March 2013 - Sport Aircraft Association of Australia

Transcription

THE MAGAZINE OF THE SPORT AIRCRAFT ASSOCIATION OF AUSTRALIA
MARCH 2013
in this issue:
55 YEARS OF DREAMS
BUILT AND FLOWN
SAFETY REPORT: FIRST LINE OF DEFENCE
ENGINE MANAGEMENT 101
TECH TALK
ARE YOU A BIT TOEY?
CHAPTER CHATTER
BUILDERS’ LOG
partners in Aviation Safety
apply for your SAAA
Carnet Card now!
AIRSPORT • 1
Get on board the
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.”
Martin Ongley
Hon National President
Colebee NSW
Mob 0438 014 877
martin.ongley@saaa.com
David Brown
contents
President’s Report
05
From the Editor
07
Calendar of Events
08
New Members
08
Vice President’s Report
09
Safety Report
10
Tech Talk
12
55 Years of Dreams Built & Flown
13
Chapter Chatter
17
Are You a bit Toey?
20
Engine Management 101
22
Builders’ Log
26
Make your Airport a Community Asset 30
Classifieds
32
Chapter Contacts
35
SAAA Contacts
36
SAAA Membership Information
38
cover: Recently completed RV-7 built by Hugh
Ragg, photographed at Southport Flying Club.
P h oto : J OH N K E E N
BUILD FLY &
EN
Y
JO
AM
Geoff Shrimski
Hon National Secretary
Frenchs Forest NSW
Tel 02 9452 2428 Mob 0414 400 304
geoff.shrimski@saaa.com
Anthony Baldry
Hon National Treasurer
Airlie Beach Qld
Mob 0417 555 328
anthony.baldry@saaa.com
Brian Hunter
National Councillor • Technical Manager
Maudsland Qld
Tel 07 5502 9940 Mob 0417 555 030
brian.hunter@saaa.com
Graeme Humphreys
National Councillor • TC Coordinator • AP Coordinator
Beerwah Qld
Tel 07 5494 9582 Mob 0439 400 884
graeme.humphreys@saaa.com
John Livsey
National Councillor • Safety Coordinator
Hampton East VIC
Tel 03 9532 2442 Mob 0448 020 446
john.livsey@saaa.com
Shirley Harding
National Councillor • Communication Coordinator
Mundijong WA
Mob 0459 555 025
shirley.harding@saaa.com
Mike Horneman
S
E
YO U R D R
Hon National Vice President
AUSFLY and Fuel Member Benefit Scheme Coordinator
Brisbane Qld Mob 0416 223 194
david.brown@saaa.com
National Councillor • Technical Team
Boondall Qld
Mob 0417 931 872
mike.horneman@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
Jarrod Clowes
National Councillor • IT/Business
Deniliquin NSW
Mob 0428 811 884
jarrod.clowes@saaa.com
Paul Holaj
www.saaa.com
SPA 13001
Editor Ryan Keen
Art Director John Keen
email airsport@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 • Chapter Coordinator
Nairne SA
Mob 0408 008 379
paul.holaj@saaa.com
AIRSPORT • 3
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president’s report
Welcome to the first edition of Airsport
for 2013. I hope that you all managed
to get some time over the Christmas
& New Year holidays to either do
some building on your project, or
enjoy flying your dream machines.
Martin Ongley
“
“
we continue to
add amateurbuilt aircraft to
the VH Register
at a good rate
with currently
just over 1400
amateur-built
fixed wing
aircraft…
For those that installed new avionics &
electronics I hope the smoke tests went
well and you were able to decipher the
instruction manuals and now know how the
new electronic gizmos in your instrument
panel work. I know of a few planes that had
their maiden flights during this period –
congratulations to all of you that have made
that giant leap for mankind. If you are doing
this for the first time, you join a select group
of people who have flown in something they
built themselves – well done & welcome to
the world of those people that have immense
pride in flying something they created.
As I write this, we are suffering some
record heat-wave conditions and there
are fires burning out of control in many
areas. For those of you that were affected
by the bush fires, I wish you all the best
as you try to rebuild. I can only imagine
the heartbreak you are feeling right now
and hope that you can find the inner
Aussie strength as you rebuild your lives.
CASA Exposition
As we move into 2013 we look forward to
the challenges that we will face and the
rewards that plenty of hard work will bring.
Your Tech Team members & our team of air
ops volunteers have been very busy drafting
documents, throwing them in the recycle bin
and redrafting them again. Many hours have
gone into putting together an exposition to
CASA on how we plan to carry out biennial
flight reviews and transitional training in
our SAAA members’ aircraft. By the time
you read this, the documents will hopefully
be sitting in the CASA offices being reviewed
by their teams and closely scrutinized. We
will keep you posted on developments.
CAAP 42ZC-2(0)
A new CAAP has been issued which is
very important for anyone who conducts
maintenance of amateur-built aircraft.
Please if you haven’t done so already,
download the latest version (as it’s likely
to be a dynamic document with a few
revision changes along the way), from the
CASA website www.casa.gov.au and have
a good read of it. The CAAP is advisory in
nature & points you to a number of other
documents – ACs, AIP Gen, CAOs, CARs
1988 & CASRs 1998, so you will be doing
quite a bit of reading if you download the
lot. Please take the time to read it and send
me your thoughts on the matter as there are
a few good things contained in it and a few
thorns too. I need your opinions on the CAAP
& its contents to share with our colleagues
at CASA, so please get reading and then
write to me at martin.ongley@saaa.com
Expiring CASA Instruments
Please also be aware that we have a couple
of important CASA Instruments expiring in
this first part of the year that many of you
will have been using - Ex 146/11 and Ex
11/11 will have both expired by the time you
read this, so you need to get on the CASA
website and download their replacements
as you will need to quote the replacement
instrument numbers in your aircraft log
books when certifying for maintenance and
when issuing your Maintenance Releases.
Do not forget it remains a pre-requisite for
you to have completed an SAAA MPC (or
equivalent) course before you can exercise
the privileges of your maintenance authority.
Avalon Airshow
Depending on how far down you are on
the Postie’s list (we give all of our Airsport
magazines to a single Postie who rides his
little red motorbike all over Australia to
deliver it to our readers you know…), you
may or may not get this magazine before
Avalon Airshow. If you do get it before the
show, (public days 1-3 March 2013) details at
www.airshow.com.au/airshow2013/
then come along and see our static display
at the airshow and have a chat with our
enthusiastic volunteers. If you get it after
the airshow I hope that you arrived back
home safely and that you enjoyed the show.
Wings Over Illawarra
The SAAA will again be active participants
in the Wings Over Illawarra event. This year
it is scheduled for Sunday 5th May 2013
with this year’s theme “Celebrating Naval
Aviation” - if you can make it to Wollongong
for the day you won’t be disappointed.
The local Chapter guys would like some
help organising the aircraft marshalling
& parking, so if you are available to help
out, drop me a line and I will pass on your
details to the guys organising the event.
cont. >>
AIRSPORT • 5
>> president’s report
Ausfly 2013
Preparations for Ausfly 2013 are well
underway now, with the team starting to
knuckle down to some serious work. Jon
Wachman, Murray Fedderson & David
Brown make up our core team, but the
event will require many more volunteers
if it is to be a success. You can let us know
how you can help out at the event by
writing to Jon at ausfly@saaa.com
The dates have been set for the weekend
of 13th-14th September 2013 with more
courses / events happening around the
main dates. As information becomes
available it will be posted on our websites
www.saaa.com & www.ausfly.com.au
As before, we will be throwing the doors
open to other aviation enthusiasts and
will be working with other aviation
groups to bring you a great weekend
of flying activities, static displays and
trade exhibitors. Put the dates in your
diary and start making plans to be
there, you’ll kick yourself if you miss it.
The Year Ahead
2013 promises to be a very busy year
for the SAAA. With the support of the
members & a growing membership
base we continue to add amateurbuilt aircraft to the VH Register at a
good rate with currently just over 1400
amateur-built fixed wing aircraft on
the register (plus a few rotary wing
aircraft too). Not all of these aircraft
belong to SAAA members, but a good
percentage do and that’s a good thing
as we are able to help those people
enjoy their chosen hobby in relative
safety through education & peer group
support when compared with others
that choose not to belong to the SAAA.
The SAAA will be working to gain extra
privileges as well as maintain our current
authorisations with CASA. This relies
on each and every one of you doing the
right thing and following the guidelines
laid down by the regulator. If there’s
something you don’t like – don’t ignore
it or break the rules – we have to work
smart here and work with (not against)
CASA to find solutions to the issues.
AFR/Transitional Training
Project Progress
I have approved some spending from
the annual budget to go towards
funding some training for our air-ops
team, which with the blessing of CASA
should be an investment in the future
6 • AIRSPORT
of the SAAA by being able to conduct
transitional training and biennial flight
reviews in suitably equipped members’
aircraft. I hope that our faith is rewarded
and that when/if it becomes available,
many of you will use the service as it
becomes available in your area. It’s
all very exciting, but still conditional
on CASA accepting our proposals, and
there is a lot to be sorted out yet, so
don’t chew anyone’s ear off if it doesn’t
happen as soon as we would like – we
have to take little steps first and we are
doing plenty of those right now – let’s
hope they are in the right direction.
high for some, but I think everyone that
is part of Flight Club knows that the price
you pay to get there is paid back tenfold
once you have done it. The price of
joining the SAAA is low in comparison–
especially when you consider what you
get back in return. Please chase up a
new member or two today – I want to see
more of you flying your dream aircraft.
Develop an Open Culture
of Reporting Incidents
Until next time, safe flying & blue skies
I also need you to share with us any
technical issues/accidents/incidents you
have, so that we can prevent another
accident or incident before it occurs.
Please use the IRIS platform on the SAAA
website www.saaa.com or if you find that
all too hard because it was designed for
20 something IT whiz kids, simply send
us an e-mail, or letter, with as much
information as possible about the event
to SAAA HQ at PO BOX 99, Narromine,
NSW 3821 or enquiries@saaa.com
The information will be de-identified
and used to help improve the safety
of others, so please do the right thing
– you just might save someone’s life.
Flight Club
To paraphrase the movie “Fight Club”
where the first rule about fight club is that
“you don’t talk about fight club!” Well
the SAAA is completely the opposite with
its Flight Club – the first rule about Flight
Club is that you “tell everybody about
Flight Club” and I mean everybody. It’s
OK to tell people more than once about
the planes that we fly, why we build them
and how much fun you have doing it.
Bore them with photos of places you’ve
flown to, videos of great aerobatics you’ve
flown, holiday snaps of the sun setting
over the horizon in some outback town
that would have taken you a week to
drive to but you flew there in three hours,
your new GPS, all the features of your EFIS
& Autopilot – bore the pants off them.
The more people that know about the
SAAA & what we do, the more chance we
have of getting them as a member and
have them join the SAAA “Flight Club” –
the select few who have taken to the air
in something they have built themselves.
The cost of membership to Flight Club is
I will sign off with some words of
wisdom from an American Naval
Fighter Pilot – “Always remember that
the ground has a POK (probability of
kill) ratio of greater than one if you
approach it at the wrong angle!”
Martin
Martin Ongley Hon National President
A Late Addition…
As if it’s not enough for our colleagues
in the southern & western states to be
feeling the effects of out of control fires, I
now have been given yet another lesson
in the raw power of Mother Nature. The
after effects of cyclone Oswald passed
down the east coast of Australia leaving
behind a trail of destruction caused by
mini tornadoes and severe flooding from
record rainfall that it has left behind. If
you are one of the many thousands of
people affected by this show of nature’s
force, you have my heartfelt sympathy
for your plight – especially as many of
you are facing this for the second time
in as many years. It’s times like this that
really bring out the best in Australians
and the way they rally around to help
family, mates and strangers alike. I wish
you all the very best in your recovery
efforts from this natural disaster.
It’s also at times like these that aviation
comes to the fore and seemingly
impossible rescues take place day and
night. I salute all of the brave aircrew
and engineers out there, along with their
support crews, keeping the fire fighting
& rescue aircraft operating around
the clock. Without people like you, the
human misery would be so much worse.
It makes me proud to be a pilot, and to
realise that we can all contribute a little to
aviation but aviation gives back so much
more. Remember at times like these, the
SAAA – THE HOME OF AUSTRALIAN EXPERIMENTAL AIRCRAFT
from the editor
Cover shots
Welcome to the first issue of Airsport for
2013. There’s plenty in it for members new
and old & for those thinking of joining
the SAAA but notably missing from this
issue is the Letters to the Editor section.
Why, I hear you ask? Because there have
been none! Have your say - submissions to
“Letters to the Editor” at airsport@saaa.com
Ryan Keen
You know you want your project on the cover
of Airsport. And we want your high resolution
pics, portrait in orientation (vertical), with
plenty of space at the top. Finished or
unfinished projects - show us what’s hiding
in your shed, garage, or hangar! We are
especially keen to see some air-to-air shots
this year. I’m thinking it’s time to go one
step further - let’s make this a matter of
Chapter pride! At your next meeting, see
what hitherto unpublished gems you have
and put forward your best candidate! Coast
to coast people - let’s see what you’ve got!
As we launch into another year, it seems
appropriate to remind members (that’s
you) that your contributions to Airsport
are not only welcome, but ESSENTIAL.
Airsport is all about you. Send your text
& photographs to airsport@saaa.com contributions welcomed all year round.
Ryan Keen Editor, Airsport
community realises the need for the noisy
planes and the noisy airports and accept
that they are necessary to save lives and
provide relief to those in need. I hope
those same people when next their airport
comes under threat of closure or they
are tempted to put in a noise complaint
because an airplane flew over their house,
remember the person operating the
airplane making that aircraft noise may
well be doing something worthwhile for
their community. I’m reminded that we fly
for fun, and that others fly to save lives – I
salute each and every one of you guys
out there that completes another mission
safely and makes a small difference (or
large one) to those people out there that
need your help – well done all of you! MO.
AIRCRAFT PARTS IN STOCK
Fabric and covering needs.
