June 2012 - Sport Aircraft Association of Australia

Transcription

THE MAGAZINE OF THE SPORT AIRCRAFT ASSOCIATION OF AUSTRALIA
JUNE 2012
in this issue:
TOO MUCH OF A GOOD THING
CAN BE BAD: ENGINE MANAGEMENT 101
SAFETY REPORT: RISK PROFILING
FATAL STATISTICS
TECH TALK
MECHANICAL MUSINGS
BUILDERS’ LOG
partners in Aviation Safety
apply for your SAAA
Carnet Card
now!
AIRSPORT
• 1
Get on board the
See you
at...
AUSFLY
Sport Aircraft Association
of Australia
with QBE.
SAAA members who are insured with QBE and enrolled in the Flight Safety
Assistance Programme will receive an $80 rebate* if they also attend the
SAAA’s Maintenance Procedures Course.
We encourage our policyholders to undertake regular safety and proficiency
training which is why we support you and the SAAA.
So, get on board the SAAA with QBE.
That way, we all win.
*Applies to Full Flight Risks Hull cover only.
For further information
please contact our
Melbourne Office
on (03) 8602 9900.
QBE Insurance (Australia) Limited
ABN: 78 003 191 035, AFS Licence No 239545
Photograph courtesy of Rainer Huefner and Rob Wintulich.
SAAA 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.”
Hon National President
Martin Ongley
Kings Park NSW
Mob 0438 014 877
martin.ongley@saaa.com
Hon National Vice President
AUSFLY and Fuel Member Benefit Scheme Coordinator
David Brown
contents
President’s Report
From the Editor
Calendar of Events
New Members
Vice President’s Report
Safety Report: Risk Profiling
Tech Talk
Fatal Statistics
AD/ENG/4
Mechanical Musings Engine Management 101
Letters to the Editor
Chapter Chatter
Builders’ Log
Classifieds
SAAA Contacts
Chapter Contacts
SAAA Membership Information
05
07
08
08
09
10
12
14
16
17
18
19
20
24
30
34
37
38
cover: Photo provided by James Hart
of his recently completed Pitts Special S1-S
(see builders’ log page 27).
BUILD FLY &
Frenchs Forest NSW
Tel 02 9452 2428 Mob 0414 400 304
geoff.shrimski@saaa.com
Hon National Treasurer
Anthony Baldry
Airlie Beach Qld
Mob 0417 555 328
anthony.baldry@saaa.com
National Councillor • Technical Coordinator
Brian Hunter
Maudsland Qld
Tel 07 5502 9940 Mob 0417 555 030
brian.hunter@saaa.com
National Councillor • TC Coordinator • AP Coordinator
Graeme Humphreys
Beerwah Qld
Tel 07 5494 9582 Mob 0439 400 884
graeme.humphreys@saaa.com
National Councillor • Safety Coordinator
John Livsey
Hampton East VIC
Tel 03 9532 2442 Mob 0448 020 446
john.livsey@saaa.com
Y
JO
S
Mundijong WA
Mob 0412 774 740
shirley.harding@saaa.com
AT ISSN 0156-6016
is the journal of the
Sport Aircraft Association of Australia Inc
PO Box 99 Narromine NSW 2821
Inc no. A0046510Z
tel 02 6889 7777 / fax 02 6889 7788
email enquiries@saaa.com
www.saaa.com
Editor Ryan Keen
Art Director John Keen
email airsport@saaa.com
SPA 12061
Geoff Shrimski
Shirley Harding
AM
Hon National Secretary
National Councillor • Communication Coordinator
EN
E
YO U R D R
Brisbane Qld Mob 0416 223 194
david.brown@saaa.com
Produced by
John Keen Design
146 The Panorama, Tallai Qld 4213 Australia
1300 712 554 / design@johnkeen.com.au / www.johnkeen.com.au
National Councillor
Bo Hannington
Baldivis WA
Tel 08 9524 2000 Mob 0427 044 156
bo.hannington@saaa.com
National Councillor
Mike Horneman
Boondall Qld
Mob 0434 530 515
mike.horneman@saaa.com
AIRSPORT • 3
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president’s report
Hi again
By the time you read this, we will be
approaching the end of the financial year and
will be feeling the cool winds in the southern
states, so all of you lucky individuals enjoying
warm weather, spare a thought for your SAAA
buddies down south in the snow and rain.
Martin Ongley
“
There is
recognition by
CASA of the
past 60-plus
years of homebuilt aircraft in
this country…
We were all deeply saddened to hear that
one of our members - Mr Alan Robinson,
tragically lost his life in an aircraft accident
at Caboolture. Our thoughts are with
Alan’s family and friends as they struggle
to come to terms with their loss. He will be
sadly missed by all those who knew him.
Dealings with CASA
Your National Council team members have
been busy acting on your behalf with CASA
and other aviation groups over the past few
months. Following one of those meetings
held in Canberra at CASA’s HQ, I have
received a letter from the CASA Associate
Director of Aviation Safety – Dr Jonathan
Aleck. In Dr Aleck’s letter he outlines the
anticipated developments in relation to the
functions of the Sport Aircraft Association of
Australia. Whilst he is unable to promise that
we will get everything we ask for, his letter
encourages us to put together submissions
on what permissions we would like in the
future. The submissions will be assessed
and if we are able to demonstrate that we
are able to do things in such a way as to
demonstrate a better safety outcome, there is
a high probability that we may be granted the
permissions we seek. There is recognition by
CASA of the past 60-plus years of home-built
aircraft in this country and the contribution
that the SAAA has made towards the safe
continuing maintenance of amateur built
aircraft. Space prevents me from sharing
all of the contents of the letter with you
here so I shall post more information on
our website www.saaa.com which, by the
way, has undergone a major upgrade.
IT Upgrade
The IT upgrade in the office has gone
ahead. We have switched over to a new
system that I hope will prove more reliable
than the old one, which was well past its
use-by date and had yet one more glitch
before we turned it off. If you are one of the
members that received a fuel bill for fuel
that you didn’t purchase, I apologise for the
inconvenience caused and trust that the
office staff have fixed up the discrepancies.
We have also cut our website over to a new
service provider, so when you go to the SAAA
website www.saaa.com, you will be required
to re-register for the new site by clicking on
the Login button at the top of the page. Read
the instructions on the page, and after filling
out the details you will be registered with
a new 5-digit membership number which
is made up of the prefix 0 followed by your
existing number. You will be emailed your
new password and membership number use this to log back in and then you will be
able to change your password into something
that you can remember. Don’t forget to
keep a copy of your new user number and
password. This change has become necessary
to future proof your website and protect your
on-line data, so apologies for the changes,
but I hope that you will find the new website
will evolve into something that is more user
friendly. There is a link on the front page
for you to report the parts to us that aren’t
working and provide constructive criticism
on how we can improve your website.
I’d like to show my appreciation for the
work done so far by John Livsey, Mark
Rowe and Jarrod Clowes, who have each
put in considerable effort since late last
year to get the IT systems cut-over from the
old to the new – thanks guys. I must also
thank Peter Johnson who has continued
to provide help with the problems we have
had and continues to provide sound advice
on how best to change to the new system.
Office Changes
If you have had dealings with the office staff
over the past few years – particularly with
the MPC, chances are you will have spoken
to the lovely Alison. Even if you didn’t
remember her name, you will remember
the warmth of her conversation and her
willingness to help you with whatever
problem you had. Sadly for us Alison is
moving on to bigger and better things and
is heading north of the border from Victoria
to sunny Queensland. Alison received
the President’s Award last September at
Narromine for her contributions to the
SAAA – a well deserved recognition of the
work that she has done for us over the years.
From all of us at the SAAA – we wish you
well Alison and a big thank you for all of
the things that you have done for us in the
office and over the phone. If you previously
had needed to write to or talk with Alison
cont. >>
AIRSPORT • 5
“
>> president’s report
decision-making. When the weather gets
marginal on us, the closer we get to our
destination the more likely we are to
push on – this could turn out to be the
last big mistake we make. If you are a
non-instrument trained pilot, operating
in Instrument Meteorological
Conditions – IMC, the chances
of you surviving your encounter
“No deadline is so important
with cloud are very low. The
experts tell us that the average
that you cannot make
pilot can only control their
that diversion…”
aircraft in IMC for an average
of 178 seconds before spatial
disorientation takes over and
they lose control of the aircraft. Your
President’s Chat
flight will then move like a roller coaster
In response to requests for some more
from the cloud towards the ground
information flow between NC and
where it will become a very low flying
members, I have started sending out
aircraft – usually measured in feet below
emails to your Chapter Presidents
ground level rather than above it.
detailing the latest information that I
If you are faced with a wall of cloud
have for the members. If you have not
between you and your destination, please
been receiving forwarded President’s Chat
do not be tempted to scud run beneath
emails from your Chapter President, then
it – very low level flight in poor lighting
maybe you should contact him or her to
conditions with little forward vision
make sure that your correct email address
is likely to end with the ground, tree,
is on file with them. The aim of the
power-line or windmill reaching out
President’s Chat emails is to supplement
from the cloud in your flight-path and
what I write in Airsport and provide
dragging you to the ground. No deadline
you with more timely information.
is so important that you cannot make
that diversion that you included in your
flight planning. Sometimes it’s better to
Flight Safety
arrive a day late than not arrive at all.
With winter approaching (some of us
With the shorter days you need to be
missed summer completely this year),
aware of exactly when last light will
it is time to brush up on your in-flight
on SAAA matters, you should now
contact Monique at SAAA HQ. Please
be gentle with Monique – she has got
big shoes to fill and isn’t as familiar with
the MPC and aircraft records as Alison
has become over the past few years.
occur and to make an allowance when
the weather is marginal or high terrain
is located to the west of your destination
airfield. That flight that you can easily
make in the summer time may not
be possible in the available daylight
time during the winter months.
To help educate you on this and other
matters, CASA have a team of Aviation
Safety Advisors – ASAs who are travelling
around the country with their roadshow.
If you get the opportunity, please make
the effort to attend one or more of their
presentations. The little gems of advice
they hand out may just save your life one
day. The ASA team have kindly offered
to come to you if we can gather enough
people together to make it worth their
while when they are in your area. There
are more details on our website so please
check out the information at
www.saaa.com and stick the dates
& times in your phone / diary,
then get a few mates together
and go along to get educated.
Safe flying & blue skies
Martin
Martin Ongley
Hon National President
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6 • AIRSPORT
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from the editor
Goodbye Alison! For those that aren’t aware
it is the lovely Alison who passed on your
glorious CofA achievements for publication
in Airsport. It’s been a pleasure working
with you - happy landings in Queensland.
You’ll enjoy our weather more I’m sure!
Ryan Keen
This issue heralds the return of Letters to the
Editor (page 19). We have been receiving
letters/emails from members about all sorts
of late and thought it was time we shared
some of them with you - our thanks to
Bob Main for kicking it off. If you have
something you’d like to share with members
or feedback for SAAA send your thoughts to
“Letters to the Editor” c/- airsport@saaa.com
Thank you to all who heeded the call
for material for Airsport. Between your
contributions and the unstoppable David
Brown we have had a tough time squeezing
it all in this issue. Part 2 of David Francis’
article “Gaining an Instrument Rating in an
RV” will feature in the September edition.
Looking for an MPC to attend? Contact
details for your MPC Training Coordinators
are now in the Contacts section at the
back of the magazine (page 34).
‘til next time
Ryan Keen
Editor, Airsport
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AIRSPORT • 7
June 16 2012 >
Dunwich
QLD
YDUN
June 23-24 2012 >
Willowbank
NSW
YWIN
June 30-01 2012 >
Caloundra
QLD
YCDR
Straddie Breakfast Fly-In
All Welcome. Cost is $20 per person for a sumptuous breakfast that includes fruit platters,
bacon & eggs, sausages & eggs, mushrooms, baked beans, spaghetti, creamed corn,
tea, coffee & fruit juice. “This is the best breakfast of any of the breakfast fly-ins that
we go to” (Kathryn S). Please RSVP to Pat on 0410 558 334 or 07 3409 9727
‘The Few’ Spitfire Fly-In
Join us as we raise money for the leukemia foundation. Everyone is invited to this event and at little cost.
There will be a number of Spitfire aircraft, joy flights and much more!
Contact Brian Scoffell: 0438 734 845
Queensland Air Museum Open Cockpit Weekend
Put yourself in the pilot’s seat at the Queensland Air Museum’s Open Cockpit Weekend. Many of the
historic aircraft will be opened up for all to experience the feel of air travel from years past. From iconic
airliners to helicopters to jet fighters you can find them all at the largest display of aircraft in Queensland.
There will be special displays, food stalls, children’s activities, vintage cars and motorbikes and
much more. The museum’s collection of operational aero engines will be run-up several times
each day. A fun time for families and people of all ages. Contact David Beazley 0458 993 347
August 05 2012 >
Wagga Wagga
NSW
YSWG
Sept 13-16 2012 >
Narromine
NSW
YNRM
Wagga City Aero Club monthly BBQ Lunch
Along with SAAA amateur-built aircraft we hope to see lots of others, including antique, recreational,
ex-military, gliders and rotary-wing as well as all sorts of aircraft owners and pilots.
Contact Phil Maley 0417 954 187
AUSFLY
Our very own SAAA National Convention brings together Australia’s recreational and sport aviators for
this history-making, first ever aviation event in this country that unifies our vibrant and diverse aviation
organisations for a spectacular weekend of airborne action!
Contact SAAA Head Office: 02 6889 7777 • enquiries@saaa.com.au • www.ausfly.com.au
There are many regional club events and fly-ins that might be of interest to SAAA members – for a comprehensive list, visit www.aeroclub.com.au/events/
welcome to our new members
BUILD FLY &
EN
Y
JO
S
2012
calendar of events
E
YO U R D R
AM
A warm
welcome to our
following new
members >
8 • AIRSPORT
New South Wales
• Jamie Wallace Helensburgh
• Murray Feddersen Narromine
• Robert Moore Bulli
• Raymond Woods Bowral
• Nick Keane Dubbo
• Gregory Blades Mittagong
• Mark Dennes Sydney
• Philip Lincoln Earlwood
• David Liddle Wauchope
• Mark Vale Inverell
• Glenn Bridgland Turramurra
• Phill Lee Potts Point
• Steve Turrell Cranebrook
Queensland
• Peter VanHerk New Farm
• Duncan Watts Quilpie
• Trevor Adams Dakabin
• Craig Hyde Jimboomba
• Kristy Mcneil Varsity Lakes
• Phillip Ross Airlie Beach
• Jason Clappison Noosaville
• Rick Jobson Windsor
• Paul Beutelschiess Laidley
South Australia
• Martyn Smith Willunga
Tasmania
• Brian Reddish Yolla
Victoria
• David Clemence Pakenham Upper
• Gary Stewart Tullamarine
• Robert Wilton Moorabbin
• Brendan Bannan Ascot Vale
Western Australia
• Christopher Hoare Denmark
• Rod Bailey Boulder
• Jack Moshovis Jandakot
• Allan Fowler Australind
• Christopher Goodworth Halls Head
• John Anderson Gelorup
• Albany Club Albany
vice president’s report
David Brown
What’s in it for me?
Well I survived the editor’s
axe for another issue, that
can only mean one of two
things, good work, or my
days are numbered.
So what is in it for me (YOU)?
For this edition there is a
huge amount in the SAAA
for you. So let’s kick it off
with some good news.
NATFLY
The SAAA attended the NATFLY
fly-in at Temora, run by the
RA-Aus. This has always been
a well-supported fly-in and
the lighter end of the sport
aviation community have
been served well by it.
The SAAA was invited along
to run seminars on things
such as building an aircraft
(be it experimental in RA-Aus
registration or VH registration),
advanced maintenance by means
of modern technology, and
education in understanding your
EMS (Engine Monitor System) as
well as operating your aircraft
efficiently. Thanks to Ken Garland,
David Francis and Mark Rowe for
presenting these lectures along
with myself, they proved very
popular, and when I consider an
hour lecture with an hour and a
half of questions after, that would
suggest a positive response.
