatalities are the
emerging data collected by CASA
for sports aviation activity shows
that the record is really very good.
However when you drill down
into the data there are some clear
warnings:
• Transitional training: either
the lack of proper training by
pilots familiar with the machine
or limited self-taught training
6
certainly is a contributing cause
for accidents.
• Poor maintenance practices
or lack understanding
by operators who have
fraudulently gained their
maintenance authority, usually
because they cheque book built
the aircraft.
• Builders who have become
negligent or ignorant for one
reason or another.
• Returning the aircraft to service
after major modification or
repairs with no regard to the
required regulatory oversight
and testing required. The law
outlines a process designed to
mitigate risk.
• Putting the aircraft outside
the envelope without proper
test flying program. Again,
neglecting established risk
mitigation practices.
• That 1% of pilots who are
idiots and just cannot be told
anything.
The message is quite clear. We
must meet the public expectation
of good, safe flying and building
practices. We recognized that in
order to keep control over our
destiny and to continually enjoy
our privileges we needed to do
a number of things to give that
assurance.
With these problems in mind we
needed to tap into the volunteer
resources of SAAA.
We needed a course of training
to educate members in their
legal obligations as operators
& maintainers of experimental
amateur built aircraft. SAOG, the
ABAA support group in Brisbane,
had such a course and they kindly
offered the content to us. We had
to train the trainers and prepare
the course content before we
could run any member training.
We achieved that goal inside 2
months. To date 108 members
have completed this training, a
credit to those SAAA volunteer
trainers and a great achievement
by all involved.
The SAAA needed training in
the key administrative areas of
Safety Management Systems,
Human Factors & Lead Audit.
CASA generously offered to make
available places within their
training program. We accepted
and today most members of
National Council attended.
We needed to rewrite our
Approved Persons Manual of
Procedures to incorporate the
risk based profiling methodology
to the issue of future Cof A. and
MA’s. This we have done.
Airsport Magazine October - November 2009
President’s report
The next three elements are
currently works in progress:
- Appointment of our own AP’s.
(after all we do the initial training
and update training to the
Manual of Proceedures).
- E xemptions to Car 5.81 to permit
SAAA to approve persons to
conduct transitional training and
AFR’s.
- Recreational Pilot Licence (RPL).
In addition,we need to implement
a Safety Management System. To
this end SAAA has participated in
a risk profile review by Aerosafe
Risk Management. That process
has benched marked SAAA to
the sports aviation industry risk
profile, against which SAAA will
be measured to meet performance
criteria set out in a new Deed of
Agreement with CASA. Some idea
of this process can be found in the
latest issue of Flight Safety in the
article on pages 20 and 21.
We are now at the cusp.
On September 9th I formally
submitted SAAA’s proposal to John
McCormick, Director of CASA.
SAAA is seeking under the
provisions of proposed Part 145
to be the issuing authority for all
Maintenance Authorities for;
• Amateur Built Experimental 51% built,
• Amateur Built Experimental
- non-builder (ie second-hand
purchasers and ‘cheque book’
builders),
• ABAA builder’s maintenance
authority (a new instrument
has been drafted to be released
shortly).
• Introduction of a new category
termed ‘modified GA’ aircraft.
The Maintenance Procedures
(MP).
All applicants must complete the
CASA approved Maintenance
Procedures Training Course and
subsequent refreshers when
required. This is to determine that
the operator (responsible person)
Home of Australian Experimental Aircraft
has the underpinning knowledge
to provide assurance that all the
airworthiness requirements are
met as per the specific defined
aircraft risk profile for which the
operator seeks an MA privilege. As
part of the process all builders will
have to demonstrate competencies
to the assessor. MA’s issued may
be limited in scope
The RPL operational restrictions
include day VFR, no aerobatics
and no flight in controlled air
space. The number of seats is yet
to be determined. The medical
standard will be similar to that
enjoyed by RA-Aus.
We must meet the
public expectation of
good, safe flying and
building practices.
Transitional training and conduct
of the Annual Flight Review (AFR).
SAAA proposal is to allow type
conversions on member’s aircraft
using any SAAA approved person
in accordance with the SAAA
MOP. This mitigates against the
current issue of GA instructors
being asked to conduct training
in aircraft that have very distinct
handling characteristics to those
they normally use.
Each year there will be a
requirement for an operator to
return an annual conformity
document to assist in analysis and
surveillance functions. Continuity
determines the ongoing continuity
of privileges issued. Privileges
may only be exercised whilst in
accordance with the latest SAAA
manuals plus remaining a financial
member of SAAA.
The privileges of the RPL will only
be available to financial members
of SAAA.
Members this entire suite of
responsibilities is predicated on
member training & education
after all that is part of the creed
of amateur building. Current
thinking in the aviation world
is the recognition that good
safety outcomes tend to follow
a vigorous risk management
approach to human activity. It
is also apparent that continuous
membership of such an
organisation is safer by far than
not being a member.
I believe that we will be a
better organisation and a safer
organisation because of the course
we have embarked on. Importantly
we will be able to demonstrate it.
Safe building & flying,
Brian.
In respect of the issue of the
C of A each aircraft will have
a documented risk profile
assessment. The process will be
more rigorous than that currently
particularly in respect of the 51%
build criteria. Prior to the issue of
phase 2 conditions written proof
of the test schedule and results
will be required.
Flight operations stream:
Currently CASA are the only
option for persons wishing to fly
VH registered powered aircraft.
SAAA’s proposal is to have the
Recreational Pilots Licence (RPL)
issued and administered by the
SAAA” There are two paths to
this licence. The PPL default path,
which is of significant interest to
SAAA members, and the training
path up to and including the
issue of the RPL. This training in
accordance with the approved
syllabus can be undertaken
by either the GA training
establishment or by RA-Aus.
Chrome Moly, Aluminium
and Stainless Steel
•CASA approved
welding
•Fuselage frames
•Fuel tanks & repairs
•One design and
Starlet components
•Optically perfect,
free blown canopies
LATROBE VALLEY AIRFRAMES & WELDING
1450 Grand Ridge Road, Boolarra South VIC 3870
Contact Brian Turner (03) 5169 6208 - 0429 172 740
Email:btvair@wideband.net.au
7
Editorial
Stuart Trist
Many members will have been familiar with Dawn
Hartney who worked with Alison at our National
Office. Dawn recently resigned after nine years of
sterling service to our membership. She has been
replaced by Gayle Cassidy. As the pages of Airsport
indicate each month, the SAAA is going through
rapid change, so the position Gayle has now taken
up is designated SAAA Executive Officer, reflecting
many additional tasks that will increasingly fall on
our National Office into the future. Gayle has had
a long career in administration of not-for-profit,
member-based organisations and will no doubt be
at the end of the phone along with Alison, when you
need to call. Please make her feel welcome. Gayle
will also undertake the coordination of advertising
and contributions to Airsport. Email your material
to editor@saaa.com or call her to discuss your
requirements.
Airsport is now available free online. While
members will continue to enjoy having the printed
magazine in their hands, can I suggest you
encourage your non-SAAA friends to have a look
at the magazine online and to join up as SAAA
members. Putting the magazine online will enable
Airsport to better function as a recruitment incentive.
Why not get your local aero club to put a link to it
from their website and let your friends see what they
are missing out on each edition. We will eventually
have back issues available online as well.
If you attended Cowra you will have seen our
National Council members with their new SAAA name
badges. We will shortly be putting an order form on
the website if you would like to have a badge made
and forwarded to you. The badges are in full colour
and made of durable plastic with a safety clip. Name
badges are a good way of making new members feel
comfortable in getting to know Chapter members. We
would encourage each SAAA member to purchase
and wear a name badge during Chapter meetings
and other SAAA events. If you would like a badge go
to the members section of the website and follow the
prompts to order and pay for it via our secure credit
card payment system. You can also order badges over
the phone to the National Office. Cost: $15 including
postage.
We are always looking to make best use of member
funds so this year we will be publishing the financial
reports circulated at the AGM on the website for all
members to review or download. If you would like
a printed copy in the mail, simply call the National
Office and we will arrange to have a set posted out
to you.
Stuart Trist
National Secretary, Editor Airsport.
8
Airsport Magazine October - November 2009
Vale Hermann Roesch
SAAA Chapter 11 in the Sydney
Basin and the aviation community
in general recently lost a very
enthusiastic and capable member in
a helicopter crash in western Sydney. The cause of the crash is currently
not known. Together with members
of the rotorcraft community,
many Chapter 11 members attended
Hermann’s funeral and wake and
presented a beautiful floral wreath
at the service. Below is a composite
photo of Herman flying one of his
helicopters and also records the
presentation of a Chapter 11 scarf,
a chapter tradition for each member
on completion of their project. Sincere condolences from all SAAA
members to Hermann’s family.
He will be sadly missed.
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9
Tech Talk
definitely a flow on affect to
owners, and you may remember
that part of the paperwork
required defining who is the
“operator “as opposed to the
“owner” as previously recorded.
Mark Rowe
Change is generally
a part of life that
most humans tend to
resist as an automatic
reaction.
Aviation is an unstable
environment these days and
change is most definitely just
a part of life. Owners should
remember when we had to
resubmit our aircraft registration
some years back and new aircraft
to the fleet also had to submit
the paperwork involved in the
CASA PART 47. The entire process
looked to be very onerous and
made little sense. Did you ask at
the time why this had happened?
Where there any changes caused
by this new paperwork? The
simple answer is yes, there was
10
There is now both a benefit and
a cost to this new way of defining
responsibility, now the registered
operator is entirely responsible for
the “airworthiness” of the aircraft
and in most cases this suits our
membership. This means that
even if you have a LAME conduct
all the work the OPERATOR
is still responsible. Of course
there is partial responsibility
with the LAME but not nearly
as much as before. Part of this
new responsibility is that we,
the operator, must understand
the legal obligations that come
with the responsibilities. This
understanding can be very
daunting when read directly
against the regulations. Thanks
to the efforts of some very
committed individuals the SAAA
are conducting the (MPTC)
Maintenance Procedures Training
Course. There have now been
108 attendees throughout
Australia and many thanks to
those individuals for their advice
to amend the course content.
Of those 108 attendees I have
not heard of a single person that
has said it was not worthwhile.
In fact, the vast majority have
praised the trainers for bringing
to their attention the required
processes that we must follow to
remain lawful and to add value
to our aircraft. A large number of
the attendees have been from GA
with full type certified aircraft.
These folks have sometimes been
shocked to find that their log
books actually belong to them
and are required to be maintained
by the “operator” and not the
LAME. We have heard on many
occasions that the log books stay
on the LAME premises! Not a
good idea when you think that it
is actually part of the aircraft. (It’s
like leaving your VISA card with
your girlfriend to look after!)
I believe change will occur here
and CASA will one day require
that all operators undertake a
course like this to be eligible for
any maintenance privilege or
oversight of the airworthiness
of their aircraft. Some may
wish to have another individual
nominated as operator, but this
would be another administrative
cost.
I encourage all builders, no matter
what stage you are at, to attend
ASAP as it will save you and the
AP a lot of drama when the time
comes for your CoA. I encourage
all owners to attend because
there has not been a single person
who has attended yet that had a
perfect knowledge of what was
required.
I ask that all attendees so far
spread the word to your fellow
members and friends and if
you have the opportunity sit in
on the latest iteration of the
course. The team have worked
very hard to produce a course
that is both comprehensive and
readily understood, significantly
improving on the early trial runs in
each state.
POSIBILITIES:
Due to the MRTC reception from
CASA it may be a possibility
that the current instrument that
we operate under (71/08) be
replaced with another system. It is
hoped we may be able to actually
have a qualification to conduct
maintenance on aircraft that is
not strictly defined in a renewable
instrument from CASA, maybe a
specific Maintenance Authority
or even a CASA licence outcome.
The possibilities are strongly
dependent upon our reaction
to change as an organisation
and our willingness to be part of
solutions.
It was an absolute pleasure to see
the beautifully built aircraft at
Cowra this year and to meet many
of the extremely enthusiastic
membership. I must apologise
if all the names don’t stick but
I encourage you to remind me
when next we meet.
Stay safe and keep dreaming.
Mark Rowe
Airsport Magazine October - November 2009
More auto conversion hassles
Neil Unger from
Parkes has had
‘mixed success’ with
getting a particular
brand of Subaru auto
conversion finally into
his Sportsman aircraft.
You might care to
contact him directly if
you are interested in
hearing his story. We
can print the following
story from him on
how a further engine
problem was traced
back to an unlikely
source.
My C of A was finally issued at the
end of Feb 08. Oh joy, oh bliss,
blue skies here I finally come. I
was one of a few who for various
reasons had decided to go with
an auto conversion engine instead
of a standard aircraft motor. I
will not bore you with all the
frustrations that this decision
caused, except to say that the
decision cost me at least two
years extra building time. Like
childbirth, the pain was quickly
forgotten as my Sportsman was
finally ready to fly.
It was now post harvest which
meant that I had landing fields
everywhere with the crop taken
off. Therefore if a problem
appeared I could land easily
anywhere within a 20 mile radius
of my strip. I took a surprising
amount of my 1000 m strip
to lift off, and then all I could
get was a max speed of 70 kts
. Yes it was hot at OAT of high
30’s but for 200 Hp this was
ridiculous. It took three miles to
get enough height to enter a slow
turn back to the strip. There was
no exhilaration, just relief to be
back on the strip. After contact
with the relevant users group
and the factory I made some
modifications to the muffler, with
limited results. A pull test showed
I had close to the required power.