Aircraft Hardware and Fasteners.
Hinge, Clamps and Pipe Fittings.
Flexfab “Scat & Skeet” Type Ducting.
Rapco Brake Discs, Linings & Rivets.
Niagara Thermal Oil Coolers.
Fuel and Oil Drain Valves
Sheet metal tooling.
And much, much more.
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AIRSPORT • 7
2013
calendar of events
March 16-17 >
Serpentine
WA
YSEN
March 29-30 >
Temora
NSW
YTEM
May 05 >
Illawarra
Regional Airpot
NSW
YWOL
May 18 >
Kyneton
VIC
YKTN
September 12-15 >
Narromine
NSW
YNRM
MPC – Chapter 16 Serpentine
There will be an MPC at Serpentine on the weekend of 16-17 March 2013.
Please contact Head Office to make a booking.
tel 02 6889 7777 • fax 02 6889 7788 • enquiries@saaa.com
NATFLY
Every year at Easter, Recreational Aviation Australia invites their members to fly in to their national
fly-in. Celebrate aviation with us, see the aeroplanes, meet the people that make it happen
and talk to our exhibitors. Sue Perakovic admin@raa.asn.au • www.natfly.com.au
Wings over Illawarra 2013
Proposed theme is “Celebrating Naval Aviation”. Last year WOI featured Historical Aircraft
Restoration Society (HARS) aircraft; SAAA aircraft; RAAF aircraft including the Roulettes
and Hercules; RAN Helicopters from HMAS Albatross; Temora Aviation Museum, visiting
Warbirds inluding de Havilland Vampire and ground exhibits. www.woi.org.au
Australia’s Biggest Morning Tea Fly-In
The annual Biggest Morning Tea Fly-in at Kyneton Airfield, hosted by Transaero Pty Ltd and the Kyneton
Aero Club. All money raised to the Cancer Council of Victoria. Make a donation in return for morning tea
in the hangar. All welcome. Contact Kim Skyring: 0418 100 028
AUSFLY
Our very own SAAA National Convention brings together Australia’s recreational and sport aviators for
the aviation event 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
S
Y
JO
E
YO U R D R
AM
A warm
welcome to our
following new
members >
Australian Capital Territory
• Rex Waite Nicholls
New South Wales
• Bruce Keen Kurrajong Hills
• Stephen Wall Nyngan
• Armando Papallo Ryde
• Richard Pincus Bensville
• Lindsay Mattox Palm Beach
Northern Territory
• Kevin Pettitt Fannie Bay
Queensland
• Peter Driussi Springfield Lakes
• Neil Bell Bunya
• Ian Smith Kirwan
• Russell Scifleet Bundaberg
8 • AIRSPORT
South Australia
• Peter Brophy Younghusband
• Paul Tagg Coffin Bay
• Erik Moen Angaston
• Tony Slaytor Lyrup
Tasmania
• Darren Hopkins Riverside
• Kyle Gardner Tolmans Hill
Western Australia
• Garry Clare Red Hill
• Robert Liddell Bicton
• Garth Cruden Perth
• Gavin Ennis Doubleview
• Neill Rear Booragoon
USA
• Douglas Leamon Anchorage
Victoria
• Greg Van Scoy Warrandyte
• Steffen Sauerbrunn Brighton
• Andre Messerschmidt
Balwyn North
• Keith Roberts Moe
• Lilly Oconnor Lethbridge
vice president’s report
ran hot, and it was an awful arrival back
later that day at the scene of the accident.
More recently the fatal crash of Terry Kronk’s
replica Mustang has added another very
popular and colourful character of life to a
list of sadness in South East Queensland.
“
Take that
little bit of
extra time,
care or
whatever, to
ensure that
nothing is left
to chance.
“
What’s in it for me?
Well here we go for a new
year, but what a strange year
of highs and lows 2012 was.
As a more than usually positive
person, I am not one to dwell on
the negatives however 2012 had
some pretty big low points for
myself and aviation in my part of
the world. The loss of the Dragon
UXG and all on board took out
4 people I knew from the local
aero club community. While
nobody ever writes anything
but nice words when this sort
of thing happens, in this case
the words are inadequate. Des,
Kath, John and Carol were such
wonderful people and no doubt
their friends who died were also.
Add to this the loss of friend
Alan Robinson earlier in the
year, an SAAA member and
very experienced pilot with
a long career in professional
aviation. I had flown out to St
George that morning, my phone
To finish up, I must say that many of our
members’ projects that reached completion
in 2012 that I had the privilege of seeing,
were completed to a very high standard
of workmanship. Apart from the obvious
that they are a credit to the owners and
they should be proud, I believe they have a
responsibility to share this quality product
and their gained skills and experience
with others. This is what the SAAA and
On the brighter side, 2012 featured the
successful expansion of SAAA’s annual
convention into the Ausfly format. This
was a great start to what will become a
significant aviation event and the plan is
to make it better, building on each year,
so that the entire General
Aviation community has
something they can call their
…many of our members’ projects
own. Everyone is invited,
that have reached completion in
from private and business
aviation right through to
2012… were completed to a very
balloonists, or ‘balloonatics’ as some
high standard of workmanship.
would say. I encourage you to make
this annual get together part of your
experimental community are all about.
calendar. Why? It does not matter what
The more we share these high standards,
the reason however, the one thing I noticed
the more we lift the standards of everything
while attending the EAA’s Airventure is that
we do. It is amazing how much rubs off
the vast majority of people who attend each
on others. So get out there and share your
year say the reason is simply “the people”.
achievements, help another chapter member
Bring your friends along, start planning
do an equally good job. After building
your Ausfly attendance now. And keep your
the RV-10 I really did not want to build
eyes on the website www.ausfly.com.au in
another, (well not any time soon), but I
the months leading up to the event – the
have found great satisfaction on working
dates are already set with an additional
with locals such as Jamie Lee, Trevor Mills
day this year so book in Thursday 12th
and Graeme Humphreys on local chapter
through to Sunday 15th of September.
members’ projects. I think there is a value
in this that money cannot buy. The friends
What else is in it for you in 2013?
you gain and the fun you can have are
Martin and the Tech Team will be working
all benefits of the principal of “paying it
away on something very important. Getting
forward”. So get out there, get involved and
the approval to conduct flight reviews and
make 2013 a great year in Sport Aviation.
transition training with a team of dedicated
Safe flying, happy building and live life!
and experienced instructors in experimental
aircraft is not a simple task. As many of
you will find out, or have in the past, the
majority of flying schools for one reason or
another will not conduct reviews or transition
training in your aircraft, not unless it is
David Brown Hon Vice President
“
“
David Brown
The one thing I would like to drive home with
everyone as a result of these losses is every
time you do anything with your aircraft - be
it building, maintaining, planning or flying
- keep in mind that if these highly skilled,
experienced and current pilots can fall
victim of their mechanical machines and/
or decisions, what can we do to minimise
our risks? Take that little bit of extra time,
care or whatever, to ensure that nothing is
left to chance. We owe it to our families,
friends and the wider GA community to do
everything we can to minimise the risks. “If
you only think you can, you can’t” - ensure
all your decisions are known “you cans”.
certified and in a charter or airwork category.
Whether they be right or wrong does not
matter, it is their call I guess. Of course this
is not actually helping the safety outcome
when you are meant to do these tasks in
the aircraft type you mostly fly in. I must be
blessed by the aviation fairy or something
as my Instrument Renewal each year is
done in our RV-10 and the ATO loves flying
in it, but this is a rarity and something the
SAAA is working hard to make available to
all our members. So when the time comes
to roll out this project, I would like you
all to stop for a moment and think about
all the thousands of volunteer hours that
have gone into bringing this to reality, and
perhaps send a thank you to those who
have worked so hard on behalf of us all.
David
AIRSPORT • 9
safety report
DI checklists to include these features.
From the SAAA
Safety Committee
First Line
of Defence
John Livsey
“
All operators should have a printed checklist
that includes not only those items that are
going to be checked but also how they will be
checked and in what order, if necessary with
some small diagrams. A typical DI would
start with an inspection of the maintenance
release prior to starting the physical
checks at the propeller and continuing in
a clockwise direction around the aircraft.
All operators
should have
a printed
checklist that
includes not
only those
items that
are going to
be checked
but also how
they will be
checked
This issue we’re talking about some
operational aspects of maintaining
our homebuilt aircraft. This also
applies to anyone operating any
aircraft of a similar type to ours
regardless of where it is registered or
what category it is registered in.
In the information that follows, we are going
to borrow directly from some of the CASA
Schedule 5 DI requirements and offer some
comments about aspects of the particular
requirement. We will not be covering all
items but rather just focussing on a select
few due to space limitations. Hopefully
this article will serve as a prompt for all
of us to sit down and have a good read of
what we should be doing as part of a DI.
The safety message in this article is around
the daily inspection, sometimes referred
to as the pre-flight inspection. Anecdotal
evidence and casual observation indicates
that for many owner operators of aircraft
the daily inspection has suffered a degree of
the old adage, ‘familiarity breeds contempt’.
After all, the aircraft was perfectly airworthy
last time you flew it and no one else has
flown it so why should something have
changed after a few days in the hangar?
Requirement Check that the propeller
blades are free from cracks, bends and
detrimental nicks, that the propeller
spinner is secure and free from cracks,
that there is no evidence of oil or grease
leakage from the propeller hub or actuating
cylinder and that the propeller hub,
where visible has no evidence of any defect
which would prevent safe operation.
The regulator, CASA, is quite specific about
the requirements of a daily inspection and
assuming that most of us operate to Schedule
5 system of maintenance we should be very
familiar with the requirements of a daily
inspection (hereafter referred to as DI).
For those that have design or equipment
features that are not covered by Schedule
5 then the owner should amend their own
This requirement is to give confidence that
the propeller, spinner and if appropriate
the CS mechanism are indeed airworthy.
Since your last flight you may have had a
serious stone strike on a propeller blade, the
spinner may have developed some cracks
or an oil seal on the CS unit may have
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safety report
developed a leak. A subsequent failure
on any of these components during flight
may well be catastrophic; a departing
propeller blade may well tear the engine
out of an aircraft due to vibration and
will at a minimum require an immediate
forced landing. The time taken to do
a proper inspection may well avoid
any of these life-threatening events.
Requirement Check that the oil
quantity is within the limits specified
by the manufacturer for safe operation
and that the oil filler cap, dipstick
and inspection panels are secure.
This requirement is pretty obvious but
many overlook it, after all we just jump
in the family car and only check the oil
at irregular intervals. We need to realise
that an aircraft engine operates at much
higher power levels than an automotive
engine and the importance of the correct
amount of oil together with its condition
is critical. In additional to a cursory check
at the oil level we should take the time
to check the colour, smell and feel of the
oil, and yes you will probably get oil on
your hands! Looking at oil in this way
may reveal that the oil has overheated
(typically its colour and smell); or that
the oil has picked up some contaminants,
(typically by its feel). If the oil does not
seem “right” then further investigation
is warranted before any further flight.
Requirement Check that the landing
gear tyres are free from cuts or other
damage, have no plies exposed and, by
visual inspection, are adequately inflated.
Seems pretty obvious but as many aircraft
are fitted with wheel pants/spats how
many of us take the time to get down
on the ground and have a really good
look? Any tire degradation may lead
to a rapid deflation, which Murphy’s
Law dictates will occur on landing. A
possible consequence of this is a runway
excursion due to loss of control; a
proper DI can mitigate this possibility.
Requirement Check that the wing
and fuselage surfaces are free from
damage and that the inspection
panels, flight control surfaces and
flight control devices are secure
• Check that the empennage surfaces
are free from damage and that the
control surfaces, control cables and
control rods, where visible, are secure.
While checking all surfaces seems pretty
straightforward it is not a matter of just
looking as we walk around. For low wing
aircraft we need to get on the ground
and look at the underside of the aircraft.
Those with a high wing aircraft have an
obvious advantage but there is no excuse
for omitting this part of the inspection
just because you may get your trousers
dirty! Apart from the looking we should
also be feeling all moveable surfaces for
any looseness in hinges and any slack
in the control mechanisms. It should
be obvious that any faults with either
bearings or control mechanisms can
have catastrophic effects and would need
immediate attention before further flight.
Requirement Check that the pitot
heads and static ports are free from
obstruction and that the pitot cover
is removed or is free to operate.
Regardless of whether an aircraft is
hangared or not the static/pitot ports
should be covered when the aircraft is not
in use. The openings in these ports are
relatively small and it only takes relatively
small insects to cause a blockage. Even
when the covers are removed we should
be looking for any potential obstruction,
after all we could have picked up a
small insect, grass etc. when we were
taxiing back to the hanger and this
would not have been noticed on our
instruments due to our low ground speed.
Requirement Check that the
fuel tank filler caps, chains, vents
and associated access panels are
secure and free from damage.
Another obvious check and probably
done reasonably well with the possible
exception of vents. It is critical that the
vents are free from obstruction as blocked
vents can lead to fuel starvation from
the tank and in extreme cases may lead
to a partial collapse of a tank. If we only
have one tank then the consequences can
be engine failure and the accompanying
forced landing. The fact that on low wing
aircraft the vents may be located under
the wing just forward of the spar is no
reason for not getting down on the ground
and having a good look. An alternative
is to use a suitable plastic stick, such as
a knitting needle, which can be inserted
into the vent to ensure it is in fact clear.
Requirement Check that each
tank sump and fuel filter is free
from water and foreign matter by
draining a suitable quantity of fuel
into a clean transparent container.
While this also seems obvious, there
are some aspects that perhaps are not
done that well. It is necessary to drain
a sufficient quantity of fuel, not just a
thimble full as its possible that the sample
may be all water and hence you would
not notice any droplets. Additionally
you should smell the fuel - do you know
the difference in smell between Avgas
and JetA1? This check is particularly
important if you were not present during
the refuelling or the refuelling was
done from drums at a remote airstrip.
Requirement Check that
the windscreen is clean and
free from damage.
