Airsport march 2014

AIRSPORT • 1

THE MAGAZINE OF THE SPORT AIRCRAFT ASSOCIATION OF AUSTRALIA MARCH 2014

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BUILDERS’ LOGCHAPTER CHATTER

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AIRSPORT • 3

SAAA national councillorsThe 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.”

President’s Report 05From the Editor 07Calendar of Events 08New Members 08Tech Talk 10Vale Graeme Humphreys 11Safety Report 12Electronic Flight Planning and You 14What’s Hot at HQ 18Vale Allan Heaton 19Engine Management 101 20First Flight Safety Plans 21Tips from the Toolbox 25Chapter Chatter 27VP-2 Volksplane 28Builders’ Log 32Classifieds 34Chapter Contacts 35SAAA Contacts 36SAAA Membership Information 38

AT ISSN 0156-6016

is the journal of the Sport Aircraft Association of Australia Inc PO Box 99 Narromine NSW 2821 INC NO. A0046510Z

tel 02 6889 7777 / fax 02 6889 7788 email [email protected] www.saaa.com

Editor Ryan Keen Art Director John Keen email [email protected]

Produced by John Keen Design 146 The Panorama, Tallai Qld 4213 Australia 1300 712 554 / [email protected] / www.johnkeen.com.au

SPA

140

10

cover: Volksplane VP-2 scratch-built from plans by SAAA AP Darren Barnfield. See page 28.

contents

Martin Ongley Hon National President Colebee NSW Mob 0438 014 877 [email protected]

Geoff Shrimski Hon National Vice President | Technical Team Frenchs Forest NSW Tel 02 9452 2428 Mob 0417 555 328 [email protected]

Phil Hale Hon National Secretary | IT Toronto NSW Mob 0407 494 930 [email protected]

Jarrod Clowes Hon National Treasurer | IT | Business Deniliquin NSW Mob 0428 811 884 [email protected]

Mike Horneman Technical Team | Safety Manager Boondall Qld Mob 0417 931 872 [email protected]

Shirley Harding Communication Coordinator Mundijong WA Mob 0459 555 025 [email protected]

David Brown Ausfly and Fuel Member Benefit Scheme Coordinator Brisbane Qld Mob 0416 223 194 [email protected]

Paul Holaj Chapter Coordinator Nairne SA Mob 0408 008 379 [email protected]

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F 12

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AIRSPORT • 5

president’s report

elcome to the first edition of Airsport for 2014, I trust that you have enjoyed a pleas-ant holiday period and that you have been enjoying build-

ing and flying your dream aircraft for at least part of the time. I know that a few of you have made the most of your holidays to fin-ish your aircraft and are now in the process of final assembly at an airfield somewhere. I hope that the final inspection and paper-work mountains that you have to compile in order to get your Certificate of Airworthiness issued are not too much of a burden and that our Technical Counsellors and Authorised Persons are able to make the process a little less of a burden.

My year did not get off to a very good start – It is my sad duty to have to share with you the news that our good friend and National Councillor Graeme Humphreys has lost a long, hard fought and tough battle with can-cer, he passed away in early January. The funeral memorial service was a fitting mark of respect to this lovely man, with many fam-ily and friends having travelled great distances to be there to pay their tributes. Many of you will know Graeme from his lovely RV aircraft and the energy that he gave to us in his role as

our TC Coordinator and as an active Technical Counsellor – he has helped many of you get your aircraft flying in one way or another. Graeme was always one of the first to arrive at our National Convention and would be one of the last to leave. He spent as much time as he could out on the flight line enjoying the sights and sounds of the aircraft and person-ally welcoming as many people as he could to the fly-in. He would love to take people flying in his RV and share his enjoyment of aviation with his new and old mates – he truly liked sharing his passion of aviation with every-one. To say that we are going to miss him is a gross understatement. Our thoughts are with Graeme’s family and friends in this time of loss – the family has asked me to pass on their thanks to all of those people that have been in touch to offer condolences and provide sup-port at this sad time. I shall always remember his RV grin and his ability to nail a landing in a tight space – he always made it look easy. Forever flying Graeme, may you rest in peace.

Thank you to all of the members that provided us with information for the ASRR - Aviation Safety Regulation Review panel – the panel asked for submissions at possi-bly the worst time of the year with Christmas and the holiday period, but many of you still obliged – thank you all for your input. By far the most popular subject was the ASIC, and the rest ranged from the issues around obtain-ing transitional training in our aircraft, the delays in dealings with CASA and some exam-ples of long-standing issues such as the IFR flight instrument debate, why CASA is writing unique rules for Australia and the difficulty in a sport aviation organisation having to com-ply with punitive regulations written with the airlines in mind. Your responses have been compiled and submitted to the panel for their consideration – unfortunately space did not allow us to include everybody’s submissions, but we did try to capture the vast majority of ideas that had been sent in to us. We look for-ward to more discussions with the panel and any sub-committee(s) and hope to perhaps have an audience with the Minister himself in the near future - we will keep you posted of any developments.

National Technical Manager Brian Hunter, General Manager Mark Rowe and myself

travelled to CASA’s Canberra offices in late January for a meeting with CASA’s Associate Director of Aviation Safety Dr Jonathan Aleck, and CASA’s Self Administering Sport Aviation Organisation’s Lee Ungermann. The agenda of that meeting covered the progress that was made last year in our SAAA dealings with CASA – or rather the lack thereof. Dr Aleck was most apologetic for the delays that we have encountered and empathized with our frustration at having not made any significant progress in a number of areas that we have expended considerable time and effort on. He acknowledged the work that has been done in preparing submissions to various CASA departments for permissions that we believe we deserve and was optimistic that 2014 would be the year that we would see the rewards for much of that work. To be fair to CASA, a number of the delays have been beyond their control – significant factors, the change of Federal Government being the main one, have had an impact on the ability of CASA to

Martin Ongley

..2014 would be the year

that we would see

the rewards for much of that work...

W

We are one of the Recreational Aviation Approved Organisations that is both pro-active & properly prepared

6 • AIRSPORT SAAA – THE HOME OF AUSTRALIAN EXPERIMENTAL AIRCRAFT

progress some matters. The SASAO section at CASA appears to be understaffed for the number of organisations it is tasked with overseeing and whilst they are work-ing on addressing that issue, we have to show some patience, which isn’t always easy, but we must respect that they are doing the best job that they can with the number of people they have working there and that we aren’t their only cus-tomer. On a positive note, Dr Aleck was very pleased with the progress we have

been making as we move towards the CASR Part 149 self administration future of sport aviation. Our working relation-ship with CASA is not always an easy one, but there is mutual respect that we are one of the Recreational Aviation Approved Organisations that is both pro-active & properly prepared for our future as an administrator of our section of sport avi-ation. We now have to be patient and wait a little while longer for all the planets to align before we can make the next move.

Hopefully that will be measured in weeks rather than months, years or decades.

Safe Flying & Blue Skies

MartinMartin Ongley Hon National President

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from the editor

ello! I hope this issue finds you all healthy and happy and raring to send in your stories, photographs and possible cover pics. Thank you to all those that have been sending in material

- keep it coming. If you sent in material and it’s not in this edition, don’t despair - you’ll find your tales and pics gracing the pages of future issues.

You’ll notice there’s no Letters to the Editor this month. That’s because I haven’t received any! I don’t imagine that’s because there’s nothing going on out there - if you are using the forums, website and your Chapters to have your say and discuss what matters to you, that’s brilliant. If not, why not drop me a line and let me know what’s on your mind. Chances are it’s on someone else’s mind too.

Still on content - it’s always a pleasure to fill the Builders’ Log section with recent CofAs.

Head Office lets us know who has recently had a CofA issued but we want more. Don’t forget to send in your comments about the build journey, first flights AND send us a photo or two of your pride and joy so we can truly celebrate your achievements.

Ever had a thought about content, topics, column ideas you’d like to see in Airsport? Please pass on your ideas - this is YOUR maga-zine. And if you are feeling the urge to become a regular contributor (ah yes, the dizzy heights of your OWN column perhaps?) let me know at [email protected]

Until next time

Ryan Keen Editor, Airsport

Ryan Keen

11 Penisula Blvd, Seaford, Vic 3198 Phone (03) 9585 1211 Fax (03) 9585 1837

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Wings over Illawarra 2014

Wings Over Illawarra 2014 will be held on Sunday 4 May at the Illawarra Regional Airport, Albion Park Rail. The theme for this year’s event is ‘Centenary of Military Aviation’. This is a must see air-show. Military historic restorations, Aerobatics with modern and historic aircraft. Classic cars, steam train rides and much more. See website for ticket prices/availability. There are early bird tickets for yourself or the entire family! www.wingsoverillawarra.com.au/

July 05 >

CaloundraQldYCDR

Open Cockpit Weekend

The Queensland Air Museum will have a range of its collection of historic aircraft opened up. Jet fighters, airliners, helicopters and much more will be on offer including the iconic F-111 aircraft. There will be special displays of cars, motorbikes and many other organisations. A large range of food and drink will be available. www.qam.com.au/

Sept 05 >

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Birdsville Races 2014

The Airport Services Group Ballina Aero Club Inc. will be operating the Birdsville Airport during the Birdsville Races weekend, when hundreds of aviators gather at Birdsville to experience the outback. For those who fly into Birdsville Aerodrome, you are able to become a member of the exclusive Royal Birdsville Aero Club. www.ballinaaeroclub.org.au/birdsville.htm

Sept 12-14 >

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AUSFLY 2014

Don’t miss SAAA’s flagship event for the year – the only aviation event in this country that unifies vibrant and diverse aviation organisations for a spectacular weekend of airborne action. Enjoy aerobatic displays, hang gliders, helicopters, Warbirds, vintage aircraft, skydivers, joy flights, ground exhibitors, SAAA aircraft judging and awards, workshops & AGM. Narromine Aerodrome – home of SAAA HQ. www.ausfly.com.au

2014

calendar of events

welcome to our new membersAustralian Capital Territory26 Ian Warburton Wanniassa26 Steven Mogg Gowrie

New South Wales01 Alex Edwards Naremburn19 Gordon Hayes Ballina38 William Edwards Tullamore04 Ian Coate St Georges Basin