I did a third flight and takeoff was
once again nothing spectacular,
but I climbed to 5000 feet. Here
I backed the power off and was
surprised that I was able to get to
135 kts cruise. It flew very nicely
so I stayed up for a half hour.
After landing I realised that it was
now time to do an annual as my
current C of A expired that day.
it purred ever so smoothly. I then
removed the back plug wire. No
change at all to the motor. I
then removed the opposite back
plug lead, still no change. The
motor simply purred like velvet.
This procedure has
definitely been
added to my annual
inspection.
However when I removed any of
the front 4 plug wires the motor
coughed and nearly died. End
result, I had been flying on four
cylinders only. Thanks to the full
support from the manufacturer of
the ECU the problem was finally
traced to the spark plug trigger
box, where the impossible had
happened, the wires had not been
soldered. This was how it had
arrived from the factory. Any
second and I could have lost any
or all 6 cylinders.
I am shortly to find out how
much power I was missing, as
I am almost ready for flight no
4, with bigger rads and another
exhaust system and this time all 6
cylinders.
Herein lies the warning. The new
ECU’s are so good that they can
mask a dead plug or in my case
up to two plugs with none of the
usual outward signs like a miss
or backfiring. The ECU controls
the spark timing, mixture and
valve timing so perfectly that any
problem is quickly and quietly
rectified. The only answer would
seem to be to run the motor on
the ground and remove all plug
leads in order to see if there is
a change in the motor. Leave a
plug lead off for a time and the
ECU will compensate and the
motor will run as if all is well.
This procedure has definitely been
added to my annual inspection.
Neil Unger
SAAA Member #6395 (Parkes NSW)
Even in hindsight I could not
have known that I was missing
the back two cylinders. I have
been around motors all my life,
and there was no indication of a
miss anywhere. In the event of a
miss the computer simply adjusts
the motor to compensate so it is
totally camouflaged. The only
indication is a lack of power.
Next day I removed the spark
plugs to do a compression check.
As expected all 6 cylinder were
perfect. I was about to replace
the plugs when I noticed that the
rear plug appeared slightly damp.
I then checked all plugs and see
that the front 4 plugs were dry
and the back two were definitely
damp. Impossible! I replaced
all the plugs in a different order
and started the motor. As usual
Home of Australian Experimental Aircraft
11
All hands on deck
agent, this is especially important
as the next batches will have
mil-fibre mixed in with the resin. All is going to plan, gel time is
around 55 minutes. We lay down
some chopstrand mat along the
spar cap and wheel wells, mix up
some mil-fibre. The mil-fibre /
resin mix is place in make shift
icing bags, yes that right, “icing
bags” you know, like the ones
your grandmother used to ice her
cakes. These bags are the best
way to get plenty of mil-fibre /
resin mix onto the wing without
wasting much time, it also allows
the mixture to flow readily
without the resin separating from
the mil-fibre as it does if you use a
corking gun. Oh by the way, there
will be no cake icing competitions
won by any of the fellows doing
the icing on Bruce’s wing.
“The dirty half dozen”
Bruce Kirkwood has been
putting in a big effort
in on the Glasair 2RG. Bruce was at the stage
of closing up the wing on
his Glasair and enlisted
the help from a number
of friends. It really was
a cross Chapter initiative
with Bruce being located
in Dundowran Beach,
Hervey Bay, he called
upon Brian Budd (Chapter
19) of Kirra Beach on the
Gold Coast, Mike Roselt
(Chapter 15) Stanthorpe
and myself, Peter Leonard
(also Chapter 15)
Brisbane. Brian flew up in
his Glasair and Mike and
I flew up in Mike’s Glasair. Both Brian and Mike had
experience in Glasair wing
closures as they had both
built their own aircraft.
12
We all arrived at Bruce and
Fay’s place on the Friday with
the wing closure day planned for
Saturday. We went down to the
local boat club for tea that night. It has been a number of years
since Mike and I have been to
Hervey Bay and we were surprised
at how much the place has gone
ahead. Hervey Bay is a thriving
metropolis and no longer a sleepy
little holiday location. After tea
we reviewed the following days
plan. Each was assigned a task
and it all seem fairly straight
forward. We still had to meet
another couple of fellows that
Bruce had arranged to come as
well. to help arrived. Both had plenty
of experience, with Aub Liebig
having built a LongEZ and RV7
and Lance Sandford a retired
LAME building a Europa.
Saturday rolled around and we
were all up fairly early. After a
quick breakfast we were out into
Bruce’s shed. There was a bit
of concern in the camp as the
weather was unusually warm
for that time of the year so we
discussed how much time we
would have before the vinylester resin would start to gel.
While we considered whether a
retarding agent would have to
be mixed in with the resin the
other fellows Bruce had asked
Early morning preparing for the day ahead
The Glasair wing is basically
closed up in two halves (left and
right half), and we decided to
tackle the left hand side first. All
surfaces that become bonded
within the wing are given a coat
of resin to prime the surface first. This is good as we can use the
first batch of resin to gauge the
gel time. Once we have an idea
of what the gel time is we ‘ll know
if we have to mix in a retarding
Being a first timer at this wing
closure business I was surprised
at how much mil-fibre is place
onto the wing but it all makes
sense as the end result is, you
want to see that mil-fibre ooze
out of all those joints so you
know you have a good joint. All goes fairly smoothly for the
first half wing. We break for
morning tea. The ladies are
getting together and looking after
the fellows, Aub’s and Lance’s
wives are helping Fay and joining
in on the conversation, then
we realize we have only taken
one or two photo’s of the wing
closure. We make a point that we
have to take more photos during
the second wing half, this is a
historical event. Morning tea is
over and we are all back out in
Airsport Magazine October - November 2009
All hands on deck, Mil-fibre going on first wing half
of red wine drunk and the stories
get even better. I then realize
that Bruce lives in an estate
where he is almost surrounded by
people who are building or have
built their own aircraft. Aub lives
within a hundred metres virtually
across the road, Lance lives at
the end of the street no more
than 300 metres away. While
we were doing the first wing
half Bruce had another friend
(Neville Murray) pop in to say
good day and quickly check out
how progress was going. Neville
is building a Polliwagon and he
only lives 200 metre away. I ask
you, how uncanny is that, you’re
building an aeroplane and you
have three other fellows all living
within 300 metres of you doing
the same thing. That doesn’t
happen where I live.
The afternoon rolled on and Bruce
did some critical measurements
on the wing. With all looking
good, the weather warm and
the shed closed up, it was then
basically a wait for three or four
days so the wing could set. We
stayed another night and Bruce
and Fay really looked after us. The following Sunday we said our
goodbyes and we were off.
Bruce emailed us all a day or
so later and thanked us all for
the help, reporting all looked
well with the wing. Thanks to
Bruce and his wife Fay for their
hospitality - we were treated like
royalty while we were there. As
mentioned at the start it was
really a cross-chapter initiative
and shows how well our chapter
system works. Finally, as far as
wing closures go, the report from
the experienced fellows was that
it all went very smoothly, showing
how well planned the whole
weekend was. Thanks Bruce and Fay. Second Wing skin about to go on, No turning back form here
the shed. We have a fair idea of
our gel time and we ready for the
second wing half.
We mix a batch of resin to prime
the bonding surfaces and we
are off again. Once we start, its
just over an hour of intense work
and then its over. Bit of a clean
up as resin finds it way to the
floor. Bruce, Brian and Mike are
inspecting the wing to make sure
there is plenty mil-fibre oozing
out of the joints. Bricks are used
as weights to weigh the wings
top skin down onto the lower
half. The bricks are strategically
place over the main spar and
rear spar. More clean up as more
resin finds its way to the outside
world. Test samples are collected
and marked. This time we get
plenty of photos. Fay and the
other ladies have lunch prepared
for use and we get stuck into it.
Over lunch we all swap stories and
all have a great time, there is a bit
Wing skin weighted down, all looking OK, start to clean up
Home of Australian Experimental Aircraft
13
Chapter 4…Way up north
Phil Ayrton
Chapter 4 now has quite
a few aircraft completed
and flying, so while there
is still an emphasis on
building and helping
other members complete
their projects there is
also a growing interest in
trips away. The advent
of the Illawarra Flyers has
increased the numbers so
we can usually get quite a
few committed both short
and longer fly away trips,
and our recent big one for
the year, to Horn Island,
comprised 2 RV-4’s, 2 RV7’s, 2 Jabiru and a Cirrus,
making a compliment of
12 for a very memorable
2 week trip.
14
Adel’s gorge
Starting from the Wollongong
area we decided to get ourselves
up into the area quite quickly
before settling back to a more
sedate pace, so we started on day
1 with a fuel stop and lunch at
Walgett before our destination of
Charleville. We had heard about
the Corones Hotel in Charleville so
chose it for our accommodation.
We often support country pubs, in
an effort to help keep them open
so it can be a bit of a lottery, you
never know what you will get and
our choice this time provided a
few surprises. If you have a spare
half hour ask Jenny Cleary what
she thought of her “night on the
tiles”.
From here we continued to
Longreach where the motel
accommodation was within
walking distance of the airport.
Russell Pollock, our trip organiser
had arranged 2 nights here so we
could spend time at the Qantas
Museum and the Stockman’s
Hall of Fame. Both of these are
well worth at least half a day or
more, as they are both now world
class venues. The Stockman’s
Hall of Fame had a large map
of Australia with lighted paths
showing the routes taken by many
of our great explorers, and after
being privileged to fly over this
great country of ours and feel
the actual size of the place and
see the conditions on the ground,
their achievements are much
better understood. In most cases
they seem to me to be grossly
underappreciated, especially since
most were on horseback or on
foot.
From here we flew north west
to Adel’s Grove for two nights,
with accommodation in semipermanent tents on the river
bank and a welcome swim in this
oasis, as well as casting off the
long trousers and jacket, both of
which remained tucked away in
the luggage compartment until
we got back near home. A dawn
paddle along the gorge was a
real highlight with the glassy
water providing almost mirror
perfect reflections, and some
local flying was also enjoyed,
after clearing grazing kangaroos
from the airstrip. From here we
headed north until we reached
the Gulf of Carpentaria coast and
turned towards the east heading
to Karumbah Point. This was a
terrific little place nestled on a
river mouth and only a short flight
for the morning.
There is something about fish and
chips for lunch, eaten straight
out of the wrapping paper at
the tables in front of the corner
store, especially when it’s fresh
local Barramundi in beer batter,
followed by a stroll on the beach,
an afternoon nap, then over to
the pub overlooking the water
to watch the sunset, followed by
prawns and mud crabs for dinner.
I could have done that for a week
without getting sick of it.
Karumbah sunset
Airsport Magazine October - November 2009
The trip north from there followed
the west coast of Cape York
over some fabulous country.
When I say fabulous, I mean
fabulous patterns and shapes
but I certainly would not want
to go down in that area. Weipa
provided fuel and a lunch break
before we set off again for Horn
Island.
Horn Island is supposedly remote,
being just off the tip of Cape
York peninsular, but arriving
mid afternoon it was like rush
hour down south. There was a
Coastwatch aircraft in the circuit,
numerous twins coming and going
from the islands, a smattering
of Dash 8’s and the seven of us,
so needless to say it was quite
busy and we faced one of very
few strong cross wind landings
of the trip just to add a further
complication.
A minibus got us to the
accommodation, which
included a substantial museum
commemorating the war time
flying activities at Horn Island,
including a number of aircraft
pieces that had been recovered
from the bush surrounding the
airfield. We ate at the pub that
night and found ourselves talking
to one of the Meleke 5, the flyers
who landed at Meleke on the
south Papuan coast without the
appropriate paperwork. They
were detained for 8 months and
released just a few days before we
”down south you
swim between the
flags, up here you
swim between the
locals.
arrived. He didn’t seem troubled
by the experience and actually
enjoyed it. When we asked our
minder about swimming in the
sea, we were advised that…”down
south you swim between the
Cape York rivermouth
flags, up here you swim between
the locals. If you can’t find two
locals to swim between, don’t go
in!”.
The next day was a rest day so we
jumped on the ferry and headed
over to Thursday Island for a look
around and lunch in Australia’s
top pub. The next day was very
special. We followed the required
protocol and phoned some of
the Torres Strait islands to ask
permission to visit.
Flying out to Coconut Island we
passed reefs with shipwrecks and
turquoise water to find an island
about 2 kms long and 400m
wide. Needless to say the airstrip
occupied a substantial part of
the island, and calling “traffic
Coconut….” in your radio calls has
an additional special twang.
Shortly after our arrival, Russell’s
wade into the sea was cut short
as 3 black tip reef sharks cruised
past only 3 metres from him.
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Home of Australian Experimental Aircraft
15
Chapter 4…Way up north
(Continued)
West coast of Cape York peninsular
Russell isn’t religious at all but
attempted walking on water on
that occasion. Leaving Coconut
we headed back in a large arcing
flight path past a few more
islands followed by a long group
of small uninhabited islands which
we inspected at strafing altitude.