We must also extend a MASSIVE
thank you to Sam and Carol
Richards for their assistance
and hospitality. Without their
hangar and facilities the lectures
would not have been possible.
The RV reunion was a highlight
and I am sad to report I did not
Finally the RA-Aus board extended
an invitation to various other
organisation boards to attend an
informal BBQ on the Friday night,
with the aim of putting faces to
names and building closer links
with other organisations such as
the SAAA, AOPA, ASRA (Australian
Sport Rotorcraft Association)
“
there are many more! So in
the coming months, keep an
eye on the fly-in website www.
ausfly.com.au for more details.
To entertain you during the lunch
break on Saturday and the predinner drinks late in the afternoon,
our own SAAA and Australian
Warbirds member Paul Bennet
is organising a massive flying
display lasting one and a half
hours – full of aerobatics including
himself in the Pitts and Tony
Blair with his Rebel 300; Warbirds
including a beautiful Avenger,
Hawker Fury, P51D Mustang,
Wirraway and Yak aircraft; and
…building what we hope to
grow into Australia’s version
of the EAA’s Oshkosh fly-in
etc. This was a great evening
and I believe this was successful
in its aims. Thank you to Steve
Runciman, the President of
RA-Aus for making this possible.
AUSFLY
As I mentioned last issue, we
have taken the suggestions
for our Annual Convention on
board and created AUSFLY.
September 13-16 are the dates
to book your annual leave, or
maybe a few days more. We have
a jam–packed programme in
the making. The Maintenance
Procedures Course (MPC) will be
conducted on the 12th and 13th
so you have a great opportunity
to book in for this and stay for the
fly-In. The course will be held in
the SAAA meeting rooms. Starting
Friday the 14th there are going to
be seminars and workshops from
getting started in the building
process, right through to what to
do prior to your CofA inspection,
seminars on avionics, engine
management, AOPA and CASA
safety seminars, Schedule 8 pilot
maintenance, and workshops on
metal building and composite
construction techniques. And
“
get to the far end of the field to
visit my fellow RV owners who
flew in. The RV get together was
a project by Carol Richards, so
well done indeed! And there is a
good chance there will be another
aircraft type reunion at AUSFLY in
September, so watch this space!
possibly if my application is
successful the RAAF Roulettes.
For something a little different
the Model Aircraft Association
of Australia (MAAA) will also
have some really impressive RC
Aircraft displays. These displays
are subject to change .
At the end of the evening
Air Display, there will be just
enough time to have a quick
shower and change in time for
the AUSFLY convention dinner
Saturday night. This will be a first
class three course meal, served
against a special backdrop, some
entertaining guest speakers
and prizes for the various award
winning aircraft. Details and
bookings will be available through
the website www.ausfly.com.
au and numbers will be limited,
so booking well in advance is
advised to avoid disappointment.
Accommodation on-site is being
arranged via Nita at the Narromine
Tourist Park. Rather than struggle
with finding accommodation
outside the airfield, professional
“Tent City” style accommodation
is being provided. You can bring
your own of course, and an area
close to the aircraft lines will
be available. For a minimum of
fuss and maximum comfort you
can book a two bunk tent with
mattress and LED lantern, all you
need to bring is a sleeping bag
and a pillow. Showers and toilets
are provided close by. There
are numerous motels and B&Bs
around as well so get in quick.
We have great pleasure in
announcing the major sponsor
for the fly-in and Air Display
being AERO REFUELLERS from
Albury. Many of you will by now
receiving the Mobil and Aero
Refuellers Carnet cards in the
mail, and Andrew Heath has
very generously supplied a big
donation to making the Flying
Display and fly-In possible, but
I know you want more! So in
addition all fuel purchased on
the field from the Aero Refuellers
Truck will be at the local Parkes
pump price less a 15cpl discount.
Sorry no steak knives, but with
that kind of deal what more could
you ask for? On behalf of the SAAA
we thank Andrew and his team at
Aero Refuellers very much for their
support of this first AUSFLY fly-in.
In closing, I request that you
all make it your personal
responsibility to not only attend
your SAAA event, but embrace
the wider GA community and
join AOPA and AWAL, along with
participation of many other
aviation groups in building what
we hope to grow into Australia’s
version of the EAA’s Oshkosh
fly-in. So not only fly in yourself,
talk to your flying friends and
encourage them to come along,
this event is all about YOU, and
without you there you will not
know what you are missing!
Until the next edition, safe flying,
happy building and live life!
David
David Brown
Hon Vice President
AIRSPORT • 9
safety report
From the SAAA
Safety Committee
This issue we’re talking about the risk profiling of
you and your aircraft. The following article was
written by National Councillor Brian Hunter.
Risk Profiling
John Livsey
Ready to have your special CofA issued or
have you carried out any major repairs or
modifications to your pride & joy? If so you
are about to enter into the world of risk
profiling your aircraft. AC21-10(2) Para 11.2
“
Your risk score
will determine
the operational
limitations
that will be
imposed…
stipulates that a risk assessment takes place.
The SAAA Manual of Procedures, which the
AP must follow, also has this requirement.
Why? The risk profile conducted on your
aircraft is, in fact, an assessment of your
aircraft at one point in time. It is created
for the purpose of assessing the risks that
you and your aircraft pose to other airspace
users, persons on the ground and property
under your flight path. Your risk score
will determine the operational limitations
that will be imposed not only during the
test phase but also during the post test
phase (ongoing operational limitations).
“
Note that in the event of any changes to
the aircraft in the future, or of any major
repairs or modification, a fresh risk profile
will be carried out by your AP. Why?
Because the original risk profile is no
longer valid due to changes made to the
aircraft - thus a new assessment needs
to be made to protect third parties.
Looking at what seems to be an exercise in
connecting the dots (each dot representing
the score allocated to a particular risk
category), a spider web trace of your
scores is produced and a very visible
representation of your risk profile.
You will notice that each ‘radial’ upon which
a dot lies represents a risk category. Risk
categories have been divided between the
different areas of risk, namely the pilot, the
airframe or aircraft, the engine and the place
where the test flying will be conducted.
Risk Categories:
Pilot
• Experience
• Experience on type
• Currency
• Training on type
• Consultation with Flight Safety Advisors
Aircraft
• Maturity of design
• Degree of modification
• TC visits/ build inspections
• Complexity
• Materials
Engine
• Maturity of design
• Modifications
• Installation
• Ground testing
• Failure analysis
• Redundancies
How is this done?
Place
• Everything is a risk-based activity
• What are the outcomes of the activity?
• How do you mitigate the risks?
• Weather
• Runway length, emergency
• Services, consequences for other users
• Surrounding terrain
• Danger to the general public
• Landing options
In assessing the risk profile of your aircraft,
the AP issues a score from 1 to 10 for each
of the following risk elements. Score of 1
means there is a high likelihood of danger/
serious consequences occurring. A score of
10 means a low possibility of danger/serious
consequences occurring. The product of
the scoring is a diagram known as the ‘Risk
Profile Radar Chart’ (see diagram next page).
What are we looking at? A bit confusing at
first but look closely. The bull’s eye – dart
board reference – is the score we do not
want. As we move away from the bull’s
eye into higher scores we are showing a
10 • AIRSPORT
reduction in risk. Bull’s eye equals a score
of 0. The best (least risky) score is 10.
Advantages in using this format
Due to the nature of the software platform
any change to any risk category score
can be seen immediately via a spot in the
position of the relevant risk score dot.
For example, using the risk category of
pilot experience if you, being the test pilot,
have very limited flying experience your
score would be 0 or close to it. Mitigate
safety report
Risk Mitigation
Score >
the risk by engaging an experienced
test pilot and the risk score rises to 8
or above. Visually this pulls the “spider
web” up into the less risky area and the
AP can reassess the limitations he can
impose on you for the phase 1 testing.
Remember the AP’s interest in this is
to assess your risk profile to protect
other airspace users, persons and
property below your aircraft and
to minimise the impact you may
cause in any unfortunate event.
We also like this format because it
provides a hard copy of your profile at
the time of special CofA issue and forms
part of your permanent aircraft records.
Understanding the kinds of risks you
represent in the categories mentioned
and designing mitigation strategies
will make for a better experience
for both you and our APs.
Thinking about risk on a regular basis
is a part of our knowledge toolbox.
This defines our sector of aviation as
both mature and having a just culture,
essentially we are saying to everyone
that we strategically consider risk before
we go out and commit aviation, we
think of our families and other people
as well as our own personal safety.
See you
at...
AUSFLY
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AIRSPORT • 11
tech talk
Call for Volunteers
What allows my aircraft to operate?
The CofA for certified aircraft is a bit
different to that of an Experimental
Amateur Built (EAB) or Amateur
Built Acceptance Aircraft (ABAA).
Mark Rowe
“
It is not
a broad
requirement
or a rough
idea. It must
be adhered
to exactly
Generally when we jump into a C-172
to go for a jaunt the maintenance release
defines clearly the operational standard
required such as ‘Day VFR, with no
restrictions’ because the aircraft is
certified to a standard by the regulator
(in our case CASA). For EAB and ABAA
that is not necessarily the case, because
we are allowed to vary in standards for
build and maintenance, then the CofA
often contains conditions that we must
adhere to. For example, many CofAs
contain a paragraph stating that flight
over persons is to be avoided to the
greatest extent practicable or similar.
The place to find the conditions for the
operation of your aircraft is contained
either within the CofA annex or as a
log book statement. In recent times
the annex is where the APs define
how the aircraft is to be operated.
Our CofA is broken into two parts. Part
1 is the identification and regulatory
authority that makes the CofA a legal
document. Part 2 is the annex; the
annex is where the definition for
how your aircraft must be operated is
detailed. It is not a broad requirement
or a rough idea. It must be adhered to
exactly. If there is an accident and it is
proven you operated the aircraft outside
of the conditions listed in your CofA
annex, then the reality is that you have
broken the law. It’s the same as if you
didn’t have a CofA at all. Many times
I have heard that ignorance is not a
defence. I urge you to read and clearly
understand the conditions of your CofA.
“
A mate recently called me to ask if it
would be allowed to operate 2.5Nm
outside of the flight test area of 100Nm.
Although it seems to be an easy answer
if you use common sense to say yes,
in the strict definition of law it’s no.
If outside of your flight test area and,
for whatever reason, you have an
incident then insurance companies do
not need to pay out and the regulator
can take action of strict liability that
may include gaol time. All this because
you wanted to stretch the conditions
slightly. A legal way of doing the same
thing is to contact the AP and at least
get an email allowing a variation.
12 • AIRSPORT
By now you will have heard the buzz
about AUSFLY and are no doubt curious to
find out more. Headed by the SAAA, with
support from AOPA, Australian Warbirds
and the AAAA and RA-Aus, AUSFLY 2012 will
unite all sport aviators at one giant event.
Held at Narromine in September 2012, we
will be welcoming everybody - from hot air
balloons to helicopters - to participate in
this first-ever airshow celebrating Australia’s
diverse and vibrant aviation organisations.
We are currently recruiting
volunteers to aid in various organisational
aspects of the show. If you have skills in
event planning, marketing, marshalling,
or are a goods service provider, we
encourage you to get involved and be
a part of this history making event.
To register your interest
please email Bo Hannington:
bo.hannington@saaa.com
with your name, email, phone number
and dates available. Also any specific
area of skills if applicable.
Judges Wanted
If you appreciate a perfectly flush rivet,
a beautiful paint job or a flawlessly
formed trailing edge and enjoy irritating
your mates with the ‘right’ way to mix
primer, then we want you for a couple
of hours on Saturday afternoon to be on
an aircraft judging team. Lend a hand
and look over a few aircraft in detail.
Please email John: john@johnkeen.com.au
see you there!
Volunteers will receive
free entry to
the show.
Strictly speaking a new annex should be
issued after the AP makes a risk assessment.
(See the Risk Profiling article on page 10).
Wings level
Mark Rowe National Technical Manager
2012
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• Warbirds
• Homebuilts
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• Vintage air
• Ultralights
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• Gliders
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• Skydivers
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• Joy Flights
hibitors
• Ground ex
AIRSPORT • 13
T
he FAA and NTSB are
onto it, who is next?
One of the most important
aspects of building and
flying your Experimental
Amateur Built (EAB) aircraft is safety.
How many times a day do you hear the big
‘S’ word. After a while the repetition of it can
make you become oblivious to the whole
point of safety practices. At SAAA we have a
very active group of folk promoting safety in
all our activities, and while we do not force
anyone to do anything in particular, you are a
mug if you ignore the good advice available.
John Livsey and his team are the folk
to communicate with and I thoroughly
recommend reading and taking note of their
articles in Airsport. This article is a one-off
that President Martin Ongley and I discussed
regarding a particular segment of the safety
spectrum. If I ruffle a few feathers here, good!
I want to stir up the brain cells a little and
ask you to not just read this and think, “yeah,
does not apply to me, I don’t do that stuff”,
we do it”. This was said not in a threatening
way, but in such a way that industry had a
big wake up call. Van’s Aircraft, being the
largest kit manufacturer was obviously closely
involved, and having a sporty aerobatic
product the chances were they made up
the larger number on statistics. Coincidently,
according to Van, the rate of RV accidents was
half that of the overall EAB community. Either
way it was a big number worth pruning.
The NTSB started a survey to collect
all sorts of data relating to EAB
activity and this is the press release
from January 23 this year:
NTSB Completes Data Collection
For Study On Experimental Amateur Built Aircraft Accidents
January 23, 2012
WASHINGTON - Throughout the 2011
calendar year, the National Transportation
Safety Board has been conducting a
Most of these accidents (93%) involved
amateur-built airplanes, the remaining
accidents involved gyroplanes (4%),
helicopters (2%), and gliders (1%).
These accidents occurred in 44 states,
with California (18 accidents), Texas (16
accidents), and Florida (14 accidents)
accounting for the most. More than half
(53%) of the E-AB accidents investigated
in 2011 involved E-AB aircraft that
were bought used, as opposed to having
been built by the current owner.
The EAA has supported the study by
conducting a web-based survey of E-AB
owners and builders. More than 5,000
E-AB owners and builders responded
to EAA’s survey, and 4,923 of these
responses were sufficiently complete to
use in analyses. Most respondents (97%)
described E-AB airplanes, while gliders,
gyrocopters, and helicopters were each
described by slightly less than 1% of
the respondents. Sixty-three percent of
respondents had already built their E-AB
FATAL
STATISTICS
let’s not be one!
but instead, jump on the computer and do
some research for yourself. That way you make
self-educated opinions and decisions. Nobody
has invented a new way to kill themselves in
aviation in a very long time. Your proving the
existing ways is a waste of an experiment.
So how do we learn from others without
repeating the same mistakes? I wish I knew
the answer, because I am often a victim of
this myself. Even us slow learners can learn
though. I find accident reports fascinating.
Some find them horrible, and I can see why,
however learning from them sure beats being
part of one. So what I encourage everyone
to do is take as much time as you can to
think carefully about what could you do
to prevent yourself from becoming a Fatal
Statistic in aviation. I guess that should also
include all accidents, not just the fatal type.
About a year ago, the FAA wrote to the major
kit manufacturers explaining their concerns
with the accident and fatality rate among
the EAB community. They said something
to the effect of “As an industry we want you
to take some steps to help improve these
statistics, and if you don’t or can’t, we will
do it for you, and you will not like the way
14 • AIRSPORT
study of Experimental Amateur-Built
(E-AB) aircraft to evaluate the safety of
this growing and innovative segment
of general aviation. In addition to
using the information gathered during
its accident investigations, the NTSB
has been working with the Federal
Aviation Administration (FAA), the
Experimental Aircraft Association (EAA),
and individual owners and builders to
evaluate a range of issues unique to this
popular segment of general aviation.