Queensland15 Denzil Brunner Capalaba15 Robert Butler Samford Valley15 Scott Tomlinson Capalaba22 Edwin Campbell Coral Cove

22 George Crooks Eagleby22 Peter Mc Kenna Buderim

South Australia39 Robert Oakley Happy Valley

Tasmania Neil Mickleborough Sandy Bay

Victoria14 John Towers Johnsonville18 Daniel Pearson Bacchus Marsh18 Dean Matthews Port Melbourne18 Martin Williams Balwyn North20 Michael Haynes Dereel

20 Quin Nowak Reservoir21 Biagio Mazzeo Chadstone21 Bruce Bramhill Middle Park27 Paul Roadnight Somers03 Gavin Baker Connewarre37 Veronica Collins Heathcote- David Gough Hamilton

Western Australia16 David Rokich Hamersley16 Greg Priest Parkwood24 Andrew Peterson O’connor24 Scott Palmer Yokine- Bradley Smith Woodvale

For a comprehensive list of coming events visit www.aeroclub.com.au/events/

A warm welcome to our

following new members >

AIRSPORT • 9

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Brian Hunter

tech talk

That said I can reveal that following yet again further consultations with CASA late last year and in January of this year we are on the cusp of permission to be the approved AP training organisation. Yes, I know we are the only organisation to have delivered AP training in the past but we had to undergo an assessment process and have our updated Manual of Procedures (MOP) accepted. We are almost there having delivered the AP profes-sional update training in Melbourne. Once the assessment has been made we will be delivering training to nominated members for appointment as APs, initially by CASA as CASA Delegates.

Work is being done by CASA to facilitate the SAAA organisational approval so that SAAA will in the future hold the delegation and the APs will become ‘authorised persons’ of SAAA pursuant to the delegation held by SAAA.

As this organisational delegation develops we can expect that SAAA will be the delegate under which all APs will be authorised. This will include CASA appointed delegates who are currently not SAAA members. All APs will be required to operate to the SAAA MOP.

In addition to the above the organisational delegation will, in time, extend to cater for who can maintain an amateur homebuilt air-craft when the proposed abolition of the 51% rule and the capability of recognising that an aircraft built from parts of different aircraft can fit the amateur homebuilt definition.

This goes to the “maintainer” comments made by Peter ten years ago. We see that the way forward is to equip builders with a main-tenance authority granted by an Approved Organisation (in this case SAAA). This requires us to revisit the AMS3 course content devel-oped 10 years ago and upgrade the content to satisfy current thinking. This “nuts & bolts” course will complement the current MPC reg-ulatory procedures course.

Ultimately we see the current mainte-nance authorisation by way of an instrument issued by CASA ceasing and being replaced with the organisation authorisation the priv-ileges of such only being available whilst the authorisation holder remains a member of the approved organisation. This is in keeping with the future Part 149.

The recreational pilots licence; yes it is here and was to be a reality back in December 2013 now deferred to late this year.

TCs & APs

Feedback from the APs attending the AP professional development course highlighted the disturbing fact that a lot of builders have

just not got their aircraft to a state ready for the final inspection.

Log book entries, controls not fully function-ing, dual inspections either not done, partly done or not signed off, ADs not complied with, placards incorrect or not even applied, mark-ings incorrect, fuel system checks not done and the list goes on.

The end result is frustration & angst for everyone involved. The AP is not there to fix these issues unless you & he enter into a sep-arate contract at your cost to wear his LAME hat. None of that is any part of the process for the issue of the special experimental CofA.

By the time a builder requests a final inspec-tion he/she must have completed the MPC. That being so there is, frankly, no excuse for the aircraft not to be in a fit state for final inspection.

This is the area where the TC should be shin-ing. We have provided all TCs with the pre CofA tool. We are urging builders to contact their nearest TC (the list is in Airsport and on the website) and arrange to have this vital pre inspection done.

Chapter Presidents need to also step up to the plate here. You should know who is at the pre-CofA stage in your chapter. You should know who is the appropriate TC in your chap-ter to answer the call. You should marry the two and make it happen. After all they are part of your flock.

The Chapters in and around major centres are generally networking this well. The build-ers located away from chapters and /or who have built in isolation seem to be most at risk of not having their aircraft in a fit state for final inspection.

The APs at the engagement phase of under-taking the job are now encouraged to request more information so that they can gauge the readiness of the aircraft before leaving home. This includes the question of ‘has the TC pre-inspection been done’.

Don’t be surprised if you start getting calls from members unknown seeking your help as a TC to carry out the inspection.

In recognition that not all TCs are familiar with the use of the pre-CofA inspection process a TC workshop will be held at our convention in September.

Lots to think about.Keep Safe,

BrianBrian Hunter National Technical Manager

History Revisited

happened to find a copy of December - January 2003/2004 edition of Airsport and read the President’s Report by the

then President Peter Bennett. Peter wrote about our negoti-ations with CASA to appoint our own APs, the mainte-nance of our aircraft via an SAAA organisation authority whether the maintainer be the “eligible builder” or not, and the recreational pilots licence. Folks, that was 10 years ago.

We know that the slogan for CASA is “the decade of change” here is proof positive that it takes at least 10 years to get change.

I

AIRSPORT • 11

Farewell to our Humpho 1948-2014

n behalf of the SAAA National Council, the members of Chapter 22 (Sunshine Coast) and the membership as a whole, it is with much sadness that I

write of the premature farewell to one of Nature’s gentlemen.

Best summed up by Rod Irvin, one of our volunteer ATCs at Ausfly who said, “An aviator with such a depth of knowledge and experience, yet always easy going, and tolerant of others. A real team player! He always made the chaos of apron oper-ations at YNRM a piece of cake!”

Graeme died on the 11th of January after a battle with cancer, and while this was far too soon at age 66, he certainly packed a lot into those years.

From flying in charter work in north Queensland and Papua New Guinea, to a career with TAA and Singapore Airlines and building a macadamia farm and family at Beerwah on the Sunshine Coast, Graeme was a tireless worker and family man.

Graeme retired early to spend more time at home with the family and in doing so he built his beautiful RV-6, fea-tured in SAAA Airsport magazines of the past. As with everything Graeme did he was passionate and fully committed and his involvement with the Experimental community was no different. Graeme was a Technical Counsellor and TC Co-ordinator as well as serving on the SAAA National Council, as well as pres-ident of Chapter 22.

Graeme was such a tremendous men-tor to many in the SAAA, the things he shared with others be it building advice or piloting advice, much of which I use every flight, was given freely. Humpho was always the one to roll up his sleeves so to speak and volunteer to get a job done, he was not one who left you won-dering about his commitment. Current Chapter 22 President Jamie Lee was building his RV-7A and when it came time to mount the engine, despite being New Years day, Humpho turned up and “made it happen” as only he could.

In life we all have failings, but with Graeme the worst I can think of is at times he was just so laid back, if there is such a thing. He took everything in his stride and made it look too easy. It is hard to compete with that! Not to mention his flying skills, I loved flying with him...although he made me look so ordinary. I had the privilege of taking Graeme fly-ing just before Christmas and while he was dealing with the effects of treatment, his enthusiasm and flying skills did not seem to suffer.

We expect to see RV-6 VH-TBH stay in the Humphreys family and having two pilot sons (as well as two lovely daugh-ters), along with Graeme’s wife Jan we look forward to the next generation of Humphreys in the SAAA family.

Humpho was a great man and we are all the better for having had his influence in our lives. We all miss him tremen-dously, but imagine what it would be like had we nothing to miss to begin with.

David Brown

O


safety report

n important component of a SMS is healthy reporting culture. To facilitate this SMS supports the con-cept of a “just culture” to help encourage reporting.

Definition of Just Culture

According to Reason (1997), the com-ponents of a safety culture include: just, reporting, learning, informed and flexible cultures. Reason describes a just culture as an ‘atmosphere’ of trust in which peo-ple are encouraged (even rewarded) for providing essential safety-related infor-mation, but in which they are also clear about where the line must be drawn between acceptable and unacceptable behaviour. Note the accent is on reporting and its management.

A “just” safety culture, then, is both attitu-dinal as well as structural, relating to both individuals and organisations. Personal attitudes and corporate style can enable or facilitate the unsafe acts and condi-tions that are the precursors to accidents and incidents. It requires not only actively identifying safety issues, but responding with appropriate action. Based on Reason (1997) the Components of Safety Culture: Definitions of Informed, Reporting, Just, Flexible and Learning Cultures

All this theory is great but how do we apply it? Well SAAA has a practical Policy supported by procedural steps.

1. Policy

“A ‘just culture’ is a culture in which people are not punished for actions or decisions taken by them that are com-mensurate with their experience and training, but where gross negligence, wilful violations and destructive acts are not tolerated.”

Non-Punitive Reporting Policy is a sig-nificant manifestation of Safety CultureReporting – unlikely without declared and demonstrated commitment to a just culture. Just culture will greatly facilitate the reporting and sharing of safety data as an essential contribution to enhancing aviation safety.

2. Benefits

a. Increased reportingb. Building trustc. More effective SMS

3. A just culture is applied knowing that

a. people make mistakesb. people may develop unhealthy patterns

of behaviourc. there is zero tolerance of reckless

conductd. people must be recognised and

rewarded for doing ‘the right thing’ and promoting sound operational practices on an ongoing basis.

4. What will change?

Historically, there was a shift from the traditional “Blame Culture” of olden days to a period where to encourage more reporting it was proposed to pro-vide a “NO Blame” environment. This of course, proved unworkable (although it did improve the reporting rates). We are now moving to a more con-structive “Just Culture” which can be expected to have tangible benefits that will contribute positively to the over-all safety culture of an organisation by

... a Just Culture will create conditions

conducive to reporting and collaborative

decision-making

Mike Horneman A

Just Culture What’s it all about?

AIRSPORT • 13

emphasising two crucial, yet not mutually-exclusive, concepts:

a. Human error is inevitable and the system needs to be continu-ally monitored and improved to accommodate those errors.

b. Individuals are accountable for their actions if they knowingly vio-late regulations, procedures or policies.