That was the highlight of the
whole trip for me and the day
was completed by us having to
spray our cockpits with individual
spray packs as required when
you arrive from overseas. This is
the last checkpoint for disease
and pests from the north and
they take it very seriously. This
marked our northern most point
and the return journey down the
east coast began the following
day with a flight to Cooktown for
some more exploring.
The trip in from the airstrip
crosses the Endeavour River
and we were advised that while
crocodiles hadn’t been a problem
for over twenty years, they lost a
man there just a year ago in the
mangroves collecting his mud crab
pots. They caught the crocodile
and after pumping his stomach
16
found human remains and a belt
buckle. The crocodile lives on at
one of the local croc farms.
Undarra Lava Tubes was the
next stopover. I had been there
about 15 years ago and they are
a fascinating phenomenon if you
have the chance to call in there.
We had intended formally ending
the trip at Shute Harbour but as
the coastal weather further south
had turned on us we headed
inland to better weather to
continue our trip back to the cold,
the clouds and the rain. Makes
you wonder why we didn’t just
stay up there.
tail feathers
where the money went
Next year our big one is the
Kimberley region, with a Bass
Strait crossing to Tasmania to
follow that. Looking forward to
both those, so keep on banging
rivets and mixing up that sticky
stuff to get your project finished
so you can enjoy flying around
this great country of ours in an
aircraft you built yourself.
Phil Ayrton
Airsport Magazine October - November 2009
Government survey
of amateur-built aircraft
When the government
spends money on doing
a detailed survey of
something we can either
start to worry about what
they are planning, or be
thankful that at least they
are doing some homework
on a topic and asking
questions at the grass
roots.
You can make your own
decision by downloading
and reading this recently
released report.
In the introduction, non-factory
amateur-built and experimental
(ABE) aircraft are described as
“a popular alternative to general
aviation aircraft”. The report
suggests that “in Australia, there
is little comprehensive data on
these aircraft and what people
do when building or buying them
second-hand. Key players in this
part of aviation were consulted
in developing a survey to better
understand these aircraft builders
and owners. The survey was
distributed electronically and
in hard copy to owners of VHregistered ABE aircraft, and about
50 per cent of active ABE aircraft
owners answered the survey”.
The survey asked about the
choice of aircraft, construction
and modifications, test
flights, transition training and
maintenance. The ATSB indicates
in the report that “The intent of
the survey was to gain a picture
of amateur-built and experimental
aircraft activities in Australia, and
in doing so increase awareness
of issues affecting the purchase,
construction and continued
safe operation of these aircraft
among builders, owners, pilots,
manufacturers and government”.
The survey found build challenge,
personal satisfaction, aircraft
performance, price, operational
costs and the ability to perform
maintenance were important
reasons for buying an amateurbuilt or experimental aircraft.
About 33 per cent of builders
made modifications during
the build, while 85 per cent of
owners carry out all maintenance.
Automotive engines and avionics
presented the biggest challenges
during the build, with most people
reporting they had good access to
resources during construction.
To obtain a copy of the report go
to www.atsb.gov.au and enter
AR2007043_1 in the search
box. The full title of the report is
“Amateur-built and experimental
aircraft - Part 1: A survey of
owners and builders of VHregistered non-factory aircraft”
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17
Getting the most from your GPS
Part 4
In the last of John Kidon’s articles,
he looks at some of the key
definitions relevant to GPS use
and indicates how to integrate
data from Google Maps and other
maps and data bases into your
GPS. If you want to find step by
step instructions on how to work
with Google Earth and Garmin
MapSource, go to the SAAA
website and follow the links to
John’s detailed articles on the GPS.
Some Definitions
ACTIVE LEG is the line into the active
waypoint. If the leg is a portion of a route,
then the line goes from the previous waypoint
in the route to the active waypoint
BEARING is the direction to the next waypoint.
For navigating, BEARING is most useful in
terms of the track. If the bearing is 195, it does
no good to head 195 if you have a crosswind.
Adjust the heading so that the TRACK
matches the BEARING
COURSE (also DTK = desired track) is the
TRACK required to parallel the active route
leg. COURSE is relative to a line that extends
backwards from the active waypoint to the
previous waypoint in a route
TRACK (also TRK or COG= course over ground
or HEADING) is one of the most useful
features of the GPS. This is the direction the
aircraft is actually moving over the ground. The
GPS has no idea where the nose of the aircraft
is pointed; it only knows the aircraft’s path
over the ground. Conventional VOR and NDB
navigation require the pilot to systematically
deduce the track and find a correct heading
based on how far he was drifting off course.
The GPS will calculate the track. Thus, the
heading can be easily adjusted to make the
TRACK match the COURSE or the BEARING.
Several handheld GPS receivers, such as the
Garmin Etrex series, use the term HEADING
for TRACK
TURN is the difference between the TRACK
and the BEARING already calculated by the
GPS. It is both easier to interpret and takes up
one less data field than using BEARING and
TRACK separately
CROSS TRACK (also OFF COURSE, XTK = cross
track error) is the distance you are off your
18
Regaining Track ata the next waypoint using BRG information from the GPS
course (Active Leg) in either direction, left or
right (note: It is the opposite of the way the
TURN field works)
Making use of Google Earth
Google Earth can be useful for flight planning
and deriving waypoint information for use in
our GPS. In order to transfer data from Google
Earth, we need to have the same configuration
of location formats on the GPS and Google
Earth.
First of all, on your GPS go to the Setup menu
and the Location tab (or similar) select the
Location Format. Select Decimal Degrees
(hddd.dddddO). On Google Earth, select the
Tools menu from the top row, select Options,
and under the 3D View tab, within the Show
Lat/Long group, select Decimal Degrees.
The latitude and longitude of the hand cursor
on Google Earth will appear in the display
bar along the bottom of the screen. Note the
difference in format of the coordinates.
On Google Earth -37.940267, 143.009678
is the equivalent of South 37.94027, East
143.00968.
You can also put a Placemark (yellow pin) on
the location, selecting the tool from the tool
bar. A dialogue box opens with the latitude
and longitude indicated. Cut and past this
information from the box into notepad or a
Word file or directly into MapSource.
If you enter waypoints into your Garmin
GPS via Garmin MapSource you need to
configure the Location Formats on MapSource
to Decimal Degrees using the Edit menu,
Preferences, Position, Grid: Lat/Lon hddd.
ddddd. At the Units tab, change the units to
those typically used for aviation.
Which Basemap should I use?
You might consider the following basemap
options. Some cost money, others are free:
Garmin Pacific Routable Highway
Basemap v3
If you bought the GPSMAP 296 Pacific
version then it comes with the autoroute
basemap which includes Asia, Australia, and
Oceania, and covers an area from E60 to E180
Longitude, S60 to N75 Latitude. A terrain
database is also provided with alerts pilots of
potentially dangerous terrain conflicts along
the current flight path. The unit also offers
a configurable look-ahead warning function
which gives the pilot additional time to make
critical decisions.
Cost:
Included with purchase of Garmin
296. Cannot be bought separately.
Memory Card:
No memory card required
as it is built-in to the Garmin 296
City Navigator Australia 2009
• Contains premium updated detailed maps
for all of Australia
• Coverage for Outback roads
• Contains detailed maps for all of Australia
• Includes detailed maps containing
motorways, national and regional
thoroughfares and local roads
• Can be used for in car navigation with
attributes such as turn restrictions, one way
streets and other navigation features
• Includes over 500,000 points of interest
such as: food and drink, lodging, golf
courses, theatres and cinemas, petrol
stations, hospitals and more
• Includes Garmin Mapsource for download
to GPS
Cost:
$189.00 RRP ($99.00 upgrade from
earlier version)
Memory Card:
To fully load requires 256
MB Garmin Flash Memory Card
Airsport Magazine October - November 2009
Shonky Maps v3.51
• Based on NatMap Raster maps of Australia
(1:250,000 scale) which are produced
by Geoscience Australia, the Australian
Government Mapping Agency
• Cover Australia with the following data:
roads from national highways to 4WD
tracks, railway lines, cities & towns and
major rivers & creeks
Remove all Category 1 airstrips as they already
appear in the Pacific Jeppesen database as
Airports
Upload all the 2 to 5 category airstrips into
the Garmin 296 as user waypoints using
Mapsource
• Version 3.51 is a 340 MB download
(15-33) and their length (1100 metres). Press
QUIT to return to the moving map screen or
press ENTER to Go To (change your current
destination to) that waypoint.
From the Moving Map screen, if you press
NRST you will see the following Airport screen
provided by the Jeppesen database. Use the
ROCKER to scroll down to the required airport
and press ENTER and press ENTER again to set
a course line to that airport from your current
location.
• Requires Garmin Mapsource for download
to GPS
• Download from: shonkylogic.net/
shonkymaps/
Cost:
Free
Memory Card:
To fully load requires 256
MB Garmin Flash Memory Card
The airstrips appear on the GPS moving map as
large blue number icons.
Tracks 4Australia v1.2
Use the ROCKER to scroll right across the top
tabs to the User tab. The User Waypoint screen
appears.
• Same as Shonky Maps but far less detail (eg.
No lakes shown)
• Version 1.2 is a 39 MB download
• Requires Garmin Mapsource for download
to GPS
• Download from: www.gpsoz.com.au/
tracks4australia/
Cost:
Free
Memory Card:
To fully load requires 128
MB Garmin Flash Memory Card
FlightAce Country Airstrip Guide
It is possible to load all 2500+ airstrips from
the FlightAce Country Airstrip Guide into the
Garmin 296 as User Waypoints.
The procedure is:
• Go to www.flightace.com/airstripsonline.
htm and subscribe for on-line access to all
the airstrips via Google Earth. (Cost: $59.95)
If you use the Rocker to cursor to a number
icon, the top of the screen will display (on
black background):
1.The name of the airstrip (Tuki-Stone)
2.Distance of the airstrip from your current
location (17.6 NM)
3.Bearing to the airstrip from your current
location (18o magnetic)
4.The elevation of the airstrip above mean sea
level (1541 feet)
5.The airstrip’s latitude and longitude coordinates
• Download data for all the airstrips into an
Excel spreadsheet
• Assign numeric icons to each airstrip based
on its category as per the following Legend:
Home of Australian Experimental Aircraft
For landing select Category 1 then 2 then
3 airfields (in that order). Category 4 and 5
airfields should only be considered in serious
emergencies. See the list of categories above
for details.
This concludes John’s series of articles on
the GPS. If you would like to read the whole
series or to find out more go to www.saaa.com
and follow the links to John Kidon’s detailed
information on Getting the Most from your
GPS.
• Convert the Excel file into CSV format for
import into Mapsource
1 = Licensed airstrips
2 = Unlicensed >= 1000 m length with fuel
3 = Unlicensed < 1000 m length or no fuel
4 = Emergency use only
5 = Other
This screen shows the closest User Waypoints
(including Country Airstrips waypoints) from
your current location. Use the ROCKER to
scroll down to the required airport and press
ENTER and press ENTER again to set a course
line to that airport from your current location.
Pressing ENTER on the highlighted waypoint
icon will display the Waypoint Review screen
which in the Comment field shows the runways
19
Queensland Snippets
From Peter Leonard
Tony Lusk and a number of
other members helped promote
the SAAA at the Wide Bay
International Air Show held in
Bundaberg recently, reported to
be the second biggest air show
in the Southern Hemisphere next
to Avalon. Anyone who attends
must be impressed with the
organisation and the sheer size of
the event, with over 300 aircraft
in attendance. Aircraft of all
shapes, sizes and types attended,
with light aircraft making up the
majority. Really the only thing
missing was the heavy metal
military aircraft.
A number of SAAA members were
in attendance and the public
relations efforts by Chapter 22
members were impressive. Chapter
President Graeme Humphreys
organised a display stand with an
RV7, Falco and Jabiru with their
respective builders all attendee’s
constructed and keen to convey
the ‘highs and lows’ of home
building, the support received
through SAAA membership
and the enormous satisfaction
on completion. Visitors to our
stand during the three day event
kept Graeme Humphreys, Mark
Hulst, Graham Lean and Tony
Lusk suitably occupied. Children
were delighted sitting in the
cockpit of the aircraft as were
some of the Mums and Dads
whose children had grown up and
20
were entertaining the thought
of building their own aircraft.
Given the public attendance and
the number of visiting aircraft,
perhaps the SAAA National
Convention could one day happen
at Bundaberg.
Hugh Ragg: progress on the RV7:
‘The building process is coming
along, although a tad slowly. I
seem to need more money and
time as working for a living is just
getting in the way of progress,
however I have realized it is
not just about the end; it is the
journey that makes me appreciate
the results. Iam having a great
time learning to do things I
thought only others could do.
The support from my fellow
SAAA members is outstanding,
Gary Spicer is giving me great
assistance with the tricky and not
so tricky bits. Our president Brian
Hunter is another one of those
guys who calls in for a quick look
and stays to assist, very much
appreciated. I remember many of
my SAAA colleagues commenting
that the canopy cutting was
about as nerve wracking as it
gets. Well, until you actually do it,
you don’t really understand what
this means. Now mine is cut I am
still wiping off the sweat spots
from the perspex and double
checking the edges. So far so
good. It makes it all worth the
anxiety and pain. Having just
completed the painting inside
and starting to put things back
in the cabin area, next job is to
start getting the instrument panel
sorted and engine installed. In
summary, I am loving the project
and look forward to the next
milestone, be it major or minor’.