“The cooperation we have received
from EAA and the E-AB community
has been tremendous,” said NTSB
Chairman Deborah A.P Hersman.
“Through this study, we hope that
we’ll be able to give the innovators and
aviators in the community information
about accidents that will result in a real
and immediate safety payoff for them
when they are flying these aircraft.”
As part of the study, NTSB investigators
have conducted in-depth investigations
of 222 E-AB aircraft accidents that
occurred during 2011. Fifty-four of
these accidents resulted in 67 fatalities.
DAVID BROWN
aircraft, 13% were currently building
their E-AB aircraft, and nearly 24%
had bought used E-AB aircraft. More
than 340 distinct makes of amateurbuilt aircraft were reported, although
kit manufacturers accounted for more
than 55% of the reported aircraft.
“The NTSB is extremely pleased with the
number of respondents who participated
in the survey,” said Dr. Joseph Kolly,
Director of the Office of Research and
Engineering. “The survey data provides
us with quantifiable, factual information
that enriches our understanding of how
E-AB aircraft are built and operated.”
The safety study is scheduled to be
completed in the spring of 2012.
Contact: NTSB Public
Affairs Peter Knudson
Contact: NTSB Public Affairs Keith
Holloway
(202) 314-6100
Around April 2011 ten EAB pilots from
the USA and myself got together
to look closer at what the Vans RV
community could do to help educate
our way into better statistics.
One of these was the creation of RV Flight
Safety and I must say this has been a fantastic
effort from all concerned. This resource is not
an RV specific site; the content can be equally
applied to any EAB operation, from building
to flying, and it includes material gratefully
received from the Lancair Owners and Builders
Organisation and AOPA of America. During
the early discussions we did our own studies
on the causes of the majority of accidents. I
took on a study myself comparing the EAB
accidents to the rest of GA accidents and
grouping them into the typical causes. There
were the usual VFR into IMC accidents, and
the fuel exhaustion and failed forced landing
resulting in stall spin fatalities. I consider these
to be not EAB specific and the EAB pilot could
or would have been just as likely to do this
in a C172 or Bonanza. So once these were
stripped away, we got into the accidents such
as mechanical or build issues such as a fuel
line problem and a resulting failed forced
landing. These you could attribute to being
a true EAB statistic, even though the fatality
could have been avoided by not stalling
into a spin. The largest grouping by far were
the accidents resulting from what I will call
“cowboy antics”. I do use stronger words like
moron antics but this seems to upset some
folk, so to be politically correct (sorry to all
the graziers) let’s just call them cowboys. The
typical accidents were from buzz jobs on
airfields and houses, impromptu formation
and aerobatics and just generally excessive
horsing around. I recall one report where a 4
ship formation took off and one pilot thought
let’s just do a quick roll on climb out from the
airstrip, a second pilot saw this and thought,
yeah why not and attempted to do the same.
I think you can guess what happened next.
Here is another courtesy of
www.rvflightsafety.org and the NTSB:
Aircraft: RV-4
significant, especially stall training.
Injuries: 2 Fatal.
The amateur-built experimental airplane
was observed performing aerobatics about
250 feet above ground level. The airplane
performed a barrel roll, then completed
about half of a loop when it stalled at
the top and descended straight into the
ground. The engine ran continuously
throughout the accident sequence, with
no changes in power noted. The pilot
had accumulated approximately 1,000
hours of total flight experience; however,
no record of his aerobatic experience
was recovered. The reported weather
near the accident site, about the time of
the accident, included clear skies, wind
at 6 knots, and visibility 10 miles.
The National Transportation Safety
Board determines the probable
cause(s) of this accident as follows:
The pilot’s improper decision to
attempt low altitude aerobatics, and
his failure to maintain airspeed during
the aerobatics, which resulted in an
inadvertent stall while manoeuvring.
It is fair to say that none of these acts were
incredibly dangerous if they were done by
qualified pilots, done in a safe environment
after being planned carefully and briefed
What is it about the EAB community that
seems to attract the cowboys and their antics?
RV Flight safety did not set out to define a
personality type or profile, however it was
discussed that the kind of folk who want
to have freedom of expression in building
their own unique aircraft, some perceived
freedom from the stricter environment of
certified aircraft, and just a plain and simple
‘its my democratic right to do as I please’
personality is going to be the kind attracted
to sport aviation. They will play on the edges
of the envelope a lot more readily than
your average Cirrus or Baron Pilot would.
While nobody wants to stamp out freedoms
etc, we do want to encourage our peers
to be more responsible and not give rise
to an authority having input that may find
sport aviation a lot less fun for all of us.
Now for some GOOD news!
On the sideline of this study, I found that
once you remove the same kinds of VFR
into IMC accidents from the statistics over
the same ten year period, we had a better
accident rate record here in Australia than
our friends in the USA. This would suggest
that we have fewer cowboy antics going
on and that is good news, however we still
have a number that is unacceptable.
Now there is something you can
do - become a student to the culture
of safe aviation. No matter whether
you fly simple CAVOK VFR straight
and level or Aerobatic displays with
low level waivers, there is a safety
culture or process that will help mitigate
against risks. Mostly it is just a state of mind or
way of thinking. In more demanding situations
such as display aerobatics a more formal
process is adopted. It is your responsibility to
use whatever is necessary for your operations.
“Nobody has invented a new
way to kill themselves in
aviation in a very long time...”
accordingly. Apart from all the illegal aspects
of which I am not focussing on here, a large
percentage of these accidents happened
due to some or all of the above good
housekeeping measures being absent.
So what does this tell you? Well it became
quite apparent to us that if we could
stamp out the cowboy antics, one big
chunk of the stats would be fixed. Other
areas such as conversion training were
What we all want to see is the security
of our sport aviation industry, and the
best way to keep it is to be constantly
demonstrating to our Civil Aviation Safety
See you
at...
AUSFLY
AIRSPORT • 15
>> fatal statistics
Authority that we as EAB builders, owners
and pilots are already on the front foot
when it comes to our own safety culture.
For some really thought provoking
reading, please spend some quality time
studying the following resources;
Van’s Safety Corner : This can be found
in the NOTES section on Van’s Aircraft
Facebook page, there are many articles of
interest but the Vans Safety Corner articles
are pure gold! www.facebook.com/pages/
Vans-Aircraft-Inc/121827541221519
RV Flight Safety : This resource covers
most things from building to flying
and it applies to any aircraft type, not
AD/ENG/4 - Does it affect you?
C
just RVs. www.rvflightsafety.org/
Do your bit to help, so that if CASA
decide to follow a similar path, we
already have our ducks in a row!
David Brown
Norm Edmunds #4732 Reporting…
ASA AIRWORTHINESS DIRECTIVE AD/
ENG/4 Amdt 11 – Piston Engine Continuing
Airworthiness Requirements and CASA Form
728 – Piston Engine Condition Report.
It has come to light during a recent SAAA Maintenance
Procedures Course that quite a few members may not be doing the
AD/ENG/4 and using the associated CASA Form 728, (or equivalent)
as part of their maintenance regime for their Experimental Aircraft. So
let’s look at the why and why nots and back it up with some evidence.
First, AD/ENG/4 – isn’t it mandatory?
For some of us yes, for some of us, no… – Huh??
Just read the very first bit of the AD: “Applicability: Piston engines and
those components necessary for the operation of the engine, installed
in aeroplanes maintained in accordance with Civil Aviation Regulation
CAR 42B CASA Maintenance Schedule.” (CASA Schedule 5 / CAAP42B –
same animal, different pyjamas.) So if you are not using Sch.5/CAAP42B
then it’s not mandatory. But can you still use it? YES, but it’s probably
a good idea to link it in to your own maintenance schedule by name.
maintenance schedule. So I am meeting the purpose of AD/ENG/4
(monitoring your engine’s health) and complying with CAR41(2).
Are there any more catches lurking in there?
YES. Be aware that some parts of AD/ENG/4 are applicable each 100
hours, which may occur before your annual if you do a lot of flying.
One item is the 100 hourly Cylinder Leak check. A lot of us don’t get
anywhere near 100 hours in a year, but some of you might. Further
along in AD/ENG/4 we find Requirement A2 – “to carry out a cylinder
leak check” and Compliance Requirement A2 – “at intervals not
exceeding 100hours with a planning tolerance of plus or minus 10
hours.” So this simply means if you fly more than 100 hours in one
year, and are maintaining your aircraft to CAAP 42B-1(0), then you
also need to do the cylinder leak checks more than annually.
A small picture of Form 728 might be a nice to have in there
for effect if it can fit Ryan – it doesn’t have to be readable.
Form 728 – Isn’t its use mandatory too?
Nope!… – Prove it.
Well that’s easy – it says so right in the AD itself. “Record engine and
aircraft details and parameters achieved during the engine run on
“Piston Engine Condition Report” (CASA Form 728) or an equivalent
form.” An equivalent form (made by you) would be one with all
the same parameters (or appropriate for your engine) to record.
What’s the catch, surely there must be one?
You betcha there is! As we learned (or should have) when
doing our SAAA MPC training, you are required by CAR41(2)
to provide a system of maintenance for every part of your
aircraft. Engine included. So if you are not going to use
Schedule 5/CAAP42B (and therefore AD/ENG/4) you must use
something else, and this something else must allow for the
maintenance of every part of the aircraft. Engine included.
Wouldn’t it just be easier to use AD/ENG/4 and Form 728?
Probably. Me? I don’t do AD/ENG/4 as my aircraft is not maintained
to CASA Schedule 5/CAAP 42B. But I do have the same engine
checks within my own maintenance schedule. I’ve extracted
the required items for private aircraft from the AD. I record the
required items on a page equivalent to Form 728 within my
16 • AIRSPORT
From RVs to Cozys
We’ve got You
Covered.
And if we haven’t, we’ll soon make up a custom
pattern to do so.
Safe flying!
Punkin Head Air Sports
Custom Aircraft Covers
See you
at...
AUSFLY
www.punkinheadair.com.au
Call Dianne on 0429 938 426
mechanical musings
tend to keep away from the “chat” sites
where anyone can post unsubstantiated
claims as it is often difficult to separate
the good from the downright dangerous.
Another valuable information resource
is CASA – www.casa.gov.au
Ken Garland
Information –
Where do you get it?
T
hrough involvement with
the SAAA Maintenance
Procedures Course since
its introduction I have had
contact with a large number
of members who are building
or have built their own aircraft.
These members have a wide variety
of experiences and, understandably,
a wide variety of questions.
One of the most common questions from
members is to do with information.
“Where do you get it?” The MPC covers
all this, but of course, most people do
the MPC on completion of their project,
not at the beginning. With this in mind,
I have gone back to basics and in the
coming issues will address some of the
more common questions, without giving
away all the goodies of the MPC.
The first place to start is with the
SAAA website – www.saaa.com
If you haven’t seen the new website,
you should. It’s a huge improvement
over the old site and no doubt will
continue to grow. Good work to those
who have been involved with it.
The second place is of course, kit
manufacturer and equipment suppliers
websites. Some are better than others. I
I know, I’ve heard all the horror stories
but the more you access the site the
easier it becomes and there is a wealth
of information on the site that you
should know, especially in Airworthiness
Directives, ANOs (Air Navigation Orders),
Advisory Circulars, Airworthiness
Bulletins etc. I strongly recommend that
if you are not a competent surfer of this
site that you start slowly, maybe once a
week, one topic at a time. Don’t stay on
it until you are frustrated at not being
able to find what you want. Also, sign
on to receive CASA information as it is
released - this will save you a lot of time
in the future as it includes changes to
the Regs and policy as well as ADs etc.
The next is a document called AC 43.13
which includes AC 43.13-1B and AC
43.13-2B. This is an FAA Advisory
Circular covering Acceptable Methods,
Techniques, and Practices – Aircraft
Inspection and Repair. It can be
downloaded in electronic format from the
SAAA, FAA, RAAus and other websites
free of charge. It is a large document.
Being ‘old school’, I prefer a hard copy
and have copies dating back to 1955. The
current issue is about 2” (50mm) thick
whereas the 1955 copy is only about 1”
(25mm) thick. It seems they don’t take
anything out of the publication, they keep
adding to what is there and therefore the
illustrations and information in the 1955
copy is present in the current issue.
The current issue covers the likes of
installation and testing of more modern
electrical equipment, composite
inspection and repair but still retains the
old standards of wood and fabric. My
copy is adorned with ‘post-it notes’ on
various topics for easier reference and has
the obligatory greasy thumb marks down
the side. The publication covers standard
aircraft hardware including material
specifications, bolt marking and nut
torque values by nut specification, thread
and diameter. Whilst the publication is
intended as an aid for ‘inspection and
repair’ it is just as valuable an aid for kit
assembly. One word of warning – in a
few instances, the information contained
in AC 43.13 differs from that stated in
some CASA documents. In these cases,
the information or values in the CASA
document take precedence over the
AC 43.13. I purchased my copy of AC
43.13 from the pilot suppliers for about
$60.00, money well spent.
The next publication I recommend
is called the “Standard Aircraft
Handbook” and no toolbox is
complete without it. It contains
references to aircraft hardware,
tools, materials and techniques
in a smaller format than the AC
43.13. It also contains a handy reference to
sheet metal bend allowance calculations.
Over the years I have obtained a couple
of freebees as often hardware suppliers
use the publication as a promotional
tool however they are available from
the usual suppliers at a small cost.
I have focused here on general
information and I have deliberately
refrained from including engine manuals,
avionics and instrument manuals etc.
all of which are important but specific
to your aircraft. Happy reading…
Ken Garland MPC Training Coordinator NSW
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at...
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AIRSPORT • 17
engine management 101
Too much of a good
thing can be bad!
A
After the last article
where we discussed a
great deal about spark
plugs, it is timely to look
at something closely
related. In particular how we operate an
engine, not just in the cruise but right
from start to shut down. Much of this
much do we lean? Just a little? A
couple of inches out? How would
you know? Well let’s think about
the combustion events we are
having. Even at 1100 RPM the
trusty combustion process curves
still apply. So what can we learn
from them? What do you think will
happen as we lean even at idle,
the reducing of mixture will run
the EGT up and we will eventually
reach peak power, and the simple
way to know when that is will be
as the RPM at idle peaks, obviously
at peak power the fan will turn
faster, then as we go past peak
power and onto the lean side of
peak or even around peak EGT we
will be consuming all the fuel, and
minimum deposits, and the RPM
will slightly fall. This is a good time
to stop leaning, any more and you
will be cranking the engine again.
has a dramatic effect on those poor little
forgotten spark plugs, has a huge effect
on your operating costs and possibly your
safety. Unfortunately this is not something
I can cover in regular 2 page articles inside
the next 5 years. Along the way I am going
to sound like an on commission salesman for
Advanced Pilot Seminars and their training
courses, but the facts are, these guys are the
only folk on the planet teaching this stuff, and
your local flying instructor or LAME is unlikely
to be able to teach you either. I thoroughly
recommend you sign up for one, either the
online or both online and ‘live’ in the USA.
For most people reading this, you will be
like I was, learning to fly in a Cessna or Piper
single, and your total time spent on proper
engine management was, errr, none? Maybe
you had a few minutes of basic explanation
but that was about it. You never touched
the red knob, and if you did it was a very hit
and miss affair. So you went on to do more
advanced training; Constant Speed Unit,
Retractable or an Instrument Rating maybe.
And of course there was bound to be more
education and training……... Ohh OK maybe
we will do a CPL then, surely these guys flying
bigger more powerful and serious machines
in charter work will be well informed!?