A just culture is necessary for an organisation to effectively moni-tor the safety of its system both by understanding the effects of nor-mal human error on the system and by demonstrating its resolve to enforce individual operator responsibility. This responsibil-ity includes adherence to safety regulations as well as reporting inadvertent errors that can alert an organisation to latent safety dangers. Operating with a Just Culture will create conditions conducive to reporting and collab-orative decision-making regarding policy and procedural changes.

5. Understanding People’s Behaviour

Human error is a part of life and can rarely be eliminated entirely. In many cases, where a slip or lapse in following procedures or a mistake is made, disciplinary mea-sures are usually not appropriate. Even when a violation is made (an intentional act not to follow estab-lished procedures) it is important to look at the organisational con-text of the behaviour. For example; is the violation a one-off act by an individual, or is there a culture of people’s non-compliance? Various error types are indicated in Figure 1, Error Types, with the main dis-tinction between the unintentional nature of human error and inten-tional nature of violations.

6. Human Factors and Design

The application of Just Culture principles and the creation of an effective culture, is predicated on the understanding and applica-tion of “human factors science” – not only to events, but also to design for both system and human reliability.

Factors impacting system reliabil-ity and performance (knowing that systems will never be perfect) requiring consideration/manage-ment include:

a. Human factors design to reduce the rate of error;

b. barriers to prevent failure; c. controls to capture failures before

they become critical; and d. redundancy and amelioration to

limit the effect of failure. e. factors impacting human reliabil-

ity and performance (knowing that people will never be perfect) and therefore also requiring consider-ation/management include: i Information ii Equipment/tools design configuration iii Job/task iv Qualifications/skills v Perception of riskvi Individual factors vii Environment/facilities viii Organisation environment ix Supervision communication

7. Investigation Process adapted from SERA

When things do go wrong, it is impor-tant to look at the underlying cause or motivation for the behaviour before deciding on a fair and just consequence.

Note this procedure and ‘Decision Chart” which was developed by Professor Patrick Hudson adopted by CASA as

a industry guide and supplied in the CASA SMS training kit and is drafted for application within a Service Provider envi-ronment, references reflect an employer /employee/ supervisor configuration and reflect typical business manpower posi-tion descriptions.

Due to the document being locked, SAAA has chosen not to completely rewrite it but to use the principles and con-cepts in a general sense for now. When we have further resources we may rewrite the document.

This document, the ‘Decision Chart’ and the procedures will be available on the SAAA website in due course.

[email protected] P 61 (0)7 3216 2276M 61 (0) 417 931 872 Skype RV6MJH

SAAA Deputy Safety Manager

I am pleased to advise members that Chris Sinfield has accepted the posi-tion as SAAA Deputy Safety Manager. Chris is an experienced ex RAAF ground engineer and has over 10,000 hours as a Flight Engineer on C130 and B707. He currently works in Flight Safety and Standards for the Airforce. Chris has just collected his Jabiru engine ready to install in his new build aircraft.

Chris will assist in the administration of SERA where his investigation knowledge and skills will add value to the team and are most welcome.


This document is an extract from the Fly Safe! tutorial at http://flysafe.raa.asn.au/navigation/electronic_nav.html. The web document includes in-text links to the regu-latory and other material mentioned.

Copyright John Brandon

he Global Navigation Sat- ellite System (GNSS) technol-ogy, combined with a current, accurate and approved aero-nautical database, normally

provides excellent position-fixing capability — and continuing ‘heading-to-steer’ capability, when associated with a stored flight plan. However, contrary to good sense, some sport and recreational pilots do rely on GNSS receivers — plus electronic on-screen position tracking (e.g. a moving map display with own aircraft position centred) — as a pri-mary-means navigation system.

Day VFR navigation does not allow sport and recreational pilots to use pri-mary-means systems for any flight phase, only the sole-means map-ground refer-ence system plus supplemental-means systems as available. And a supple-mental-means navigation system (such as GNSS, NDB, VOR) may only be used in conjunction with a sole-means navi-gation system as an aid to navigation/situational awareness when the supple-mental-means system meets integrity and accuracy requirements.

GNSS receivers may supply position data to a portable electronic device as

part of a supplemental-means naviga-tional aid system.’

Electronic flight planning software has been available for many years but the concept of the sport and recreational aviation ‘electronic flight bag’ (EFB) is introduced when a tablet computer with inbuilt or external GNSS reception is used for flight planning plus storage of — and inflight reference to — documents such as the aircraft flight manual/pilot’s oper-ating handbook, ERSA and the AIP book, ARFORs and NOTAMs, and georeferenced Airservices Australia digital aeronautical charts.

So, electronic flight planning and elec-tronic VFR situational awareness aids are becoming the norm for many sport and recreational pilots, not least because of the availability of:

1. Powerful, reasonably priced, reliable, general purpose, portable touchscreen tablet computers, with inbuilt and/or external GNSS connectability (though perhaps not so easy to operate in normal flight conditions in very light aircraft) recognised in aviation as a ‘portable elec-tronic device’ [PED].

2. Smartphones and very fast broadband 3G/4G-LTE cellular mobile telephony net-works expanding around Australia plus the availability of WiFi area networks and Bluetooth personal area device interconnection and data transfer; all facilitating surface and inflight access to SIGMETs, BoM weather radar, light-ning trackers and other information aids

to situational awareness. Note the cel-lular mobile communication services class licence does not authorise the use of any mobile communication device in an airborne aircraft unless in an airliner equipped with a ‘pico cell’ unit operat-ing under a public telecommunications service licence.

3. High quality operating systems and inexpensive iOS/Android/Windows application software packages readily available to all via the internet.

4. The NAIPS Internet Service multi-func-tion, computerised, subscription-free, aeronautical information system pro-vided by Airservices Australia and the Australian Bureau of Meteorology.

The current situation enables any rea-sonably computer adept person to put together a system of software, GNSS avi-ation receivers, general purpose (rather than aviation-oriented) hardware and navigation databases tailored to their particular aviation needs. All accom-plished in accordance with the civil aviation advisory publication CAAP 233-1(0) and at rather low cost — if well researched and done carefully. CAAP 233-1(0) ‘provides information and guid-ance in the use of portable Electronic Flight Bags as a replacement for paper in the flight compartment’.

Don’t forget, though, an EFB is an aid to situational awareness and not a CASA approved navigation system.

T

Electronic flight planning and you

AIRSPORT • 15

Electronic flight planning and you

Navigation system performance criteria

There are four parameters for assessing the performance of a navigation system: integrity, accuracy, availability/vulnera-bility and continuity of service.

Integrity refers to the trustworthiness of the device, i.e. user assurance that the data being provided by the device/s meets specified standards and that the system will alert the user when it is not meeting those specified standards. For example, any GNSS system that fails to immedi-ately and adequately alert the pilot when it enters ‘dead reckoning’ mode certainly does not meet the integrity standard.

If a particular system is demonstrated to satisfy all four parameters for a flight phase then it may be classified as a sole-means navigation system — for that phase and thus require no back-up navi-gation system. When operating under the day visual flight rules, en route naviga-tion by map reading and visual reference to the ground satisfies all four parameters and is the only sole-means system avail-able to RA-Aus aircraft.

If a system meets the integrity and accu-racy requirements all the time, but falls short on availability/vulnerability or con-tinuity of service, it may be approved as a primary-means navigation system for a flight phase, if specified procedures are employed. Day VFR navigation does not use primary-means systems, only the sole-means system plus supplemental-means systems as required.

A supplemental-means navigation system may only be used in conjunction with a sole-means navigation system, but it must meet the integrity and accu-racy requirements. Pilots operating under the VFR may use GNSS to supplement map reading and other visual reference en route navigation techniques. Any GNSS receiver may be used but if it is an installed receiver (i.e. not portable) it must be fitted in accordance with CAAP 35-1 or AC21-36; see AIP GEN 1.5 section 8.5.4. GNSS is only officially regarded as a primary-means night VFR navigation if the GPS/Glonass receiver system accords with the FAA’s Technical Standard Order [TSO] C129 or TSO C145/6 series, or has other CASA approval. The GPS/GLONASS receiver may supply position data to a portable electronic device as part of a supplemental-means navigation system.

For more information concerning the use of GNSS in VFR navigation see AIP ENR 1.1 paragraphs 19.2 and 19.5. Note the wording of sections 19.2.1e and 19.5.1d together with the latter’s link to AIP GEN 1.5 section 8. Also see the CASA document ‘Instructions — use of GNSS’ that came into effect 1 November 2012.

The electronic flight bag

The EFB document reader concept has been used, to some extent, for many years by some of the world’s airlines, but the burgeoning world-wide public acceptance of tablet computers, led by the Apple iPad, has prompted the ICAO

and national airworthiness authorities to expand the regulations and enhance developments directed toward a paper-less flight deck/cockpit. An EFB may incorporate a flight planning tool to facilitate the use of the data/documents stored in the EFB, both pre-flight, flight and post-flight.

In November 2012, CASA released a ‘notice of final rule making’ including an advisory publication CAAP 233-1(0). The CAAP defines the EFB as:

‘A portable Information System for flight deck crew members which allows storing, updating, delivering, displaying and/or computing digital data to support flight oper-ations or duties.’

The CAAP provides general guidance for private pilots and states

‘The EFB, with GPS functionality, may be used for situational awareness only. It is not an approved navigation system and cannot be used as the primary means of navigation.’

The recommended minimum display screen size is A5 (210 × 148mm [257mm diagonally] or 8.3 × 5.8 inches [10.1 inches diagonally]). The A5 paper-based dimension ratios of 1.41:1 don’t equate with the common display screen dimension ratios, e.g, 1024 × 768 pix-els is 1.33:1 so, at 197 × 148mm, the iPad screen is as close as a 1024 × 768 pixel display can get to CASA’s recom-mendation. The iPad Mini dimensions are about 162 × 122mm ( 201mm [7.9 inches] diagonally) so it may provide a


satisfactory VFR display. The iPhone dis-play is too small for satisfactory map reading.

CASA recommends a tablet computer be dedicated to the EFB/flight planning/flight monitoring functions, however it is up to the pilot-in-command to ensure that any tablet used has enough capac-ity for other functions without affecting the inflight EFB function.