Rob Fraser: Some comments
regarding Hugh’s Lycoming O-360
engine installation:
‘Engine cooling has been well
considered and one would not
be surprised if the following
approach taken by Hugh becomes
best practice for reciprocating
engine cooling. A fibreglass and
carbonfibre plenum cover has
been made to fit under the top
cowl cover and direct all intake
air down through the snug-fitting
cylinder pot baffles and oil
cooler. Vertical aluminium sheets
have been formed to fit around
rocker covers on each cylinder
pot, extending all the way from
intake at the front to firewall at
the rear. The GFRP (hot-inside)
and carbon (cooler-outside)
plenum cover extends across the
aluminium end-plates at the sides
and is attached by piano-hinges
at the rear to form quite a lowleakage plenum above the engine. Including piano hinges and
aluminium side plates, the weight
is only about 500 gram. Reports
Airsport Magazine October - November 2009
from a flying RV using this cooling
technique indicate that “cooling is
not an issue.”
Rob again on the Yamba Fly-In
Saturday 29 June.
‘After 2 months of fine weather,
we thought the 4th attempt to
hold the event this year would be
successful. However we gave up
after being beaten again by low
cloud at Southport in the morning
which didn’t burn off until about
11am. Only 60km away at
Murwillumbah, Brian Budd had
blue skies from the early morning,
but was turned back by low cloud
at Hastings Point. So we had
a BBQ at Mason Field instead. Sorry to the folks flying up from
Coffs Harbour’.
Aircraft under construction in the
Gold Coast region include Bob de
Lissa’s Europa, the RV7s of John
Keen, Hugh Ragg and Wayne
Ruck and the RV8s of Stan Lewis
and Peter Vernon. Flight testing is
currently underway with the RV7
of Derek Milligean.
John Martin from Far North
Queensland: New Chapter based
in Cairns. John Atkinson, Chapter TC (left) and Laurie Wincen (rear centre) casting an eye over Darren Jones’s (right) Zenair 801. The Zenair has about
400 hours work done and a further 200 hours, plus painting time to go. Photo: John Martin
members of whom about six are
in the process of building, around
ten have completed and the rest
are in the process of planning
their build. We have a TC (John
Atkinson) with several other well
experienced people to also take
on the role.
The Chapter meets on the first
Friday of the month at the North
Queensland Aero Club (Cairns
International Airport) at 6:30 pm
with drinks and BBQ (usually)
from 5 pm. Visitors welcome!
President: John Martin
j-martin@bigpond.net.au
Secretary: Doug Stott
mail1@dougstott.com
Website: www.saaafnq.com
‘Chapter 34 Far North Queensland
(FNQ) began life only a couple
of months ago. It should have
passed the provisional phase by
the time this issue goes to print.
Prior to this SAAA members in
Far North Queensland either
belonged to southern chapters, on
paper, but took no real part in or
had no affiliation to any chapter.
When two of the foundation
members, John Atkinson and
Bob Simpson, went to the
recent Bunbury Fly-In they were
approached by Brian Hunter,
and others, to consider forming
a chapter. From there the idea
hatched rapidly to the point
where we now have a Chapter,
formed official affiliations with
other local aviation clubs (North
Qld Aero Club), have a website
(www.saaafnq.com) and had our
first informal social event.
The chapter currently has 19
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21
Cowra 2009
On the following pages
are a sample of the
colour and action that
we saw again this
year at our National
Convention. Brian Ham,
Bruce Towns and their
Chapter 21 colleagues
who did the lion’s share
of organisation this year
have held a debrief and
would encourage those
who went to Cowra
to go to the forum on
our website and post a
comment.
Some of the comments heard
around the convention included:
© Graham and Lisa Harvey 2009
© Graham and Lisa Harvey 2009
‘Why are numbers down again
this year? Seems like the idea
of a big national event is in
decline.’
‘I think we had it just about right
this year. I really come to Cowra
to catch up with a few of my
friends from interstate and to
chat with fellow builders of my
particular kind of aircraft. The
event works for me’
‘The paddock has improved
greatly, no problems taxiing or
parking.’
‘The pilot advisory service worked
well again.’
‘Food was fine. Rotary and the
CWA are to be congratulated.’
‘I always leave enthused and
keen to finish my project and fly
in next time.’
22
Airsport Magazine October - November 2009
Several changes occurred
with this year’s event aimed at
making the National Convention
as cost effective as possible:
reducing advertising to the
local community, making use
of showers on site rather than
hiring, and in all ways keeping the
overheads as low as possible.
© Graham and Lisa Harvey 2009
While numbers may have been a
little down, those who attended
seemed to do more flying, and
clearly those wanting to ‘try
before they buy’ had a great
opportunity to go flying with
fellow members.
© Graham and Lisa Harvey 2009
© Graham and Lisa Harvey 2009
© Graham and Lisa Harvey 2009
One of the major attractions was
the Grumman Avenger. A massive
carrier based torpedo bomber
from the Second World War, the
Avenger could be armed with
up to 2000 lbs of bombs or one
torpedo carried inside the bomb
bay. The Avenger normally had a
crew of three; pilot, bomb aimer
and radio operator. The bomb
aimer worked in the belly position
and the radio operator operated
the rear facing turret. Powered
by a 1,700 hp Wright Cyclone 14
cylinder engine, it made all the
right noises and greatly impressed
all in attendance.
Home of Australian Experimental Aircraft
23
Cowra 2009
Again this year the Lycoming
engine maintenance workshop
was fully subscribed, as was our
Maintenance Procedures Training
Course, held at Cowra for the first
time. Over fifty members were
involved in these two programs
so it was not surprising the other
workshops scheduled for Saturday
had lesser appeal. While we had a
Nav Ex ready to tempt more into
the air, only two pilots took up
this activity so keep it in mind for
next year.
This year’s dinner was a sell out
and all enjoyed the fine food
at the Cowra Services Club.
Our guest speaker was Andrew
Warland-Browne, Team Leader
of the CASA Aviation Safety
Advisors and he provided an
interesting overview of some of
the things to come to encourage
pilot participation in safety
training.
24
Airsport Magazine October - November 2009
The following awards were
presented:


Clive Canning Best Metal
Aircraft:
Paul Blackney, Chapter 24
Jandakot WA, Vans RV6, VHORE
Best Composite Aircraft:
Fred Moreno, Chapter 13
Albany WA, Lancair IV,
VH-YFM
Concours d’elegance:
Fred Moreno, Chapter 13
Albany WA, Lancair IV, VH-YFM
Best Amateur-built
Ultralight (RAAus
registered):
Peter Franke, Zodiac 601XL,
19-7024


Guido Zuccoli Award for
the best military/vintage/
classic aircraft:
Clin Ashton-Martin, Avro Cadet,
VH-AGH

Jon Johanson Most
Meritorious Flight:
Michael and James Hart, a
Port Lincoln to Cowra 3 day
adventure in a Piper Super Cub.
Grand Champion 2009:
Peter Hodgens, Caringbah,
NSW, Lancair IV, VH-PWH
Dave Darbyshire
Award for outstanding
contribution to SAAA:
Phil Matheson, for rebuilding
the display Corby Starlet after a
road accident.

President’s Award:
Bruce Towns, Chapter 21
Moorabbin Vic, for outstanding
service as National Council
Member and Coordinator of the
National Convention at Cowra.
Home of Australian Experimental Aircraft
25
Victorian & Tasmanian Snippets
There is lots
happening around
Vic and Tas, but
unfortunately
there have been no
submissions from
Country Victoria or
Tasmania. We hope
that this can be
rectified in the future.
Ideally we would like
to have a paragraph
and photo from every
chapter rather than
several snippets from
just a few chapters.
Mike Killingsworth and
Mack Knell’s RV7 Barwon
Heads
With material for this month’s
state report looking very thin I
headed off to Barwon Heads to
have a look at Mike and Mack’s
RV7. Upon arrival the flag outside
their hanger was flapping in the
breeze indicating they were on
duty.
Mike and Mack are former Cathay
Pacific pilots and they started
their project in an apartment in
Hong Kong. After the confines of
Hong Kong the expanse of their
hanger at Barwon Heads was very
welcome.
Due to circumstances the pair had
not worked on the aircraft since
May. They decided a good start
was to tidy the workspace and
to set out all their tools ready for
a brand new day. This was done
by mid morning and it was then
onto real work. Fortunately they
kept good documentation of their
progress so were able to say “We
now have to do this this and this”
rather than “Where did we get to
last time?”
26
see how they were going. On one
occasion Peter came in wanting
to know why all the noise and
when told what they were up
to Peter explained they had the
compressor “way too high for that
task!”
Chapter 18
Melbourne
The following is an extract from
Chapter 18 Newsletter.
Mack Knell and Mike Killingsworth figuring
out the path of the fuel lines in their RV7.
An old clothes hanger proved an invaluable
tool for determining the final shape and
dimensions of the fuel lines.
My concern was that some of the
discussion went along the lines
“Now we have to decide how we
are going to do this – perhaps we
should go into town and discuss
it over coffee!” I could see there
being little progress if every
problem involved a visit to town
for a coffee. However by the end
of the day we had not been to
town so it was obviously an “inhouse” joke.
On my visit the team was locating
the fuel and vent lines. Having
the appropriate drawings on
the wall with the different lines
highlighted in different colours
helped but it was still a pain
staking matter of plotting out the
paths of the various lines around
the structure of the aircraft.
The Technical Councilor for the
project is Peter Pendergast.
Mike and Mack spoke about
how fortunate they were to have
Peter in a neighbouring hanger.
Whenever they had a problem
they could slip across and talk
to Peter or Peter could drop in to
ON THE BENCH with President
Dave Robbins (Zenith CH650)
“Little progress has been made
the last month some hammer form
samples were attempted for the
air intake runners but only with
limited success. I was using 5005
alloy 1.6mm thick which work
hardens very quickly. Subsequent
annealing made parts of the metal
course and grainy. I have a sample
of 2.00mm 2024 alloy in soft
condition to try that may improve
formability but may be impossible
to weld.”
To practice his welding Dave has
used an AC-DC Tig welder to build
gates and fence panels to contain
their new dog “Weld presentation
and appearance have improved
enormously though the learning
curve was slow and discouraging.”
Darren Crompton’s KR2S has reached the
critical stage where the one car garage is
too small and he has had to move to the
footpath! Photo Darren Crompton
Darren Crompton from Chapter 18
has been constructing a KR2S in
his one car garage. One milestone
is when the builder has to move
to the street because his garage
proves way too small. Darren
recently reached that milestone to
verify alignment and operation of
his flaps.
“My KR2S building project has
been underway for 2 1/2 years
and in that time I have put in
around 1,700 hours. That is
actual building hours and not
time spent sipping on coffee,
staring, dreaming, planning and
also chatting to the locals who
like to be updated on my progress.
Building an aircraft has opened
my world to new friendships locally
through SAAA as well as globally
via the Internet and my web site
www.kr-2s.com The wealth of
knowledge out there is astounding
and people’s willingness to advise
and lend a hand where they can
has made the building experience a
group affair.
As the fuselage sits on a 15ft long
bench and pretty much fills my
single car garage, I am always
looking to use the available space
efficiently. A tarpaulin strung over
the driveway keeps the summer sun
and winter rains off my extended
work area and in what I believe is
a first for KRs, my wings have been
built on a rolling jig so they can be
worked on in the driveway. Even
if I had a factory area to work in
next time I would build the wings
the same way because flipping
them over to the other side is a
breeze. Sure beats building them in
place and having to flip the whole
aircraft to work on the other side.
Building the KR2S is a personal
and rewarding experience that
my dog and I share every day. I
build and bounce ideas off him,
he listens to my singing and I am
sure is the one who moves my tools
when I put them down and turn my
back. I have found that the key to
moving forward in aircraft building
is........”move forward”, even if there
is only 1 hour to spare at night,
my two choices are to either spend
that hour in the garage or in front
of the TV.........and I know where I
would rather be.”
Along the way Darren has built
up the expertise to start a
business selling AN hardware to
homebuilders.
www.an-bolts.com.au
Airsport Magazine October - November 2009
Chapter 20
Kyneton
Chapter 20 has always had
an excellent Newsletter. The
editor for the past four years
has been Phil Matheson who is
relinquishing the job for other
challenges.
We have used two articles from
Chapter 20’s Newsletter for State
Snippets. The first is the hanger
visit to Andrew Maschmedt’s
RV6a and the second Chris and
Sue McGough and their young son
Darcy’s trip across Australia.
Andrew reported that “There’s
nothing like a (hanger) visit to
inspire cleaning of the workspace!
(The hanger visits) Definitely
encourages me to persevere .”
Currently Andrew’s RV6a is in the
early stages of building with the
tail complete and the main spar
riveted together.
Report from Chris and Sue
McGough on their flight across
Australia:
“We had an absolute ball. The
highlight was the Kimberleys and
the Buccaneer Archipelago. The
funniest was at Tindal where the
weekend warriors could not find
the way out of the airbase! The
not so funny was the dust storm
on the way home.