We should all be aware of this one and
hopefully do it properly. We know driving
a car into the setting sun with a dirty
or pitted windscreen is dangerous and
it is no different in our aircraft. As most
of our windscreens/canopies are some
type of plastic they are softer than glass
and hence we need to take extra care in
looking after them. In the situation of
scratches developing on a windscreen
there are suitable compounds available
for most materials that will allow removal
of minor scratches and pitting. Remember
if you can’t see where you are going you
don’t know where you will end up.
Summary
While this article may sound rather
mundane it really is our first line of
defence in mitigating any risks that
may prevent us from reaching our
destination. The DI is a key component
of our overall maintenance regime
and apart from a regular oil change
may be the only inspection an aircraft
receives from one year to the next.
A proper and thorough daily
inspection is good insurance and
can prevent that feeling of ‘I wish
I was back on the ground’.
John Livsey
Safety Coordinator
AIRSPORT • 11
tech talk
Well the 2013 year has started with natural
disasters all over our country. Unfortunately
not so infrequent; I only hope that all our
members are safe wherever you are.
Some points of interest to bear in mind when
reading this document (not exhaustive):
Instrument 146/11 and
Ex 11/11 – Replacement
Brian Hunter
“
There is new
capability
regarding
an eligible
owner-builder
to maintain
another similar
aircraft that
he/she owns
There is clarity around using replacement
aeronautical parts, welding repairs, major
repairs and modifications and installation
of both VFR and IFR equipment.
a) Eligible owner-builder is the person named
in your annex as the maintainer and
should not be confused with the Certificate
of Registration holder or Operator.
On the subject of changes I need to remind
all maintainers that the Instrument
authorising you to carry out your aircraft
maintenance expired on February 28 2013.
A new Instrument will be issued by CASA
to take us forward. Note that it will have a
new instrument number, which you must
quote when creating your log book entries
and when signing off on your Maintenance
Release. Do not continue to use the previous
number of 146/11 as penalties may apply.
For the ABAA maintainers the same applies
with the expiry of Ex 11/11 in March 2013.
b) Not certain if your kit conforms with the
51% rule? Look up the FAA check list
that the kit manufacturers adhere to.
c) Note the qualification at Section 10. The
exemption is only available if no approved
replacement part is available. Approved in
this sense generally means TSO, PMA, or
genuine part if not a certified component.
d) Welding – the eligible owner-builder can
only make repairs to welded components if
he or she fabricated said parts originally.
CAAP 42ZC-2(0) Maintenance
of Amateur Built Aircraft
This CAAP has now been released (Version 2). A
copy can be found on our website. I recommend
all builders and maintainers thoroughly
read this CAAP. Whilst illuminating, we see
a need to clarify some points with CASA.
Having said that, this document is useful to
members as it tries to bring all of the regulatory
components surrounding amateur built
aircraft maintenance into one document.
“
There is new capability outlined within this
CAAP regarding an eligible owner-builder to
maintain another similar aircraft that he/she
owns without the majority builder condition
being applied (say a purchased import). This
is a major new capability and we appreciate
CASA’s inclusion of this within our orbit. Also
if you have the required calibrated test gear
you can certify for your own VFR flight and
radio instrumentation, another innovation.
e) Section 12.3: When building be mindful
of a need to be able to carry out
inspections of all critical components
so access consideration is essential.
As I write this Mike Horneman and I are
preparing to meet with CASA to discuss
this CAAP among other matters.
AFR and Transitional Training
We have progressed the paper warfare to the
point where we can sit down with CASA and
sort any differences of view. Hopefully I can
report in more detail in the next edition.
Brian
Brian Hunter Technical Coordinator
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12 • AIRSPORT
55 years of
dreams built
and flown
THANKS TO HALF A CENTURY OF VISION AND COMMITMENT, TODAY’S
SAAA MEMBERS ENJOY REMARKABLE FREEDOMS TO PURSUE THEIR
AVIATION DREAMS WITH SAFETY AND SUPPORT. Martin Ongley
W
elcome to this special
Avalon Airshow edition
of Airsport – our first
issue for 2013. In this
edition, I hope to
give a little insight
into the Sport Aircraft Association
of Australia (SAAA) for our newer
members & potential members, so please
bear with me if you have heard all of
this before (in fact many of you know
this information better than I do).
By 1958 ULAA divisions had been
established in all mainland states and
it has grown remarkably since then.
I would like to open the year by first
looking back at the past. The SAAA
has come a very long way from its
humble beginnings back in October
1955, when it was known as the UltraLight Association of Australia (ULAA).
These aircraft were built at the time to
meet the requirements of Air Navigation
Order ANO 100.18 – which later became
CAO 100.18 and was replaced in turn
by its close cousin CAO 101.28 which
governed the airworthiness certification
In 1958 a Stitts Flut-R-Bug was imported
by Victorian member, Norm Hamilton,
and this aircraft was registered VH-ULA. It
became the first post war Ultralight to fly
in Australia – some details of the aircraft
can be viewed at the following link:
www.edcoatescollection.com/
ac1/austmz/VH-ULA.html
requirements for amateur-built category
aeroplanes. In those days, which lasted
right up to 1998, the aircraft were built
under what was known as Amateur
Built Aircraft Acceptance (ABAA) and
it was very strictly controlled as to what
you were allowed to build. The aircraft
had to be approved and you basically
built a one-off production model of
that aircraft in a limited production
run of one aircraft. You had to build in
accordance with some very strict rules
involving building test pieces in approved
workshops, having your aircraft regularly
inspected at various stages and only
modifying things if you could convince an
aero-engineer that it was a good idea and
get him to back it with some paperwork.
AIRSPORT • 13
Today’s SAAA members are able to build, fly and maintain their own aircraft – such as this example from the highly popular Van’s series of kits.
The “Department” kept a very close eye
on what was happening and made sure
that things didn’t get out of hand. It
was a slow business making amateurbuilt aircraft in the good old days.
Fast forward to today – the
SAAA now deals almost
with Amateur-Built
Our aircraft are well-maintained, exclusively
Experimental AB(E) aircraft
(though it is still possible
safe, reliable machines that are
to build under the ABAA
fun to fly and reasonably priced
rules for anyone wishing to
do so). The AB(E) rules and
regulations give us tremendous
Along the way, in 1977 the ULAA changed
freedoms to experiment with
its name to the Sport Aircraft Association
our aircraft, allowing us to build things
of Australia – a title that it still maintains
that would not have been possible under
today. In 1983 the organisation split
the old rule-set. With these freedoms
into different divisions: Amateur-Built,
comes a lot of responsibility – The
Ultralight, Historic Aircraft & Rotorcraft.
SAAA works with the Civil Aviation
By 1985 the Ultralight & Warbird divisions
Safety Authority (CASA) to ensure that
had become separate independent
our members build & operate their
entities and eventually the Historic
aircraft in a safe, responsible manner.
Aircraft Group became the Antiquers,
The only hard and fast rule that we
while the Rotorcraft group disbanded.
must all obey for AB(E) certification
From those early groups we had the
is that for the aircraft to qualify for
Australian Ultralight Federation (AUF)
its Special Certificate of Airworthiness
which went on to become Recreational
(CofA) you must have built more
Aviation Australia (RAAus) - a very
14 • AIRSPORT
than 51% of the aircraft for your
own education or recreation.
The SAAA provides the technical training
and project oversight for builders using
our vast network of SAAA Technical
Each one of these groups has gone on
to be successful in their own right, but
you cannot help wondering what could
have been if they had all remained
and worked together as a single
group – alas we will never know.
“
“
Way back in 1964 the ULAA asked
the then Department of Civil Aviation
(DCA) for a review on the introduction
of Experimental Category as well as selfadministration. They did a very thorough
review as it took until CASR Part 21 was
introduced in 1998 for Amateur-Built
Experimental to replace the ABAA system.
successful group of enthusiasts; Australian
Warbirds Association Limited (AWAL)
another great group of enthusiasts;
and the Antique Aeroplane Association
of Australia (AAAA) - passionate
people for the planes of yesteryear.
Counselors – TCs (or Top Cats as I like to
think of them). The TCs have either built
one (or more) aircraft themselves, or they
are from an aviation engineering trades
background and are very experienced at
what they do. They therefore have the
knowledge that all builders new to the
hobby are seeking and they are willing
to mentor our novice builders so that
they will build a safe, reliable aircraft.
Not many builders have all of the skills
they are going to need when they start
their projects, but by the time our TCs
have finished with them, they are a
lot more knowledgeable in the ways of
the aviation world and the majority of
builders are amazed at the quality of
the final product that rolls out of the
The SAAA operates with a Chapter based
system along the same lines as our sister
organisation the Experimental Aircraft
Association (EAA) in the USA does. That
way we have a “local team” looking after
each builder. Now by local, that may
mean having someone in a neighboring
suburb if you live in a big city, or it may
mean someone on the end of a telephone,
or e-mail if you live in the bush or the
wilds of some outback town. But either
way it’s reassuring to know that you are
not building an aircraft by yourself and
that you do have someone you can ask
that stupid question (there are no stupid
questions), who you trust will give you a
good answer based on their experience
in your situation, or point you in the
right direction to do your own research.
MO N I Q U E G I L L
The local Chapters regularly host builders’
nights at each other’s workshops to
compare notes and undergo peer review of
their projects – it’s a humbling experience
at times, but you can always learn
something new in aviation. The Chapters
also host regular training courses, subject
to demand, to give the guys & girls the
skills they need such as fabric covering,
working with composites, basic through to
advanced metal-working skills, painting,
welding – if you can get a group of people
interested in doing something, your
local Chapter Executive will arrange it
for you. [See p35 for Chapter Contacts]
support of the TC network. Once you have
satisfied the AP that you and your aircraft
are an acceptable risk, and that you
meet all of the legal requirements, you
will be issued with a Special Certificate
of Airworthiness to begin test flying your
aircraft. [And find yourself in the pages of
Airsport celebrating your achievements! Ed]
We provide CASA approved training
through our Maintenance Procedures
Course (MPC). Satisfactory completion
of the MPC is a pre-requisite for persons
wishing to exercise maintenance
authority privileges with their aircraft
once they have finished building it.
Once your aircraft is complete, we have a
network of CASA Authorised Persons (APs)
who have been trained by the SAAA to
assess what risk you and your aircraft pose
to third parties. They build a risk profile
of you and your aircraft by conducting
a thorough check of the aircraft and the
paperwork that you provide to show
that you have built the aircraft under
our Builder’s Assist Programme using the
Provision of advice, support and regular socialising are key activities of the SAAA
L i s a a n d G r a h a m H a rv e y
hangar at the end of the process.
This is where another group of our
specialists comes in – we have a selection
of immensely qualified pilots; our Flight
Safety Advisors (FSAs), many of whom
are real-life fully qualified test pilots or
pilots experienced in the type of aircraft
you are going to be testing. They will
provide you with sound advice on how
to conduct your flight-testing and give
you several useful pointers on how to
stay alive during test flying activities.
Once your test flying is completed,
you will report back to your AP for
further evaluation and risk assessment.
Depending on the aircraft risk profile, &
subject to it meeting certain requirements,
if the AP is happy, you then get a CofA
for ongoing operations that allows you
to fly your aircraft, subject to certain
limitations, around most of Australia.
This is an amazing country to view
from the pilot’s seat of an
aircraft you built yourself.
cont. >>
AIRSPORT • 15
help you build your dream aircraft.
What sort of aircraft do
we build and fly?
There are currently 1406 amateur-built
aircraft on the Australian VH register – a
number that is growing by the week. In
fact the number of amateur-built aircraft
in Australia has more than doubled
since the AB(E) legislation came into
force in 1998. There are currently 11346
fixed wing aircraft on the register, so
we represent over 12% of the general
aviation fleet in Australia, and recent
statistics show that our fleet of aircraft
fly some 30 000 hours per year.
The short answer to that is FUN
AIRCRAFT. These aircraft have come
a long way from the Stitts Flut-R-Bug
mentioned before; today we enjoy flying
many different aircraft types including
the more popular types: Van’s range of
lovely aircraft, Jabiru, Glasair, Lancair,
Thorp, Zenith, various Rutan designs,
Pitts, Corby, warbird replicas, classic
aircraft replicas and many other types.
Many of these newer aircraft have
instrument panels that are amazing –
full glass panel instrumentation, fully
integrated systems that couple with
the autopilot & GPS, that monitor the
engine systems and generate alarms and
checklists when something goes wrong.
With all this stuff, it’s sobering to think
that only a decade ago it would have
only been found in the most expensive
airliners or biz-jets. The aircraft you can
build today are only limited by your
imagination and the imagination of the
person tasked with placing limitations
on your CofA – you have to convince
the AP that what you have built meets
all of the legal requirements and that
you pose minimal risk to third parties.
Whatever you want to fly, whether
it’s a rag & tube fabric covered plane
that cruises at 60 knots, or a 250 knot
“fast glass” composite special, we can
16 • AIRSPORT
Unlike the majority of the Australian
General Aviation fleet, most of our AB(E)
aircraft are relatively young – with
over half of our fleet being less than 10
years old, whereas 70% of the singleengined certified fleet is more than 30
years old. It’s a tribute to our Licenced
Aircraft Maintenance Engineers that
these aircraft are still flying at all, as
many were designed with an operational
lifespan of less than 20 years.
Our aircraft are well-maintained, safe,
reliable machines, that are fun to fly
and reasonably priced – dollar for dollar
when compared with new certified aircraft
our sport aircraft machines represent
good value for money performance.
In response to aircraft accident statistics
both from overseas and locally, we are
currently working with CASA to make
further improvements in safety for our
members when they fly their aircraft. We
are all about enjoying the freedom of
flight in a responsible manner and we are
working on doing flight transition training
and flight reviews in our members’ own
aircraft to make it safer for them to own
and operate their aircraft. This is just one
example of the SAAA, ATSB* & CASA
working together for improved safety
outcomes. If we can convince CASA
that the SAAA is a mature organisation
capable of doing the job properly, then the
future potential of the SAAA is unlimited.