CAR 233 requires pilots to carry the latest editions of the aeronautical maps, charts and other aeronautical informa-tion and instructions published in AIP or by holders of an ‘instrument of approval’. CASA has the responsibility to regulate the provision of aeronautical informa-tion services thus CASA, not AsA, is the approval authority under CAR 233 (1) (h) and 1A; of course AsA is a CASA approved document supplier and its documents do not need additional approval if they have been stored in an EFB in essentially the same form as the original AsA document.

At October 2013, it appears that CASA has issued written acceptance of quality assurance capabilities for appro-priate redistribution of AsA digital VFR/IFR charts and other database mate-rial, as part of an EFB package, to only two Australian companies. Lufthansa System’s Lido and Jeppesen have ‘instru-ments of approval’ for their IFR charts.

A notice of proposed rulemaking — NPRM 0901AS — for CASR Part 175 ‘Aeronautical information services’ was published in 2009 (associated with AsA’s intention to change from AIS to aeronau-tical information management [AIM]) but no notice of final rule making has yet been issued. The proposed ‘certificates of authorisation’ for people to act as data service providers will specify require-ments to demonstrate that the data they publish (that pilots are permitted to use as an alternative to the AIP) is equiva-lent to the aeronautical data published in the AIP and on aeronautical charts, and that the service provider’s systems and procedures do not introduce errors.

In November 2012 an amendment to CAO 82.0 was published adding the requirements to be met for the use of an EFB, by the pilot in command of an air-craft operated under an Air Operator’s Certificate, as a means of complying, or partially complying, with CAR 233 (1) (h). (Private pilots may use their own pilot-in-command authority to approve use of an EFB, bearing in mind the guid-ance material in CAAP 233-1(0).)

The following are extracts from CAO 82.0 Appendix 9 summarising defini-tions which are likely to also appear in future rules applicable to sport and recre-ational aircraft:

“Electronic flight bag, or EFB, means the portable electronic device of an EFB sys-tem that satisfies all of the following requirements:

(a) it is not an instrument, equipment or

navigation computer to which CAR 207 [Requirements according to oper-ations on which Australian aircraft used], CAR 232A [Operational pro-cedures in relation to computers] or CAO 20.18 [Aircraft equipment - Basic operational requirements] apply;

(b) it provides, as a minimum, data storage, search, computational and display capabilities;

(c) it uses a screen which displays data in a size and form that is at least as easily read and used as it would be in a paper document for which the EFB would be a substitute;

(d) it is used primarily by the flight crew for the purpose of accessing and using data relevant to the operation of the aircraft

EFB system means the hardware, the operating system, the loaded software and any antennae, connections and power sources, used for the operation of an EFB

Class 1 EFB means an EFB that is porta-ble but not mounted (on the aircraft)

Class 2 EFB means an EFB that is porta-ble and mounted (on the aircraft)

Note: Class 1 and Class 2 EFBs are por-table electronic devices [PEDs] and limited to functionality level 1 and 2 software.

Functionality level 1 means that the EFB: (i) is used to view the aeronautical maps,

charts, and other aeronautical infor-mation and instructions mentioned in CAR 233 (1) (h) but without the func-tionality to change any of that data; and

(ii) may have a flight planning tool to facilitate the use of the data men-tioned in subparagraph (i); and

(iii) may be 1 or more of the following: (A) held in the hand; (B) mounted on an approved mount;

(C) attached to a stand-alone knee-board secured to a flight crew member; (D) connected to aircraft power for battery re-charging;

(E) connected to an installed antenna intended for use with the EFB for situa-tional awareness but not navigation; and

(iv) unless secured in accordance with sub-subparagraph (iii) (B) or (C) must be stowed:

(A) during take-off and landing; and (B) during an instrument approach;

and (C) when the aircraft is flying at a

height less than 1 000 feet above the terrain; and

(D) in turbulent conditions; and (v) has no data connectivity with the avi-

onics systems of the aircraft; and (vi) may have wireless or other connectiv-

ity to receive or transmit information for EFB administrative control pro-cesses only

Functionality level 2 means that the EFB:

(i) must have the functionality of func-tionality level 1; and

(ii) subject to subclause 1.4, has 1 or more software applications that use algo-rithms requiring manual input to satisfy operational requirements; and

AIRSPORT • 17

(iii) has no data connectivity with the avi-onics systems of the aircraft; and

(iv) may have wireless or other connectiv-ity to receive or transmit information for EFB administrative control pro-cesses only.”

Note: examples of software applications that use algorithms requiring manual input to satisfy operational requirements include weight and balance calculations, or performance calculations required by the aircraft’s approved flight manual, e.g. density altitude and take-off distance required.

EFB software suppliers

There are a few Australian producers of flight planning software who have entered a Standard Data Licence Agreement with Airservices Australia enabling the inclusion of the AsA map packs as part of their soft-ware package. Two of those producers market the concept of a tablet computer/mobile broadband hardware system com-bined with EFB + flight planning + GNSS + flight monitoring software. At July 2013 the software from both pro-ducers is only Apple iOS compatible and intended for the iPad, but it can be installed in an iPhone for ground use — iPhone hardware does not meet CASA’s expectations for flight use.

Note: it is the pilots legal requirement to carry the current maps and charts for the sector to be flown, which have been approved by CASA. At March 2013 only two EFB products has been approved by CASA for VFR pilot use as an alternative to the AIP paper publications, so other EFB products cannot be used as an inflight substitute for the paper charts sourced from Airservices’ AIS. Thus until an instru-ment of approval has been received by the relevant data service provider, AsA’s paper charts must be available in flight;

another electronic device cannot be nom-inated as a back-up system. When the data service provider receives a CASA instrument of approval for the digital WACs and VNCs then private VFR pilots will be able to use an acceptable tablet computer, rather than paper charts, as the primary means of in-flight documenta-tion. Recently the CASA flight operations inspectors were surveying iPad and flight planning software usage when conduct-ing ramp checks.

EFB suppliers sell their VFR software product on an annual subscription basis — at November 2012 around $75 p.a. The subscription includes the complete AsA VFR digital chart pack for Australia and the updates of charts and other aero-

nautical data in accordance with AsA’s standard update cycle;

it also includes software updates/expansions.

Those data service suppliers might alter the AsA prod-uct; for example the 43 WAC charts have over-lapping seams and the EFB sup-

plier might ‘stitch’ all the individual

charts together to produce one very large

seamless mosaic. Locality names, or parts of names, may

disappear from the seamless mosaic. Such activity, being an alteration of the AsA material, may be prohibited within a CASA approval instrument.

Data service providers approved under CAR 233 (1) (h) must also ensure that all database material supplied cannot be modified by the user.

The freely available Aeronautical Information Publication plus updates is also included in the packages — the EFB supplier may add a search facil-ity for ERSA and the AIP book. Mobile broadband service provider’s charges are, of course, an additional cost to be considered.

Although there may be a GPS engine included in the hardware it is recomm-

ended that an external GNSS aviation receiver engine be linked to the hard-ware. There are packaged GNSS engines available which output the navdata, via a Bluetooth connection, to an iPad, iPhone, Android or other display device. The cost for aviation types is $75 to $150. For exam-ple the Garmin GLO for aviation costs about $150 and receives position date from GLONASS and GPS satellites (thus 48 satellite potential) with an update rate of 10× per second. Weight is 60 grams and USB connection also available.

Note: from 2 February 2017 all aircraft operating under the instrument flight rules must carry ADS-B OUT equipment. It is probable that many of those aircraft will also install ADS-B IN. It is then likely that a tablet type computer, linked to the ADS-B receiver, could be used for the cock-pit display of traffic information.

The mobile broadband connection allows inflight connection to BoM weather radar, internet lightning trackers, regular checking of the NAIPS Internet Service for changed information relative to the flight plan (SIGMETs and SPECI for example) and to overlay that information graph-ically on the moving map display.

Note: the use of a cellular mobile voice or data communication device in an aircraft — that is not equipped with a picocell base-station — is not in accor-dance with the class licence that legalises personal transmissions from a mobile telecommunications device; see the Radiocommunications (Cellular Mobile Telecommunications Devices) Class Licence 2002.

The EFB supplier’s products are:

AvPlan from AvSoftwww.avsoft.com.au

OzRunways EFB from OzRunwayswww.ozrunways.com

To read the entire article - http://flysafe.raa.asn.au/navigation/ electronic_nav.html. The web document includes in-text links to the regulatory and other material mentioned above.


Mark Rowe

what’s hot at HQ?

Up, up & away

We are proud to announce that the SAAA Office staff are getting a little more ‘hands on’ with Aviation. Deb is partaking in fly-ing lessons with Chapter 38 President Dan Compton and Amber has been working on the theory side and intends to start flying soon. All the staff have a strong interest in Aviation and want to further their knowledge in order to be on the same page and share empathy with our valued members. We know it is important that our office staff have a good understanding of aviation, so what bet-ter way to understand than getting behind the joystick first hand and experiencing that feeling that pilots desire so much.

Great Eastern Fly-In / NATFLY

Staff and volunteers represented the SAAA at the Great Eastern Fly-In at Evans Head in January. It was great to see some of our mem-bers there representing us proudly with their handsome SAAA apparel! Paul Bennett pro-vided some nail-biting Aerobatics and the Museum granted us an insightful look into the life of an old F-111 Warbird. [Editor’s

note: It was a great day out and I really enjoyed finally meeting our HQ team – nice to have you on the doorstep].

SAAA will be attending NATFLY in April, be sure to come over and say hello. We look forward to seeing you! Wear your SAAA apparel to wave the banner of the SAAA.

If you would like any apparel please give head office a call to order, your orders will arrive within days dependant on stock levels.

Drop on in to HQ

Time to time we have some of our travelling members drop in to visit us at your national head office in Narromine. We invite our mem-bers to come in and meet the team and see your headquarters whenever they are travel-ling. It is fantastic to put faces to the names and we enjoy listening to where you’re going and where you’ve been. There’s no better refreshment than a warm cup of coffee and friendly, welcoming staff.

Safe Skies for all!SAAA HQ

SO YOU’VE HAD A CLOSE CALL?

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

Often the experience is something you’ll never forget and you have learned from it.