John Bridges, Michael Janka, Terry Dovey, Peter Pendergast, Paul McCleod, Daryl Cobden and
myself John Bridges, Michael Janka, Terry Dovey, Peter Pendergast, Paul McCleod, Daryl Cobden
and Andrew Maschmedt “participating in a few hours of good aircraft talk!” Photo by Terry Dovey
We swam in everything from
pools, rivers with crocs, waterholes
and the ocean.
This is our 2nd big trip in the (RV)
10 and we halved what we took
last time and we got it about right
this time. The only extra item we
would take next time would be a
small cooking stove for when you
could not have a campfire. We
would also like a bigger tent.
Just for interest, we have the bill
for landing fees, which ranged
from $5.50 in Port Augusta to
$25.30 in Tennant creek. Fuel
prices were very fair, being very
close to Melbourne prices.
We learnt a lot about Tindal
control zone. When they say they
are active they may not be, so
before you get anywhere near,
call because if you call Tindal at
the appropriate time, and they
are not active, you have to climb
to 9 grand in order to be able to
contact Brisbane ATC, to get the
status of Tindal.”
Places visited also included Lake
Eyre, Cape Leveque, Dubbo Zoo,
Home Valley, Longreach and Daly
Waters. When he sees the new
Qantas Advertisement showing
Cape Leveque young Darcy will be
able to say “I’ve been there!”
Any trip requires extensive planning and
attention to detail. Here Chris prepares for
the following day’s flight. Photo Chris and
Sue McGough
Crack in tail spring mounting block. Photo
Frank Deeth
Still with Chapter 20 Frank
Deeth’s Corby Starlet is back in
the air after a repair to the tail
spring mounting block.
Frank modified the standard
Corby by installing a tail wheel
that could unlock and fully
castor to allow tighter turns and
maneuvering on the ground. In
doing so he inadvertently omitted
an extra penny washer under the
forward mounting bolt.
The highlight was the Kimberleys and the
Buccaneer Archipelago. Photo Chris and
Sue McGough
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Home of Australian Experimental Aircraft
Darren Cloutang-Crompton
SAAA #7125 - Chapter 18
RA-Aus #25866
27
Victorian & Tasmanian Snippets
pounds in the tail of the aircraft
which should improve the CofG
very nicely.” (Precis of material
supplied by Frank Deeth)
it did. Unfortunately no one was
able to tell Peter that and that the
problem was not in the computer.
Hopefully all is now well.
With only a standard washer, the
extra side loads due to tighter
turns over rough ground, the grain
running lengthwise along the block
and perhaps a heavy landing all
caused the block to split.
After discussion with designer
John Corby Frank used a router,
drill, a very sharp chisel and two
long straight boards with three
clamps to remove the old block.
The new block was made from
three half inch laminations of
American White Ash with the
middle lamination grain oriented
90 degrees to the other two and
the top and bottom laminations
have been oriented span wise
across the aircraft at John Corby’s
suggestion.
Frank reported that “(he took)
the opportunity to change to a
fibreglass tail wheel leg, do away
with the castoring tail wheel unit
and move back to the standard
Corby Starlet design, steerable
but not full castoring. The
benefit is I have saved almost 3
Moorabbin
Tyabb
Chapter 21 has been very active
with preparations for the Cowra
Convention. Stuart Trist (Sonex) had
an eventful trip to Lake Eyre that is
reported elsewhere in the magazine.
Darren Barnfield attended
Oshkosh 2009 where he enjoyed
himself making contact with
other VeePee constructors. Darren
had little cloth VP patches made
which he presented to all the
VeePee owners, constructors and
friends in attendance.
After troubles on his flight to
Bunbury (see June/July Airsport)
Bruce Towns (Glasair) has used
up his children’s inheritance and
had his engine rebuilt. Running
in involved one hour at full
throttle with the engine burning
115 Litres/hour - an expensive
business. Bruce is now flying
again and there is a noticeable
spring in his step.
Peter Greiger’s long term saga
with his computer based engine
monitoring system appears to
be resolved. The computer unit
had been burning resistors and
had been sent back to the USA
3 times.
Eventually with Peter looking
on Chapter President John
Livsey took to the problem with
a screwdriver and voltmeter.
They found a loose screw in
the annuciator that caused a
short circuit on the cable to the
computer that in turn burnt out
resistors in the computer unit.
The resistors were designed to
protect the computer from short
circuits and that’s exactly what
A loose screw in the annuciator rolled around causing a short circuit at the cable connector
which in turn burnt out resistors in the main computer.
Extract from “Keyhole: Caroline
James uncovering hot property
gossip” Sunday Herald Sun August
16 2009 p82.
Garage buyer’s plainly a winner.
This story has Aussie hit movie ‘The
Castle’ written all over it.
Chapter 21 Chapter 27
Just like at the dentist! (Editor’s bad joke)
Frank at work with the router and Norm
Edmunds holding “the patient” down!
Photo Colin Gamble
(Continued)
What one homebuyer sees as a fairly
ordinary – albeit gigantic- garage in
the eastern suburbs, another buyer
sees as the ideal setting for building
a flying machine.
The auction of a three bed-room
…..etc
“There was not much about the
property that really stood out
except the fact that this house had
a 10-square (92sq m) garage, “ Mr.
White (Agent) said.
“After the auction I was chatting to
the buyer and I discovered the buying
family plan to build an aeroplane
in it (the garage).” Mr. White told
Keyhole.
As seen on the cover of the
August September Airsport David
Bacon (RV7 VH-RMV) was in the
group of 4 aircraft that made the
trip to Lake Eyre and Birdsville.
“I have been in real estate a very long
time … I have never heard that one
before”
If the buyer is reading this once their
project is underway could we request
a builder’s report? – Please?
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28
Airsport Magazine October - November 2009
Two new additions to SAAA Library
Many members will have
participated in the recent
series of safety seminars
organised by CASA and
presented by leading pilot
educator and aviation
safety researcher, Dr
Tony Kern. For those who
missed this outstanding
seminar series or who
wish to delve further into
Kern’s ideas, we have
added two of his highly
acclaimed books to our
lending library.
About the author
Until recent years Dr. Tony Kern
was a Major in the U.S. Air
Force and had flown extensively
during his 16-year military career,
including service as an aircrew
commander, instructor pilot, and
flight examiner on the supersonic
B- I bomber. He has served in a
variety of operational and training
capacities, specializing in aircrew
training for the last decade.
Redefining Airmanship
‘The individual flyer remains the
key to meeting the last great
challenge in aviation-human
error.”
-Major Tony T. Kern, USAF
For today’s pilot, the “right stuff”
has evolved into something very
different from what it was even
a few years ago. Basic stick-andrudder competence is only one
piece of the airmanship puzzle,
and whether you are a military,
commercial, or recreational pilot,
you need to cope with a complex
mix of human, machine, and
environmental factors to reach
your potential.
Redefining Airmanship is the first
book to define modern airmanship
in terms of all required elements
for successful flight operations.
It merges the skills, knowledge,
and human factors systematically,
so that you, the aviator, have a
concrete way to measure and
polish your performance. The
book’s Airmanship Model gives
you a holistic picture of true
airmanship as well as the tools
to develop it, and helps you
to take charge of your cockpit
team ... dramatically reduce pilot
error. .. develop the 360 degree
situational awareness every
airman needs ... and sharpen your
judgment in crisis situations.
Using gripping case studies from
World War II, Desert Storm, and
commercial and general aviation,
Redefining Airmanship clearly
illustrates the principles of goodand bad-airmanship, from the
earliest days of manned flight to
Home of Australian Experimental Aircraft
the present. The book is based
on extensive research, which
revealed that superlative aviators
throughout history have certain
traits in common.
Flight Discipline
“Flight discipline is the foundation
of airmanship. It is where the
journey towards excellence must
begin.” -Tony Kern
For want of a nail, the battle was
lost. That’s what they say about
Napoleon’s defeat at Waterloo.
And the legend might just as well
be true of most aircraft accidentsjust one overlooked checklist step,
one procedural short cut, can lead
to disaster.
for safer and more effective
flying. Clear checkpoints for
individual accountability and
improvement can be tailored to
suit the individual aviator’s needs.
In short, no other book provides
such a complete overview of
flight discipline, complete with
everything you need to know to
develop it to the highest degree.
How to borrow one of these
books
Send an email to:
enquiries@saaa.com
or call our Head Office during
office hours to reserve one of
these titles.
Tony Kern, veteran of thousands
of hours in the cockpit of highperformance military aircraft, has
written a personal improvement
tool for pilots, ideal for use in the
classroom or out. All aviators,
he says, military, commercial,
and recreational, must apply
uncompromising flight discipline
to improve-and perhaps even
survive-in the unforgiving
environment of aviation-and Flight
Discipline shows how.
Every pilot knows that there are
lethal pitfalls in aviation-macho
attitudes, get-there-itis, pressure
from company superiors and VIP
passengers, etc. Kern first makes
a chilling case for the absolute
necessity for flight discipline,
using case histories where things
went tragically wrong. He then
breaks down the problems of
flight discipline into logical,
clear subdivisions: those caused
by personality traits, hazardous
attitudes, or external pressures.
Every aviator will be riveted by
the case studies of flight discipline
in action. Kern preesents them
so the reader can put himself or
herself in their place: how would
you do in this situation? he asks.
The answers can be revealing and
life saving.
Flight Discipline concludes with
an all- important personal plan
29
NSW State Snippets
Maintenance Procedures
Training Course
For many years our wonderful
organisation has been building
up aircraft construction skills in
our membership, and with the
advent of the Chapter system
and Technical Counsellors,
we have also put in place a
mechanism for passing on
the skills and knowledge we
have acquired. In addition, we
have self-monitoring quality
control mechanisms through
the workshop meeting program
and the Builders Assistance
Program. Further to this, we
have demonstrated our ability
to safely research and conduct
test flying programmes have
also demonstrated our ability to
conduct flying operations in a
safe and professional manner with
the Flight Safety Programme. We
have been rewarded for that with
a very good safety record and
reduced insurance premiums. So,
“where to now?” I hear you ask.
As we are busily flying all over this
great country, essentially wearing
our aircraft out, the obvious
answer as a new area of focus is
ongoing maintenance training
and the associated maintenance
regulations. NSW has been
surging ahead with 28 members
completing the Maintenance
Procedures Training Course at the
time of writing. By the time you
read this Cowra will be over and
we have another 30 registered
for the course there and another
14 committed for a course in
Canberra, as well as interest from
the Coffs Harbour area. It is very
pleasing to see the enthusiastic
way the membership has taken
on the course, showing that there
really is a desire to learn more and
a need for this type of training.
New Maintenance
Procedures Training Coordinator for NSW
Here in NSW we are fortunate
to have Ken Garland as our
recently appointed Maintenance
Procedures Training Co-ordinator.
30
Ken Garland, NSW Maintenance Training Co-ordinator, doing his stuff
So who is this guy and what is
his background? He started an
Aircraft Maintenance Engineering
apprenticeship in 1961 at
Bankstown, followed by two
years National Service in Army
aviation. Then followed a period
in Singapore, training the newly
formed Singapore Air Defence
Command personnel in the
maintenance of aviation systems
as well as non destructive testing
using Doppler equipment and
techniques. Ken later worked in
South East Asia, selling Nomads
and Beechcraft aircraft as well as
setting up a jet engine overhaul
turn-key operation in Indonesia,
Thailand and the Philippines.
After returning to Australia he
became Manager and Chief
Engineer on both Thruster and
Sadler Vampire ultra-light aircraft,
as well as Chief Engineer with
flying schools at Camden and
Bankstown. Now Ken is running
his own company and has redeveloped and re-engined the
Vampire to comply with LSA
requirements and is developing
a Mini-Winjeel aircraft based on
a taildrag version of the Goair
Trainer airframe fitted with a
Rotec radial engine.
He holds a Diploma in Workplace
Training and Development in
Aeroskills, is an SAAA Technical
Counsellor and RAAus Level 2
Maintenance Engineer.
Chapter 4
sees a Sonerai
A recent workshop visit on the
Chapter 4 schedule for the year
took members to have a look at
progress on Col Atkinson’s Sonerai
II project. Col has been working
away steadily on this “plans built”
project for a few years now. The
wings are finished and have final
paintwork, while work on the
fuselage is progressing well with
canopy fitting the main current
task. This is always a frustrating
and difficult task, however Col
is nearly finished his and is still
smiling, so it must have gone
together better than most. The
pictures show the state of play
and the group of stalwarts that
braved a winter’s night. Ken
Garland, the NSW Maintenance
Training Co-ordinator and Chapter
4 member was also there, and
showed the recently obtained
CASA DVD on corrosion to the
group to add another dimension
to another interesting night
rummaging around in a backyard
shed.
Martin Ongley leaves a
message in a bottle
“About a third of the way to
Pooncarie, the cup of coffee that
I had with breakfast is testing
my bladder capacity and I reach
for the in-flight toilet – a plastic
bottle. Trying to maintain altitude
and heading whilst wriggling
forward in the seat to try and get
in the right position makes the
plane pitch down slightly and
commence a slow roll to the right.
It’s times like these that I wish I
had an auto-pilot, but after a few
seconds everything has settled
down enough to take the bold step
Airsport Magazine October - November 2009
…. knowing that once you start
you are not going to be able to
stop if the plane diverts from its
“straight and level” flight path…
Luckily there is no turbulence.”