Ohhhh Dear…. I kid you not…… I sit here
with one of the well known CPL theory books,
flick to the section on engine management
and I cringe at the level of misinformation
and lack of proper education. I laugh at the
old wives tales that make it into print. It is
no wonder most of us think we have been
educated, because we have, but once upon
a time kids were told the earth was flat, and
we all know how accurate that was! Often in
life, we don’t know what it is we don’t know. I
was one of those, and the more I learned, the
more I wanted to learn, so I encourage all of
18 • AIRSPORT
DAVID BROWN
A dvan c e d P i l ot S e m inars www. advan c e dpi l ot.c o m
you to adopt this same strategy. It will save you
buckets of money in the long run and perhaps
something even more valuable, your life.
So, on to the meat and potatoes of it all. We
start our engine, some different procedures
depending upon the fuel delivery systems,
and these could be topics for later editions
like Hot Starts. None the less, we crank the
engine; it starts running, the RPM settles at say
1100. The way we were trained was leaving
it full Rich, and maybe never touch it again
until we shut down. Not anymore! From now
on we are going to lean after starting, and
aggressively too! Most manuals will say “Full
Rich” and “START”, they never go into any more
detail. They do not say you can’t or should
not lean, they just neglect to say anything.
The problem is at such a low power setting,
with the mixture overly rich, we are not
burning off carbon and lead deposits. We
are wasting fuel at close to twice the rate we
should, filling our plugs full of muck, and then
have to sit on the run up pad trying to clear
them. Now that makes a lot of sense?! So how
My favourite saying is “does
everything it should and
nothing it should not” and that
is now where we are running.
You do not need to fuss over EGT’s and for
those who do not have an Engine Monitor
System (EMS), shame on you, but shame
notwithstanding, you do not need anything
more than your tacho to find this perfect
idle and taxi power setting. So you turn on
alternators etc. and taxi to the run up bay.
Now here we have some fun. I am about to
ruffle feathers; so read on - carefully. We are
taught to do a mag check for the first flight of
the day, usually they are taught while full rich,
but we have just learned that an aggressively
lean setting is far better so what about now?
Leave the mixture where it is, now advance
the throttle, try setting 1700 RPM, and the
engine coughs and splutters and refuses to get
anything like 1700 RPM, this is good! It hurts
nothing, but proves you were correctly leaned
for taxi. So now slightly enrichen, just and I
mean just enough that you get around 1700
RPM, once running smooth again, it is time
to do a mag check, and here is where your
continued on page 36 >>
letters to the editor
Kyneton MPC Feb 2012
I recently attended the MPC in
Kyneton, and thought it appropriate
I comment on my experience
throughout the weekend course.
I’ve been involved with this industry
for over 30 years and have built 3
kits, flown anything from ultra-lights
to B777s and lots in-between, have
owned (still do) fixed wing land
based, amphibian floatplanes and
helicopters with some being GA
certified types. With over 20,000hrs
I’ve attended lectures throughout as
one can imagine and I still attend
various courses and tests pretty
much every 3 months for my day
to day job (B777-300ER pilot) and
I must say without any doubt what
I experienced last week was equal
too, if not more superior, than
anything I care to remember. The
fact most instructors are volunteer
and travelled afar demonstrates their
high safety standards, professionalism
and dedication to the cause and that
definitely influenced the group’s
enthusiasm on the day as we came
from all walks of life; equally the
way in which they interacted with
us blew me away so well done! Some commercially motivated
courses I’ve attended over my career
were run because the instructors were
being paid (they had to be there) and
some came across as if they really
didn’t care. Whilst their victims (us)
were being paid to attend and were
going through the motions as well. I
guess the term ‘just tick that box’ did
play a big part! I did not see that last
week at all, I personally learnt heaps!
Well done and in no particular order:
Brian Ham, Brian Hunter, Norm
Edmunds, Tony Read, Mark Rowe,
Darren Barnfield. And without a
venue it wouldn’t happen, so I thank
Adrian McClelland for his efforts
and of course everyone’s partners!
Regards
Grant Farrow #7463
Great feedback Grant, thank you. Members
who haven’t yet attended can find contact
details for MPC coordinators on page 34. Ed.
Good Work
I enjoyed the March issue of Airsport
and I welcomed the inclusion of
some of the more technical articles.
I found the article by David
Brown’s on plugs and the article
by Ken Garland ‘mechanical
musings’ very good.
I look forward to reading more of a
similar vein. Keep up the good work.
Bob Main #6678
Thank you Bob, and for taking the time
to let us know here at Airsport. Ed.
Hi all at SAAA,
I am a member of an email group for
the Viking Dragonfly (mine is VH-XTO)
and one of the members recently
drew our attention to this document.
http://www.faa.gov/documentLibrary/
media/Advisory_Circular/90-109.pdf
I think it’s really useful. Is there
any way it can be drawn to the
attention of our SAAA members?
Regards and keep up the good work,
Geoff Wood #0486
Thanks for bringing this document to the
attention of members, Geoff. It contains some
very sound advice on risk management. I will
add it to our SAAA Forum for future reference.
Also see CASA AC 21-47 (0) at
http://www.casa.gov.au/wcmswr/_assets/
main/rules/1998casr/021/021c47.pdf
Thanks for the encouragement
for the National Council!
Shirley Harding, National Councillor
Write to us
Email your letters to “Letters to the
Editor” c/- airsport@saaa.com
Please provide your full name,
SAAA# & contact details. Letters
may be published as “Name &
address supplied” on request.
AIRSPORT • 19
chapter chatter
Victoria
18
Melbourne
NEW SOUTH WALES
> Dave Zemel
Visit to QANTAS Maintenance Base
05
Central Coast
> Dean Nesbitt
Australia Aerobatic Club visit
Last month saw chapter 5 fly out to Grant Piper’s farm
strip at Coolah NSW. As Grant is the President of the Australian
Aerobatic Club and a member of Chapter 5 he promised a
talk about the club, different levels of aerobatics, how the
scoring works and how we can get involved in aerobatics.
He started with the whiteboard explaining what
was involved and what you must do at the beginner
level and finished off at the unlimited category.
Ch18 members in front of a newly installed CFM56 on a Boeing 737
Dave Robbins and Dave Zemel at the helm of the A330
After some patties and sausage sandwiches for lunch he
jumped into his Giles and practiced his routine for us. It was
fantastic, my sausage was cooked to perfection. Just kidding.
I expected Grant to be good but we were all blown away by
his ability and level off skill. Not to mention kept his lunch
in the same position as when he started his routine.
Grant Piper presents at the Aerobatic School whiteboard.
On the 27 April 2012, we had the great opportunity of visiting the
QANTAS maintenance facility at Tullamarine. The visit was organised
by one of our members, Jack Hart, who is a “black-hand” LAME (that
is everything but avionics). The QANTAS maintenance hangar, the
largest single span structure in the southern hemisphere at the time of
construction, houses both heavy and line maintenance. We were shown
many interesting feature that are probably not considered by your
average flying public, such as the auxiliary power unit, tail strike bumper,
waste outlet, and the myriad of hydraulic lines in the wheel well. We were
also treated to cockpit tours of an aging Boeing 737 freighter and, just
to show how far avionics have come, a nearly brand new Airbus A330.
Interestingly, I write this on the day that it was “announced” that
many LAMEs would need to find other work as QANTAS considers
closing down the maintenance facilities at both Tullamarine and
Avalon. So we may well have been the last tour group through that
facility. Some good news though, Jack tells me his job is safe.
Good news indeed as Tullamarine has since closed. Ed.
20 • AIRSPORT
Grant Piper prepares in the Giles, Cliff Princehorn looks on.
I would encourage anybody to get the proper
instruction and include aerobatics to your ratings.
Everybody enjoyed the day and the chance to do some
more flying. Phil Hale departed in his Zodiac with Steve
Johns which he has not long completed. Cliff Princehorn
departed with Michael Leahy, Peter Eedy and Mark
chapter chatter
fighters was constantly frustrated
Flight Information Screen
by the need to accommodate
(EFIS). See the F111 cockpit
tactical instrumentation such
photo later in this article for an
as gunsights, radar screens and
example. During the mid 1950’s
radar warning receiver dials.
American analysis arrived at
However their military multia set of guidelines for cockpit
engined aircraft were beautifully
lighting, ergonomics, controls
standardised.
and instrument layout. The most
notable achievement was the
standardisation of the standard
1960-1980 The age
T for flight instruments that has
of colour and electrobeen internationally adopted.
(L-R) Phil Hale, Mark Collier, Steven Johns, Michael Leahy,
Unfortunately American efforts
mechanical complexity
Peter Eedy and Grant Piper look over the Giles in the hangar
to adopt the standard layout in
40
Wagga & Districts
Chapter Breakfast
> Malcolm Bennett
When Tony Middleton decided on a “work to” plan to have his
AP (Martin Ongley) carry out the final inspection of his RV-8, we
thought it would be a good opportunity to invite our President to
address a gathering of like-minded enthusiasts from the region.
The photo above is of an F111C, designed in the mid 1960s. Spherical AH was first flight
tested in 1950 and could withstand aerobatics without toppling. The small standby AH to
the right is the same technology. The strip format ASI, VSI, and altimeters are hard to read,
but are the predecessor to the coloured strips in modern EFIS screens.
Mark Collyer’s Bonanza, Mark, Steve, Peter and Cliff Princehorn
Collyer in his Bonanza which roared down the grass strip
coming back for a quick pass and a wave good bye.
So keep building as all the hard work will soon pay off
This isinto
a picture
a DC3
modernised
in theto
1960’s
to incorporate the standard
daysoflike
we that
hadwas
with
many more
come.
T flight instrument layout. Note the increased use of colour and the overall clarity of
presentation.
Dean
that superseded the six-pack in
The need to achieve viable allThe Chapter
40 Breakfast
weather
capability
introducedgatheringthe late 1950s. The AH is now a
sphere that cannot be toppled.
tactical radars into the military
The directional
gyro (DG), VOR
cockpit,
and Tony
that carried
overcrowded
Martin and
out the inspection
on
andproved
ILS have been combined
pilot
instrument
panels.
Space morning
Saturday
14 April.
The following
into a horizontal situation
saving
devices suchfor
as flying
combined
to be outstanding
allowing guests
below the AH. The strip
machmeter/ASI
and stripAlbury, Temoraindicator
to fly in from Deniliquin,
and
instruments lack colour and are
instruments
ASI, altimeter
andfrom Griffith.
Tumut; onefor
member
even drove
a bit hard to read. The AH and
VSI now showed up.
The morning kicked off in Tony and Gordon
Burgess’
a
xxxx HIS
werehanger
denselywith
packed
cooked
breakfast
of we
sausages, bacon
and
eggs
etc.
When
all
Inhearty
the F111
pictured
above
and complex electro-mechanical
were
sated,
Martin took
the stage and
gave an
excellent
overview
of
now
see
the ‘standard
T’ to
layout
devices.
They
were more
reliable
our SAAA history – where we are now and
the National Council
thanwhere
their predecessors,
and also
would like to lead us. Following his presentation,
was kept
much moreMartin
expensive
to maintain
busy
for
quite
a
while
when they did break. in small
groups of earnest discussion.
During the 1950’s the
We had several aircraft fly in
development of the domestic
for the event and unusually in
navaid network saw the demise
the RV world we had 4 Thorp
of the navigator from domestic
T-18 Tigers arrive. Of particular
airliners. During the 1960’s the
note was the arrival of VH-TMF
development of the Doppler and
which was the second aircraft
inertial navigation systems saw
that Tony Middleton built, now
the removal of the navigator from
owned by Peter Scott. TMF is
long haul oceanic airliners. Flight
a past Concourse D’Elegance
engineers remained on three and
winner at Mangalore. Photos of
four engine airliners for the time
the gathering and aircraft can be
being, but by about 1972 had
seen on our Facebook page. www.
been removed from twin engine
facebook.com/?sk=welcome#!/
airliners after some monumental
profile.php?id=100003391276300
union struggles to retain them.
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Home of Australian Experimental Aircraft
Backdrop for the breakfast was
Tony Middleton’s immaculate
RV-8 VH-TMN. The quality of Tony’s
work cannot be over stated.
David Francis
Special thanks to Martin
Tel (U.S.): 920.231.8297
In
the next
edition
of Airsport,
Ongley
for his
contribution.
David Francis continues his
Malcolm
review
of the evolution of the
cockpit from the 1980s to today.
AIRSPORT • 21
15
chapter chatter
WESTERN AUSTRALIA
16
complemented by the presence of coffee and ice cream vans.
Serpentine
Australia Day Fly-By
> Bo Hannington
The theme for the day was scratch-built aircraft. As well as
some completed scratch-builds on display there were also
projects at various stages of build, with their builders present
to talk about their project. These included Allen Buzza’s KR2,
Les Fullwood’s Ragwing and Graham Byass’ Zodiac.
Culp Special VH-ZUZ
This year we had a formation of 5 (shown) and 4
other aircraft all from Serpentine. Our landlord, the
Serpentine-Jarrahdale Shire always hosts a breakfast on
Australia day for its local dignitaries, and we are requested
to provide a fly over after the National Anthem has finished.
Of course, we agree the time, but we never really know
if they are running late, so there is a chance we might
drown out the fading bars of the National Anthem!
After the short flight we all gathered at the Clubhouse for
a lovely breakfast provided by Elgar Matthewson.
Sakki Van Heerden’s Cri-Cri VH-ZSE
Wa Annual Saaa Fly-In
> Philip Maley
Each year one of the Western Australian chapters of SAAA
hosts a state fly-in. Serpentine’s Chapter 16 last hosted one in
2008. The next year was Bunbury, followed by Denmark and
last year Jandakot’s Chapter 24 held their fly-in at Geraldton.
In 2012 it was back to Chapter 16 and Serpentine.
The 22nd of April seemed like an appropriate date but as things
turned out it coincided with at least two other events – a fly-in
near Geraldton and a Classic Car Show at Whiteman Park. Both
of these events may have had an effect on the overall numbers
but despite this the great weather resulted in a fine turnout.
Visitors came by road and air including those who flew in from
Albany, Geraldton, Bunbury and many places between.
The organiser of the last Chapter 16 fly-in, Bo Hannington, was
overseas so others had to step in. We were able to band together
a number of volunteers, not all SAAA members, to take charge of
various areas and more volunteers to offer their services on the
day. Invitations were sent out to all the flying organisations in the
state and also to the local neighbours who were offered a cup of
tea on their visit. All the necessary arrangements were made with
the emergency organisations and with SAAA’s national body.
As usual the volunteer canteen workers organised the food
and drinks, aided by the generous donation of a large array
of home made cakes by local members. Their efforts were
22 • AIRSPORT
Gordon Johanson’s BD-5 VH-IWG
Several awards were made on the day. Congratulations go to Peter
Cash for winning the “Best Scratch-Built Aircraft” and “People’s
Choice” awards with his Culp Special and to Bob Hannington from
Albany for “Best Kit-Built Aircraft” with his RV-9A. Gordon Johanson’s
Pitts Special was once again a close runner-up to the Culp Special
and chief judge Colin Morrow gave it a special mention again.
Although we intentionally avoided any organised flying events,
many pilots chose to go flying, and some practiced their aerobatic
routines and formation flying skills, all to the delight of those
watching. Sakkie Van Heerden’s tiny Cri-Cri continued its test flying
phase, and Gordon Johanson’s beautiful BD-5 flew some circuits.
Several pilots practiced their spot landing skills and Dave Gard in
his CT-4 was top in this area - only slightly ahead of a few others.
chapter chatter
SOUTH AUSTRALIA
39
Adelaide
Hangar Visit
> Paul Holaj
Hi All, Just a few pictures of Chapter 39 Adelaide members at
the hangar visit that Geoff Wood organised on the 17 March.
Bert Filippi’s Pietenpol VH-UCP
Bruce Deslandes , Mustafa Bozkurt and Adrian Thompson
flew down from Whyalla to attend. Geoff Wood started with a
presentation of his Viking Dragonfly followed by a visit to several
other hangars including seeing a Minimax (wooden and fabric), a
Thatcher (metal) aircraft and a Jabiru. The members that turned
up included Chris Morton, Bruce Deslandes, Mustafa Bozkurt,
Philip Ritchie, Geoff Wood, Paul Holaj and a few non members
including Adrian Thompson, Graham Hamlyn, Bruce Tuncks.