Why not share your story so that others can learn from it too? If we publish it, we’ll give you $500.Articles should be between 450 and 1000 words. If preferred, your identity will be kept confidential. Email us at [email protected]. Clearly mark your submission in the subject field as ‘SPORTAVIATION CLOSE CALL’

Database Detail

AAA are always working harder at improving our ser-vices to members. Recent database

tweaks have led to more effi-cient office procedures. SAAA are working on implementing SMS services to allow a more convenient means of commu-nication when your computer isn’t handy.

S

AIRSPORT • 19

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ASIAPAC June 2013.pdf 1 12/06/13 11:03 PM

Vale Allan Heaton 1935 – 2013

adly we report the passing of valued SAAA member Allan Heaton. Allan was a foun-dation member and served as National President of the SAAA from 1978 to 1981. He

was also President of the Queensland Division for several terms. His occu-pation as an airline pilot allowed him to attend many interstate and local meetings, and of course National Conventions, State and local flying events – always having interesting and amusing stories to regale.

Allan’s interest in aviation was aroused when he joined the Air Cadets in Townsville and after a flight in a Lincoln bomber at an Air Training Corps camp at Garbutt decided he would learn to fly, and he did this pedalling on his bicycle to Townsville aerodrome for his flying lessons in the aircraft of the era

either a Tiger Moth or Auster aircraft. He started an electrical apprenticeship in 1952 and the wages enabled him to save and pay for his flying lessons, and this evolved into a lifelong passion for flying. He actually obtained his private flying licence before gaining his driver’s licence.

After finishing his electrical appren-ticeship in 1958 Allan joined TAA as a Licensed Aircraft Maintenance Engineer (LAME). He still continued flying and did exams towards his Commercial Licence.

In 1960 when TAA brought in the Electra aircraft, Allan obtained a posi-tion as a Flight Engineer and moved to Melbourne to live and finish his exams for his Commercial Licence. 1962 saw Allan become a first officer on DC3’s with his commercial licence. Many interesting stories of these times have been enjoyed at local meetings over the years.

In 1991 Allan left Australia to take up

a 3 year contract to fly for Royal Brunei Executive on Boeing 727 aircraft flying the Royal Family wherever they wanted to go, “Flying the Richest Man in the World” which the Sultan of Brunei was in those days.

The old saying of giving the job to a busy person certainly fitted Allan Heaton, apart from his aviation interests he was a member of several committees including Noosa Blue Nursing, Tewantin-Noosa National Seniors and the Noosa Parish Council. In 1990 he was given life membership of Wynnum Blue Nursing Service.

Allan is survived by his wife of 51 years, Marilyn, twin daughters Andrea and Catherine and twin sons Glen and Jeffrey.

June Cameron

S


ow much lead is in your pencil? If you are sketch-ing a picture, hopefully a lot, but in your engine? Hopefully as little as pos-sible. This edition’s article

is motivated by an SAAA member who was suffering from a workplace “know-it-all” on fuel and what the function of lead was and why their fleet would need an upgrade with hardened bits to run on unleaded.

Old Wives’ Tales (OWTs) abound still to this day and some are hard to kill off. This one, despite 30 plus years of unleaded car fuel and the resultant benefits, is still lingering on. So let’s talk about fuel and octane and what it is that matters.

First let’s deal with the lead. Avgas is not injected with lead in its pure form, it is actually TetraEthyl Lead, a com-pound we will call TEL. TEL was found to be extremely potent in increasing the motor octane number (MON) thus allow-ing higher compression engines to be built without having detonation margin issues. The whole point of higher compression ratio is more HP and more efficiency. Both desirable attributes when develop-ing engines pre-WWII. To give you an idea how potent the octane enhancing effect is, George Braly recently took a sample of FBO Avgas, around 102.5MON, and dumbed it down to 100MON using Iso-octane, basically a high grade unleaded fuel stock, and the ratio was 85% to 15% FBO fuel. So you can see why a little goes a long way.

The tiny amount of TEL, and it varies depending on the refinery making the fuel, is there for one reason, and one rea-son only. To achieve an octane rating of

100MON as a lean mixture rating and at the same time it must make or exceed 130 rich mixture rating. As a result of the latter, most FBO Avgas has a MON of around 102-103, because if it did not the fuel would not reach the 130MON rich rating. TEL does nothing more than this that is beneficial. Nothing!! The rest of the things it does are actually harmful to our engines.

Anyone remember the days of Super petrol? Engines had their heads off rou-tinely at 80,000km or so, spark plugs were lucky to make 20,000km. I remember as a teenager doing cylinder head over-hauls in my school holidays, and the lead bromide deposits had to be seen to be believed. Today, using unleaded fuels, we have none of these problems at all. Engines will go hundreds of thousands of kilometres, spark plugs the same, and part of the reason is no TEL in the fuel.

So before we go on, let’s look at the myths and OWTs quickly. The best one is “lead lubricates the valves.” When you think carefully about this the notion is laughable, even if TEL had a lubricating property, and how would it achieve this goal anyway? First the inlet valve, the fuel rushes in followed by a huge surge of air, not much chance of doing anything on the valve face here, and yes we have video of this! Also how would the valve guide get any benefit, when the suction is down away from the guide, and it is oil lubricated in any case? If the fuel were to get to the valve guide it will only act as a solvent. Hardly a good lubricant in any language! What about the exhaust valve? By the time the combustion event is over there is a small amount of deposits rush-ing out the exhaust port, and any of these

deposits lucky enough to attach to a valve guide, face or seat are now those crusty salt-like deposits you get on the piston crown and in your spark plugs. Abrasive salts make pretty crummy lubricants. And when these deposits get in the valve face and seat interface, they cause leaks. Leaks are bad and along with valve guide wear are two things everyone wants to avoid in their engine.

Myth Busted!Back in the late ‘70s when fuel prices

were rocketing upwards, the Ag opera-tors in the US started using mogas. They started having valve problems in a very short time. It was blamed on the lack of lead. Their engines with cast iron heads and no hardened valve seats were being punished. It quickly became true that the lack of lead was the problem and wrongly attributed the reason to lead doing some kind of lubricating or cushioning of the valves. Problem was they had the right correlation but wrong causation. When some smarter folk realised that the latency of the fuel was a problem and they made spark timing changes, the result was the peak pressures and the thetaPP were restored, and the engines survived quite nicely again.

It was not the lead lubricating; it was the latency change and less detonation margin that they were suffering from. Now this is not always a solution for all engines. There is more to it. But these guys made it work. If only they had engine monitors back then it would have really confused them. The other myth is higher EGT is harmful to the exhaust valve, yet running the mogas they would have had lower EGT and problems. A kind of

DAVID BROWN

Advanced Pilot Seminars

engine management 101

H

How much lead is in your pencil?

AIRSPORT • 21

counter-acting problem. Yet retarding the timing would have increased the EGT and reduced problems. Ohh the fun we could have had….I digress.

More Power! This is a rev-heads theory. Getting high octane fuel actually has a great chance of lower power, the BTUs in fact vary only slightly. Over the history of fuels the BTU content has only been +/- a percentage point or two at the most. So do not think for a minute there is way more BTU content in leaded Avgas. In the case of the recently patented G100UL unleaded high octane Avgas, the BTU con-tent is actually higher than leaded Avgas. This is by about 2% so there is not much in it, but it will fly you 2% further if you manage your engine right.

Myth Busted!So why not run an unleaded fuel in

your engine? Very good question! To start with in the certified fleet unless you have a Supplemental Type Certificate (STC) to run other than the nominated fuel, you have no choice. And even then there are some issues that have to be taken seri-ously. When a certified unleaded Avgas is available, this will not be an issue, as the properties of these fuels will need to be the same as Avgas because unlike car fuel, many other things matter.

I recently had an email and subsequent phone calls from an RV-10 owner in WA, suffering from rough running. I asked for a copy of his EMS file and sure enough, right there at the time he said the rough

running occurred, there was vapour lock! This is running Avgas, with a Reid Vapour Pressure of around 7PSI. Car fuel has an RVP of 11-15PSI, so before you go filling up with mogas, even though experimental not certified, think about this very care-fully. Even certified aeroplanes with low wings and suction lift pumps, on a hot day with hot fuel in the wings, going through around 7000’ will get vapour locking. This is one reason why many Lycoming pow-ered planes call for the boost pump to be on in the climb. So the solution for the RV10 owner in WA was to use his boost pump, level out, let things cool down and then turn the pump off.

Besides RVP, one of the things that are a problem for carburettor engines is gum deposits. The Olefin content in aviation fuels is restricted to extremely low levels, and not so much in mogas. These things can ruin your day. I have suffered enough in boats with this, and I would hate to think what it is like in a plane just after take-off. It would be a good idea to avoid this kind of activity if you ask me.

So which fuel should we use? The Avgas has known downsides, but a large number of positives. Mogas has a known posi-tive, it’s cleaner, but has a whole raft of downsides, starting with Octane number, quality control, and RVP and olefins. The choice is one that needs careful consider-ation, but until a certified FAA approved 100MON unleaded Avgas is at the pump, you can be sure I will still recommend Avgas. The only exception here is the Rotax powered fleet, these have water cooled heads and are designed for a pre-mium ULP, and I would then only rely on the genuine BP or Caltex 98 fuels. If away from a good known source, use Avgas.

One last note, the Octane number at your local BP/Caltex etc. is a RON (Research Octane Number), and just because 98 is numerically close to 100, it does not mean it is almost the same. In fact a typical 102MON Avgas would be around 112-115 RON, and that is noth-ing like 98 RON. When it comes to fuel, remember, your life might depend on it!

Until the next edition, safe flying, and live life!

PS: Shameless plug; the next Advanced Pilot Seminars engine management course will be in Perth WA in May. Check the website for details. www.advancedpilot.com

Note: Always consider any limitations placed on your engine by the manufacturer. Please consider taking further education if you are unsure of anything written above.

Did you know?