Here’s another bit….
“Crocodile Harry’s, like the pub
at William Creek, has lots of
underwear strewn around the cave;
souvenirs from people that have
visited in the past. There are a large
number of women with big boobs
painted or plastered on the walls
– it seems Harry was a tits and ass
man. The photos on the wall show
how Harry got the Crocodile prefix
to his name – he hunted crocs in the
Northern Territory until they became
protected. Now out of work as a
croc hunter, he moved to Coober
Pedy to try his luck at Opal mining
and the rest, as they say, is history.”
These are excerpts from a very
comprehensive diary account of
a recent outback trip by Martin
Ongley and his wife Sandra in
their Jabiru. It is quite a read
and is accessible together with all
his photos on the www.saaa.com
website.
Chapter 2
makes a diamond sparkle
The evening of a recent Chapter
2 workshop meeting was really
quite cool, but this did not
deter a bunch of keen chapter
members from braving the
elements and leaving the comfort
of respective fireside armchairs
for the intellectual stimulation
and rigours of a cold and dusty
garage. The meeting was
held at chapter member Dave
Archer’s workshop, and as you
can see from the photographs,
Dave is steadily moving towards
completion of his Super Diamond
aircraft project. Since the last
visit the engine has been mounted
to the fire wall, and the wings
and control surfaces have been
covered and closed up.
Dave also took the opportunity
to show the group his newly
acquired flight and engine
Home of Australian Experimental Aircraft
instruments, describe the
selection process and the
challenge to design the panel
layout and fit them to available
real space. Contribution and
photos from Graham Johnston.
over to the Gulf of Carpentaria
and Karumbah, up the west coast
of Cape York to Weipa and Horn
Island. Then a few days to visit
Thursday Island and fly to some
of the Torres Strait islands before
heading back towards home
on the east coast to Cooktown
and down to Shute Harbour. A
fabulous fortnight of flying over
some wonderful country with
wonderful company, so look
out for a more detailed report
elsewhere in this edition.
rated at 100hp, coupled to an
Airmaster propeller and a glass
cockpit panel. Bob is expecting
around 130 knots cruise from his
great machine. Contribution and
photos from Drew Done.
Chapter 23 Chapter 4
learns how to change a tyre
goes way up north
A flat tyre can be a real nuisance,
as Chapter 23 Frog’s Hollow
president Drew Done recently
found out, when he discovered
his beautiful red Falco sitting
a bit closer to the ground than
usual. So how many rugged
looking blokes does it take to
change a tyre on your average
Italian designed hotrod? See the
accompanying photo to answer
that question.
In the last edition we mentioned
a flying trip up to Horn Island
involving Chapter president
Peter Bowman, with chapter
members John and Jenny Cleary,
Rob Chenery and Phil Ayrton,
in company with the Illawarra
Flyers, making a group of 2 RV4’s,
2 RV7’s, 2 Jabiru’s and a Cirrus.
Well the trip was a great success,
with travel north via the inland
route including Charleville and
Longreach to Adel’s Grove, then
Chapter 23
project construction has recently
received a boost with the
completion of Alan Chappelow’s
RV-7A aircraft. Alan received
his collection of boxes around
Christmas 2006 and finished his
beautiful machine last Christmas
after 1500 hours of building. It
is powered by a Lycoming O-360
AIA with a Hartzell constant
speed propeller. He installed
Garmin avionics throughout,
coupled to a Tru Trak auto pilot
with glass cockpit. To top it
all off the interior is finished in
leather. In typical RV fashion it
cruises at 160 knots @ 32/35
litre per hour. Contribution and
photos from Drew Done.
Bob Gowing is one of the
chapter’s founding members,
he started his project in 2001
and the end is now in site. But
in typical builder fashion he
won’t actually put a date on the
anticipated completion. He is
building a Europa Classic with
XS modifications. The kit was
one of the original cut foam wing
Europa’s, with hand laid glass
over the jigged foam. In other
words he is doing it the hard way.
The engine is a Rotax 912 ULS
That’s it for another edition.
Contributions can be sent to
payrton@bigpond.net.au Thanks
to all who contributed to this
issue. Wishing you a warm shed
for building and blue skies for
flying.
Phil Ayrton
0417 210731 - NSW Airsport sub editor
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31
WA State Snippets
Chapter 16
AGM meeting
Chapter 16 held their AGM in Bo
Hannington’s Serpentine hangar
on July 5th. The AGM was a minor
affair so to attract a few more
members, Bo and Elgar put on a
barbecue breakfast with all the
usual bits plus a bit more. Bo and
Col Morrow, TC, also dispelled
quite a few misconceptions about
maintenance procedures and
explained what was planned for
the future freedoms in regulation.
After this, a newly constructed
Zenair 701, built by Andrew
Beveridge, was put on the scales
for the weight and balance
procedure. This was explained
step by step, and Bo highlighted
the salient points on the way,
Col Morrow monitored the whole
performance and gave it his
blessing as he will sign the C of
A after the fly off requirement is
met.
As usual, our breakfast drifted
into lunch. Elgar in the rusty top,
can be seen overlooking the table,
while, to her left, sits the woozy
boozy WACO sampling his first
tipple of ‘red ned’ for the day,
provided by ‘Cheezy’ Chesboro.
Below ‘Ferret’ Hannington
can be seen on the right hand
side closely monitoring the
proceedings through his special hi
magnification glasses.
32
Airsport Magazine October - November 2009
Situational awareness
in low time students
Two recent LSA
aircraft accidents have
highlighted a need for
additional training for
students prior to going
solo.
the aircraft and major mainspar
damage to the parked aircraft. No
injuries occurred.
Incident one: - an aircraft landed
with a loose friction nut setting,
the throttle advanced to full
power, catching the solo student
by surprise. The aircraft overshot
the end of a 1,015 meter (3,295’)
runway tearing off the nosewheel
and destroying the propeller.
A third hypothetical
scenario.
Incident two: - A low time solo
student in an unfamiliar aircraft.
After applying full power for
take off (Continental powered),
swerved off the runway and
while still producing full power
collided with an aircraft parked
in front of a hangar 300metres
away, causing serious damage to
Home of Australian Experimental Aircraft
Both these accidents highlight the
lack of situational awareness with
respect to power application.
Should a throttle cable or linkage
fail in flight, resulting in a full
throttle condition, would this
end in catastrophe if the student
attempted to land with a very
high approach speed?
Jabiru and Rotax engines
predominantly power modern LSA
experimental aircraft.
Both engines default to full
throttle in the event of a cable or
linkage break . A spring attached
to the carburettor throttle lever
ensures full power settings are
achieved in this event.
Lycoming, Continental and
Franklin engines do not default to
full throttle.
Briefings and demonstrated
emergency procedures prior to
first solo cover engine failure
and forced landings. In these
events the requirements to cut the
magneto switches and turn off
the fuel valve are integrated in the
final checklist
Full Throttle emergency could also
be included in the training. Such
as, with a full throttle event, climb
to a safe height, fly to an ALA or
registered aerodrome, declare an
emergency and set up for a engine
out landing from above the
field per normal forced landing
procedure-or: Alternatively extend the down
wind leg and approach with a
longer final to allow time to wash
off airspeed after the magneto
switches are cut and fuel turned off.
Briefings should cover most
emergency scenarios if it is
impractical to demonstrate them.
The information could serve to
prevent damage to aircraft or
injury or loss of life.
Laurie Baxter
SAAA Pilot Adviser
33
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34
Airsport Magazine October - November 2009
Beryl Award: The Sounds of Silence
John Livsey, President of
Chapter 21 Moorabbin,
has done a lot of work
on the Jabiru 3300 in his
Zodiac CH601-HDS to
fix some tricky cylinder
head and exhaust gas
temperature problems.
While test flying after
one of his modifications
John experienced what
we all dread: ‘the sound
of silence’. He recounts
this story as a warning to
others.
I had been flying my Zodiac
CH601-HDS for a couple of years
but had indications that all was
not well with the Jabiru engine.
Investigations had established
that my CHT & EGT’s were not
well balanced and that the left
side of the motor, cylinders
four and six in particular were
far hotter than the rest of the
cylinders. Jabiru advised that
I needed to look at either the
cooling set-up or the air/fuel
mixture.
Fixes included fitting a “vertical
divider” in the bend in the inlet
ducting and other mods to the
inlet plumbing on the Bing
carburetor. This process required
the duct to the air box be
removed. On the air box there is
a small (1/8”) tube that connects
the ambient air pressure in the
air box to the carburetor sense
inlet. The Bing carby is pressure
compensated and needs to have
this air sense connected for proper
operation.
After making some adjustments I
refitted the top engine cowl and
went for yet another test flight
to record the effect of the latest
changes on CHT/EGT readings.
I departed Kyneton on runway
18, had turned downwind but
continued to climb out and to
the north east of the airstrip.
At about 5 miles from the strip
and at 4000’ the engine gave a
sudden surge, lost power but then
fully recovered. I thought this a
bit strange as all indications were
normal but convinced myself that
it was possibly a slug of water in
the fuel as I had just refueled. Call
it a premonition, or whatever, but
I decided that I would turn back
towards the airstrip but I felt no
great sense of urgency about it.
Shortly after this the engine then
just suddenly stopped producing
power. There was no smoke,
bangs, surging, it just stopped
with the propeller wind-milling. Its
strange that I felt no great panic,
this surprised me I must admit,
I then proceeded with all the
checks that get drummed into the
student pilot all those years ago.
Home of Australian Experimental Aircraft
During these checks carburetor
heat was applied and shortly after
this power was restored, not full
power, but definitely more than
enough for level flight. Needless
to say by this stage I was making
a beeline for the strip and looking
very carefully at each paddock
along the way.
Although the engine was now
producing power I did not know
what the problem was and could
not be certain of making the strip
so I was rehearsing the things
I need to do for an “off field”
landing. As I got closer to the
strip and the engine was running
smoothly but at reduced power I
tried to work out was the problem
was. I removed carburetor heat
and almost instantly the engine
died again, needless to say the
carby heat went straight back
on. This mystified me as it could
not be icing, again I repeated the
check and sure enough the carby
heat acted like an on-off switch.
As the strip was getting closer I
left the carby heat on and focused
on getting the aircraft on the
ground. I wanted a reasonable
landing as I didn’t feel like
attempting a go around.
On completion of a successful
landing and taxiing back to the
hanger I removed the top engine
cowl to see if I could see any
reason for the engine malfunction.
There hanging in the breeze was
one end of the pressure line from
the airbox to the carburetor. In my
haste to do a flight check I had
omitted to re-connect this six inch
piece of rubber tube worth all of
a $1.
I do not know the full explanation
of exactly what happened in the
carburetor when this tube was
disconnected except that the
pressure the carby was sensing
from inside the lower cowl was far
lower than the air actually being
fed into the carburetor. I assume
that this would have caused the
carby to think it was far higher
than it actually was and leaned
the mixture so much that the
engine stopped. With carburetor
heat applied it just so happens
that
the
air is
then taken
from inside the
lower cowl which
is where the free
end of the pressure
tube was dangling
so that the actual
carburetor inlet
pressure and the
sense pressure were
again nearly equal.
The overall moral of the story I
guess is twofold and very simple,
rushing to get an aircraft back
into the air is a very dangerous
undertaking, and secondly the
requirement for a second pair of
eyes is there for a reason. If you
cannot have a second pair of eyes,
make a check-list as you remove or
disconnect every single item. After
re-assembly, go through the checklist and ensure everything is back
and connected as it should be.
I would be interested if anyone
has a better understanding or
knowledge of exactly what the
Bing carburetor does when the
air sense line is disconnected as I
guess it’s not beyond the realms
of possibility that it could fail in
flight one day.
John Livsey
SAAA 4681
35
Where can you find a TC
when you need one...?
Graeme Humphreys
Technical Counsellors are available to provide free advice to builders.
Make use of them! You may like to assist them to attend your workshop
by offering to cover their out of pocket travel expenses. When a TC visits
your project and lodges a report to Head Office this can provide valuable
evidence of your participation in the Builders Assistance Program and
secure favourable insurance rates into the future. APs look at evidence
of TC involvement when assessing the risk profile of your aircraft at
CofA time. For further information on the TC program contact Graeme
Humphreys, TC Coordinator, contact details below.