Hopefully by now I’ve convinced you
that the Sport Aircraft Association of
Australia is an organisation that is going
places. If you still aren’t convinced, then
come along and have a chat with us
at the Avalon Airshow, or if you can’t
get to Avalon, drop in at our National
Convention Ausfly taking place in
Narromine over the second weekend of
September 2013. Go to the SAAA website
www.saaa.com or Ausfly website at
www.ausfly.com.au for more details on
the event.
If you attend any of the airshows or
fly-ins around Australia, you will know
which of us are SAAA members – we
are the ones wearing the huge grins
when we step out of the planes that
we built ourselves and get to fly all
over this great country of ours.
Whoever you are, whatever you fly,
you are invited to Ausfly in September
2013. Drop in and meet us at the
SAAA – we’d like to talk to you about
your dream aircraft and how we
can help that dream come true.
Safe flying & blue skies
Martin
*Australian Transport Safety Bureau
L i s a a n d G r a h a m H a rv e y
Designed by Australian John Corby in the ‘60s, the Starlet remains a popular design today.
chapter chatter
Western australia
39
Adelaide
> Dave Limmer
Workshop Visit Report – December 2012
Trial fitting one of Ian Linke’s off-the-shelf canopies
aircraft that everyone got to see at the visit. There were many
questions fielded about the airframe and intended engines
for the project and the Komet’s anticipated performance. The
short endurance gave cause for a little laughter and joking!
As well as Dave’s Komet project, he had on display the wreck
of the Lightning Bug prototype that had suffered an engine
failure during the Sun100 air race in Florida during the early
1990s and was dead-sticked into a paddock but hit a cow during
the rollout and was written off. Dave and fellow Chapter 39
member Milton King (who is building a Lightning Bug) gave a
brief rundown on their plans to resurrect the design as they now
own the rights, molds and spare parts inventory for that aircraft.
45 visitors attended Dave’s workshop visit
On 9 December, Dave Limmer hosted a Chapter 39
workshop visit in Adelaide to showcase his Komet twinjet project. An invitation had been sent to the other SAAA
South Australian Chapters, as well as the Sport Aircraft
Club of SA, and the turnout of 45 visitors was a good
result for being so close to Christmas. Visitors came from
as far afield as Whyalla and Port Augusta to attend.
Dave gave an informative talk about the background to his
Komet project including how it had started out as a kit for a
Lightning Bug single seat aircraft and had morphed into the
Another attraction at the visit was a presentation given by
local canopy maker, Ian Linke who brought along six of
his canopies to display. Ian gave a very informative talk
on the fabrication of canopies, along with the benefits and
pitfalls of the different fabrication techniques. He also
provided advice about installation and maintenance/care of
canopies. Towards the end of the visit, one of the canopies
that Ian had brought along was trial fitted to the Komet
to see whether one of his “off-the-shelf” canopies may be
suitable for the Komet. One was certainly pretty close.
The workshop visit was deemed to be a success in that
many enthusiasts attended; there were some interesting
projects to see; many contacts were made; a fair few
construction tips were discussed and it was a great
opportunity to mix with like-minded enthusiasts.
Dave
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AIRSPORT • 17
chapter chatter
VICTORIA
18
Melbourne
> Dave Zemel
Member project visits
Recently, Chapter 18 visited two of the many
aircraft currently being built by our members. The
first of the visits was to see Bruce Hartley’s Morgan
Cougar. It’s a four place all metal aircraft that he
plans powering with a converted Honda Jazz engine.
The fuselage has taken shape and is currently
fitted with the ubiquitous paper instruments.
Bruce Hartley’s Morgan Cougar cockpit under construction
The second visit was to see Ross and Rita Setford’s Bakeng
Deuce (I think I’ve finally spelt that correctly). While
the Bakeng Deuce is a relatively conventional rag and
tube design with a parasol wing, they are investigating
the use of advanced techniques in its construction,
including resin infusion for the composite wheel pants
and gun drilling to run the brake fluid within the solid
aluminium landing gear legs. A viewing of the plane
was accompanied by a wonderful spread for lunch.
Ahhh we’ve got it good in Chapter 18!
Dave
The Bakeng Deuce steel tube fuselage with wooden turtle-deck
From RVs to Cozys
We’ve got You
Covered.
Chapter 18 members enjoying lunch with a
Bakeng Deuce wing in the foreground
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
www.punkinheadair.com.au
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18 • AIRSPORT
chapter chatter
Western australia
24
Jandakot
> Glen Fuller
Our hundred dollar hamburger
to Lake Towerrinning
Sunday November 25 saw a combined Fly-in for members
from Chapter 24, Chapter 10 and chapter 13 to a farm
property with a large lake named Lake Towerrinning.
The owners of the property Ian and Tereasa Peirce run a
caravanning and camping facility by the lake with full
amenities. The lake is used by water skiers and power boat
racers throughout the year and is popular with campers.
A total of 21 aircraft flew in from Perth, Geraldton, Albany,
Denmark, Bunbury area and York arriving throughout the
morning for a lunch put on by the owners. They cooked up
some excellent hamburgers which were very tasty combined
with tea, coffee, soft drinks and cake and for ten bucks it
was good value. Good old fashioned country hospitality.
The strip into the property was a little hard to identify
as it was a dirt track through a paddock with a
hump in the middle but had sufficient length of
around 800 metres to accommodate all comers.
Members departed throughout the afternoon back
to their destinations after a successful day.
August also saw a perfect day for flying and fifteen Chapter
24 aircraft flew into the sea side town of Cervantes for
lunch at the local tavern and back again that afternoon.
More fly-ins are planned for the coming new year.
Glen Chapter 24 Social Events Co-ordinator
Combined Chapters 24, 10 and 13 at Lake Towerrinning
AIRSPORT • 19
By Dave Zemel
Are you a bit Toey?
T
oe-in or toe-out on
taildraggers? It’s a perennial
question. And there are more
than enough people on each
side of the camp to keep the
debates alive within online
forums as well as renowned texts. At one
of our recent meetings, here at Chapter
18, we took on board the challenge to
add to the debate and perhaps even
add to the level of understanding
within our Sport Aircraft community.
aircraft. The most obvious example is
wing dihedral. When you hit a gust and
the aircraft initially rolls, the natural
tendency for an aircraft with dihedral is
to roll back to its original position with
little or no control input. Technically
speaking, stability is the tendency of an
aircraft to return to its previous state
without control inputs following an
upset. Instability will lead to “divergent”
behaviour, and if not corrected in
time will lead to loss of control.
toe-in or toe-out let’s have a quick look at
moments. A moment is a turning force.
One way of creating a moment is to have
opposing offset forces acting on an object
simultaneously. Arrgghh. To demonstrate,
take a ruler and place it on your table.
Put your pointer fingers on the ruler, with
one at each end. Then simply move one
finger away from you and one toward
you simultaneously. The result is the ruler
spins and you have created a moment.
And what a nice moment it was!!
When taxiing, taking-off or landing,
much like flying, it is preferable to have
stability work for you rather than against
you … especially in general aviation,
where the only computer controlling the
control surface inputs is your grey matter.
While your brain is actually pretty quick
in its own right, it’s connected to the
aircraft control system via a less than
responsive set of arms and legs. Basically,
when something happens to unsettle
the aircraft, and it doesn’t have inherent
stability, you can’t always react quickly
enough to correct that instability. That’s
why designers build stability in to general
So what has wing dihedral got to do
with the amount of toe set up in your
taildragger? Well it comes down to
stability. If you find yourself fighting
with the aircraft on roll out or it simply
feels twitchy when being taxied then it
has a less stable tendency. The amount
and orientation of toe (in or out),
much like the amount or direction of
dihedral (positive or negative), will
significantly influence the stability
of that handling characteristic.
Now back to toe-in and toe-out. The
diagram shows the top view and the
rear view of the toe-out and toe-in
configuration relative to the centre of
gravity (cg). From the top view you can
see that the cg is behind the ground
contact point and in the rear view the cg
is above the contact point. Now this is
where it gets interesting. For simplicity,
let’s assume the landing occurs on the
left wheel. (There will always be a greater
net force on one wheel than the other
causing the same effect.) Even though
much of the force during landing will be
fore/aft due to friction between the tyre
20 • AIRSPORT
So what makes a taildragger’s ground
handling characteristics inherently stable
or unstable? Well before we consider
ground loop. This is an unstable situation.
Unless you have absolutely no wind,
and land absolutely dead straight,
and have no other disturbances
such as rough runway, different tyre
pressures, etc, aircraft with no toe
will behave like those with toe-in.
So toe-out it is then.
But … wait … I hear you say, cars are
generally set up with toe-in. While I’m not
an automobile engineer, what I do know
is the geometry of a car is completely
different. For a start, the wheels physically
turn, and secondly there are two
stabilising wheels at the back. Also the
“missions” are completely different. You
want to turn corners in a car, but you
want a taildragger to exhibit straight
line stability. So I don’t believe there is
relevance in relating the toe-in on cars
to the orientation of toe on taildraggers.
But … wait … I hear you say again, some
manufacturers require an aircraft to be set
with toe-in. Yes, that is true, and I would
always stick with the manufacturer’s
recommendations. But remember, when
you set your toe, it’s in a static situation
and may or may not have the wheels on
the ground. The scenario I have looked
at above is at the point of landing (or
take-off) and is a theoretical assessment
at that moment in flight rather than at
the time maintenance is being conducted.
With camber and landing gear leg
flexing thrown into the equation, the
relative “toe” geometry between the setup
during maintenance and that when
you are barrelling down the runway
are likely to be somewhat different.
Toe-in or toe-out settings can have a dramatic effect on straight line stability
and the ground, the slight toe will also
cause a sideways “pulling” force. For
toe-out the sideways force wants to pull
the tyre left, while for toe-in the sideways
force wants to pull the tyre right. The
other force is a function of the inertia of
the aircraft which acts through the cg
The premise with inertia is that a body
(in this case the aircraft) will want to
continue travelling in the same direction
unless another force acts on that body.
Looking at the diagrams, when a
sideways force is applied to the tyre an
opposite force is reacted through the cg
due to inertia. Because the ground contact
point and cg (where each of the forces
react) are not in line, a moment is created
and the aircraft will want to rotate. With
toe-out this means the aircraft wants to
rotate its nose to the left. Looking at the
rear view, it also means the aircraft wants
to rotate onto the right wheel. Once the
aircraft’s weight has shifted onto the right
wheel (which also has toe-out) the same
process will occur. That is it will want to
rotate back onto the left wheel and the
nose will want to move to the right. This
is a self correcting or stable situation.
Looking at the rear view with toe-in, the
aircraft’s right wheel will unload and
keep unloaded until you feed in corrective
control inputs. If you don’t get involved,
the nose will also continue to rotate to the
point where there is no more authority
left in the rudder and the cg will want to
overtake the landing gear … resulting in a
And I guess that’s the whole point of this
article. Most people won’t know how
much toe is present when the aircraft is
rolling down the runway. However, if your
aircraft is twitchy, adding more toe-in
during maintenance is likely to make it
even more so. Having said that, there are
many other factors (in addition to camber
and landing gear design) that can affect
your aircraft’s ground handling including:
tyre pressure, relative position of cg
(up/down & fore/aft), weight, landing
surface and tail volume – some of which
you can adjust (within limits of course)
and some which are set by the design.
So next time you are reading a blog or an
article claiming an aircraft should have
toe-in or toe-out, ask yourself the question
are they talking about the maintenance
setup or what’s physically happing during
the landing/take-off roll. Always set up
toe using the manufacturer’s instructions,
but use your judgement when trying to
fix a handling issue. And take care.
AIRSPORT • 21
engine management 101
running in
your engine
“T
reat it like you stole it” is as
close to the best advice. Well
almost, thieves do not really
care at all, but here you are
in your pride and joy, ready
for the first flight, a million
things racing through your mind,
and you have half a million thoughts
on the expensive engine up front.
Unlike installing a new engine in an
existing aeroplane that is a known
thing, a new plane and engine means
a few extra things to focus on. Now is
probably a good time to point out the
obvious, otherwise some wise crack is
going to be giving me a caning for not
saying so. Your first priority on the first
flight is to fly the aeroplane. Sure, you
need to monitor a few vital signs early
on, so you know whether to keep flying
the plane or fly it back to the runway.
So this article is not about test flying,
rather just the engine specific bits that
you need to keep in perspective.
First of all, ground running should be
kept to a minimum, for a couple of
reasons. One is we do not want engine
temperatures to climb out of limits, or
anywhere near them for that matter.
Secondly we want to bed the rings in
and low power is not doing that and
may be helping glaze the bores. So
ground runs should only be done a day
or two before the first flight. Get the
work all done, CofA sorted, maintenance
release sorted and the last thing you
do before the first flight is a couple of
ground runs. Obviously if you find bugs,
it may not be the last thing! Remember
that your engine cowls are there for
a good reason, and high power runs
without them create hot spots, so please
do not do that. There is no good reason
at all, the risk of damage is high and
it is noisy as hell for the neighbours!
So cowls off, and with several observers
stationed at a safe distance (and I mean
22 • AIRSPORT
safe from the prop but not so far away
they can’t see an oil leak or fuel leak)
start the engine. Run at 1000 RPM
say, and use the same engine ground
running procedure I have detailed in
previous articles. Get into good habits
now! Keep this run to a minimum, but
1-3 minutes will be plenty to determine
if there are oil leaks or fuel leaks. Once
shut down inspect every joint, coupling
and connection very carefully. Recently
in the USA an RV-10 was written off
- with falling oil pressure and then a
seized engine returning to the airport,
but failing to make it. Fortunately in
hostile terrain the pilot
did a life preserving
landing. The airframe
held up well, but a write
off for sure. From the
sounds of what was
reported, a serious oil
leak developed, and a
loose connection most
likely the reason.