You can now update all of your personal details online at the SAAA website. Log in

with your member number and

password, then click on your name to

view and edit your account profile.

www.saaa.com

Flight Information Screen (EFIS). See the F111 cockpit photo later in this article for an example. During the mid 1950’s American analysis arrived at a set of guidelines for cockpit lighting, ergonomics, controls and instrument layout. The most notable achievement was the standardisation of the standard T for flight instruments that has been internationally adopted. Unfortunately American efforts to adopt the standard layout in

fighters was constantly frustrated by the need to accommodate tactical instrumentation such as gunsights, radar screens and radar warning receiver dials. However their military multi-engined aircraft were beautifully standardised.

1960-1980 The age of colour and electro-mechanical complexity

The need to achieve viable all-weather capability introduced tactical radars into the military cockpit, and that overcrowded pilot instrument panels. Space saving devices such as combined machmeter/ASI and strip instruments for ASI, altimeter and VSI now showed up.

In the F111 pictured above we now see the ‘standard T’ layout

that superseded the six-pack in the late 1950s. The AH is now a sphere that cannot be toppled. The directional gyro (DG), VOR and ILS have been combined into a horizontal situation indicator below the AH. The strip instruments lack colour and are a bit hard to read. The AH and xxxx HIS were densely packed and complex electro-mechanical devices. They were more reliable than their predecessors, and also much more expensive to maintain when they did break.

During the 1950’s the development of the domestic navaid network saw the demise of the navigator from domestic airliners. During the 1960’s the development of the Doppler and inertial navigation systems saw the removal of the navigator from long haul oceanic airliners. Flight engineers remained on three and four engine airliners for the time being, but by about 1972 had been removed from twin engine airliners after some monumental union struggles to retain them.

David Francis

In the next edition of Airsport, David Francis continues his review of the evolution of the cockpit from the 1980s to today.

This is a picture of a DC3 that was modernised in the 1960’s to incorporate the standard T flight instrument layout. Note the increased use of colour and the overall clarity of presentation.

The photo above is of an F111C, designed in the mid 1960s. Spherical AH was first flight tested in 1950 and could withstand aerobatics without toppling. The small standby AH to the right is the same technology. The strip format ASI, VSI, and altimeters are hard to read, but are the predecessor to the coloured strips in modern EFIS screens.

Find Out More: www.SonexAircraft.com Tel (U.S.): 920.231.8297

• Kit Prices Starting at $13,995 USD• Total Completion Costs Starting at $25,600 USD• Cruise 150-170 mph at 33-42 mpg• Easy to Build and Inexpensive to Own• All Models Aerobatic• Build as Tail Wheel or Tricycle Gear• The Best Performance Per Dollar available

Home of Australian Experimental Aircraft 15

Airsport Magazine December/January.indd 15 7/12/09 12:23:02 PM


recently completed kit air-craft was presented to the Authorised Person (AP) for review, sign off and issuance of CofA for the Phase 1 test flight period. During the con-

struction period the plane was regularly inspected by three Technical Counsellors (TCs), two familiar with airframe and engine type, and the third assisting with document review and preparation for AP review. In short, construction and assembly were carefully checked.

Because the owner has no time in type and because of the high incidence of acci-dents on first flights, the AP required that a test pilot experienced in type fly the first five hours, and that the first flight be covered by a builder-prepared Safety Plan including planning, restrictions, opera-tions, and contingencies.

The Safety Plan was prepared and accepted. It included provision for a chase plane to follow the new aircraft during the first flight, planned to be about thirty min-utes. Prior to first flight the aircraft went

through several ground engine tests and several high speed taxi and braking tests. All was ready for first flight.

The chase plane, an RV with a clear canopy providing an excellent upward view, departed immediately after the test aircraft and formed up behind and below. The test pilot reported normal operation with climbing oil temperature, expected with the new engine. The two aircraft climbed with the chase plane maintaining position below and behind. Oil tempera-ture stabilized at 230F, high, but normal for the first hour or two of engine break in. The test pilot then reported he was return-ing immediately to the airport, made a low power descent and approach, rolled out on the runway, taxied to the hangar, and shut down. Oil drained onto the taxi-way and covered the entire belly.

The chase plane landed, taxied up to the hangar, shut down and the pilot gave his report. Following below and behind and looking up against a white overcast sky, the chase pilot detected a faint stream trailing out behind the test aircraft. He reported this to the test pilot and they agreed to make an expedited return to the airport. The oil level was checked and two litres found remaining. Given the flight time it was calculated that the remaining oil would have been exhausted in about two minutes and engine seizure would have followed shortly.

Had the chase plane not been watch-ing carefully, the test aircraft would have

ended up in a hilly paddock near the airport. A forced landing was narrowly avoided. The safety plan had saved the day. What could have been an acci-dent was just a wet belly incident.

Investigation required a full engine wash down, oil refill, and then ground run with cowl off which showed oil squirting out from the flat plate that covered the propel-ler governor mounting position. Having a fixed pitch prop, no prop governor was used. The cover plate, supplied by the kit manufacturer for this kind of installation, has a square stud pattern for attaching the plate.

But the plate is not square. It was ever so slightly rectangular.

It turns out the plate and associated gas-ket was installed rotated ninety degrees from the correct position. The gasket was covered with gasket cement on both sides before installation, and the gasket cement oozed out around the periphery of the plate when the nuts were tightened on the studs. The gasket rotation brought a hole in the gasket very close to the edge of the plate with only a tiny sliver of gas-ket sealing this region. As the new engine was run at prolonged higher power on the first flight, the oil temperature rose to 230F after a few minutes, high enough to soften the gasket cement and let the

1stOr the ps:Proper Prior Planning Prevents Piss Poor Performance

Aby Fred Moreno

AIRSPORT • 23

short sliver of gasket blow free

providing the pressurized oil a

great exit path that sprayed about a litre

per minute of oil every-where. The oil was clean

and hot and thus did not show on the belly of the airplane from

the distance to the chase plane, but the oil blowing off the tail left the faint trail the chase pilot saw in the air against the white overcast background. Oil loss was detected, test pilot alerted, short return trip to the airport, no damage.

Now reflect for a moment. This was a capable but novice builder with previ-ous ownership of a certified aircraft. The airplane was inspected by no fewer than three technical councillors, two famil-iar with engine and type, and numerous other builders who had cruised through the hangar during the last months of assembly. NOBODY caught the gover-nor cover plate installation error partly because of the amount of gasket cement that oozed out hid any misalignment that may have been visible.

Only the chase pilot, position dictated by the Safety Plan, saved everyone’s

bacon. Lesson: ALL early flights should be covered by

a carefully thought out and meticulously followed Safety Plan.

Model Outline for a First Flight Safety Plan

Suggestive, not exhaustive: Refer to SAAA guidelines for test flights and add appropriate detail for your specific aircraft:

1. Aircraft: Conduct the “first annual inspection” prior to first flight. Don’t wait a year. Do it with helpers familiar with engine and airframe type. No dis-tractions! Lock the hangar or put up a “Do Not Disturb – Inspection in Progress” sign. Inspections are NOT social events. Use the same check list you will use for your true first annual inspection. Put the signed check list in your aircraft maintenance records.

2. Ground testing and high speed taxi tests complete.

3. Pilot: Experienced in type. Familiar with systems and controls of test aircraft. Has surveyed airport surrounding area for viable forced landing sites in event of engine failure. Has practiced power cuts and forced landings. Has a mental plan for engine failure from lift off to 1000 feet AGL. The accident record shows that for early test flights, return to airport below

800-1000 feet is the most dangerous turn in aviation.

4. Flight plan: climb to 3000 feet, fly race track oval over airport so that air-craft is always in range of airport for an unexpected power off landing.

5. Ground crew: emergency phone numbers quickly available, on-airport vehicle with fire extinguisher in the event of an incident inside the airport fence, ground radio communications via hand held radio or aircraft on ground.

6. Chase flight organized including dis-cussion about where chase aircraft will be, communication between chase and test pilot, and discussion of break-off pro-cedure for chase plane in the event of a problem or immediate return to airport required.

7. Weather- no compromises: minimum cross wind, minimum wind gusts, 3000 foot ceiling.

8. Important: have ground safety man-ager (NOT the aircraft owner) with safety plan and check list in-hand and primary responsibility to make sure safety plan is followed. It is too easy for the owner and test team to get deeply involved with final checks and discussions, and they can easily get impatient and forget check list items on the safety plan. This person can also be an important resource in the event of an emergency.

flight safety planssttales from the toolbox


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omething we wondered during the Authorised Person training last month:

How many people brief their passengers according to the regs?

CAR 262 AP (8):

A person must not operate an experi-mental aircraft carrying a passenger if each of the following requirements is not satisfied:

(a) no more than 6 (or a greater number approved by CASA or an authorised per-son) people are on board;

(b) the operator or the pilot in command ensures that each person carried is told before boarding the aircraft that:

(i) the design, manufacture, and airworthi-ness of the aircraft is not required to meet any standards recognised by CASA; and

(ii) persons fly in the aircraft at their own risk;

(c) a placard bearing the warning stated in subregulation (9) is displayed inside the aircraft in a way that is conspicuous to, and can be easily read by, each person in the aircraft.

We can take that to mean seated – the normal method of passenger carriage.• Four seaters will also require a

placard for back seat passengers.• Tandems will also need it in the

back or front as well, depending on where the passenger sits.

• Single seaters do not require it. Passengers can BYO airplane.

CAR 262 AP(9):

For paragraph (8)(c), the warning is:

‘WARNINGPERSONS FLY IN THIS AIRCRAFT AT THEIR OWN RISKTHIS AIRCRAFT IS NOT OPERATED TO THE SAME SAFETY STANDARDS AS A NORMAL COMMERCIAL PASSENGER FLIGHTCASA DOES NOT SET AIRWORTHINESS STANDARDS FOREXPERIMENTAL AIRCRAFT’.

The placard wording shown in AC 21.4(2) (of SEP 2000) is WRONG, so do not use it!

Stickers are available from SAAA HQ.

Try this sample briefing – maybe make up a briefing card along these lines:

Here’s what I need to tell you about this aeroplane before we hop in:

This is an Experimental aircraft. (Show the big sticker.)

CASA – the Civil Aviation Safety Authority, does not set airworthiness standards for Experimental aircraft.The design, manufacture and airwor-thiness of the aircraft is not required to meet any standards recognised by CASA.The aircraft is however maintained regu-larly in accordance with the regulations.We have a passenger warning placard for you to read, located at…..