Rod Edwards’ Silver Centenary VH-USC
Allen Buzza’s KR-2 VH-DUB
Serpentine is a privately owned aerodrome so we have the
luxury of being able to close it when necessary. We took
advantage of that over the lunch break to allow some model
aircraft to go flying. Spectators were enthralled by the gas
turbine powered model, which was followed by air launched
gliders, large scale models and tiny electric powered models.
As well as welcoming the members from KAMS, we were also able
to welcome the RAAFA Aircraft Heritage Museum, who operated
a stall and ran one of the Museum’s engines and the RAA, who
set up a tent with some of their representatives present.
As with most events there are areas which we feel
that we did well and other areas which we can learn
from our experiences and improve next time.
There are two things that we could not have done without:
• Someone to organise the good weather.
• People – those who contributed to the running of
the event and those who attended on the day.
Many thanks to all for what we feel was a very successful day - we
look forward to meeting again at next year’s fly-in, if not before.
Happy building Philip
AIRSPORT • 23
builders’ log
How to submit to Builders’ Log
Email the following details to us at airsport@saaa.com – with your photos!
>First and last name
>SAAA membership number
>Chapter number and location
>Contact details (email, phone if you want others to be able to contact you)
>Details of the aircraft you are working on (name, model, manufacturer,
registration number, etc)
>Information about the building process - share your stories!
>Pictures in jpeg format (around 1 Mb in size is ideal but send whatever you have)
VH-FMC
BUILDER:
Hans Vermeulen #6846
A/C TYPE: VAN’S RV-9A
LOCATED: ALBANY WA CHAPTER 13
NOTES:
CofA issued 18/03/2012 by Bob Hannington
Being a hyperactive 60 year old that
can’t sit still, I needed something
enjoyable to do that would keep me
busy and building an RV-9A did just
that. Originally I had always said that
I’d never build an aircraft because after
many times of watching Ivan Salisbury
(now deceased) drill, deburr and rivet,
I thought to myself “Why would you
ever want to build an aircraft?” All those
1000s of rivets, and all those holes to
match drill, deburr and dimple! Crazy!
But 6 years ago after re-building my
Piper 160 that I’d been flying for 15
years, somehow I caught the bug.
In August 2006 the kit arrived from Vans
in America with enough instructions
and plans to make anybody’s head spin.
But I got started on the elevator as the
instructions recommended, and over the
next five years spent nearly all my spare
time working on it, and it gradually took
shape. There were times (such as when
building a new home, and later a new
workshop for my window manufacturing
business) that the work really slowed
down or came to a standstill, but as soon
as time allowed I was back in the shed.
During the course of construction I had
to decide what engine and prop to use
and all these choices were made easier
24 • AIRSPORT
by the fact that Chapter 13 has many
builders with lots of experience that I
could call on for advice. At one stage I
was tempted to put in a Jabiru flat 8, like
some of the builders here had done, but Hans’ granddaughter shows how
it’s done
they were proven not to be as successful
as they had hoped. So in the end I chose
to use a Lycoming 160 horse power
engine with fixed pitch Sensenich prop.
I also had to decide whether to use steam
gauges or glass. I’ve always liked the
gauges as they are easy to read, and think
that glass is for the younger generation,
but I made a compromise and put
mainly steam gauges in and a Dynon.
The day finally came for the maiden (test)
flight and this was done by Miles Morgan
who I believe has done 20+ test flights
(see Aircraft Sports June/July 2009 article).
The phase one airworthy certificate was
approved by Bob Hannington who has
also done this 20+ times. Bob has also
built 3 aircraft himself. Many thanks to
the guys of chapter 13, in particular Noel
Stoney, Brian Holman and Ian Coombes.
With all this knowledge (all of them
have built RVs before) here in Albany,
it is an ideal place to build a plane.
Hans hmv3@omninet.net.au
builders’ log
POLIKARPOV 185
BUILDER:
RODNEY DUFFIELD
A/C TYPE:POLIKARPOV 185
LOCATED: KALLANGUR, QLD CHAPTER 22
NOTES:
Here are some shots of my
scratch built 84% Polikarpov
185 Russian WW2 fighter.
It is a Nanchang 285 HP powered, all
metal construction project. The engine
has been in and running. Go to http://
www.youtube.com/watch?v=NWJn1JyMoc&feature=related for a video of
the engine runup and http://www.youtube.
com/watch?v=GlODDMpn354&feature=
related for a walk around of the project.
The tail feathers are done so now I’ll finish
the wings and covering. Canopy and turtle
Polikarpov 185 airframe taking shape.
deck are the last
major tasks before
final assembly.
My last update
was November
2010 when I had
done 2980 hrs
90% done, 90%
to go. Now I have done 5710 hrs with
90% done and 90% to go… The photo
of the flap shows how you can extend
the length of a hole saw if needed.
Rodney
Using a hole saw extension >
AIRSPORT • 25
builders’ log
VH-VNS
BUILDER:
JOHN BRIDGES #7109
A/C TYPE:RV-6A
LOCATED: KYNETON VIC CHAPTER 20
NOTES:
First flight… Vans RV-6A kit number
20938 VH-VNS (aka Fatso)
is also hooked into the
audio system to provide
in-flight entertainment to
the non-duty
crew member.
There are only two circuit
breakers installed in Fatso; one
for each of the Lightspeed
Plasma II+ ignition units.
All other electrical load is
controlled by a Vertical Power
VP-X. The VP-X was an attractive
The build journey for me began in late
2008 when I saw the partially completed
kit which Phil Hodgson started in
Brisbane some years ago. I went with
vernier callipers and tape measure to
see what sort of job he had done before
committing to buying the project. A
quick look at the rivet work said that
the tape measure was not required and
I purchased the kit. I should mention
that I bought the kit from Sue Glanville
in Echuca, whose husband Bill bought
it from Phil. Unfortunately Bill passed
away without getting to work on
the plane so the mantle went to me.
Construction got back underway in
late January 2009. The build completed
after about 1,000 hours work by me.
Instrumentation in Fatso is full glass. An
MGL Odyssey G2 EFIS with moving map,
terrain awareness, flight director, bells
and whistles was installed. A Garmin 296
is centre panel and provides a backup
GPS signal to the EFIS. Under that is a
Garmin GTX327 transponder driven
directly from the EFIS. Altitude error in the
EFIS is less than 10 feet up to 18,000 feet.
There is also an MGL V10 radio installed
but this is kept behind the panel and
is remotely controlled from the EFIS.
Over on the co-pilot side is an Apple
iPad currently running OzRunways but
26 • AIRSPORT
solution for many reasons including the
ability to use better looking switches.
Activating a switch simply shorts a
line to ground which the computer
associates with whatever circuit or
circuits it has been programmed for and
powers that circuit up. In the case of
over/under current, the VP-X will fault
the circuit and annunciate on the EFIS.
A screen on the EFIS allows the circuit
to be reset or turned off. The VP-X also
controls the pitch and roll trim and
electric flaps if fitted. Rate of movement
is also controllable which allows for
customising pitch/flap response rates.
Up front is an IO-320-BIA. These engines
were originally horizontal rear induction
but as that doesn’t fit in an RV, a vertical
sump was installed. The ignition sensors
are directly mounted to the crank so the
gears for the magnetos were removed
from the accessory case along with the
vacuum pump. The hollow crank was
plugged and a Sensenich fixed pitch
prop installed. With a 160hp test club on,
the engine is able to exceed 2700rpm on
either or both ignition units. The
engine was assembled by Ken Micheel
from Elmore Aero Maintenance. All
engine testing was done on the airframe
due to the absence of magnetos and
the ignition control units being part of
the plane, not the engine. Initial engine
tests revealed high oil pressure. The
resolution was to change the spring on
the bypass valve as the refurbished seat
appears to sit higher in the crankcase
than the original seat. Pressure was
brought back to 85psi maximum.
CofA was issued by Darren Barnfield
on 21 April 2012 at 10:30. First flight
was at 10:31 on 22 April at Mangalore.
Chris McGough took the controls for
an uneventful 20 minutes around the
circuit. Two problems at first flight:
Radio transmitting randomly and
broken reception. Went away, came
back, went away (don’t you hate
electrical problems?). Think we’ve
nailed it now to a headphone jack
wire touching the airframe.
VP-X dropped the pitch trim
configuration. This appears to be a
deeper problem which may require
the VP-X to be returned to the USA for
inspection. Currently the computer is
being reconfigured before each flight
as it only manifests after a shutdown.
Vertical Power working on the problem.
There is a You Tube video of the first flight
at
http://youtu.be/pS2zNpOzQNA.
Currently four or five hours on the
airframe and 20 hours to go to the end of
phase 1. Yes, I have the regulation RV Grin!
John Bridges
Chapter 20
builders’ log
VH-XEY
BUILDER:
JAMES HART
A/C TYPE:PITTS SPECIAL S1-S
LOCATED: PORT LINCOLN SA
NOTES: CofA issued 13/01/2012 by Brian Turner
Our family collection of taildragger aircraft includes fast, slow,
open cockpit, biplane, and single seat and I decided what was
needed was something which could also fly upside down.
A few bits and I built a Pitts – well it was not quite that easy and after
many hours and late nights in the shed another taildragger was
born. It is a far cry from the CA-21 Skyfox that I cut my teeth on. Little
did we know that if you could fly a Skyfox you could fly anything.
from my wife Selina and parents Di and Mick who have been a great
encouragement. Mick also helped in practical ways (even making
me re-do things when they were slightly less than perfect). Special
thanks to Rainer Heufner for his technical and practical support
and conducting the first flight. Thanks also to Andrew at Riverina
Airmotive, Parafield who build the ECI Titan IO-360 engine.
The Pitts S1-S had its CofA completed by Brian Turner on Friday
13th of January 2012. Luckily I am not superstitious, however
the first flight was the following day and flew as expected with
only minor rigging changes. Alterations to the Pitts plans were
changing the undercarriage to take RV legs and I also installed
modified symmetrical ailerons and squared back wing tips.
So far, even after flying only ten hours, it has
made the project all worth while.
Contact: overlandhomes@dodo.com.au
It is impossible to complete a project such as this without support
41 Kembla St. Cheltenham Victoria 3192
Phone (03) 9585 1211 Fax (03) 9585 1837
E-Mail sales@aviaquip.com.au
www.aviaquip.com.au
AUSTRALIA’S LARGEST RANGE OF AIRCRAFT HARDWARE

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AN, MS & NAS Hardware,
O-Rings, Solid Rivets, Blind Rivets,
Allfast “Cherry Type Blind Rivets,
Hinge, Clamps, Pipe Fittings,
Rapco Brake Discs, Linings, Rivets,
Rapco Fuel Pumps and Vac Pumps,
Sheet Metal Tooling,
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Saf-Air Fuel and Oil Drain Valves,
Flexfab “Scat & Skeet” Type ducting,
Jasco Alternators and Regulators,
Aero-Lite Ignition Harnesses,
Niagara Thermal Oil Coolers,
Lear Romec, Weldon and Dukes
Pumps, Accessories & Spare Parts.
POLY-FIBER AND RANDOLPH COVERING MATERIALS
FULL RANGE OF FABRICS, TAPES, ACCESORIES AND COATINGS AVAILABLE.
VISIT OUR WEBSITE
- www.aviaquip.com.au
AIRSPORT • 27
builders’ log
VH-MXE
OWNER:
malcolm vivian #6435
A/C TYPE: VAN’S RV-7A
LOCATED: WA CHAPTER 24
NOTES: CofA issued 1/4/12 by Bill Keehner.
G’day to you. This is to let you know
that the first flight of VH-MXE Vans
Aircraft RV-7A serial number 72100
was completed on the 5th April 2012 at
Jandakot airport YPJT in Western Australia.
The project was started in early 2005 and
about 2700 hours were logged during
the construction. The engine fitted is an
ECI Titan IOX-360 with a cold induction
system with Silver-hawk fuel injection, 9:1
compression ratio, LH impulse coupled
magneto and RH Light Speed Plasma 3
ignition. Propeller is fixed pitch Sensenich.
The interior is by Classic Aero Designs.
The avionics are GRT Sport SX200 and
SX100 coupled with an EIS engine monitor.
The radio stack contains a Garmin 495
GPS, Garmin 240 Audio panel, ICOM
210 radio, Garmin SL30 Nav/Comm, and
Garmin GTX327 mode C transponder.
Auto pilot is a Trutrak Digiflight 2.
I wish to give thanks to all at Van’s Aircraft for
their support during the build, the SAAA and
all the members of Chapter 24 at Jandakot
Airport for their support over the years.
Also my small band of dedicated friends
that also helped me during the many
hours of construction. I would also
like to give thanks to Peter Mulhern
who allowed me the pleasure to fly his
RV-7A VH-PDM to gain RV-7 hours.
First impressions are that it is an absolute
joy to fly, in fact an admonishment from
ATC at Jandakot for exceeding circuit
height very rapidly demonstrates its
wonderful climb performance! Malcolm
PACIFIC FLYER
The must have magazine for up to date information on Aircraft,
New Products, Building Articles and Adventure Stories.
Articles are contributed by pilots and enthusiasts from all
over Australia and our overseas readers.
Available from newsagents
around the 21st of each month.
Direct Mail send $72.00 AUD for 12 monthly issues to:
Pacific Flyer
P.O. Box 731
Mt. Eliza Victoria 3930
Ph: (03) 9775 2466
28 • AIRSPORT
Fax: (03) 9775 2488
Email: info@pacificflyer.com.au
www.pacificflyer.com.au
builders’ log
VH-YDX
VH-KVE
BUILDER:
BUILDER:
Alexander Kurschinsky #7528
Ken Hammond #71
A/C TYPE: Blanton Wichawk
A/C TYPE: VARI-EZE
LOCATED: QLD
LOCATED: WA
NOTES:
NOTES: CofA issued 12/4/2012 by Bill Keehner
CofA issued 26/3/12 by Martin Ongley
VH-ILZ
BUILDER:
VH-YSW
Peter Bugg #6828
BUILDER:
Tony White #6611
A/C TYPE: VAN’S RV-7
A/C TYPE: VAN’S RV-10
LOCATED: VIC
LOCATED: WA
NOTES:
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AIRSPORT • 29
FOR SALE
WA
HORNET STOL Airframe TT230 hrs.
100HP 912s 143 hrs. This is possibly
one of the best examples around.
Aircraft is fitted with rear cargo door
and low stall wing tips. VHF – UHF
radios; iPod system connected through
intercoms. The aircraft is beautifully
finished and a pleasure to fly. The
aircraft is the ideal work horse for
large properties or prospecting and is
perfect for rough strip applications.
The aircraft is in excellent condition
and ready to go. Located in Western
Australia. $80,000 ONO No GST. Ph
Rod 0427 266 036
ENGINE Rotax 912. TTIS 808
hours. Includes vacuum pump,
radiators, exhausts etc. Student
lost, precautionary landing went
wrong, lovely aircraft written off.
Engine inspected by LAME, gearbox
parts replaced. Engine won’t fit
current Sonex project. Asking
$12,000. Engine gauges, DG, AH
also available. Located Bunbury,
WA. Call Gary on 0428 459 729
many extras. $100.000 inc
gst ono. Ph: 0488 996 492
$6000 ono. Call Ralph Burnett 0427
200 673/Julie Biser 0429 447 750
RV parts, Albany. New Sensenich
propeller 70 CM6S9-0-79 suit
0-320/160HP, new engine mounts,2
of, suit n/w RV-7A or 9A, Dyna 1,
Skytec starter, oil pump, oil cooler
suit Lyco 0-320 misc f/g parts,
insts, switches call Ralph 0427
200 673 or Karen 0428 448 107
PARTING OUT – Low hour, RV-7
homebuilt. Like new parts. Airframe,
avionics, instruments & upholstery kit
etc. Asking ½ new price. MAKE ME
AN OFFER. Call Lindsay or email for
details Mob: 0418 126 833 Email
avncomposites@primus.com.au
SPITFIRE ( Mark 25 ) VH-XST
TT 50 hrs. Jabiru 3300 engine
Airmaster Elect 3 bladed Prop.