Spanner-check every
connection after the
first ground run and
before you do anything
else. Fuel systems and
oil systems, as well as
security checks on the
electrical connections
would be on my list
of tasks. The next run
might be taxi testing and bedding in
the brakes; this uses a little power, and
gets everything warmed up and working
a second time. Again a full inspection
of every joint, I’d even suggest you
make a checklist. This time include
the brakes. Provided you have checked
everything, including that the fittings
are all tightened up properly, the
chances of you having a problem are
very remote. Cowl up and get ready!
So the first flight should be done above
DAVID BROWN
the airfield, I assume that does not need
explaining. It should be done full rich
at high power, perhaps pulling RPM
back to say 2500 with a constant speed
prop, but keeping the throttle Wide
Open (WOT), and climb at the fastest
possible airspeed for maximum cooling.
This first flight needs to be only about
5-15 minutes. That is long enough to
gather some data, check a few handling
characteristics and make a landing.
For less well proven kits, or one off
designs, maybe a bit more height and
some handling tests might be a higher
priority, but keep it all in balance.
A dva n c e d P i l ot Se m i n a r s www. a dva n c e d p i l ot.c o m
Land and remove the cowls once
again, inspect everything using the
checklist you compiled previously to
ensure nothing is loose, check exhaust
connections, mounts and for any hot
spots. With the vast majority of people
fitting an EMS (engine monitor) these
days it makes sense to review the
data - of course knowing what the
data means is another matter and it
would be worth checking the press
release on page 25 for details on how
you could educate yourself properly.
goes past that, well, chances are even if
very
close
fighters
was
constantly frustrated
Flight Information Screen you all to pay
you correct the situation and limp home,
attention
to
this
paragraph.
by the need to accommodate
(EFIS). See the F111 cockpit
the cylinder is damaged or very close to
Set
your
temperature
alarm
tactical instrumentation such
photo later in this article for an
and a second event will most certainly
at 400F. This
is the beginning
as gunsights,
radar screensit and
example. During the mid 1950’s
damage it. Setting too low a limit only
For the receiver
engine dials.
radar warning
American analysis arrived atof the red zone.
causes nuisance alarms that you will
monitors with
a yellow
However
their military multia set of guidelines for cockpit
one day ignore, so the red alarm limit
band,
that
is
not
triggering
engined aircraft were beautifully
lighting, ergonomics, controls
should be not set too low like 380.
alarm, standardised.
but has a yellow
and instrument layout. The an
most
caution band, set this from
notable achievement was the
First flight is out of the way, the second
380 so that you get yellow at
standardisation of the standard
one should be something more like an
1960-1980
to 400 andThe
red age
T for flight instruments that380
has through
hour, low level, high power and full
with alarmofstatus
thereafter.
colour
and electro- rich. WOT is best and perhaps once
been internationally adopted.
Yes I knowmechanical
some of youcomplexity
are
Unfortunately American efforts
again reduce the RPM a little for noise
thinking
that’s
crazy,
my
to adopt the standard layout in
reasons. This is not the time for the
engine manual says the CHT
23/2300 old wives tale to be brought
limit is 460 or even 500dF.
out! You might prefer to stay near the
Well yes sir, it does say that,
airfield so it is important to think noise.
but what does it actually
Remember keeping
the CHT
The photo above
is of anunder
F111C, designed in the mid 1960
mean? The truth is that was a
tested in 1950Run
and could
control is important.
the withstand
RPM upaerobatics without to
certification limit, and not an
right is the same technology. The strip format ASI, VSI
and down athe
little
if
you
like
as
well. Use
but are the predecessor to the coloured strips in modern EF
operating limit. If you study
the rest of this time to do some of your
the properties of aluminium
other test flight
chores.
Then come
that su
The need
to achieve
viableback
allunder temperature and
and land forweather
another
review of
progress.
the lat
capability
introduced
pressure you will soon
sphere
tactical radars into the military
So, there are no leaks, our fuel flow is
appreciate a number like
A dva n c e d P i l ot Se m i n a r s www. a dva n c e d p i l ot.c o m
The dir
cockpit, and that overcrowded
good, time to get serious and fly this
380 is for good reason. The
and ILS
pilot instrument panels. Space
thing - again, do not baby the engine,
other reason is if you have a
One thing to check during the take-off
into a
saving devices such as combined
that is unkind and you will pay the
cylinder run away, you want the alarm
roll is not just oil pressure, RPM and
indicat
machmeter/ASI and strip
price later if you do. Another full power
to go off long before damage is done
IAS, but have a look at fuel flow. At
instrum
instruments for ASI, altimeter and
take-off and climb to a suitable height
and you have a few seconds to gather
sea level in ISA conditions the engine
a bit h
VSI now showed up.
where you can maintain 75% + power
your thoughts, panic a little, gather
should be consuming close to 1USGPH
xxxx H
settings. Now
thisF111
can pictured
be doneabove
two ways.
your thoughts and remember what you
In the
we
This is a picture of a DC3 that was modernised in the 1960’s to incorporate the standard
(3.785LH) for every 10HP produced.
and co
Firstly let usnow
assume
that
this engine
is
learned
Advanced
Pilot
T flight instrument layout.
Notein
thethe
increased
use of colour
andSeminar
the overall clarity of
see the
‘standard
T’ layout
Now if you have a fixed pitch prop,
you
device
presentation.
not tuned well in the fuel to air ratio
you attended, and make corrective
will have less RPM than the rated HP/
than th
department yet, and will not fly Lean Of
action. Once you have hit 500dF and it
RPM so scale the result
much m
in direct proportion. In
when t
other words if the RPM
During
is 10% less the fuel flow
develo
will be about 10% less.
navaid
Simply put, a 260HP
of the
Lycoming should suck in
airliner
about 25.5 to 26.0 USG/
develo
hr or say 95-98LPH. An
inertia
O/IO360 180HP engine
the rem
would be around 17.5long ha
18.0 USG/hr or 66-68
engine
LPH. The best time to
four en
• Kit Prices Starting
take a glance at this is
at $13,995 USD
being,
going through 300-500
• Total Completion
been re
feet, the time when you
Costs Starting at
airliner
$25,600 USD
get a bit of time to take
union s
• Cruise 150-170 mph
a breath, and all the
at 33-42 mpg
numbers are settling.
• Easy to Build and
The EGT’s should all be
Inexpensive to Own
between 1250-1320dF
• All Models Aerobatic
and there should be
• Build as Tail Wheel
or Tricycle Gear
no run away CHT’s.
Davi
While we are on the
topic of CHT’s, and
engine monitors, I want
• The Best Performance
Per Dollar available
Find Out More: www.SonexAircraft.com
continued on page 26 >>
Home of Australian Experimental Aircraft
Tel (U.S.): 920.231.8297
AIRSPORT • 23
In the
David
review
cockpi
>> engine management 101
If you have an engine that will run
LOP out of the box, and I have been
surprised with some that will, there is
a better way to run in the engine. I can
hear some of you screaming already,
but read on before you barrage me with
hate mail! Feel free to email me with
questions though. Just like running in
ROP, what we are interested in is two
things, keeping the average cylinder
pressures up, so that the engine “breaks
in” and keeping the cylinders cool,
as cool as we can. The optimum way
to achieve this is using a LOP engine
setting. With a typical engine and
constant speed prop this is easy; climb
to 2000-2500 feet, this will give you
around 27.5” of MP and with RVs that
generate a bit of Ram Air effect maybe
3000-3500’ will still see 27 to 27.5”MP,
and reduce RPM to say 2500. This will
be 85% power approximately and
once we go LOP this will typically end
up being around 75% power by the
time we get to around 40-60dF lean of
peak and that is as simple as
it gets. Remember to check
the % power when LOP: it is
simply USG/hr x 14.9 for a
standard compression engine.
For mental maths just use 15.
This will result in better CHT’s
and cleaner cylinders. All this
while generating ideal cylinder
pressures and breaking in the engine
in the most optimal manner. Despite
what the hangar talk is among your
buddies, this is data backed - ask
them if their methods will guarantee
lower CHT’s, ideal pressures and
cleaner cylinders. While they are at
it can they provide the data too. If
they have it I sure want to see it!
“
So we have landed back after 4-5 hours,
it is time to remove the cowls once
again just to be sure you are good at
it. While you are there have another
really good look around, get those
spanners out and double check the
vital connections have not gone slack
on you. Now it is time to drop the oil,
and remove the filter. When re-filling
the engine, do not overdo it. Most
Lycomings seem to settle on oil levels
much lower than maximum, typically
6 Qts for the 4 cylinder and 7-8 for the
6 cylinder. Any more than this and they
provide a very oily belly quickly. Cut
open the filter with a proper filter cutter.
With a knife remove the filter media
and expand it. There will be metal in
there, small slithers and small particles
from machining and assembly, but no
part numbers! That would be bad!
All this while generating ideal
cylinder pressures and
breaking in the engine in
the most optimal manner
At this point it is worth checking
all the intake fittings, the rubber
hoses need to be sealing well, and
double check the intake and exhaust
flanges to the heads are secure.
Reinstall everything and go fly off
another 20 hours. By this time you
will have run up 25 hours, and at
this oil change there will be a very
small amount of metal, about 5% of
last time if all is going to plan. The
engine was mostly broken in during
the first 5 hours and is most definitely
by 25, if the oil consumption rate
did not stabilise in the first 5 to 10
hours, there is something wrong.
These engines are designed to run
hard, they are tough and dependable if
Pacific Flyer
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24 • AIRSPORT
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continued on page 28 >>
“
Peak (LOP) nicely, so your only option is
to bore around Rich Of Peak (ROP), but
this does not mean full rich at 4500’. A
simple target EGT climb, as per previous
articles is just as applicable now as it is
later, however once we get to our desired
height, and I would suggest 4500 in
a Naturally Aspirated (NA) aircraft is
the limit, reduce RPM to say 2500 and
stay WOT. The effect of reducing RPM
just a little bit means the Theta PP (the
angle of the Peak Pressure relative to Top
Dead Centre) has not reduced too much
but the fuel flow will still be matched
to the mass airflow and no further
leaning will be required if we are to run
in ROP. Refer to the APS graphs on the
previous pages. Time now to spend a
few hours flying the plane. If this is a
phase 1 test flight period, you might
have a limited area, otherwise take a
trip 2 hours or so, and come back. Long
enough to get 4-5 hours on the engine.
treated right. As George Braly says “it
is not how hard you run your engine,
it’s how you run your engine hard!”.
And so true it is when breaking in a
new engine. The only time you back
off is if your particular engine has a
LIMITATION applied to it. There are
some but not many, and in the kinds
of engines used in the experimental
fleet there will be very few.
One question that comes up all the time
(and the hangar talk is simply amazing)
is the topic of oils and additives. Quite
simply, any suitable aviation oil is fine.
In Australia today there is literally one
supplier, Shell. Apart from the odd
small volume suppliers this is it. Engine
manufacturers suggest using a straight
mineral oil, yet for their turbocharged
engines they say use the normal ashless
dispersant oils from the start. There
is no harm in using the straight oil to
begin with, but get the run in period
done quickly, especially in summer
when humidity is high. After that use
the W100plus or 15W-50plus as you
please. If you have a choice of brands,
be it Castrol, Shell, Phillips66 or Exon
Mobil; get your wife to pick the bottle
colour she prefers! Seriously! The oils
with the corrosion inhibitors would be
my suggestion or add some CamGuard,
but whatever you do, just remember
to put some in there. Failing to does
have one benefit, no oil leaks, but it
does get messy and expensive fairly
quickly, so maybe not a good idea.
Before I finish off, it is time to
acknowledge Mr John Deakin again for
providing peer review of these articles,
and I truly appreciate his doing so. It
means I have confidence in presenting
to you, the membership, the very
highest quality article content and the
confidence that the content is correct.
I also have some other very exciting
news to share. There is a press release
below on the topic, but I would like to
extend you all a personal invitation
to meet not only John Deakin, but
one of the other partners in the
APS team, Mr Walter Atkinson.
John and Walter will be coming to
Australia in mid-May to launch the full
time Australian based Advanced Pilot
Seminars. Having worked with these
guys for a while now, it makes perfect
sense to provide the Australian GA
community with the very best education
in the world on piston aero engines. Yes,
much of our training and theory text is
full of misinformation, but there is so
much more value in the training from
APS than just how to run the engine. So
consider yourself privileged and invited
to attend the first two classes in May,
and have the rare opportunity to meet
a couple of highly respected experts in
the global GA community. This is not
likely to be repeated, so do not put it
off till next time. For those of you who
love a good autobiography, John’s
book Full Throttle will be available for
purchase and no doubt an autograph.
Until the next edition, safe flying,
happy building and live life!
David Brown
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.
PRESS RELEASE
Advanced Pilot Seminars Coming to Australia
The world-recognized leaders in
piston aircraft engine management
training have taken on new partners
in the training program in Australia.
Andrew Denyer and David Brown
have similar and complimentary
backgrounds in mechanical engineering
and automation as well as aviation
where flying, engine building and
management training are passions
that equal those of the Advanced
Pilot Seminars founders John Deakin,
Walter Atkinson and George Braly.
The first two seminars will be held in
Brisbane (May 17-19) and Melbourne
(May 24-26). Participants will have
an opportunity to meet John Deakin
and Walter Atkinson who are
scheduled to be with us from the US
for these two seminars. This provides
for a rare educational experience
outside of Ada, Oklahoma.
Engine Management Made Easy is a
multi-media training program that
focuses on the often over-looked vital
area of engine management training.
A thorough understanding of the
combustion process enables the pilot
to safely and efficiently operate the
engine with confidence. The truths
and myths about detonation and
pre-ignition will be exposed through a
demonstration on a running aircraft
engine. The participant learns how
engine performance is optimized
in all flight conditions and how to
interpret the valuable data provided
by engine monitor systems. With
training and understanding, engine
monitors can save literally thousands
of dollars in maintenance annually,
and perhaps even save your life.