Do you understand all that?Do you have any questions?Are you happy to now board the aircraft?If so, I will now assist you and ensure your seat belts are fastened properly and brief you on the features of the aircraft and the flight we are about to go on.

tips from the toolbox

Norm Edmunds

S


Chapter 39 Secretary Patrick Pulis leads the workshop

Aerobatics Advanced Handling

EMT & Upset Recovery Training

Australian Aerobatic Academy

AIRSPORT • 27

chapter chatter

Tank building workshopOn Sunday 19 January Chapter 39 featured a fuel tank building workshop, which was hosted by RV-14 builder Ian Pearce. With several Chapter members nearing the inevita-ble time required to tackle the fabrication of their fuel tanks, this was considered an opportune workshop, coupled with the fact that Ian’s RV-14 tank components were ready to assem-ble, becoming demonstration tanks. Chapter members came along from far and wide including a member from Whyalla. Regrettably two Chapter members from Loxton and Pinnaroo were unable to attend due to bushfires. Chapter Secretary and RV-10 builder Patrick Pulis previously completed four RV tanks ‘for his sins’, so he came along to share his know-how.

Patrick described the processes covering all aspects of tank building, including chemical and general safety; preparation of tools and equipment; mixing of sealant; surface prepa-ration, masking; sealant application, ‘wet riveting’, sealing exposed rivets; ‘feathering’ sealant joints; sealant curing times and clean-up. The workshop included a practical demonstra-tion of ‘wet riveting’ a fuel tank end fitting and baffle using fuel tank sealant.

Technical discussions during the workshop also included further aspects of fuel tank fabrication, including float and capacitance sender units; using hand and pneumatic squeez-ers; yoke interchangeability; and pressure testing the finished tank, which could not be demonstrated in the time available.

The day finished with a barbeque and a chance to sit around and have a good chat about our respective building projects and suggestions for future Chapter technical workshops for 2014, which will include instrument panel planning; work-ing with composites and lock wiring techniques.

The good thing about a technical workshop which includes practical demonstrations is coming away feeling that what initially appeared to be a somewhat daunting aspect of the build, now seems less so, giving a feeling that you can get on with the fabrication of fuel tanks safely and with confidence. That’s what Chapter events should be about, sharing knowl-edge, building friendships and helping each other to achieve the dream of flight safely. Ian Pearce

39 Adelaide

SOUTH AUSTRALIA

QUEENSLAND

Gold Coast19Project visit to Peter Vernon’s RV-8In August last year Chapter 19 enjoyed a visit to Peter Vernon’s place at Eagle Heights for a look at his RV-8 build and carry out the annual AGM. Peter’s project is well advanced with the empennage purchased second hand, wings pretty well complete, and fuselage getting close with major control systems fitted. Peter is building up his own engine from parts and had several components out for us to look at, as well as his nicely finished instrument panel. The AGM formalities were completed with Rob Fraser staying on as President and new member John Williams volunteering as Secretary. Members were treated to lunch fea-turing Peter’s traditional Hungarian goulash. Peter has since performed the recent service bulletin reinforcement on his hor-izontal stabiliser and taken the opportunity to improve on the previous builder’s work in some areas. We all look forward to seeing Peter airborne in the near future!

At the Chapter meeting February this year, Chapter 19 wel-comed new members George Cooks, Peter Carter and Errol Van Rensburg. President Rob Fraser gave a presentation centred around SERA and the importance of overcoming natural reticence and reporting safety incidents in order that all members benefit from the lessons learned. In this context Gary Spicer related the recent failure of the landing gear mounts in his Murphy Moose, due to a design flaw that had never been communicated to own-ers, and others shared stories of safety incidents. The importance of SERA and continually improving SAAA’s safety record was discussed in terms of not only our individual and community safety, but the survival of the freedoms that members now enjoy thanks to the hard lobbying to CASA and tireless work of com-mitted volunteers over many years. John Keen

The tank building workshop winds up with a barbecue and chat

Chapter 19 members old and new turned out to Peter’s in force


grew up with a father who had flown and served in the Royal Australian Air Force as a flight engineer on PBY Catalinas. I have early memories of my Dad spending many nights out in the

shed, building a Thorp T-18. Fast-forward 20 years and I found myself in the mil-itary as a helicopter mechanic. After serving my country, I left the military and had no further interest in aircraft or aviation. I restarted civilian life as an engineer, and all was good. A short time later, I met the girl who would become my wife, and before long (a four-year courtship), we were at the altar in a gar-den ceremony saying I do. It was a great day, but what stands out for me was just before I said I do, there was a deafen-ing silence that was only broken by the sound of a homebuilt Corby Starlet pass-ing overhead, catching my attention. Anyway, the wedding went on, we had a great day, had our honeymoon, and life was as good as it can get.

A few months after that fateful encoun-ter with the distracting aircraft sound, I was surfing the net when I came across some information on experimental air-craft. I was familiar with the process from my dad, so I investigated further. When I spoke with dad, he offered me his T-18 project that hadn’t been completed. I was already familiar with the all-aluminum-build process and wanted something a little different, something with different

build techniques. There were so many aircraft out there to choose from, so I attended the Sport Aircraft Association of Australia’s annual convention to see what I might find. Most of the aircraft were small and the stories of available orphaned projects were everywhere. I thought, it’s not that hard--I can easily com-plete someone’s project in a year. With more research I found what I thought I could build in about 12 months that would suit my 6-foot, 220-pound frame. It wasn’t a sleek or fast aircraft but rather the elegantly simple Evans VP-2 that could get me in the air cheaply and quickly.

After I searched the inter-net, read as much as I could about the single-seat VP-1 and the two-place VP-2, I purchased a set of VP-1 plans from Volksplane designer W.S. Evans and found a local builder who gave me a set of unused plans for the VP-2. Evans stopped selling VP-2 plans some years ago due to legal problems, but since I was going to use it as a single seat I didn’t see an issue. On July 1, 2000, I started building my sin-gle-seat VP-2 Volksplane.

The learning curve was steep when it came to working with plywoods and solid stock, specifically spruce and its costs. I

found a local species, hoop pine, that was used to build the de Havilland Mosquito during World War II, which I could use as a substitute. I had very basic tools, so over the years for birthdays, Christmases, and other occasions, the family helped me

build up a very healthy and respectable workshop.

The first year went so fast, and I didn’t have anything to show. This made me wonder if I would ever finish. The next year, I had a motor, and I was lucky enough to find a fuselage that was never completed.

This moved me along, but it was still a slow process. We had purchased our first home, and with work and wife

I

VP-2 VolksplaneThe Aussie Corvair-powered

By Darren Barnfield, [email protected] and Pat Panzera

Darren’s find, attached to a set of jigs that allow rotating the fuselage for access to all sides. The same jigs saw service again when the wings needed covering.

AIRSPORT • 29

commitments first, there wasn’t much time for building. I did, however, get to spend most nights surfing the internet for any info on the Volksplane. What attracted me to it was that without too many structural concerns you could mod-ify the look of it. There were some real nice looking Volksplanes getting around and I had a few ideas for my aircraft.

Then one night I came across an engine called a Corvair. I had an old Revmaster R-2200 that I was planning on using, but this website called FlyCorvair.com had my attention. Surfing through I found a small picture of an aircraft, and it was titled the world’s fastest VP-2. This Volksplane was the nicest I had ever seen; I spent many hours surfing the internet for any

other info. I had emailed the man on the Corvair site, a Mr William Wynne. I got a very brief e-mail from Mr Wynn saying the owner of the VP-2 was Dale Jorgensen. He had no e-mail but he passed along Dale’s address. The next morning I sent Dale a letter and 20 dollars for some info and/or photos. Buy now we had pur-chased a new home and were renovating so the plane had to take a back seat. Then out of the blue I got a letter from Dale. It explained a lot and he had sent me the $20 back plus a heap of photos. Dale also sent me his phone number and we soon struck up a great relationship.

When I got back to building, a few years had passed. I had the fuselage almost completed, the rudder and stabilator were done, and the Revmaster was on the

Corvair engine converted and installed. See the YouTube link at the bottom of this page to see and hear it run.

Like so many other wood wings, it seems a pity to cover such artistic work.

Darren (right) with mentor and test pilot, Nick Caudwell


firewall. My wife, Jakqui, has been won-derfully supportive—one day back in 2003 she surprised me with a gift of a lifetime. For my birthday, Jakqui had purchased a return airfare to EAA AirVenture Oshkosh 2003. We all know this is the Mecca for homebuilding. My first phone call was to Dale. I was hoping we could finally meet, but Dale went one better and offered to put me up for the time I was there. This was a dream come true. Dale lived about 100 miles from Oshkosh.

At Oshkosh 2003 I met a lot of other VP builders at a dinner, which we had arranged on the Volksplane discussion group prior to leaving. The last day of my trip to the United States, Dale took me into one of his barns and offered me a gift that would change my whole air-craft. He pulled back the cover to reveal a 1965 110-hp Corvair. This was a dream come true. I had searched Australia for one of these and now I finally have one—I thought I would never get my hands on one. At the time, the Australian exchange rate was about 48 cents to the U.S. dollar, so this was why I hadn’t purchased one. The only thing I had to pay for was the freight home, which I could afford to do.

While at Oshkosh I also met William Wynne, the noted authority on

converting Corvair engines for flight, and Pat Panzera, editor of Contact! Magazine and fellow Corvair engine builder. Could it get much better?

After returning to Australia, I was all fired up and making good progress. I had finished my fuselage, and it had the shape and look I was after. And now with the Corvair on the front instead of the Revmaster, it was looking great. I often get other builders making a dig at me for building the VP-2, but to date I have only spent my spare change on the project, made some lifelong friends, and got my restricted pilot’s license as well.

(“Restricted” is the equiv-alent of the recreational license in the United States.)

Fast-forward a few more years. We have travelled to England for a family wedding and I was able meet some other VP build-ers and once getting home and picking up, the visual progress is there. I try to do a small bit each week. There’s a lot you can do to the Volksplane to take away the box look. I had a custom canopy blown

for me at Todd’s Canopies in Florida, which makes the aircraft really pop.