King Radio & Transponder. Perth.
Deceased estate sale. $200,000
no GST Peter 0414 945 129
VAN’S RV-6A TT 1000. Factory New
LYC 160HP. Metal Prop. A210 Com
Garmin GPS. Slide Canopy. Leather
Seats. Hangared Fresh Annual PH:
0407 444 125 $72,000 inc GST
NSW/ACT
CONTINENTAL 0-200A ENGINE
Safari only 30 hrs; Superior IO
360 185HP; stainless steel freeflow
exhaust; titanium tail blades; R22
Governor Garmin 327 Transponder;
ICOM A210 Radio; custom interior;
About to be removed from C150 as it
is 12 years old, but only 1000 hours
SMOH. Running well, low oil use,
compressions 74/72/74/74. Sold
without starter motor Located Albany.
CZAW Sportcruiser 2008 240TT
in Immaculate Condition. Brand New
DENMARK AIRPARK HOUSING ESTATE
WA’s only residential airpark
is on the Rainbow Coast,
renowned for its ancient
Karri forests, pristine beaches
and world-class wines.
These north-facing 2000sqm
freehold blocks with great
views, have direct access to
the paved 1200m runway
with pilot activated lighting.
Have your hangar and
home together.
$170,000 each
30 • AIRSPORT
CAS 12001
Contact: IanCarter
Carter’sRealEstateDenmark
Office: 0898482468
Mobile: 0427 409 500
Email: ian@cartersdenmark.com.au
classifieds
3 blade Sensenich ground adjustable
3 blade composite propeller. Dynon
D100 and EMS 120. Perfect trainer
or economical tourer 110kts on 20lph
mogas. Price: $115,000 Location:
Bankstown NSW, Contact: Chad Boot
Mob: 0405 654 860
Email: chadboot@bigpond.net.au
Jodel DR250 (wooden, two seat
aircraft) project for sale. Wing spar,
wing ribs, fin, rudder, elevators, flaps,
ailerons, fuselage frames and various
metal components completed to the
stage where the aircraft can now be
assembled. Built by engineer and all
workmanship is absolutely
outstanding. Large amount of Sitka
spruce and GL1 aircraft birch plywood,
brand new Cleveland wheels tyres and
brakes, a lighting system - strobes and
LED position lights (these last two
items still boxed as they arrived from
Aircraft Spruce and worth over
A$5,000 just on their own). Also a
substantial work table, drawings and
documentation; essentially the project
includes everything for the aircraft to
be finished with the exception of
engine, instruments and cockpit
plastics.
At an asking price of A$12,500 ono
this project represents extraordinary
value for money; for this cost you
couldn’t currently come close to
purchasing all of the components that
are included, yet alone the years of
high quality workmanship that have
gone into it. Contact David Butler
0418 250 763
Engine O-320 H2AD Lycoming,
Andrew Kerans 0439 209 343
ex RV-4 Project, 150 HP, approx 380
HTR, well stored, cams and followers
good. $4000 ono. To suit above,
Carburettor, in box, $1800. Allan
Buttenshaw Mob 0412 217 557
KR2 Project Part built, boat
One LN SYS6 Lighting System
for RV-9 as new $750.
2005 Avery RV Builders Tool
Kit with 3X Rivet Gun, $2,000.
Ph Paul 02 6231 0975
Van’s RV-8, I0360 Lycoming,
Constant speed Hartzell, AFS 4500
Glass panel EFIS with back-up
instruments, IFR Category, full featured
Trio Pro Pilot A/P. All only 110 Hours
since new, Oshkosh Silver Lindy
winner. Every conceivable extra and no
bugs, $179,000, call Kevin or email
for photos and full spec sheet.
Ph 0408 694 713
Email: haydonk@bigpond.net.au
Venturi 2” Aircraft Spruce #1504
$35.
Stick grip left hand, no switches,
suits 1” tube $30
Pulleys 2 ¾” diameter plain bush
section of fuselage complete with
firewall, insulation and stainless
steel sheeting. Centre main and rear
spars fitted, undercarriage fitted
with larger tyres and tail wheel for
grass landing fields. VW engines,
1835cc’s complete. Spare big bore
kit of cylinders and pistons. Fibre
glass panels for engine (top and
bottom). Turtle deck (3 of) 2 extra side
panels (spruce ply wood) sheets of
1” foam plus roll of fibreglass cloth
to make wings. Outer spars, main
rear made. Fibre glass wing tips and
fuel tank. 2 canopies (1 streamlined
the other, original). Many more
parts including VW parts and bolts.
Ph Denis 02 6645 3136 for more
details. $17,000 ono negotiable. Will
sell parts separately if necessary.
Storm 400/Century Project
Metal 2+2 seat. 70% complete.
High quality of work. Almost ready to
close. Most kit to finish, no engine
or prop. Build logs, photographic
history, books, clecos, rivets, large
number of additional parts beyond
standard kit. Many tools included,
others + instruments available for
right offer Asking Price: $42,000
ono. Contact: Scott on 0449 113
897 or Lyndon on 0414 711 733
Lycoming 0-320 E2A CSU
Currently in situ Victa 150. 150 HTR
Make offer. Ph Col: 0429 328 598
McCauley 3 blade constant
speed propeller. Suit Lycoming
180 - 200 HP. Nil hrs. SOH.
$6800 ono. Ph: 0407 457 000
Dragonfly Mk2 parting out the
entire aircraft. Last flew beautifully
on 14 January this year but need to
sell parts and engine. Jabiru 3300,
62 hours since factory re-build runs
beautifully. Asking about $11,000
and will include 3 blade carbon
fibre Petroni propeller. Airframe and
wings ideal for anyone wanting to
build or re-build a Dragonfly. All
undamaged. Also for sale instruments,
3/8” bore Aircraft Spruce #05-02637
2 of $30 pair.
Pulleys 2 ¾” diameter ball bearing
5/16” bore Aircraft Spruce #05-02638
2 of $50 pair
Fuel cap, vented Aircraft Spruce
#05—3459 1 of $45
Postage $5 per item, $15 if you take
the lot. Kim Jones 0412 090 951
ADC Remote Spin on Filter
Kit. Suitable most Lycomings. $300
ono. Ph Lloyd: 02 4773 8382
Unused Parts 1 X AV-534
Monnett Sonerai IIL RAAus
19-4528, previously CASA.
Professionally rebuilt & maintained.
CAO 101.28 compliant, choice of
registration / maintenance. AeroVee
1835, 60HP, single Zenith carburettor,
alternator, hand start, Bishton
propeller. 105 KTAS @ 3100 RPM, 16
ltr/hr. Tinted canopy, dual controls,
disk brakes, Garmin GPS, ICOM VHF.
X-Country, sport aerobatics. Low time
AF&E, full documentation, immaculate
condition, located Camden YSCN.
Making way for new aircraft.
$40,000 ono. Ph Mark AUS: 0437
930 730 or HKG: +852 9120 7487 or
email dragonflyhkg@netvigator.com
Comms antenna 118-136 MHz. Wt.
3-1/2 oz $45 1 X CI-105 DME/
Transponder antenna 960 to 1220
MHz $120 1 x ROCHESTER 0-250
Deg F oil temp gauge P/N 3070-62
$14 1 x ROCHESTER Oil temp sender
P/N 3080-37 $50 1 x ROCHESTER
Oil press gauge 0-100 psi P/N
3050-54 $140 1 X ROCHESTER Oil
press sender P/N 3060-18 $80 2
X Fuel level gauges only (no senders)
ISSPRO R869 $35 ea. All gauges
are light adaptable. All parts are
unused and surplus to needs All
P/N’s quoted are from Aircraft Spruce
and ISSPRO. Contact Graham on
johnston_graham@bigpond.com
KING KX155 Nav/Com and KI208
VOR indicator. King KX155 Nav/
Com and KI208 VOR indicator. No
glide-slope Overhauled and green
tagged. Includes trays. $1,500
AIRSPORT • 31
FOR SALE
radio and transponder. Contact
David Baker at dragonflydbl@gmail.
com or sms on 0427 317 109.
Books for Sale JANE’s
Encyclopaedia of Aviation 1980
– 5 volumes; hard cover. Fair
condition, boxed set. $20
Units of the RAAF – A concise
history. 10 volumes; soft cover
75th Anniversary. Boxed set,
excellent condition. $20
Aircraft pioneer. Lawrence
James Wackett autobiography.
Hard cover $15
Hargrave & Son Elena
Granger. Hard cover. $15
Solo- The Bert Hinkler story Roy
Mackenzie soft cover $10
Jimmy Woods Julie Woods
soft cover $10
Verdict on a lost flyer – Bill
Lancaster and Chubbie Miller
Ralph Barker soft cover $10
Australian Aviator Sir Norman
Brierley soft cover $10
Early Birds H.C. Miller soft cover $10
Blossom – Biography of Mrs
F.G.Miles soft cover $10
My God – It’s a woman Nancy
Bird Walton soft cover $10
Sydney Cotton Jeffrey
Watson soft cover $10
All books in excellent condition unless
noted. Postage by negotiation, at cost.
If there are any other aviation titles you
are chasing, ask me as I might have
them. I am clearing my library to make
some space. Contact: Kim Jones
(AAAA102) Mob. 0412 090 951
kim_jones@optusnet.com.au
Alclad 2024 Sheet and
Extrusion. 4’ x 8’ .032 $90 ea.
Four available. 4’ x 8’ .025 $80 ea.
Seven available. 4’ x 8’ x .040 $100.
Various small sheets of 2024 .063,
.090, .125, .50, .75 available. 2024
Extrusion 1” x 1” x .125 x 5’ $40 ea.
Six available, 3/4”x 3/4” x 5ft extrusion
$30 each. Six available. Aircraft
piano hinge 1ft, 2ft, 3ft lengths
$10 per ft. Also fuel caps and tank
fittings, stainless steel battery box,
Material purchased for a project but
now surplus to needs. All in as new
condition. No release notes available.
Contact Mike on mobile 0408 164
946 or Kermik@ozemail.com.au
WX-500 and TruTrack DFC 200 ATI
autopilot. Engine monitoring and
performance is with a JPI EDM 900,
the co-pilot flies a Dynon D10. A large
baggage area, superb leather interior
and Bose headsets are amongst the
other finishes. Only 237 hrs TT and
being forced to sell at much less than
component costs at $385,000 GST
if applicable as owner has moved on
to helicopters. Contact John Buchanan
0419 643 711 or
jbukes@optusnet.com.au
New, unused “Gretz” pitot
tube bracket and fittings. Refer
Spruce Part No. 10-01188 Unheated,
undrilled, unpainted, perfect condition,
located Gold Coast. Paint to suit your
aircraft colour, or chrome it. Email for
photos. Free postage within Australia.
A$85 Email bb001@aapt.net.au
0755 366624 ph 0410 605 907
QLD
LANCAIR SUPER ES The ES has
35% more wing area and tailplane
area than a Lancair 4. As such it has
very pleasant and docile handling
characteristics, allowing slow, short
field landings. The fixed undercarriage
enhances its performance for the
shorter grass and dirt strips. However,
the 310HP, IO 550N Continental,
swinging a 3 bladed Hartzell constant
speed alloy propeller, still allows a
180kt cruise and 1100 nm range
with 4 people and sensible baggage.
Nothing has been spared in building
this aircraft. It is built as perfect as it
looks. It is ready to be signed out for
IFR with Garmin 530 GPS, 420 GNC,
GMA 340 intercom, and GTX 327
transponder. The GPS’s are coupled
together and with a Stormscope
Longez- LEZ 160 hp Lyco. Recent
extensive refurb. including elec
nosewheel retract, park at any angle,
repaint, new eng./ airframe cables/
pushrods. Eng. compressions straight
77s, oil cons. 1 lt/10hrs, fitted with
new Silver Bullet comp. prop, wood
spare included. ETR 1450 hrs, TT
1150 hrs approx. ADF, VHF, Xsponder,
fuel flow, 8 function eng. readout,
garmin 150 & 196 gps. 273 lts fuel
10-15 hrs end, 1200- 1500 mile
range, PNG/NZ from east coast, 165
kts eco. cruise & very comfortable.
$80,000. More info contact Jon
Howells: jon44803@hotmail.com
Helicopter Mini 500 Helicopter
Rotax 582 fitted, assembled
and flown by LAME. Would suit
repowering for property use. Demo
DVD available. Can deliver. Reduced
to a giveaway price of $20,000.
Phone Lawrie: 07 5429 8148
Bushby Mustang II Serial no:
completed. Offers are invited for
purchase of this unfinished, LAME
built, project Advice received
indicates this aircraft is valued around
$85,000 as is. Engine, Lycoming
AEIO-360A1A TTIS 316.2. Airframe
is nearly completed and is fitted
with full instrument panel and radios
capable of IFR, full engine instrument
monitoring and fuel computer. Sliding
canopy, dual brakes, electric trims
and flaps, fixed gear with speed
fairings, full harness seat belts
and wired for Nav lights, strobes,
pitot heat. Radios: Collins Avionics
panel AMR350H, Garmin GPS Nav/
Com-GNC300, Collins Transponder
TDI950, Narco Mk12D Nav/Com,
intercom DM1000. For full details
or to arrange an inspection please
contact Howard Mason on 0417 621
655 email: masonair@bigpond.net.au
New Eggenfellner Subaru
H6 engine 200 HP. Zero time. Paid
$28,200-offers above $14,000.
Ex Tewantin. Ph: Adam Kane
0409 047 586 / 0439 742 534.
Builder Assistance available
now for RV or any Sport Aircraft. 20
yrs experience with Sheet Metal, Tube
and Fabric, Wood and Composite
structures. Just completed an
RV-7 and looking for a new project.
Everything done in-house including,
Engines, Avionics, Wiring and
Paint. References available, ph Terry
07 4168 9896 or 0408 698 235
Helicopter Kit Set Revolution
Mini 500 complete brand new. Never
assembled, $25,000. Also rotax
engine and other upgrade parts
available. P.O.A. Experienced advice
given, just phone Lawrie:
07 5429 8148
M-11-696 Unfinished project- almost
AN-BOLTS - Affordable aircraft hardware for the homebuilder
Only pay actual postage cost
All prices in Australian dollars
No minimum order
All hardware AN certified
Fast and friendly service
Save time and money
We accept orders 24/7 PHONE: 0466 286 630
Stocked in Australia
AN-BOLTS is here to service the Australian homebuilt aircraft community with the finest AN certified hardware at the lowest possible prices. As a member of
SAAA and RA-Aus, and as an active aircraft builder, I fully appreciate the satisfaction of using the right hardware for the job. I also know our frustrations about
the outrageous costs of buying and shipping that hardware to our front doors. You can now avoid this expensive obstacle and buy directly from AN-BOLTS.
32 • AIRSPORT
www.AN-BOLTS.com.au
Darren Cloutang-Crompton
SAAA #7125 - Chapter 18
RA-Aus #25866
classifieds
SA
Liquid Cooled heads for Jabiru
motor, nothing to buy, valves fitted,
radiator, manifold, all complete. Cost
7K will sell for $6,000,
ph: 0428 826 551
RV-7 Aircraft 240 hrs TTSN, Long
Range fuel tanks (7½ hours endurance
at 150kts, 230lts total). Flop tubes
in both main tanks. Aerobatic, +6/-3
G’s. Hooker five point harnesses.