If your most valuable assets are your
family, friends and your aeroplane, it
makes great financial sense to invest in
this segment of education that will save
money while making flights safer.
http://www.advancedpilot.com
AIRSPORT • 25
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-OHY
Builder: Michael Fischer #6376
A/C Type: VAN’S RV-7A
Located: JINDABYNE, NSW
NOTES:
CofA issued on 20/11/2012 by JT Williams
OAMPS Aviation Insurance solutions are managed
by a dedicated aviation insurance team.
If you’re involved with general aviation, or have a specific Aviation risk, you should consider
OAMPS aviation insurance.
To discuss
your Aviation
Insurance needs,
please contact:
26 • AIRSPORT
Gary Perera
Account Executive
Hamish McIntosh
Account Executive
T: 02 9424 1727
E: gary.perera@oamps.com.au
T: 02 9424 1782
E: hamish.mcintosh@oamps.com.au
builders’ log
VH-UGH
BUILDER:
(Featured on cover)
HUGH RAGG #6200
A/C TYPE: VAN’S RV-7A
LOCATED: SOUTHPORT, QLD CHAPTER 19
CofA issued on 12/12/2012 by Harry Mason.
I have just completed and test flown
my RV-7 VH-UGH after 7 years in
the building process. Harry Mason
issued my CofA on the 12/12/12
and I test flew her last Saturday. The
interesting thing was as I opened the
throttle, lifted the tail and became
airborne I checked the time and it
was 12 minutes past 12:00 pm.
The first flight went off without a
hitch, she performed flawlessly and
after about 30 minutes I returned to
Mason Field Southport with what I can
say was a very smooth landing. Some
slight left wing trimming was required
but overall an incredible experience.
Temperatures and pressures all in the
green and now with 3 hours on the
clock I can start the test flight program. There are many people to thank for
their valuable support over the years
and the list is long, however four
people who need a special mention
here are: My wife Judy, who has
supported me through thick and
thin and everyone who embarks
on this journey will know support
from the family means so much.
My good friend Gary Spicer, who
introduced me to the world of RVs
and assisted me throughout the build,
teaching me some very good skills,
taking time to teach me the finer
points of flying an RV and putting
up with some of my idiosyncrasies.
Brian Hunter for his unending support
through many easy and difficult
times, he was always available
Harry Mason, who comes fully prepared
to ensure everything is right, his
knowledge and assistance in ensuring
everything is completed correctly adds
another dimension to the awareness
of safe operation, and he does it with
passion and enthusiasm for all of us. Let’s not forget the SAAA for continuing
to work on our behalf, we would not
have the Experimental rights without
the people who drive this association.
We should not underestimate the work
that takes place behind the scenes.
Building your own aircraft and then
flying it is almost indescribable, many
many times I could have given up as
it felt like I was climbing Mt Everest
and getting stuck on the side of the
mountain in a blizzard, however
perseverance and support is the key.
It is all about the journey, not the end.
I have learned so much about
myself along with gaining so much
experience. The education process
cannot be underestimated, I am
sure everyone who has experienced
this opportunity will agree.
I will provide more updates as I progress
through the test flying stages and I
know there are so many more to thank.
Regards
Hugh
AIRSPORT • 27
builders’ log
VH-XVH
Builder: Callum Burns #7699
A/C Type: VAN’S RV-9A ( Imported)
Located: LONGFORD, TAS Ch 21
CofA issued on 10/10/2012 by Brian Turner
2nd generation Odyssey
World’s most advanced EFIS’s with everything!
Complete Odyssey-Voyager G2 systems
approx. $6,100 delivered!
The Enigma
All the advanced features
of the Odyssey-Voyager in a
smaller package (5.7” display)
Complete Systems approx.
$4,500 delivered!
Complete range of light,
accurate, multi-function,
advanced instruments. Straight
swap out for standard 2.25” &
3.5” instruments with brilliant
one button interface & even
more innovative features.
website: www.lightﬂying.com.au
28 • AIRSPORT
• Extremely powerful, flexible, simple & intuitive
operation in huge 10.4” and 8.4”, high quality,
high resolution, sunlight readable displays
(9 user designable screens).
• Odyssey-Voyager advanced features dramatically
lighten pilot burden & increase safety,
particularly, in high workload situations (e.g.
with their spoken voice - engine, flight, terrain &
airspace alerts).
• Every conceivable function: all flight; HITS;
VOR, ILS, GLS, GVOR; AOA; all engine; ‘black box’
recording; AH/Compass; GPS (m/map); terrain
(2D/3D); integrated GPS & encoder; radio/
transponder/AutoP interfaces, ‘spoken voice’
alerts & much, much more!
• Integrated autopilot (just add servos).
• Free, simply installed software upgrades.
Delta VHF Antennas
Exclusive Australasian
distributer for the highly
regarded Delta Pop
Aviation range of VHF and
transponder antennas.
The XTreme Mini EFIS
A 4.3” colour display,
multifunction EFIS with
remarkable functionality at a
remarkable price.
With all Flight and Engine
functions*; Integrated GPS &
encoder; Navigation; Flight path
(GPS based flight path/‘attitude’
indication); Artificial horizon.*
Auto pilot* coming soon (free
software upgrade); EFIS fits into
std 3.5” instrument cut-out!
*Requires additional module &
senders. Not required if backup to advanced EFIS.
$1,225 delivered!
MGL VHF COM Radio
New advanced features &
design - 3.5”, large display, 215
grams. FCC approved.
$1,195 delivered
phone: (02) 6259 2002 or 0419 423 286
builders’ log
VH-UOK
Builder: David Butler #1841
A/C Type: CORBY STARLET
Located: WEDDERBURN, NSW
NOTES:
• ‘Scratch built’ from plans
over 18 year period.
• First flew Nov 2008 with VW
engine, then replaced with 2200
Jabiru engine (over 2 year period)
and flew again March 2011.
• Currently 56 hours TT.
• Cruises at 110 knots at 2,800 rpm and
13 litres per hour, easily climbs at 1,500
fpm and can exceed VNE (138 knots)
straight and level at full power - possibly
the best ‘bang for your buck’ in aviation?
An absolute dream to fly - John
Corby designed the perfect little
‘personal’ aircraft in the Starlet CJ1.
David www.youtube.com/watch?v=UIm0sOeI-5U
VH-BJQ
VH-XHE
Builder: Leslie Clarke #7244
Builder: Graham Hewitt #48
A/C Type: Van’s RV-10
A/C Type: PIETENPOL AIR CAMPER
Located: GARFIELD NORTH, VIC Ch 14
Located: MAIDA VALE, WA Ch 24
CofA was issued on 19/12/2012 by Brian Turner
CofA issued on 4/12/2012 by Colin Morrow
VH-IMZ
VH-AYE
Builder: Ian Edgell #4183
Builder: Gordon McCormack #6800
A/C Type: Van’s RV-10
A/C Type: GLASAIR IIS -FT
Located: OAKFORD, WA Ch 16
Located: BELMONT WA Ch 24
CofA issued on 28/12/2012 by William Keehner
CofA issued on 12/10/2012 by Colin Morrow
AIRSPORT • 29
H
Make your Airport
a valued Community asset
O r get your town to love your airport by F red M oreno
P
ilots look at airports as
the place to take off,
land, store airplanes,
and perhaps do a bit of
friendly socialising. Shires
have mixed views about
their airports – some value gained for
the community in exchange for noise
complaints and costs. Too often a few
airport opponents make their own noise
and it leads to airport restrictions or worse.
What to do to improve the community
view? One strategy is to make your
airport a valuable public safety asset,
critical to the community in times
of emergency. Depending on your
situation, you might be able do this by
streamlining your airport to improve
water bomber throughput thereby
strengthening community fire defences.
30 • AIRSPORT
That is what the pilots at Denmark,
Western Australia are currently doing.
from Denmark Airport located only
three kilometers from the CBD.
Denmark has approximately 5000
residents. The population swells to over
16,000 as holidaymakers stream in from
Perth to enjoy the cool weather and
beautiful setting. But as recent disastrous
bushfires have shown, rolling hills,
winding roads, deep forests, and extensive
“urban interface” with homes set into
the bush all conspire to create a setting
for a deadly disaster. Denmark has only
three exit routes from town, which further
worsens a potentially bad situation.
Local pilots in the Denmark Airport
Association and SAAA Chapter 13 saw
room for airport improvements. When
watching water bomber operations, it was
clear that with only two of the 7.3 ton,
18 metre wingspan aircraft operating,
traffic congestion on the single taxiway
was delaying operations. We found
the state had six nearby water bombers
that could be used in a big fire, but all
they would do if “the big one” hits is
wait in line while the town burns.
The town recognises the potential threat,
but other than having fire brigades and
regular training exercises, Denmark
relies heavily on the state government
to bring in water bombers operating
So we calculated cycle times for a
typical water bomber to fill, take off,
fly to a nearby fire, return, land, taxi,
and refill which is about 15 minutes.
We also talked to the operators and
aerial firefighting managers to learn
how to improve ground operations.
With that information we developed a
simple plan that more than triples water
bomber throughput. It recommends
high speed taxiways to enter and exit
the runway, additional paved apron
area to let multiple aircraft maneuver
into refill positions, installation of
three water supply points, and adding
another 200,000 liter storage tank
filled from hangar roof tops since
no scheme water is available.
Working with Shire engineering and
contractors in the area, cost quotes were
collected and a formal proposal prepared
and submitted to the Shire. Our analysis
included RFDS aircraft movements to
remove the injured to Perth which has the
only burn treatment unit in the region.
In Western Australia the Regional
Airport Development Scheme (RADS)
accepts proposals to fund 50% of
airport improvement projects. The
Shire was unable to come up with its
share in 2011 but submitted a request
for 100% funding which was denied.
So in late 2012 we mounted a campaign
that included articles in the local paper,
letters from citizens, and submission of
a petition with more than 500 names
to Shire Council. In January 2013 we
hosted an Airport Open House with
guided tours of the airport and around
aircraft invited to fly in. In one hangar
we focused on educational information
on a variety of topics including the
proposed fire safety project. We have
also refreshed our airport web site
www.fly-denmark.com.au with some
fun pages as well as a summary of
the proposed fire safety project.
Our goal is to use a public awareness
campaign to push the Shire forward.
It has already been the
topic of a recent Council
meeting. We are optimistic
of success because the costs
are small beer in comparison
to the improvement in
public safety that will be
achieved. Our motto is
“Triple the size of the great
fire sprinkler in the sky for
only $100k!” We shall see.
As expected, we get resistance
at each step. But we have
learned an important lesson.
It is harder for shires and
politicians to push back on
public safety issues and public
risk reduction projects. More frequently
you will get passive resistance of the
form “Yes, good idea, we like it, but….”
The antidote is to send a letter with
something like “A catastrophic fire will
lead to massive property damage and
deaths. Imagine being called to the
Coroner’s Hearing to state that ‘we knew
there was a problem, but did nothing
even though we also knew it was a
modest project with modest costs…’”
No government employee or politician
wants to face such a hearing. They will
actively work to avoid it. Raising such
a spectre may be necessary - like hitting
a mule over the head with a plank –
necessary just to get their attention.
Once you have their attention, your
proposal for airport safety improvements
will get a better hearing and your
subsequent friendly discussions for
getting the job done will proceed.
The lessons we pilots need to learn:
1.Pilots can make airports better public
safety assets by working to improve
RFDS and water bomber capabilities.
2.By identifying problems, developing
solutions, and carrying these
forward to the shire (staff and
councilors), relevant politicians
and state agencies, shire
personnel and local citizens will
appreciate local pilot groups and
help to support their airport.
3.Pilots need to speak with a unified
voice, preferably through their
SAAA chapter or via an Airport
Association that can be formed
for supporting the airport.
4.Persistence is much more
important than genius. Persist,
meet, talk, research, adapt,
and write lots of letters. Then
do it again. And again.
5.Do nothing and you can expect
negative consequences.
Only pilots love airports. You will
find that a silent majority in town is
interested in airplanes, but you need to
give them the opportunity to have some
fun at the airport and see the benefits,
particularly with regard to the public.
Active but friendly “Pilot Push” is needed
to overcome detractors who shove.
The world is made of three kinds of
people: Those who make things happen;
those who watch things happen; and
those who wonder what happened.
Be in the first group.
Fred Moreno
SAAA Chapter 13
Get your kit off to a flying start!
Kit Plane Assist provides individually tailored
instruction in the assembly of kit aircraft.
Get great results using your own kit parts, and gain
the skills to continue your build with confidence!
KPA 12113
Phone Peter today on 0418 129 222
www.kitplaneassist.com
AIRSPORT • 31
FOR SALE
WA
RV-6 TT 400 hrs, ETR 600hrs, 0320
160 HP,always hangared maint by
lame,VGC $90,000 08 97958354
PROP DRIVE ADAPTER and
RETURN OIL LINE I have a Prop
Drive adapter for sale, this unit came
off a near new Mattituck 0-360-A1A
with a total time of 268 hours on it
when removed. Mattituck supplies its
engines with this adapter containing a
“block off plate”and return oil line to
enable its engines to be used for fixed
pitch props and by simply removing
the block off plate it can be used
for CS conversion. As the Prop drive
adapter was not driving a CS governor
it is in “as new” condition with no end
or bearing play. I am asking $270 firm
for both items-buyer to pay shipping.
Pics and further info available by
email jetodart@iinet.net.au or calling
me (Pete Poland) on 0407 943 685
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;
many extras. $100.000 inc
gst ono. Ph: 0488 996 492
SPITFIRE ( Mark 25 ) VH-XST TT 50
hrs. Jabiru 3300 engine Airmaster
Elect 3 bladed Prop. King Radio &
Transponder. In Perth. Deceased
estate sale. $180,000 ONO,
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
32 • AIRSPORT
AUSTER J1B/L TTAF 3580 Engine:
Lycoming O-320 1380 SMOH Vintage
taildragger always hangared – we
need the space for other projects.
For further details contact Rob on
(08) 9367 1364 or 0413 217 206
PIEL EMERAUDE CP301 Total Time
155hrs. These aircraft have been
called the “working lads Spitfire”
due to their semi-eliptical wing
plan form. Much more docile and
nowhere near as fast. Delight to fly.