First Name
Last Name
Suburb & State
Karl
Ahamer
Bowral
NSW
Phone Number
Email Address
0411 290 472
kahamer@bigpond.net.au
Peter
Bowman
Figtree
NSW
0429 130 340
pean.bow@bigpond.net
Chris
Byrne
Bowral
NSW
0414 603 644
jack.byrne@bigpond.com
William
Coote
Laurieton
NSW
0428 599 953
billcoote@tsn.cc
John
Davison
Coffs Harbour
NSW
02 6651 4887
da11878@bigpond.net.au
Drew
Done
Merimbula
NSW
0409 833 646
dj.done@bigpond.net.au
Ian
Goldie
Port Macquarie
NSW
0414 259 098
irgoldie@optusnet.com.au
Rick
Harper
Forestville
NSW
0416 041 007
rjwh@optusnet.com.au
George
Louez
Coffs Harbour
NSW
02 6651 8701
Tony
Middleton
Wagga Wagga
NSW
02 6922 4990
a.middo@bigpond.net.au
Martin
Ongley
Kings Park
NSW
02 9837 2551
songley@bigpond.net.au
Grant
Piper
Coolah
NSW
0438 890 242
grant.piper@bigpond.com
Ubair
Rehmanjan
Prestons
NSW
0410 598 285
ubair@buraq.com
Terry
Ryan
Taree
NSW
0427 480 093
ryanaviationservice@bigpond.com
Geoff
Shrimski
Frenchs Forest
NSW
0414 400 304
scuba@bigpond.net.au
John
Tenhave
Epping
NSW
0417 223 230
johntenhave@yahoo.com
Craig
Aitken
Boonah
QLD
07 5463 4037
mcaitken1@bigpond.com
John
Atkinson
Cairns
QLD
0427 534 806
longez@ozemail.com.au
Terry
Grace
Kenmore
QLD
0423 846 837
terry.grace@bigpond.com
John
Gross
Mt Cotton
QLD
07 3206 6151
johnandjude@bigpond.com
Daryl
Grove
Aitkenvale
QLD
07 4775 1604
grovedj@bigpond.net.au
Graeme
Humphreys
Beerwah
QLD
07 5494 9582
humpho8@bigpond.com
Brian
Hunter
Helensvale
QLD
0416 069 151
salbh@qld.chariot.net.au
Peter
Karanges
Sunnybank Hills
QLD
0407 453 933
designt@bigpond.net.au
Paul
Smith
Ferney Hills
QLD
0419 641 853
pk.smith@bigpond.net.au
Gary
Spicer
Paradise Point
QLD
0402 822 907
dreamtime99@optusnet.com.au
Mick
Cuppari
West Hobart
TAS
0400 183 711
cuppari@netspace.net.au
Robert
Barrow
Oakleigh South
VIC
0405 129 797
bobbarrow@optusnet.com.au
John
Cartledge
Dingley
VIC
0419 883 123
urecomps@bigpond.net.au
Graeme
Coates
Richmond
VIC
0408 326 260
coatbeam@melbpc.org.au
Frank
Deeth
Heathmont
VIC
0408 559 866
tr.9@westnet.com.au
Len
Dyson
Newport
VIC
03 9391 2193
p51mustang@optushome.com.au
Norm
Edmunds
Kyneton
VIC
0407 098 242
idgara.aviation@bigpond.com
Brian
Ham
Templestowe
VIC
0409 014 017
brian.ham@bigpond.com
John
Livsey
Hampton East
VIC
0448 020 446
jlivsey@bigpond.cim
36
Airsport Magazine October - November 2009
Daniel
Osullivan
Monegeetta
VIC
0417 409 996
bernice.dan@bigpond.com
Peter
Pendergast
Ocean Grove
VIC
0408 375 163
ppen@aapt.net.au
James
Peran
Wheelers Hill
VIC
0408 318 458
jamesperan@aanet.com.au
Peter
Schafer
Balwyn
VIC
0425 837 055
schaferpj@gmail.com
John
Stephenson
Hampton East
VIC
0414 980 095
JFS2@bigpond.com
Arthur
Stubbs
Gembrook
VIC
0419 357 648
vhxsi@tpg.com.au
Robert
Taylor
Ferny Creek
VIC
0428 324 731
rwtaylor@bigpond.com
Rodney
Thynne
Melton
VIC
0402 227 607
r.thynne@bigpond.net.au
Bruce
Towns
Braeside
VIC
0408 326 260
brucetowns@bigpond.com
Stuart
Trist
Mordialloc
VIC
0417 390 211
stuart.trist@curriculum.edu.au
Brian
Turner
Boolarra South
VIC
0429 172 740
btvair@wideband.net.au
Ken
Wickland
Keilor
VIC
03 9336 7061
glastar@optusnet.com.au
David
Bryant
Waterford
WA
08 93133 624
david.bryant@central.wa.edu.au
Peter
Cash
Riverton
WA
0447 560 928
bee@bee-engineering.com
Lindsay
Danes
Success
WA
08 9414 1122
lindsayd@primus.com.au
Terry
Doe
Eaton
WA
0437 256 229
terrdoe@gmail.com
Mike
Fletcher
Bunbury
WA
0408 090 438
mikefletcher@dodo.com.au
Bo
Hannington
Baldivis
WA
08 9524 2000
Bo@elbo.com.au
Brian
Holman
Albany
WA
0429 844 419
bmholman@australiaonline.net.au
Gordon
Johanson
Baldivis
WA
0419 043 161
johanson@aapt.net.au
William
Keehner
Mount Pleasant
WA
0417 972 090
wkeehner@bigpond.net.au
Peter
Nelson
Baldivis
WA
0418 949 943
peter.nelson6@bigpond.com
Fred
Moreno
Denmark
WA
08 9848 1431
frederickmoreno@bigpond.com
Colin
Morrow
Como
WA
0412 069 490
colinm@space.net.au
Peter
Nelson
Baldivis
WA
0418 949 943
peter.nelson6@bigpond.com
David
Peck
Noranda
WA
0402 177 886
dpeck@ozemail.com.au
Noel
Stoney
Redmond
WA
0429 847 101
nrstoney@bigpond.com
PACIFIC FLYER
The must have magazine on Aircraft,
New Products, Building Articles &
Adventure Stories.
Available from most newsagents
approximately the 21st of each month.
Direct mail order send cheque
or money order ...
Australia - $72.00 AUD
Asia Pacific - $85.00 AUD
International -$123.50 AUD
for 12 monthly editions
by airmail to
Pacific Flyer
P O Box 731
Mt. Eliza Aust 3930 or online
visit www.pacificflyer.com.au
Ph: 03 9775 2466
Articles are contributed by
pilots & enthusiasts from
Australia & our overseas
readers.
NEW STORIES ALWAYS
WELCOME!
Fax: 03 9775 2488 Email: info@pacificflyer.com.au
Home of Australian Experimental Aircraft
37
SAAA logbooks
National Technical Manager, Gary
Spicer, has crossed the country
to source the best log book
we can offer to members at a
realistic price. We have secured
an agreement with a publisher
to provide the completely new
‘SAAA Maintenance Log Book
for Single Engined Aircraft’.
The log book meets all of the
requirements of CASA CAO 100.5
para 3.2, as well as embodying
all the best practice you will
cover in the SAAA Maintenance
Procedures Training Course
(MPTC).
obtained direct from our office for
$30.00, a great saving over the
normal CASA log book at $137.97.
When members do the new MPTC
they will be introduced to the
detail of this new log book. Just
the time to consider ruling off on
their old log book and making a
fresh start with the new log book.
A well maintained log book adds
dollars to the resale value of any
aircraft.
The log book will be included in
the Certificate of Airworthiness
packs from now on at no
additional charge and can also be
UNITED FLYING OCTOGENARIANS
UFO
Started in 1982 by a group of 25
aviators over the age of 80 years, today
the membership is over 600 men and
women. This most exclusive group enjoy
a mutual and satisfying comradeship
that is not attainable by less fortunate
retirees. If you fly any light machine for
fun or reward this is worth an enquiry.
you may try Google, Bart Bratko 19 Bay
St Road Natick MA or Col Griffin
Email: cgr43104@bigpond.net.au
38
NEXUS MUSTANG
2 SEATER!
Nose Wheel – Tail Wheel Options
Specifications & Photos
www.nexusmustang.com
AUSTRALIAN BUILT KIT FROM
PETER CARR (SAAA 002)
123 Aphrasia St, Geelong Vic 3220
Phone/Fax (03) 52 213 505
Email: peter.carr123@gmail.com
www.engineeredequipment.com.au
Airsport Magazine October - November 2009
Builders log
Welcome to
this Edition of
Builder’s Log
My regular (weekly) travels
between Albury, NSW (home)
and Canberra, ACT (work) with
Brindabella Airlines remind me
of the calm, professional and
positive attitudes that pilots
have towards their flying ñ it
is a privilege and an honour
to fly and thus has attendant
responsibilities. It also reminds
me of the seasons relentlessly
moving towards warmer and
dryer flying weather. Although
there is something really special
about ìbeing up thereî and
watching the clouds, some
memorable ‘bumps in the road’ in
the last few weeks also reminded
me of the need for alertness and
vigilance in all we do.
SpaceWalker II - RR (RAAus Registered)
Aircraft Type: SpaceWalker II - RR
Builder:
Martin Hone [SAAA 04485]
Chapter 21 Moorabbin
SW II – RR is located at Gaton QLD
Location:
Contacts:
aerobiz@optusnet.com.au
Martin’s SpaceWalker
II - RR Prototype is the radial-engine
version of the SpaceWalker II kit from
Serenity Aviation (www.serenityaviation.
com) and was originally designed by Jesse
Anglin from the USA (designer of the J6
Karatoo).
Details:
The last edition (Aug/Sep) of
Airsport was again a delight to
read and the contributions to the
Builders Log continue to impress.
This month we report on a
remarkable project ñ the photos
are evidence of the meticulous
preparation and finishing work
on the SW2-RR that recently took
to the skies—and a great report
on the social aspects of one of
our Chapters in the West.
The electronic submission process
on the SAAA website (www.saaa.
com) is now fully operational and
you can now upload your project
progress reports electronically.
It does requires membership
access to log in and access the
upload form. For those who are
not members you can continue
to submit your progress reports
by emailing them (together with
your photos) directly to me at
r.stocker@adfa.edu.au including
these details:
•First and last name,
•SAAA membership number,
Chapter number and location,
•Contact details (email, phone if you
want others to contact you),
•Details of the aircraft you are
working on (name, model,
manufacturer, registration number...),
•Information about the building
process,
•Information about the manufacturer,
kit, designer, etc.,
•Pictures in .jpg format (around 1
Mb in size).
A reminder for those who maybe
a bit ‘camera-shy’, Mike Welsh’s
article in the June/July Edition
of Airsport gives great advice
on taking those special shots of
your project.
Remember: In problem solving,
especially flying, timing is everything!
Rob Stocker (SAAA 06894)
Home of Australian Experimental Aircraft
The seats have been lowered and the
aluminium top section has been more
enclosed to enhance the 1920/30’2 look.
Martin finally ran out of excuses and his
SW II - RR has slipped the surly bonds.
A great take-off, some not-so-great
landings, but we are all in one piece.......
The test flying period has just been
completed and Martin reports that
handling is more like his RV6 than a
Karatoo, that is, very light and responsive.
The engine makes all the right sounds and
gets of the ground in 100 metres, climbing
out at around 1200ft/min. Stall speed
is 45kts, cruise 100kts (although more
comfortable at 85kts)
The regular kit comprises a welded steel
tube fuselage and tail, with wood wings
based around a massive box spar. Martin
bought a part-completed kit with the
intention of using the Aussie-built Rotec
radial engine. To do so entailed making
new engine mount and oil tank and adding
extra wood stringers to mate the fuselage
to the now round firewall. The 9-cylinder
radial swings a much bigger prop so
the undercarriage was redesigned and
extended 9 inches (nearly 23 cms!).
The RAAus registration is not obvious in
the photos but Martin thought it was a
great opportunity for the Builders Log to
report on how the LAA and Chapter 21
share photos and stories. It is obvious an
onerous task flying around SE Queensland
in the late afternoons.
39
Classified
FOR SALE
New South Wales / Act
LYCOMING O-360-J2A
Conical Mount, in Excellent condition.
Total time 50 hours since new (2004).
Includes log and accessories
$29K ono
Ph: (02) 6559 2578
Mobile 0412 985 627
Email:ostowari@optusnet.com.au
1.6 cyl Lyc IO540 C4B5 parts
(ex-Aztec) - RSA 5 fuel servo & divider,
100A alt, starter motor, oil cooler,
vacuum pump, Hartzell prop governor,
ignition harnesses (POA);
2. Certified Whelen HDACF lighting kit
with LED nav lights, wiring kit and
instructions - $1400 (brand new,
unused - still in box);
3. Van’s locking tailwheel fork and
steering arm without tailspring fitting
(unused) $65.
Stuart Hutchison, Chapter 11 NSW.
Ph: 02 4737 7220 Mob: 0408 321 237
Lycoming O-320-B2C (160hp)
engine.
First life engine from an R22. I had it
overhauled for a project that is now on
hold. New camshaft & lifters installed in
addition to 100% parts list. Also fitted
for engine driven fuel pump & spin-on oil
filter. Nil hours since overhaul by Hawker
Pacific, tested and inhibited August
2009. Located Sydney. $28000 but will
consider offers including core exchange.
Phone Mick Mobile: 0439 601 236,
Home 02 61666 2316
Work 02 6217 1184
Email: mickenglish@live.com
“Switch (push on/off) and
thermal circuit breaker
combined.
New, as used in F111. 30x14mm face,
60mm behind panel, 10mm thread.
Various ratings 3A - 16A.
$10ea + postage.
Ph: (02) 6722 1573
Email: jamesauld@bigpond.com
Rotax 912 A motor
800 hrs. Presently in Super XIMANGO
motor glider XJH (See running).
Out of calendar life but still good for
700 more hours in an experimental air
craft. All AD’S complied with.Uses no oil,
has always had 25 hourly filter and oil
changes. Excellent even compression
$8500 ONO.
Email drrichardsolomon@bigpond.com or
(02)4647 9768
10 ALUMINIUM TUBES
12 ft long, 5 inch OD, .065 inch WT.,
6061-T6. Still in unopened crate.