Peltor noise cancelling headsets. Vox
intercom, music jack. Dual TSO’d
Icom VHF’s, Filsar ADS-B compatible,
mode S Transponder. Full Dual
controls. Engine Superior 0-360, 240
hrs TTSN, Crossover tuned exhaust,
SilverHawk Fuel Injection, Dual
LightSpeed Plazma Three Electronic
ignition, Christen Inverted Oil System,
Dual Alternators, Dual Batteries.
Prop Three Blade MT Constant
Speed 160 hrs TTSN. Grand Rapids
Dual Screen EFIS, plus EIS. TruTrak
Dual Axis Autopilot, Inputs from EFIS
GPS or Garmin 196 GPS. Hangarage
available at Redcliffe or Kilcoy.
Owner moving abroad.
$140,000 contact Geoff on
07 3351 5914
email geoff.carr@optusnet.com.au
DR107 (OneDesign) Best
Award Winning example in
Australia. 10/10 inside and out. For
details email : DR107AUS@gmail.com
GLASTAR with NSI SUBARU EJ25
engine. Auto conversion with cockpit
adjustable prop 180hp. Cruise 130kts
at 25 1/hr Avgas or Mogas. Excellent
short field characteristics Motec
engine management system. Easily
converted to a tail dragger or float
plane although it has no CofA in this
configuration. 300hrs $90,000
ono. Ph Jim 0447 783 193
CONTINENTAL O-300A
refurb + annual completed Jan 12.
1425 htr, new Silver bullet prop, ADF,
VHF, Xponder,2 x GPS, fuel flow, 8
function eng. gauge, high
compressions, low oil cons. 10hrs fuel
@160 kts, very comf. & easy to fly.
Email: jon44803@hotmail.com All
reasonable offers considered.
Limbach L2400 90 HP,
genuine 25 hrs since new, 4301
magnetos upgrade. Ready to
install. $7,900. Yes it is priced
to go. Ph: 0421331141 Email:
robertplant1775@yahoo.com.au
Airfield Property - 49% share
Sonex. TTIS 85 hours. 80HP Aerovee
engine. Taildragger. Aerobatic. Dual
controls. Tinted canopy. Microair
Radio. Grand Rapids EIS. Garmin
196 GPS. 60 litres fuel capacity. 18
litres / hour. Cruise 100kts, Polished
metal finish. $50,000 Contact
Shane Fewings. Phone 0412 537
730 Email sonex386@gmail.com
litres free air, 50 litre tank, twin cooling
fans, 2 cylinder heavy duty V twin cast
iron pump, filter regulator included,
professional quality. Purchased
brand new three months ago -NEVER
used. Cost $800 sell for $550
Van’s RV-8A 2005 RV-8A with
200 hours on the airframe, an IO360
200HP engine with 200 hours since
overhaul, 3 blade fixed pitch prop and
Lightspeed ignition on one Mag. This
aircraft climbs at 2000fpm and cruises
comfortably at 160kts indicated
on 33 litres per hour. useable fuel
is 160 litres, Its approach speed is
65 kts, stalls at 47kts and will land
on quite small strips. It is aerobatic
with plus 6 minus 4 G and a Vne of
205 kts. It is light and responsive all
for sale in small private airfield south
of Ballarat. Lots of room to negotiate.
650m grass runway and allocated
hangar. Ph: 03 5346 1493 / 0418
394 844 / andy347@skymesh.com.au
DR107 One Design project for
SONERAI 1 80% complete, new
Compressor Iron Air brand - 309
HANGAR SPACE Bachus Marsh
Airport hangar space available for 2
homebuilt aircraft. Ring Anthony
0423 242 795 or Peter 0409 435 906
NARCO AT 150 TRANSPONDER,
Engine overhauled stored some
years, but 0 hours has been bulk
stripped. Inspect before assembly,
total time 1100 hours for details
contact Bill Ph 03 5390 4230
4 blade MT Prop Brand new,
still in box. Suitable for large
engine such as Lancair IV. For sale
at $12,000 (normally $15,000).
Contact Sam on 0417 293 833
with full fuel. Fuel 39L @ 11Lph.
VH reg experimental but can be RAAAus registered. Very pleasant and fun
to fly. No vices. Cheap flying. $9,500.
Ph 0401 388 651 or 0403 849 117
TCI ENCODER, Rack, Loom, Aerial
and Instruments. Rad current when
removed asking $700.
Phone Peter Baker
03 5427 4443 or 0409 403 539
VIC
VW1600 engine, needs tank,
instruments, canopy, control cables,
for complete particulars and photos
contact Bill Ph 03 5390 4230
160 HP Longez, recent extensive
the way through the flight envelope.
Lets not forget the RV grin I am sure
you will be wearing after each flight.
I will take anybody up for the cost
of the fuel. Business commitments
force a reluctant sale. Ring Steve
0419 553 555. Phone number
amended or email austgradepl@
optusnet.com.au for photos and
details. Priced at $138,000 ono.
Glastar VH-MSK. TT 390 hours.
Subaru 2.5 ltr 190 hp with cockpit
adjustable prop. 130 kt cruise at 24
ltr/hr. 250 lbs baggage. Stall 42kt.
Good short field performance. Always
hangared, location Bacchus Marsh.
Reluctant sale by owner/builder. Priced
for quick sale due illness. $75,000 ono. Ph Ken (03) 9336 7061
RV-9/9A empennage kit
landed cost $2,300. Asking $1,400
Note: If all items purchased will
include the 9A empennage kit for
$900. Call Keith 0408 333 978 or
email heirloom@bigpond.net.au
sale. Less than 50% complete,
perfect SAAA project. On the wheels
with brakes. Canopy, fuel tanks,
engine mount. Fabric complete and
ready for paint. This project owes
me at least $25K but make me
an offer. Ph: 0418 546 397 email:
simon.bromiley@bigpond.com
WANTED
SA RV-4 rod gear main
undercarriage legs. New or used.
Contact James 0428 826 290 or
overlandhomes@dodo.com
Sonerai II L S fuselage or
partially completed project. Contact Bill
at idavant@yahoo.com.au
VIC Hangar Space at Bacchus
Marsh Aerodrome for Lancair.
Must have concrete or sealed
apron. Phone 0412 359 320.
EVan’s VP-1A VOLKSPLANE
VH-EVP for sale. Always hangared
Melbourne. Superb condition. 53
hours TT. VW1600. Cruise 65 kts.
Empty 236kg Max 348kg. Load 83kg
AIRSPORT • 33
SAAA contacts
National Technical Manager
Mark Rowe
Narromine NSW 2821
Mob 0403 307 363
mark.rowe@saaa.com
Training & Admin of APs
Darren Barnfield
Hastings VIC 3915
Tel 03 5979 1501
Fax 03 5979 1526
darren.barnfield@saaa.com
MPC/Training Coordinators
New South Wales Ken Garland
nswstatecoordinator@saaa.com
Mob 0417 244 059
Victoria
Brian Ham
vicstatecoordinator@saaa.com
Mob 0417 464 866
Queensland
Peter Leonard
qldstatecoordinator@saaa.com
Mob 0417 758 272
Western Australia
Fred Moreno
wastatecoordinator@saaa.com
Mob 0488 336 905
CASA Authorised Persons
Jim Williams
Albury NSW
(Albury area only)
Tel 02 6021 5818
Martin Ongley
Kings Park NSW
Mob 0438 014 877
David Tennant
Wyongah NSW
Mob 0410 491 866
Peter Lewis
Elanora QLD
Mob 0439 714 617
Howard Mason
Elanora QLD
Tel 07 5534 8276
Brian Turner
Boolarra South VIC
Mob 0429 172 740
btvair@wideband.net.au
Darren Barnfield
Hastings VIC
Tel 03 5979 1501
Robert Hannington
Lower King WA
Tel 08 9844 7046
Colin Morrow
Manning WA
Tel 08 9450 2130
Bill Keehner
Mt Pleasant WA
Tel 08 9364 7690
34 • AIRSPORT
Technical Councillors
New South Wales & ACT
5 John Griffin
Bangor
Tel 02 9543 8404
Mob 0409 654 298
jreggriffin25@optusnet.com.au
1 Rick Harper
Bohnock
Mob 0416 041 007
rjwh@skymesh.com.au
23 Barry Wrenford
Bombala
Tel 02 6458 3583
wrenford@snowy.net.com
Karl Ahamer
Bowral
Mob 0411 290 472
kahamer@bigpond.net.au
4 Chris Byrne
Bowral
Mob 0414 603 644
jack.byrne@bigpond.com
4 Ken Garland
Camden
Mob 0417 244 059
ken@garlandaerospace.com.au
George Louez
Coffs Harbour
Tel 02 6651 8701
5 Grant Piper
Coolah
Mob 0438 890 242
grant.piper@wideband.net.au
38 Philip Goard
Cowra
Tel 02 6342 9300
Tel 02 63411635
info@brumbyaircraft.com.au
37 James Ball
Deniliquin
Tel 03 5812 0079
Mob 0428 743 450
jtball@iinet.net.au
4 Peter Bowman
Figtree
Mob 0429 130 340
pean.bow@bigpond.net
5 Robert Redman
Floraville
Mob 0418 570 768
rlredman@bigpond.com
1 Geoff Shrimski
Frenchs Forest
Mob 0414 400 304
scuba@bigpond.net.au
John Paul
Goulburn
Mob 0425 269 414
ausflybaby@yahoo.com
Andrew Sieczkowski
Grafton
Mob 0408 573 130
andyski@exemail.com.au
26 Lou Szabolics
Hawker
Mob 0411 850 383
lsz77272@bigpond.net.au
Barrie Bishton
Kempsey
Mob 0439 864 023
26 Kim Jones
Monash
Tel 02 6291 9377
kim_jones@optusnet.com.au
11 Martin Ongley
Kings Park
Mob 0438 014 877
martin.ongley@saaa.com
David Baker
Latham
Tel 02 6254 9475
Mob 0427 317 109
dragonflydbl@gmail.com
7 William Coote
Laurieton
Tel 02 6559 9953
bill@becominghealthy.com.au
23 Drew Done
Merimbula
Mob 0409 833 646
dj.done@bigpond.net.au
38 John Wakefield
Moore creek
Tel 02 6760 8010
attungaz@bigpond.com
38 Mark Rowe
Narromine
Mob 0403 307 363
mark.rowe@saaa.com
23 Rex Koerbin
Pambula
Tel 02 6495 1296
Mob 0408 138 409
rexavia@merimbulaaircraft.com
11 Ian Goldie
Port Macquarie
Tel 02 6582 4343
irgoldie@optusnet.com.au
11 Ubair Rehmanjan
Prestons
Mob 0410 598 285
ubair@hotmail.com
40 Tony Middleton
Springvale Heights
Tel 02 6922 4990
a.middo@bigpond.net.au
38 Terry Ryan
Taree
Tel 02 6551 2401
ryanaviationservice@
bigpond.com
38 Paul O’Connor
Temora
Mob 0427 090 087
vhpoc@hotmail.com
1 Keith Bridge
Terrey Hills
Mob 0417 290 814
Tel 02 9486 3034
kbaero@cherry.com.au
40 Malcolm Bennett
Wagga Wagga
Tel 02 6922 4917
Mob 0423 101 855
bennettbuilt@internode.on.net
Queensland

36 Daryl Grove
Aitkenvale
Tel 07 4775 1604
grovedj@bigpond.net.au
15 Mike Roselt
Applethorpe
Mob 0417 706 827
fay.roselt@bigpond.com
34 Laurie Wincen
Atherton
Mob 0408 725 050
lauremal@aanet.com.au
22 Graeme Humphreys
Beerwah
Tel 07 5494 9582
Mob 0439 400 884
graeme.humphreys@saaa.com
Robert Veale
Bokarina
Tel 07 5493 5221
raveale@optusnet.com.au
Craig Aitken
Boonah
Tel 07 5463 4037
mcaiken1@bigpond.com
Mike Horneman
Boondall
Tel 07 3216 2276
Mob 0434 530 515
rv6mjh@bigpond.net.au
Geoffrey Hook
Bundaberg (North)
Mob 0428 652 165
annieinport@hotmail.com
34 John Atkinson
Cairns
Mob 0427 534 806
long_lej@tpg.com.au
34 John Martin
Cairns
Mob 0419 536 668
j-martin@bigpond.net.au
Lance Sandford
Dundowran
Tel 07 4128 6015
Mob 0425 715 781
sandford@melbpc.org.au
34 Darren Jones
Edmonton
Mob 0432 575 824
cbar@aol.com.au
15 Paul Smith
Ferny Hills
Mob 0419 641 853
pk.smith@bigpond.net.au
21 Martin Hone
Gatton Airpark
Mob 0419 368 696
aerobiz1@gmail.com
Peter McDougall
Haliday Bay
Mob 0408 345 507
qiepl@bigpond.com
19 Brian Hunter
Maudsland
Mob 0416 069 151
brian.hunter@saaa.com
SAAA contacts
00 > Chapter number
19 Gary Spicer
Hope Island
Mob 0402 822 907
dreamtime99@ngvemail.com
15 Terry Grace
Kenmore
Tel 07 3878 6447
Mob 0488 141 415
terry.grace@bigpond.com
36 Benjamin Bowden
Longreach
Tel 07 4658 3193
Mob 0427 682 211
blbowden@tpgi.com.au
15 John Gross
Mt Cotton
Tel 07 3206 6151
johnandjude@bigpond.com
15 Peter Karanges
Sunnybank Hills
Mob 0407 453 933
designt@bigpond.net.au
34 Tony Ilyes
Tully Heads
Mob 0408 797 228
ilyesent@bigpond.com
South Australia
39 Paul Holaj
Nairne
Mob 0408 008 379
pn-holaj@bigpond.com
25 Mick Hart
Port Lincoln
Mob 0407 424 607
mcdkhart@gmail.com
25 Kevin Warren
Port Lincoln
Tel 08 8684 2093
Mob 0428 842 092
kev.marg@hotmail.com
39 Bruce Deslandes
Whyalla
Mob 0414 263 180
b.des@bigpond.com
Tasmania
Mick Cuppari
West Hobart
Mob 0400 183 711
cuppari@netspace.net.au
Victoria
Peter Schafer
Balwyn
Mob 0425 837 055
schaferpj@gmail.com
Brian Turner
Boolarra South
Mob 0429 172 740
btvair@wideband.net.au
21 Bruce Towns
Braeside
Mob 0408 326 260
brucetowns@bigpond.com
21 John Cartledge
Dingley
Mob 0419 883 123
urecomps@bigpond.net.au
20 Chris McGough
Doreen
Tel 03 9717 4851
Mob 0409 882 215
vhmum@bigpond.com
21 Robert Taylor
Ferny Creek
Mob 0428 324 731
rwtaylor@bigpond.com
21 John Livsey
Hampton East
Mob 0448 020 446
john.livsey@saaa.com
21 John Stephenson
Hampton East
Tel 03 9553 5075
JFS2@bigpond.com
20 Frank Deeth
Heathmont
Mob 0408 559 866
tr.9@westnet.com.au
Rod Shearer
Huntly
Tel 03 5448 8669
Mob 0419 717 212
rybuck@iinet.net.au
20 Ken Wickland
Keilor
Tel 03 9336 7061
glastar@bigpond.com
20 Norm Edmunds
Kyneton
Mob 0407 098 242
idgara.aviation@bigpond.com
20 Rodney Thynne
Melton
Mob 0402 227 607
rodneythynne@yahoo.com.au
20 Daniel O’Sullivan
Monegeetta
Mob 0417 409 996
bernice.dan@bigpond.com
21 Stuart Trist
Mordialloc
Mob 0410 561 371
stuart.trist@esa.edu.au
18 Len Dyson
Newport
Tel 03 9391 2193
p51mustang@
optushome.com.au
Peter Austin
Oak Park
Tel 03 9306 1090
21 Robert Barrow
Oakleigh South
Tel 03 9558 0598
bobbarrow@bigpond.com
20 Peter Pendergast
Ocean Grove
Mob 0418 129 222
ppen@live.com.au
21 Arthur Stubbs
Port Fairy
Mob 0419 357 648
vhxsi@aussiebb.com.au
21 Graeme Coates
Richmond
Mob 0417 108 427
coatbeam@melbpc.org.au
21 Brian Ham
Templestowe
Mob 0417 464 866
brian.ham@bigpond.com
Rob McAnally
Templestowe
Mob 0418 172 150
rsmcanallyrv6@gmail.com
Western Australia
24 Lindsay Danes
Success
Tel 08 9414 1122
lindsayd@primus.com.au
Northern Territory
35 Albert Poon
Casuarina
Mob 0417 562 069
albertpoon@y7mail.com
Flight Advisor & Test
Pilot Coordinator
13 Brian Holman
Albany
Keith Engelsman
Mob 0429 844 419
Grenfell NSW
bmholman@
Tel 02 6343 3292
australiaonline.net.au
Mob 0409 076 277
16 Bo Hannington
xtp@activ8.net.au
Baldivis
Tel 08 9524 2000
SAAA Pilot Advisors
Bo@elbo.com.au
Gordon Johanson
Robert (Bob) Redman
Baldivis
Floraville NSW
Mob 0419 043 161
Tel 02 4947 0768
Gordon-jane@telstra.com
Mob 018 570 768
24 Peter Nelson
rlredman@bigpond.com
Baldivis
Andy Ski (Andrew
Mob 0418 949 943
Sieczkowski)
peter.nelson6@bigpond.com
Grafton Area NSW
Murray Cohoe
Tel 02 6642 1104
Bentley Park
Mob 0408 573 130
Tel 08 6250 0421
andyski@exemail.com.au
murray.cohoe@
Gary Spicer
bentleyparkestate.com.au
Hope Island QLD
24 Mike Fletcher
Tel 07 5514 2196
Bunbury
Mob 0402 822 907
Mob 0408 090 438
gary.spicer@saaa.com
mikefletcher@dodo.com.au
Peter McDougall
Colin Morrow
(Helicopters)
Como
Haliday Bay QLD
Mob 0412 069 490
Mob 0408 345 507
colinm@space.net.au
qiepl@bigpond.com
13 Fred Moreno
Jon Johanson
Denmark
Goolwa SA
Tel 08 9848 1431
Mob 0419 554 656
frederickmoreno@bigpond.com
info@flymore.com.au
10 Terry Doe
Keith Hartley
Eaton
Tennyson SA
Mob 0437 256 229
Tel 08 8356 5198
terrdoe@gmail.com
Mob 0416 084 069
24 Andy George
tarnish7@iprimus.com.au
Kalgoorlie
Aub Coote
Grovedale VIC
Mob 0418 920 404
Tel 03 5241 1605
andy.george@rapallo.com.au
Ralph Burnett
William Keehner
Albany WA
Mount Pleasant
Tel 08 9842 8963
Mob 0417 972 090
Mob 0427 200 673
wkeehner@bigpond.net.au
burnett@comsweat.net.au
13 Noel Stoney
John Chesbrough
Redmond
South Perth WA
Mob 0447 453 242
Tel 08 9389 4994
nrstoney@bigpond.com
Mob 0407 446 869
24 Peter Cash
Laurie Baxter
Riverton
Wilson WA
Mob 0447 560 928
Tel 08 9451 1106
bee@bee-engineering.com
ebaxter@iinet.net.au
AIRSPORT • 35
>> continued from page 18
all cylinder monitor comes in handy. Switch
one mag off and watch all the EGT’s, they
should ALL start rising, none falling. Back to
both if you really want to, and then check the
other. Again all EGT’s should rise. If any fall or
flicker around you now know you have a weak
plug, you know which cylinder and on which
mag. If you use a LAME he will be impressed
you can say No3 on the left mag is crook! If
you do your own plugs, refer last month’s
article. Lastly cycle the prop if you have a
CSU, do it once, not twice, or three times,
just once. Only exception is some engines,
radials generally that need a couple, but these
will be documented. Reduce RPM back to
around 1100 and lean back till you get that
same RPM rise you had at start up. And this is
VERY IMPORTANT, read that bit again please.