$39,000 ONO Contact Rob on 0413
217 206 or (08) 9367 1364. Email
robertmilton@optusnet.com.au
NSW/ACT
GLASTAR Project (in US) - The
fuselage, wings, control surfaces, gear,
and plumbing is about as complete
as it can be without an engine and
instruments. Previously being set up
as taildragger, so tail reinforcement
is complete and the tailspring is
installed. Presently on tricycle gear but
a quick-change setup between either
option easy possible. Folding wings
Excellent workmanship. US$ 28,000
o.n.o. For further details including
owner contact visit www.glastar.us
ADC Remote Spin on Filter
Kit. Suitable most Lycomings. $300
ono. Ph Lloyd: 02 4773 8382
Unused Parts 1 X AV-534
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
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,
radio and transponder. Contact
David Baker at dragonflydbl@gmail.
com or sms on 0427 317 109.
LN SYS 6 Lighting System, suit
RV9, $650. Ph: Paul 02 6231 0975
Dragonfly Mk2 minus engine
for sale in Orange, NSW. Fuselage,
wings and instruments all in good
condition and last flew in January
2012. I will accept any reasonable
offer if it can be put to use as part
of a new project. Build history
is available for all components.
SMS David on 0427 317 109.
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
KIS TR1 VH-AIG Experimental
Composite – 2 seat side by side
– gull wing doors. Lycoming 0235 –
118HP – 1200HTR. Electric variable
pitch carbon fibre propeller. Electric
aileron trim. Cruise 135kts at 25l/
hr. Fuel capacity 125L. Professional
upholstery. Apollo 55 GPS, Icom VHF,
Sigtronics intercom, Terra transponder.
100hrly and avionics check completed
Sept 2012 – all ADs up to date. LAME
built and maintained. Condition:
Exterior 8/10, Interior 9/10. Bruce’s
Custom Cover. Spares, including 2
props. Always hangared – located
Maitland, NSW. Excellent touring
aircraft. Only selling to make way
for new aircraft under construction.
$75,000. Ph Mike for more details,
photos, inspection on 0428 687733
or email mikepapa@bigpond.com
Cozy 4 aircraft for sale, CofA 2006,
flew TTIS 102 hrs, for interested
builders, It can be split it as airframe /
instrument /prop as project without
the engine. Instruments: VFR/
IMC, 2 radios, transponder and trio
autopilot. Prop 3 blade Performance
prop. Engine IO-360 A1A did run
TTIS 102 hrs since new, 1900
hrs to go, new starter Skytec and
new alternator 40 AMP. Sydney. Call Khalid on 0401 713 707
Hangar Space Available in
privately owned hangar at Royal
Newcastle Aero Club, Maitland. Please
contact Phil on 0407 494930 or
email phil@manna.net.au for details.
Flying RV-7 Completed quickbuild
Wings removed in storage. 10-360
Constant speed prop. Leather
interior, steam gauges, garmin
GPS reasonable offers considered
call for photos 02 6783 2201
Garmin 400w Virtually brand-
new (WAAS GPS only – no VOR or
classifieds
VHF radio - which is the 430w).
This is IFR in one box solution to
get your RV into IFR category. I am
talking to an Eclipse owner who has
upgraded to an FMS – and has two
for sale – wants to do a “killer deal”
to off-load both of them. (This solution
suits me – I have a VHF – and don’t
need a VOR) as per AIP GEN 1.5 The
price could be $2500 - $3000
– or less.. An absolute bargain!!
Please ph Phil on 0403 313 135
PELICAN Project – Model PL.
All parts & components included
except engine & instruments.
Horizontal & vertical tail feathers
finished, tricycle or tailwheel options.
Heavy duty windshield and prop
included. Kit valued at $60+k,
will accept S30,000. For serious
enquiries contact 0403586085
AAK Stol Hornet Kit #17 Primary
structures assembled / riveted.
Fuselage rolling on 3 point gear, wings
with factory extension, tail, horizontal
stab, rudder. SAAA stage inspection
conducted. Original Kit comes
undrilled. This Looks like a quick build
kit. No engine or avionics. Windsor
NSW AUD $36,000 neg.
hornet17@y7mail.com 0417 383 630
LN SYS 6 Lighting System $650.00,
Suit RV-9 – Ph Paul 02 6231 0975.
Aircraft Engine Operating
Guide Kas Thoma $5. Engines
for Homebuilt Planes Joe Christy &
Greg Erikso $5. Aircraft Metalwork
Don Dwiggins $5. Aircraft Wood
Work Ruth Spencer $5. EAA Custom
Aircraft Building Tips Vol. 2&3 $5.
EAA Custom Aircraft Engines Vol 1
& 2 $5. Flying and Glider Manual
1931 $5. EAA International Aerobatic
Club Technical Tips Manual Vol 1-4
$15. Firewall Forward Tony Bingelis
$15. Tony Bingelis on Engines $15.
Take the lot for $65All prices exclude
postage. That would be at cost.Please
contact Kim Jones 0412 090 951
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
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 $330,000 GST
if applicable as owner has moved on
to helicopters. Contact John Buchanan
0419 643 711 or jbukes@gmail.com
or to arrange an inspection please
contact Howard Mason on 0417 621
655 email: masonair@bigpond.net.au
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
Cavalier SA-105 VH-SLZ,
PAZMANY PL1 VH-TEZ
All metal aerobatic 2 seat side by side
aircraft with 100 kt cruise. Well built
from plans, excellent condition, total
time 800 hrs. King VHF & Transponder.
Was fitted with Lycoming 0-235 and
Henry (69” x 52”) prop. The aircraft
has nil accident history and is
hangared at Hervey Bay QLD. Great
opportunity potentially saving years of
construction time.
Call Terry for details: 0488 141415 or
terry.grace@bigpond.com
Bushby Mustang II Serial
no: M-11-696 Unfinished projectalmost 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
total time 1476 hours, A/C based
at Caloundra, cruise 100 kts,
nothing to spend $45,000 Ph:
Rod Ferguson 0419 705 603
Electric constant speed
propeller. MTV7-C183/51
3 Blade 72 inch prop diameter
83 HRS T.T It is an electonic hub,
constant speed includes electronic
constant speed controller, brush
block, bulkheads, Kevlar spinner.
Suit all auto engines and continental
0-200 will thro in a subaru H6
engine and mount for RV-7! New
11,000 USD will sell for $5000
AUD plus freight phone Nigel on
0419 989 288 for more details
New Titan P51 Mustang
in kit form, all accessories - seat
upgrade - long fuel tank etc, heavy
undercarriage, avionics, glass
cockpits or steam instruments,
building jigs. Please contact
Shane for more details 0418 459
060 or email blackiemustang@
bigpond.com $75,000
O Spray GP-4 Plans included
optional hydraulic gear , fuselage
and tail framed up can email
photos $1600 ONO Please phone
robert on 0401 098 132
RV-8 Jigs for sale. All included
as well as a fuselage rotisserie.
Located Longreach QLD $1500
LAME built Set of Uma Instrument
lighting new Part no 3 of 2-30-G
(3-1/8 UMA light green W/Cutout) 2
of 2-31-G (3-1/8 UMA light green W/
Cutout) 1G02 Connector Kit W/12”
leads 1G2 inverter $120 the lot 4
Engine mounts LORD J-7518-2 $75
each Volts amp gauge RC ALLEN
12-2004-1 $75 0427 682 211
SA102.5 Cavalier project
for sale with two lycoming 0-290
engines. Comes with sitka spruce
wing spar timber, precut wing ribs,
tailplane and elevator. Includes
fiberglass nose cone and cowling
wingtip tanks, instruments, cleaveland
brakes, hardware kit and most parts
to fit out fuselage, Also large work
table to go with project. Located in
Brisbane $15,000 ONO for more
details contact Adam on 0406 656
448 or email charring1@bigpond.com
Van’s RV9A with Jabiru 8 cylinder
engine, Sensenich prop. Approx 40
hours total time, Dynon D10A EFIS,
Microair radio and transponder.
Always hangared. Located at
Caboolture. This aircraft is offered
for sale on behalf of Chris Hamilton.
Contact David Brown: david.brown@
saaa.com Ph: 0416 223 194
Spitfire 70% scale, All Alloy, LS1
Gen3 GMC 330hp, Programmable EFI,
Analogue 6 pac panel, Digital EMS,
inflight adjustable 4 blade carbon
prop, NW Aero belt reduction, 175 hrs,
VGC, $130,000, Email 58armada@
gmail.com, Mob. 0419647635
Grumman Bearcat 80% Scale,
All alloy, New M14P Radial, 4 blade
MT, Rare opportunity to complete an
exciting project, Expressions of interest
to email; 58armada@gmail.com
AIRSPORT • 33
classifieds
SA
MK 26 SPITFIRE Magnificent
award-winning aircraft, TT only 160
hrs. Supermarine kit fastidiously
augmented & improved for classic
Mark IX appearance. 250 HP V6
with 3 blade VP prop. Underwing
radiators with elec cowl flaps. Fully
instrumented, Becker VHF & TX,
Garmin 296 GPS cpld to autopilot.
Aerobatic. Looks, sounds & flies like
the real thing, but at fraction of the
cost. Other priorities mandate sale.
Contact me for full specs, high-res
photos, and referees. $159,000
(no GST) Ph Roger 08 8534 4176
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
DR107 (OneDesign) Best
Award Winning example in
Australia. 10/10 inside and out. For
details email : DR107AUS@gmail.com
cowl fitted and complete. Tilt up
Canopy completed.
Instrument panel completed and
includes Icom A200 , Transponder KT
76A TSO , Garmin GPS 155XL TSO,
Digitrack Autopilot , Fuel Scan 450
computer, RC allen T&B indicator
electric, vertical card compass.
Flaps completed & fitted, Ailerons
completed, vertical and horizontal
stabilizer complete, rudder and
elevators complete.
EVan’s VP-1A VOLKSPLANE
Main gear fairings completed.
Interior of cabin painted .
Brakes and rudder pedals fitted.
Foam cutouts for seats as supplied by
Van’s and leather hide to cover seats.
Wings 95% complete all skins fitted,
landing light fitted. Nose wheel mod
completed to Van’s specs. All
hardware, nuts, bolts, rivets required
to complete the aircraft are supplied.
All work has been inspected and
complete with log book. Aircraft is
located at West Hobart, Tasmania.
Regretful Sale due to changing
circumstances. Looking for reasonable
offers. Phone Mick on 0400 183 711.
VIC
Airfield Property - 49% share
RV-6A Really nice IFR touring &
fun aircraft in VG Cond. 180 HP Lyc.
TT Eng & A/F 470 hrs. Metal prop.
STEC A/P with alt. hold coupled to
Garmin 155XL approach GPS. 2 x
AH (elec & vac). Dual Icom VHF plus
intercom. ADF, TX, full eng instrs.
Nil damage. Always hangared &
LAME maintd.. Pls Contact for full
specs & more photos. $89K ono,
no GST. Ph Roger 08 8534 4176
TAS
RV-6A Kit 90% complete, with all
parts to complete included.
New 0-320 D1A Lycoming certified
engine 160HP fitting completed.
New sensenich metal prop, Aluminum
spinner supplied and fitted. Engine
34 • AIRSPORT
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
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
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
1 new Sensenich ProP
70CM6S9-0-80 complete with
21/4” spacer plus spinner and
backplates. $2,800 no gst - Located
Melbourne Also 2 new Van’s fuel
Gauges and senders $50 for
both. PH Brian 0408 322358
Sonex. TTIS 85 hours. 80HP Aerovee
engine. Taildragger. Aerobatic. Dual
controls. Tinted canopy. Microair
VH-EVP for sale. Always hangared
Melbourne. Superb condition. 53
hours TT. VW1600. Cruise 65 kts.
Empty 236kg Max 348kg. Load 83kg
with full fuel. Fuel 39L @ 11Lph.
VH reg experimental but can be
RAA-Aus registered. Very pleasant and
fun to fly. No vices. Cheap flying.
$9,500. Ph 0401 388 651 or
0403 849 117
0320 BC 160Hp Experimental
Conical Mount overhauled and tested
at Ruby’s $20,000 please email
simon.bromiley@bigpond.com
Ph 0418 546 39
DR107 One FUSELAGE welded by
Brian Turner. Excellent experimental
project. Covered, wheels, brakes,
controls etc. $15,000 you can take it
away. 0418 546 397
simon.bromiley@bigpond.com
MIDGET MUSTANG - Engine 0-290
130hp, zero timed 150 hours ago,
therefore 1850+ htr. Instruments asi, vsi, compass, fuel flow, tacho,
t&b, Cht, egt, volts, oilpress, oil
temp, garmin 296. Fuel avgas standard tank 59l plus aux tank
24l,fitted. Plus wing tanks not fitted.
Performance - cruise 140 kts at 22l
per hour., Aerobatic. Stalls 60 kts
@ 1/2 flaps. Range 500 nm. Phone
Roger on 0438 51 99 22 or email
rogerbarlee@vic.australis.com.au
Has current 100 hourly. $29,000
RV-10 fully IFR Currently under
Construction details on www.ozrv10.
com Completed empennage, Wings,
tail feathers, into cabin construction.
All parts already purchased apart
from Firewall forward kit, fitout
and Instrumentation. (Engine
already purchased : Lycoming
Thunderbolt).Get in on the ground
floor of a well-constructed RV-10
and put some flavor into it before it
is complete.Contact Andrew Long
for details on 0414 593 580, or
via email, details on the web site
Andrew.Long@praxa.com.au
Van’s RV-6A Ttis 1030 hours.
Factory new Lycoming 0-320
160 hp. Metal fp prop, full range
instruments, Garmin 296 gps, Icom
A210 radio, transponder, sliding
canopy, always hangared, current
100 hourly. Based yltv. $75,000
(no gst) Phone Roger 0438 519 922
Corby Starlet Most timber &
plywood required for construction.