At cost $500 per tube.
Phone (02) 6682 6599 Evenings.
Victoria
Sky-Tec Starter to suit 149
tooth O-320.
Model: 149-12LS PMAD.
Reduction(4.3:1); twice as fast as OEM;
3.5kg. Brand new in box. Sell $600 +
P/H (ex Melbourne). Call Paul on 0408
083 111 or email paul_milo@toll.com.au
40
CORBY STARLET TIMBER KIT
All timber required to complete project
including Bishton main spar. Price
includes plan set and full set of the
Corby Starlet newsletter.
Contact Ashley (03) 9842 8187
Mob: 0415 828 558.
HANGAR SPACE Available
Bacchus March Airport.
Phone Peter 0409 435 906.
LYCOMING 0-320-E2A
Complete overhaul by Super Spread
1982. Never run since O/H.
Ph (03) 5289 2125.
SONERAI IIL
2100 VW Aero Power. Twin bings, 4 to
1 exhaust. 117kts @ 2950 RPM @ 14
ltrs per hour. 65 hours old.
Warnaki Prop.
$39,000 ONO.
Phone (03) 5634 2733.
South Australia
HAWKER HURRICANE REPLICA
5/8 scale – not an RV!! – readvertised
due to indecision of previous purchaser.
Fabric fuselage, complete ply wings,
CASA approved plans, components
90%, hardware 90%, timber work 90%,
retractable under carriage, cowl canopy
constructed, suit V6. Ready for your
personal fit out. $20-25k to spend.
Sale due to work commitments.
$25,000 ONO.
Call Mick 0429 112 396.
O-200 CONTINENTAL ENGINE
Preferred complete rebuild. Please
contact Peter Wood at
pwoods8@bigpond.com.au
or phone 0439 994 486.
Western Australia
ROTORWAY HELICOPTER
Or a high wing aircraft kit, Rebel
Murphy, Glastar kit etc. davidbryant@
central.wa.edu.au or 0428 582 844.
Members’ non-business
classifieds are free for two
issues - (four months).
Classifieds may be
resubmitted.
VM 1000 ENGINE MONIToR
working on removal from aircraft
$1500. Phone Peter 0418 129 222.
Queensland
RV-6/6A LONG RANGE FUEL TANK
140 litres $250.
Navaid Wing Leveller $300.
Please call Col Griffin (03) 5428 2765.
LYCOMING O-360 EIA EXP.
T.T.S. overhaul 155 hrs balanced,
9.1 pistons, single mag and lightspeed
ignition. Magnaflite starter.
All the trick mods – piston cooling
nozzles, heavy dowel pins etc.
Type 2, 18” dynafocal.
$21,000.
Would consider trade on part life
O-320.
Phone Brian AH (03) 51 696 208.
CESSNA 172M PARTS
Pilot Door, Baggage Door, Front Oleo
Strut (recent condition), wheel Struts,
Left Fuel Tank, Flap Motor Assembly, Full
Set of Flight Instruments and many other
parts are available.
Also, 0320E2D 150 H.P engine was
running on condition, needs over-haul.
Prices are more than reasonable!
Parts can be inspected at Braeside, Vic.
Phone Gary Hill (03) 9580 5248 BH or
Mob: 0408 510 304.
SURPLUS AFTER RV BUILD
New Items: Lightweight Starter
Magnaflite MZ-6222 149 tooth for
Lycoming, Dynon EFIS D10A, Fuel
Gauge EI FL-2c Dual (for Capacitance
sender), Ammeter Shunt (0-60amps),
heater duct elbow 2” 90 degree, fuel
pump facet 478360, “G” meter 2 ¼ “.
Used Items: Oil cooler Positech
P20004C, radio Narco COM 11 & Narco
111, instruments – ASI,DG,ALT, T&B,
AH,VSI,TACH, AMPS,SUCTION. Offers
phone Alan
Mob: 0418 166 700.
Non-members paid
classifieds - no limit.
AWARD WINNING MINI 500
Best sport helicopter Avalon 2009.
Powered by Jabiru 2200.
C of A - VHALV. Comes with fly on fly
off registered trailer. Rotary flight for
only $50,000.00. Phone for complete
details Gary 0427 842 233 located
Cairns NQ
Send to PO Box 169
Clifton Hill, Vic., 3068
Fax (03) 9482 3936,
Email: airsport@saaa.com
THORP T-18C (Sunderland
Wing)
2004 VH-TIR 90 hr TT. LYC IO-320B1A
1500TT 90 hr since bulk strip. New
timber 60” x 78” Prop. Full Panel
Day VFR, Garmin 296 GPS, All VDO
engine instrumentation, CRZ 160Kts.
On unregistered galvanised trailer.
Fresh 100 hourly, Built by LAME. Nil
accidents. New condition. $62,000.
Call James (07) 3901 0578
or 0415 317 099.
URGENT SALE
KR 2 PROJECT
FOXCON TERRIER 200C
RAA registered, Carbon fibre spar
and ribs, 95kt cruise, 15 L/hr, 6 hour
endurance sleeps 2. $70,000.
Contact Ken (07) 5485 5050
or 0403 980 848.
email: kenanddi@bluemaxx.com.au
PROPELLORS
McCauley 71/53 suit 0-235. 1000 HTR
$1,000.00. Bishton Wood 1.68x1.8 suit
0-320. $700.00.
Phone Gavin 0417 310 663.
WANTED
New South Wales
Wag Aero Sportsman 2+2
plans or project.
Any state of completion considered.
Contact Peter 0418 660 147
Email: p_krauss@hotmail.com
boat section of
fuselage complete
with firewall &
SS centre, main &
rear spars fitted,
undercarriage fitted
with larger tyres &
tailwheel for grass
strips. VW engine,
1835 co, complete.
Spare set big bore
cylinders, many VW
parts & bolts. Phone
Denis (02) 6645
3136 for full details.
$19,500 ONO.
Negotiable.
Airsport Magazine October - November 2009
Chapter Contacts
New South Wales
Victoria
Chapter 1 Sydney North Inc.
Chapter 8 Mangalore Inc.
President/Contact: Philip Sharp
PO Box 3019, Willoughby North, NSW 2068
Mob: 0411 387 434
Email: crashsite7@gmail.com
Meetings: Third Wednesday night of each month at
7.30pm – rotates amongst members’ projects.
President/Contact Les Dyson
29 Laurie St Newport VIC 3015
Tel: (03) 9391 2193
Email: chapter08@saaa.com
Meetings: Mangalore airport first Sunday of each
month.
Chapter 2 Camden Inc.
Chapter 14 Latrobe Valley Vic Inc
President/Contact: John McCorkell
695 Thirlmere Way, Picton, NSW 2571
Tel: (02) 4677 1733
Email: chapter02@saaa.com
Meetings: Second Wednesday every month, rotated
amongst members’ projects.
Chapter 18 Melbourne Inc.
Chapter 4 South Coast Inc.
President: Peter Bowman
32 Branch St Figtree, NSW 2525
Tel: (02) 4229 5350
Email: chapter04@saaa.com
Secretary: Philip Ayrton Contact Webpage: http://
www.captainkaos.com/chapter4/
Meetings: last Monday night of each month.
President/Contact: Terry Fisher
9 Rita Crt Newborough Vic 3825
Tel: (03) 5127 5765
Email: chapter14@saaa.com
President/Contact: David Robbins
8 Oxford Close Templestowe VIC 3106
Tel: Mob: 0418 342 983
Email: chapter18@saaa.com
Meetings: At SAAA Headquarters Clifton Hill
second Wednesday of each month at 7.30pm.
Chapter 20 Kyneton District Vic Inc
Chapter being reformed
Contact Phil Hale, Mob: 0407 494 430
Email: phil@manna.net.au
President: Donald Ashton
Contact: John Bavington Secretary
1152 Bolinda Darraweit Rd Darraweit Guim 3756
(03) 5789 1362
Email: chapter20@saaa.com
Meetings: Varies – normally last Saturday in month.
Chapter 6 Coffs Harbour Inc.
Chapter 21 Moorabbin Vic Inc.
Chapter 5 Central Coast Inc.
President/Contact: Dr Paul Foster
PO Box 83 Nambucca Heads, NSW 2448
Tel: (02) 6569 9484 (ah)
Email: chapter06@saaa.com
Chapter 7 Mid-North Coast Inc.
Chapter being reformed
Contact Bill Coote
Tel: (02) 6559 9953
Email: billcoote@tsn.cc
Chapter 11 North-West Sydney Inc.
President/Contact: Darin McLean
PO Box 111 Richmond, NSW 2753
Tel: (02) 8213 6223
Email: darin@dm-electronics.com.au
Meetings: second Tuesday of each month, rotates
amongst members.
Chapter 23 Frogs Hollow NSW Inc.
President/Contact: Drew Done
Widgeram Rd Merimbula, NSW 2548
Tel: (02) 6495 9484
Email: chapter23@saaa.com
ACT
Chapter 26 Monaro ACT Inc.
President/Contact: John Morrissey
Emily Bulcock Cres. Gilmore. ACT 2905
Tel: (02) 6239 6146
Email: chapter26@saaa.com
Meetings: third Sunday afternoon once a month,
rotating amongst members’ projects.
Home of Australian Experimental Aircraft
President/Contact: John Livsey
Tel: (03) 9532 2442
Email: jlivsey@bigpond.com
Meetings: RVA Clubrooms Moorabbin Airport,
Third Thursday each month at 7.30pm.
Chapter 27 Tyabb Victoria Inc.
President: Brian Jones
0408 322 358.
Contact: Mike Dalton
13 Brim Brim Cres Mornington 3931
Tel: (03) 5976 1994
Email: chapter27@saaa.com
Meetings: Tyabb airfield third Sunday each month
12.00 BBQ get together.
Queensland
Chapter 15 Queensland Inc.
Based at Archerfield
President/Contact: Peter Karanges
389 Beenleigh Rd Sunnybank Hills QLD 4109
Tel: (07) 3345 3933
Email: chapter15@saaa.com
Meetings: clubhouse Beattie Rd Archerfield first
Thursday of each month at 8.00pm.
Chapter 19 Gold Coast Inc.
President: Gary Spicer
141/1 Halcyon Way, Hope Island, Qld 4212
Tel: (07) 5514 2196 - Mob: 0402 822 907
Email: gary.spicer@saaa.com
Chapter activities: contact Robert Fraser
Mob: 0429 200 098 - Email: chapter19@saaa.com
Chapter 22 Sunshine Coast QLD Inc.
Secretary/Treasurer: Peter Pretorius
Mob: 0413 484 963.
Email: fly@propcons.com.au
Meetings: bi-monthly at 10am 3rd Sunday of
odd numbered months at hangar 52 Caboolture
Airfield.
Chapter 34 Far North Queensland
(Provisional)
President/Contact: John Martin
90 Mansfield St Cairns
Tel: (07) 4033 5448
Email: j-martin@bigpond.net.au
South Australia
Chapter 17 Pallamana Murray Bridge Inc.
President/Contact: Don Fraser
4/2 Eastry St Norwood SA 5067.
Tel: (08) 8363 3920 (h)
Chapter 25 Port Lincoln SA Inc.
President/Contact: Michael Hart
PO Box 1037 Port Lincoln SA 5606.
Tel: (08) 8682 1977
Email: chapter25@saaa.com
Western Australia
Chapter 10 South West WA Inc.
President/Contact: Michael Fletcher
14 Oleander Pl Bunbury WA 6230.
Mob: 0408 090 438
Email: chapter10@saaa.com
Chapter 13 Albany District WA Inc.
President/Contact: Noel Stoney
1406 Redmond Hay River Rd
Redmond WA 6327
Tel: (08) 9845 3242
Email: chapter13@saaa.com
Chapter 16 Serpentine WA Inc.
President/Contact: Bo Hannington
253 Baldivis Rd Baldivis WA 6171.
Tel: (08) 9524 2000
Mob: 0427 044 156
Email: chapter16@saaa.com
Chapter 24 Jandakot WA Inc.
Secretary/Treasurer/Contact: Joe Di Giorgio
11 Minden Rise Sorrento WA 6020
Tel: (08) 9203 8260
Email: digiorgio@iinet.net.au
For Chapter details & changes or errors please
email airsport@saaa.com with details.
41
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Deadlines
For all Contributions/News/Articles, Advertising in
‘Airsport’ magazine forward to The Editor,
email: airsport@saaa.com or
mail to SAAA PO Box 169 Clifton Hill, Vic 3068.
Photos should be in high resolution and preferably on
a compact disc.
Deadlines for all contributions and advertising in
Airsport are:
December/January 2010
1st November, 2009
February/March 2010
1st January, 2010
Deadline for
December/January, 2010
edition of Airsport is
1st November, 2009
42
THE MAGAZINE OF THE SPORT AIRCRAFT ASSOCIATION OF AUSTRALIA
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Airsport (AT ISSN 0156-6016)
Is the journal of Sport Aircraft Association of Australia Inc.,
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Airsport Magazine October - November 2009
Coming up next month.
A full report on Martin
Hone’s magnificent new
Space Walker II with
Rotec Radial engine,
seen here on a maiden
flight over
Gatton Airpark in
Queensland.