the others it will show a faulting cylinder on
both mags, a bit like both plugs being weak,
because it is just shutting down – no power
generated. On the Rich side, at Full Rich, you
might see a slightly higher EGT, but not as
much, and it will not run rough on either
mag. In this case alone a LOP mag check is
demonstrably better than ROP. Not to say you
could not use a lean test and a rich test to
validate a diagnosed fault by comparing the
results, however in the first instance, on the
lean side is a better place to be. We could fill
many pages on these things alone, so here
is another good reason for investing in some
education. Did I hear you say….APS seminars?
So we have lined up, rolled and left the bounds
of earth, and we pass through 700-1000’.
Enough time for the EGT probes to catch up
and stabilise. We take note of an EGT, any
cylinder will do, No. 1 is at the top so it is an
All other checks done taxi to the runway, line
easy target, and we remember this number.
up, boost pump on mixtures rich, you are
We will talk about this more in the next edition,
ready to go. Now I make this my line up check,
but let’s just follow this for now, and call this
all others done prior, but on lining up, it is
our Target EGT. This is the reference we use
second nature to do “boost pump on mixtures
throughout the climb. If that engine state
rich”, I even say it out aloud. Get into this habit
was good for take-off at sea level, full rated
and you will never forget. Some of you are
power, this is what we want all the way to Top
reaching for your keyboards right now to give
of Climb. Unless there is a limitation in section
2 of a POH, do nothing. Only exception
could be noise abatement, but really I
“We are wasting fuel at close
mean do nothing, fly. Every two thousand
to twice the rate we should...”
feet lean back to the target EGT, keep
climbing. Level out, reduce RPM to
me a nasty email about “what if you forget to
a smooth setting 2200-2300 maybe 2500,
go full rich, you will take off and destroy your
whatever suits your mission and where your
engine with detonation”. Now, ease up there
engine is happy, then lean to a LOP setting
on that email partner! Did you do EXACTLY
appropriate to your power being developed.
as I said? If in doubt please read from the
We can discuss this more too next time, but for
beginning again, but you will notice that at
now just trust me; I hope that is OK with you!
all times you will be aggressively leaned, even
It is now time to descend, pull off some RPM,
after the run up, and what happened when
point the nose over and touch NOTHING. If
you advanced the throttle to 1700 for the run
the Rate of Descent you need is pushing your
up? The engine wanted to stop. So what do
IAS up into the yellow, pull back the throttle,
you think will happen if you try to take off with
but that is all. As you get much lower your
the mixture still leaned where I explained? You
fuel air system may not be quite up to it and
will not go anywhere, but you will remember
the engine may be getting a little rougher, so
to switch the pump on and push the red knob
then and only then tweak that red knob just
in now. Again, does everything it should and
a fraction to smooth it out again, do not go
nothing it shouldn’t! On the other hand if you
do what I see some people do, you can take off dumping the mixture forward. That will be
wasteful and clogging up the combustion
partly leaned, detonation city! And CHTs out of
chamber, undoing all that good work we
control, and they may not notice, but she will
have done. Join the circuit as you normally
go alright, better than ever, but not forever!
do, pulling off throttle as required, boost
Don’t believe me? Go try it for yourself, email
pump on, gear down, flap etc. and line up
or phone me if what I describe does not work.
to land. I have not gone full rich or full rpm.
Why should I? Remember my saying, “do
Of course there is more you can tell by doing
everything it should and nothing it shouldn’t”.
mag checks LOP and with an EMS. Things
This setting satisfies this, the old Rich Fine
like induction leaks can be spotted. Partial
Green does not. So we land, roll out and taxi
throttle means more air pressure outside your
to the hangar. Now pull the mixture to Idle Cut
intake tubes than in, ambient air pressure
Off. Nice clean plugs from start to shut down,
being 29.9”hg and your MP gauge showing
cooler CHTs, and we have done everything
14”hg any leaks will cause ambient air to
we should and nothing we shouldn’t.
be sucked in unmetered and with less fuel.
When doing a ROP mag check this leak shows
I can tell some of you are reaching for that
up on the monitor with a higher EGT than
email address again, dreaming of the moron
normal on both and runs smooth, but when
who pulls out onto the runway in front of you,
LOP and that cylinder will be far leaner than
36 • AIRSPORT
and thinking “What about the GO AROUND?”,
and I would ask, what about it? What is the
big deal? After swearing at him under your
breath, you are still flying quite safely at VSx1.3
so how much power do you need to execute
a go around? Not much more for a start, and
if you want to keep everything under control
and a good view of the offending aircraft, you
do not want to slam everything forward at
all. So the new procedure you adopt is Red
Knob, Blue Knob and lastly Black Knob. And it
takes under two seconds to do this gently. In
this time very little has changed, and you are
set up for a gradual power application while
re-trimming and flap reducing. Now if you
can’t cope with this, and you land full rich,
you will then need to remember to lean out
again, but why make it harder on yourself?
So too much of a good thing is indeed a bad
thing. It costs you money in fuel, service costs,
extra heavy maintenance, and worst of all,
you will be paying far more of Julia’s carbon
tax than you have to, and I would argue any is
too much, but let’s save that for another day!
I can hear the folk with carburettor engines
throwing their magazines down in disgust
saying all this guy talks about is injected
engines and constant speed props. Well
the good news is your spark plugs and your
fuel molecules cannot tell the difference
so all this applies to you too. Yes even
running LOP, and I can talk about that next
time. The myth that carburettor engines
can’t do it is exactly that, a myth, and with
some clever tricks and knowledge, you can,
and an engine monitor certainly helps.
Enough for this edition, if anyone has any
questions, or does not believe or follow
the science behind this article, please write
to me. I will do my best to include your
questions (anonymously if you prefer) in a
brief segment before the next article. You
might ask something others want to ask but
are too scared to, please email me at david.
brown@saaa.com and I will see what I can
do! These articles will be placed on the new
website forum, and open discussion can
be had there as well. I promise next issue
to talk more about running carburettor
engines efficiently too! It can be done.
David Brown
Please note: while these articles are written based
on data backed scientific facts dating back to the
1950s, you should always consider any limitations
placed on your engine by the manufacturer.
Please note LIMITATIONS. Most manuals do
not go to the trouble to produce educational
material and hence lack detail. Please consider
taking further education if you are unsure of
anything written above. The best source for
education is www.advancedpilot.com and for
more interesting engines like radials some of the
old P&W books etc are available to purchase.
Chapter contacts
New South Wales
Chapter 1
Sydney North
President: Steve Brown
North Sydney
Mob 0412 339 975
stevie@bigpond.com
Meetings: Third Wednesday of
each month at 7:30pm - rotates
amongst members’ projects.
Chapter 2
Camden
President: Graham Johnston
Mob 0417 985 200
chapter02@saaa.com
Meetings: Second Wednesday
of each month, rotates
Chapter 4
South Coast
President: Peter Bowman
Figtree
Tel 02 4229 5350
Secretary: Philip Ayrton
payrton@bigpond.net.au
Meetings: Last Monday
night of each month
Chapter 5
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Brooklyn Central Coast
Mob 0418 757 383
dean.nesbitt@gmail.com
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Nambucca Heads
Tel 02 6569 9484 (ah)
chapter06@saaa.com
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President: Bill Coote
Tel 02 6559 9953
billcoote@tsn.cc
Meetings: First Friday of
each month, Hasting’s
District Flying Club
Chapter 11
North-West Sydney
President: Ian Woodhead
Cherrybrook
Tel 02 9856 2703 M
0404 830 634
ian.woodhead@kordia.com.au
Meetings: Second Tuesday
of each month, rotates
amongst members.
Chapter 23
Frogs Hollow NSW
President: Drew Done
Merimbula
Tel 02 6495 9484
chapter23@saaa.com
Chapter 37
Southern NSW
President: Jarrod Clowes
Mob 0428 811 884
chapter37@saaa.com
Chapter 38
Western Plains
President: Daniel Compton
Tel 02 6884 8887
Mob 0409 944 619
xtp@activ8.net.au
Chapter 40
Wagga & District
President: Malcolm Bennett
Wagga Wagga
Tel 02 6922 4917
Mob 0423 101 855
bennettbuilt@internode.on.net
Secretary: Tony Middleton
Tel 02 6922 4990
Australian Capital Territory
Chapter 26
Monaro ACT
President: John Morrisey
Gilmore
Mob 0419 260 740
john.morrissey@csiro.au
Meetings: Third Sunday
afternoon each month, rotates
Victoria
Chapter 14
Latrobe Valley
President: Terry Fisher
Newborough
Mob 03 5127 5765
chapter14@saaa.com
Chapter 18
Melbourne
President: David Zemel
Yarraville
Mob 0412 778 120
chapter18@saaa.com
Chapter 20
Kyneton District
President: John Bridges
Riddells Creek
Secretary: Terry Dovey
Tel 03 5428 7054
Mob 0412 485 215
chapter20@saaa.com
Chapter 21
Moorabbin
President: John Livsey
Mob 0448 020 446
chapter21@saaa.com
Meetings: Fourth Wednesday
of the month at 7.30 pm, South
Oakleigh Club, 1 Victor Rd (Cnr
Clifton St) East Bentleigh.
Chapter 27
Tyabb Victoria
President: Darren Barnfield
Hastings
Tel 03 5979 1501
Mob 0408 351 309
chapter27@saaa.com
Meetings: Third Sunday
each month
Queensland
Chapter 25
Port Lincoln SA
President: Michael Hart
Port Lincoln
Tel 08 8682 1977
chapter25@saaa.com
Chapter 39
Adelaide
President: Paul Holaj
Secretary: Patrick Pulis
Mob 0408 008 379
chapter39@saaa.com
Meetings: Workshop visits
Chapter 15
Queensland
President: Peter Karanges
Western Australia
Sunnybank Hills
Tel 07 3345 3933
chapter15@saaa.com
Chapter 10
Meetings: First Thursday of each
South West WA
month at 8:00pm, Clubhouse,
President: Peter Bairstow
Beattie Road Archerfield
Contact: Bob Main
Mob 0419 806 624
Chapter 19
chapter10@saaa.com
Gold Coast
President: Robert Fraser
Chapter 13
Hollywell
Albany District
Mob 0429 200 098
President: Joe Lacerenza
Secretary: Stanley Lewis
Albany
Mob 0414 960 872
Mob 0422 712 983
chapter19@saaa.com
glaceren@bigpond.net.au
Meetings: Notified to
Secretary: Randall Wiggins
members via email
Mob 0417 956 700
rlwiggins@westnet.com.au
Chapter 22
Sunshine Coast
Chapter 16
President:
Serpentine
Graeme Humphreys
President: Bo Hannington
Caboolture
Baldivis
Secretary/Treasurer:
Tel 08 9524 2000
Peter Pretorius
Mob 0427 044 156
Mob 0413 484 963
chapter16@saaa.com
peterfly@bigpond.com
Meetings: 3rd Sunday May,
Chapter 24
Jul, Sept, Nov, Jan, Mar
Jandakot
Secretary/Treasurer:
Chapter 34
Peter Mulhern
Far North QLD
Orange Grove
President: John Martin
Mob 0418 923 837
Cairns
ogiwa@bigpond.com
Tel 07 4033 5448
j-martin@bigpond.net.au
Chapter 36
Central QLD
President: Anthony Baldry
Airlie Beach
Mob 0427 267 237
chapter36@saaa.com
South Australia
Chapter 17
Pallamana Murray Bridge
President: Don Fraser
Norwood
Tel 08 8363 3920 (ah)
Northern Territory
Chapter 35
Northern Australia
President: Vern Taylor
Anula, Darwin
Secretary: Christopher McKay
Mob 0418 898 899
chapter35@saaa.com
Meetings: Last Saturday of
the month, venues vary.
AIRSPORT • 37
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38 • AIRSPORT
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“LET at AUSF
’S TA
LK” LY
AIRSPORT • 39
BERT FLOOD IMPORTS
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