Timber is perfectus ( the Best) &
ply wood is aircraft grade finnish
birch to GL1 spec. Also metal
fittings, tank,NZ fiberglass tips
& spats, plan set, newsletter &
more. For details email Colin on
juliecolingamble@bigpond.com
Romsey Hangar Space available
for SAAA members. New Steel
45’x45’x18’ with concrete floors
inside and out. Would prefer low wing
similar to an RV with rate starting
at $75 pw. romseyhangar4rent@
gmail.com 0409 757 767
Lycoming 0-320-D2A 160 hp
Full over haul new, CSU - Dynafocal
No Gst Call Col on 0429 328 598
4 X Lycoming 150hps over
haul cylinders with piston and
rings ring col on 0429 328 598
WANTED
SA RV-4 rod gear main
undercarriage legs. New or used.
Contact James 0428 826 290 or
overlandhomes@dodo.com
Space Walker WANTED plans and
Parts Contact David email dhardie@
pacific.net.au Ph 0417 669 658
construction in Western Suburbs of
Melbourne. Looking for 2 partners
to buy into a three way partnership.
Chapter contacts
New South Wales
Chapter 37
Chapter 27
Chapter 1
Southern NSW
Tyabb Victoria
Port Lincoln SA
President: Jarrod Clowes
Mob 0428 811 884
chapter37@saaa.com
President: Darren Barnfield
Tel 03 5979 1501
Mob 0408 351 309
chapter27@saaa.com
Meetings: Third Sunday
each month
President: Michael Hart
Tel 08 8682 1977
chapter25@saaa.com
Sydney North
President: Rob Lawrie
Mob 0419 489 200
chapter01@saaa.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
Tel 02 4229 5350
Secretary: Philip Ayrton
chapter04@saaa.com
Meetings: Last Monday
night of each month
Chapter 5
Central Coast
President: Dean Nesbitt
Mob 0418 757 383
chapter05@saaa.com
Chapter 6
Chapter 38
Western Plains
President: Daniel Compton
Tel 02 6884 8887
Mob 0409 944 619
chapter38@saaa.com
Chapter 40
Wagga & District
President: Malcolm Bennett
Tel 02 6922 4917
Mob 0423 101 855
chapter40@saaa.com
Secretary: Tony Middleton
Tel 02 6922 4990
Australian Capital Territory
Chapter 26
Monaro ACT
President: John Morrisey
Mob 0419 260 740
john.morrissey@csiro.au
Meetings: Third Sunday
afternoon each month, rotates
Victoria
Coffs Harbour
President: Dr Paul Foster
Tel 02 6569 9484 (ah)
chapter06@saaa.com
Chapter 7
Mid-North Coast
President: Bill Coote
Tel 02 6559 9953
chapter07@saaa.com
Meetings: First Friday of
each month, Hasting’s
District Flying Club
Chapter 11
North-West Sydney
President: Ian Woodhead
Tel 02 9856 2703
M 0404 830 634
chapter11@saaa.com
Meetings: Second Tuesday
of each month, rotates
amongst members.
Chapter 23
Frogs Hollow NSW
President: Drew Done
Tel 02 6495 9484
chapter23@saaa.com
Chapter 14
Latrobe Valley
President: Terry Fisher
Mob 03 5127 5765
chapter14@saaa.com
Chapter 18
Melbourne
President: David Zemel
Mob 0412 778 120
chapter18@saaa.com
Chapter 20
Kyneton District
President: Mark Davis
Secretary: Terry Dovey
Tel 03 5367 3548
chapter20@saaa.com
Chapter 21
Moorabbin
President: Stuart Trist
Mob 0410 561 371
chapter21@saaa.com
Meetings: Fourth Wednesday
of the month at 7.30 pm, South
Oakleigh Club, 1 Victor Rd (Cnr
Clifton St) East Bentleigh.
Queensland
Chapter 15
Chapter 25
Chapter 39
Adelaide
President: Paul Holaj
Secretary: Patrick Pulis
Mob 0408 008 379
chapter39@saaa.com
Meetings: Workshop visits
Queensland
President: Paul Smith
Western Australia
Tel 0419 641 853
chapter15@saaa.com
Chapter 10
Meetings: First Thursday of each
month at 8:00pm, Clubhouse,
South West WA
Beattie Road Archerfield
President: Peter Bairstow
Mob 0419 048 832
Chapter 19
chapter10@saaa.com
Gold Coast
President: Robert Fraser
Mob 0429 200 098
Secretary: Stanley Lewis
Mob 0414 960 872
chapter19@saaa.com
Meetings: Notified to
members via email
Chapter 13
Chapter 22
Chapter 16
Albany District
President: Ralph Burnett
Mob 0427 200 673
chapter13@saaa.com
Secretary: Randall Wiggins
Mob 0417 956 700
Sunshine Coast
Serpentine
President: Jamie Lee
Mob 0401 770 230
chapter22@saaa.com
Secretary:
Conor McCarthy
Mob 0439 518 777
Meetings: 3rd Sunday May,
Jul, Sept, Nov, Jan, Mar
President: Bo Hannington
Tel 08 9524 2000
Mob 0427 044 156
chapter16@saaa.com
Chapter 34
Far North QLD
President: John Martin
Tel 07 4033 5448
chapter34@saaa.com
Chapter 36
Central QLD
President: Anthony Baldry
Mob 0427 267 237
chapter36@saaa.com
South Australia
Chapter 17
Chapter 24
Jandakot
Secretary/Treasurer:
Peter Mulhern
Mob 0418 923 837
chapter24@saaa.com
Northern Territory
Chapter 35
Northern Australia
President: Vern Taylor
Mob 0418 898 899
Secretary: Christopher McKay
Mob 0418 799 469
chapter35@saaa.com
Meetings: Last Saturday of
the month, venues vary.
Pallamana Murray Bridge
President: Don Fraser
Tel 08 8363 3920 (ah)
chapter17@saaa.com
For any changes to Chapter
details, contacts or to notify
of errors, please email
enquiries@saaa.com
AIRSPORT • 35
SAAA contacts
General Manager
Mark Rowe
Narromine NSW 2821
Mob 0403 307 363
mark.rowe@saaa.com
National Technical Manager
Brian Hunter
Maudsland
Mob 0417 555 030
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
19 Jim Williams
Albury NSW (Albury area only)
Tel 02 6021 5818
11 Martin Ongley
Colebee NSW
Mob 0438 014 877
05 David Tennant
Wyongah NSW
Mob 0410 491 866
19 Peter Lewis
Elanora QLD
Mob 0439 714 617
skyworthy2@bigpond.com
Howard Mason
Elanora QLD
Tel 07 5534 8276
14 Brian Turner
Boolarra South VIC
Mob 0429 172 740
btvair@wideband.net.au
Darren Barnfield
Hastings VIC
Tel 03 5979 1501
13 Robert Hannington
Lower King WA
Tel 08 9844 7046
24 Colin Morrow
Como WA
Tel 08 9450 2130
colinmorrow@optusnet.com.au
24 William Keehner
Mt Pleasant WA
Tel 08 9364 7690
36 • 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
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
5 Grant Piper
Coolah
Mob 0438 890 242
grant.piper@wideband.net.au
11 Martin Ongley
Colebee
Mob 0438 014 877
martin.ongley@saaa.com
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
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
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 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 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@iinet.com.au
40 Malcolm Bennett
Wagga Wagga
Tel 02 6922 4917
Mob 0423 101 855
bennettbuilt@internode.on.net
40 Peter Middleton
Wagga Wagga
Tel 02 6922 4815
Mob 0407 016 429
p.middleton2@bigpond.com
p.middleton2@bigpond.com
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 0417 931 872
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
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
SAAA contacts
00 > Chapter number
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 Walter ogilvie
Kingston
Mob 0427 689 031
wogilvie@live.com.au
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 Norm Edmunds
Kyneton
Mob 0407 098 242
idgara.aviation@bigpond.com
20 Rodney Thynne
Melton
Mob 0402 277 607
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
13 Brian Holman
Albany
Mob 0429 844 419
bmholman@
australiaonline.net.au
Tony White
24 twhite@westnet.com.au
Guildford
Mob 0419 421 632
24 Paul Blackney
pblackny@bigpond.com
Leeming
Mob 0417 091 763
16 Bo Hannington
Baldivis
Tel 08 9524 2000
Bo@elbo.com.au
Gordon Johanson
Baldivis
Mob 0419 043 161
Gordon-jane@telstra.com
24 Peter Nelson
Baldivis
Mob 0418 949 943
peter.nelson6@bigpond.com
24 Mike Fletcher
Bunbury
Mob 0408 090 438
mikefletcher@dodo.com.au
24 Colin Morrow
Como
Mob 0412 069 490
colinmorrow@optusnet.com.au
13 Fred Moreno
Denmark
Tel 08 9848 1431
frederickmoreno@bigpond.com
10 Terry Doe
Eaton
Mob 0437 256 229
terrdoe@gmail.com
24 Tony White
Guildford
Mob 0419 421 632
twhite@westnet.com.au
24 Andy George
Kalgoorlie
Mob 0418 920 404
andy.george@rapallo.com.au
24 Paul Blackney
Leeming
Mob 0417 091 763
pblackny@bigpond.com
24 William Keehner
Mount Pleasant
Mob 0417 972 090
wkeehner@bigpond.net.au
13 Noel Stoney
Redmond
Mob 0447 453 242
nrstoney@bigpond.com
24 Peter Cash
Riverton
Mob 0447 560 928
bee@bee-engineering.com
24 Lindsay Danes
Success
Tel 08 9414 1122
lindsayd@primus.com.au
Northern Territory
35 Bill Markey
Acacia Hills
Mob 0407 823 313
bdtsmarkey@bordernet.com.au
35 Albert Poon
Casuarina
Mob 0417 562 069
albertpoon@y7mail.com
Flight Advisor & Test
Pilot Coordinator
Keith Engelsman
Grenfell NSW
Tel 02 6343 3292
Mob 0409 076 277
xtp@activ8.net.au
SAAA Pilot Advisors
Robert (Bob) Redman
Floraville NSW
Tel 02 4947 0768
Mob 0418 570 768
rlredman@bigpond.com
Andy Ski
(Andrew Sieczkowski)
Grafton Area NSW
Tel 02 6642 1104
Mob 0408 573 130
andyski@exemail.com.au
Gary Spicer
Hope Island QLD
Tel 07 5514 2196
Mob 0402 822 907
gary.spicer@saaa.com
Peter McDougall
(Helicopters)
Haliday Bay QLD
Mob 0408 345 507
qiepl@bigpond.com
Jon Johanson
Goolwa SA
Mob 0419 554 656
info@flymore.com.au
Aub Coote
Grovedale VIC
Tel 03 5241 1605
Ralph Burnett
Albany WA
Tel 08 9842 8963
Mob 0427 200 673
burnett@comsweat.net.au
John Chesbrough
South Perth WA
Tel 08 9389 4994
Mob 0407 446 869
Laurie Baxter
Wilson WA
Tel 08 9451 1106
ebaxter@iinet.net.au
AIRSPORT • 37
Advertisers
SAAA membership
Thinking of joining SAAA?
Aircraft Spruce
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Aviaquip
Bert Flood Imports
Bill Owens Insurance Brokers
C&H Freight
GT Propellers
Kit Plane Assist
Latrobe Valley Airframes
Morgan Aero Works
Morgan Aero Works
OAMPS Insurance Brokers
Pacific Flyer
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Sonex Aircraft
QBE Aviation Insurance
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Advertising in Airsport
Airsport is distributed to members of the
SAAA four times a year. As such it provides
an excellent vehicle for presenting the
services of businesses involved specifically
in industries of interest to homebuilt and
sport aircraft builders, owners and pilots.
Specifications
Advertisers can supply their own artwork
according to Airsport specifications,
or our design team can prepare an
ad for you at competitive rates.
For an advertising rate sheet and mechanical
specifications email enquiries@saaa.com
or tel 02 6889 7777
Classifieds
Members’ non-business classifieds are free for
two issues. Classifieds may be resubmitted.
Non-members paid classifieds – no limit.
Send to SAAA
fax 02 6889 7788
email enquiries@saaa.com
Deadlines for all contributions, classifieds
and advertising in Airsport are:
June Issue May 01 2013
September Issue
August 01 2013
December Issue
November 01 2013
March Issue
February 01 2014
Broaden your horizons, make new friends
and learn new skills.
The SAAA has something to offer everyone with an interest
in sport aviation, whether you’re a builder, a pilot or just
enjoy being around aircraft and fellow aviation enthusiasts.
If you’re thinking about building your own aircraft, then
the SAAA is your starting point. We can provide advice
and technical information. Our experienced Technical
Councillors can guide you through the challenges of
your project and help you to build a competent safe
aircraft. You might have an interest in restoring historic,
classic or ex-military aircraft, or you may prefer the
joys of recreational flying in production aircraft.
Whatever your particular interest in aviation, the
SAAA provides the opportunity to share the experience
with fellow enthusiasts. Membership includes
subscription to Airsport, published quarterly.
We encourage all members to join their local Chapter. The
local Chapters provide an active and enjoyable environment
where members work together developing building
techniques, work on their projects, get together for local
events and participate in fly-ins.
SAAA Membership Rates
Full membership
$188.50
Concessional membership*
$150
*Available to pensioners, member’s dependent family,
approved Technical Councillors
Membership Enquiries:
Contact the Sport Aircraft Association of Australia Inc
tel 02 6889 7777 / email enquiries@saaa.com
www.saaa.com
Contributions to Airsport:
Member’s contributions to Airsport are
welcomed. Articles and high resolution photos
can be sent via email or on disk to:
The Editor, Airsport
PO Box 99 Narromine NSW 2821 / email airsport@saaa.com
Airsport is provided for your education and enjoyment. No claim is made,
no responsibility taken and no liability is assumed, expressed or implied
for technical accuracy or safety of the material presented. The views in
Airsport are those of the contributors and not necessarily those of the
publishers. No monetary payment is made for any contributions.
38 • AIRSPORT
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