Since becoming friends with Dale, he has helped me so much with my project, even though he’s on the other side of the world. I was able to pay him back in a small way three years ago. Dale had come to Australia to do an EAA Technical Counselors visit as well as have a holiday. The com-pany I was working for as an aircraft mechanic at this stage had a fully operational Australian-built P-51 Mustang. So while Dale was down under, I got him a ride.

The Evans Volksplane is a good, sta-ble, and reliable aircraft. I had started my build 10 years ago, and when I walk into my shed, I have a completed aircraft.

I think the reason why so many proj-ects aren’t completed is that people start too far behind the eight ball. Yes, the Volksplane isn’t going to take first prize in the best-looking contest, but I have invested about $18,000 AU over 10 years from spare cash—that’s $1,800 AU a year. (It also helped me to quit smoking.) Anyone can build an aircraft, but crawl-ing before you walk is the best bit of advice I can offer. Darren

The fuselage support jigs being used to support the wings. It doesn’t get any better than this!

Cockpit and panel

Custom bubble from Todd’s Canopies.

AIRSPORT • 31

Pacific FlyerThe must have magazine for up to date information on Aircraft, New Products, Building Articles and Adventure

Stories. Articles are contributed by pilots and enthusiasts from all over Australia and our overseas readers.

Available from newsagents around 21st of each month.

$75.00 AUD for 12 monthly issues! Pacific FlyerPO Box 2940,Burleigh BC

Qld 4220 Australia

Ph: (03) 9016 3085International: +61 3 9016 3085

Email: [email protected]

First flight in 2013

See the project in detail here: www.flickr.com/photos/ 20386145@N05/show/

Corvair engine run: www.youtube.com/watch?v=DPCwVpjNb2c

Volksplane Performance Data

Wing Span 27 feet Length 19 feet Wing Area 130 square feet Empty weight 640 pounds Gross 1040 pounds Fuel Capacity 10 gallons Top Speed 100 mph Cruise Speed 75 mph Stall Speed 40 mph

Rate of climb, sea level 500 fpm (2100-cc Revmaster); 400 fpm (1834-cc VW)


builders’ log

How to submit to Builders’ Log

Email the following details to us at [email protected] – 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-ULB

BUILDER: BRIAN HAM #00137

LOCATED: TEMPLESTONE, VIC

A/C TYPE: SONEX

CofA was issued on 23/12/2013 by Darren Barnfield

VH-PHR

BUILDER: PETER HARKNESS #06861

LOCATED: MOUNT GAMBIER, SA

A/C TYPE: VANS RV-7A


VH-ULL

BUILDER: JOHN ALLEN #07578

LOCATED: ACHERON, VIC

A/C TYPE: VANS RV-12


AIRSPORT • 33

chapter chatterDid You Puke At the Cost of Your Last International Shipping Bill? How an RV-8 owner slashed HIS International Freight Costs by 65.2%....AND sourced cheaper parts from USA without having to worry about all the “Importing stuff ”

Ben Bowden is a LAME, and an RV tragic. He runs one of the most successful aircraft main-tenance businesses in Queensland and is well known for his business acumen and involvement within the aircraft industry.

In his “spare time” he also built himself one of his prize possessions, a VAN’S RV-8.

One of his frustrations in building his plane and servicing his clients was the excessive freight costs of importing parts from USA. Often he could source MUCH cheaper parts from USA, not only for his RV-8, but also for use in the main-tenance of many of his clients’ aircraft. However the exorbitant freight costs from these suppliers made it a lot less attractive.

His research into the freight industry astounded him. He found that small operators are paying a huge mark-up on freight. In fact as much as 80% more than companies who have massive buying power.

His research ending up finding a service that has negotiated a huge discount on freight on behalf of smaller operators. The service allows Ben to use a major freight company, UPS, to ship his US purchases, 40 - 70% cheaper than before.

As Ben said, “Now I just source for the cheapest parts. The cost of freight is not even a consider-ation any more. It’s made my RV-8 a much more economical proposition.”

For a free report on how to access this service, email [email protected]. If you wish to speak to someone immediately, 0011 1 940 902 4743.

A DV E RT I S E M E N T

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FOR SALE

QLD

VANS RV-9A, 230 hrs tt, engine on condition, has good compressions, oil pressure and filter cuts have always been good. Paint is good and aircraft has always been hangared. Aircraft is day VFR with Trio single axis autopilot. $75,000 ONO. PH.0408788006

RV-6 LONG RANGE SPECIAL VH-OOK. Pride and joy has been sitting for too long and is priced for a new home that will appreciate, I am a long way from a new medical and this aircraft was built to fly. Only $55,000 for a fast sale and to get her back where she should be, in the air. Not very good with IT and I have no photos, if anyone has picture of VH-OOK please forward to SAAA office for upload. Contact Geof-frey by email [email protected]

PROP STRIKE IO-360 CIC engine TSO 996.3 Cylinder #3 37.5 hours TSN. Crankcase 310.2 TSN. Crankshaft flange bent. engine overhauled by Scone in 2005 and bulkstripped for crankcase in 2010 $4,500 Contact: Benjamin Bowden 0427 682 211

SA

LYCOMING PARTS Following upgrade these parts are now surplus to my re-quirements...... for sale individually or ‘the lot’: 1 x Lycoming Crank for Parallel Valve 360 - Spec : as new (0 grinds)1 x Camshaft reground +255 hours 76097R6 x Lifters 72877R 255 hours1 x LW15473SP Tempest Fuel Pump 255 hrs (Fuel injection model)1 x P-940-010 Jihostroj Governor 255 hours (aerobatic - requires overhaul) 1 x slick magneto Model:4371 (Left) 255 hours (requires overhaul) plus ‘Near New’ Kelly Aerospace Harness in excellent condition1 x light speed Hall effect 255 hours (mag mount)8 x Aviation Spark plugs (4 new, 4 255hrs)2 x Aviation Spark plugs in sealed packets3 x SL75060 Rods 255 hoursplease call 0418 800 010 for details

VIC

ROMSEY HANGAR SPACE for RV size or similar. Jab will do as you’ll be shar-ing with high wing Rans S7S amphib floatplane. SAAA members $65 pw with lease. 45’x45’x22’ steel with con-crete floors 0409 757 767

RV-7 WING STANDS. I have 2 of these stands, made to securely handle RV7 wings. Rotate the wing through 360 degrees for painting or fixing or just moving about your workshop. 0412 535 909

HANGAR SPACE LEONGATHA one saaa/raa aircraft with sealed floor and apron steel lockable. Rate $180.00/CM Ring Peter 03 9511 6002 or email [email protected]

VANS SUPPLIED FOAM CUSHIONS new for 2 seats for RV7/9. Sell for $200 plus freight. Have RV 7 slider frame, one slight dent when bending frame to correct shape.OK for the right person. $200 plus freight from Man-sfield Victoria. Phone Jeff Rowlands 0417335799 [email protected]

WA

ZODIAC 601XL-B with Jabiru 3300 solid lifter engine 120HP near new TTS only 174 hrs. airframe and engine. Cruise @120Knts Beautiful built

aircraft with superb looks and handling flies like a dream no expense spared. Full glass cockpit Dynon D100 & Dynon D120 and Avmap4 Micro air radio and transponder, new leather seats etc. etc. nil accidents full building logs al-ways kept in enclosed hanger and LAME maintained . Arguably the best available suit new buyer offered $1000s under cost absolute bargain. Finished my RV4 and need the space Urgently Now reduced to $54,000 will look at offers. Please call or SMS me Email address for more info and Pics. 0428 923 250

ZENITH CH 200 VH Registered. 0-235 Lycoming 118 hp Rebuilt to zero hours. Engin and airframe under 50 hours. McCauley Propeller. Cessna front wheel. Apollo radio, GPS & Transpon-der. Electric Flaps & Trim. Yearly just complete. Owner out of medical. Han-gared since new. $25,000 PH: 08 9457 2363

WANTED

OLDER STYLE RV NOSE GEAR to salvage the pivot shaft and other hardware to convert KR nose gear to RV forks. Paul Smith 0419 641 853 [email protected]

classifieds

SAAA Official Merchandise

Navy Reversible Vest, fitted with Zip pockets and new SAAA Logo $45

Navy Jersey $40 Navy Polo, Breathable material $35 Light Blue polo, Breathable fabric $35 Blue Business shirt $50

Fuel Card wallet, handy for storing Fuel cards and ASIC cards. $7

SAAA Cap, button-less to help you survive Canopy Damage. $10

Call SAAA HQ to order on 02 6889 7777

AIRSPORT • 35

chapter contacts

Chapter 1 Sydney NorthPresident: Rob LawrieMob 0419 489 [email protected]: Third Wednesday of each month at 7:30pm - rotates amongst members’ projects.

Chapter 2 CamdenPresident: Graham JohnstonMob 0417 985 [email protected]: Second Wednesday of each month, rotates amongst members’ projects.

Chapter 4 South CoastPresident: Peter BowmanTel 02 4229 5350Secretary: Philip [email protected]: Last Monday night of each month

Chapter 5 Central CoastPresident: Dean NesbittMob 0418 757 [email protected]

Chapter 6 Coffs HarbourPresident: Dr Paul FosterTel 02 6569 9484 (ah)[email protected]

Chapter 7 Mid-North CoastPresident: Bill CooteTel 02 6559 [email protected]: First Friday of each month, Hasting’s District Flying Club

Chapter 11 North-West SydneyPresident: Ian WoodheadTel 02 9856 2703 M 0404 830 [email protected] Meetings: Second Tuesday of each month, rotates amongst members.

Chapter 23 Frogs Hollow NSWPresident: Drew DoneTel 02 6495 [email protected]

Chapter 37 Southern NSWPresident: Jarrod ClowesMob 0428 811 [email protected]

Chapter 38 Western PlainsPresident: Daniel ComptonTel 02 6884 8887 Mob 0409 944 [email protected]

Chapter 40 Wagga & DistrictPresident: Malcolm BennettTel 02 6922 4917 Mob 0423 101 855 Secretary: Tony MiddletonTel 02 6922 4990 [email protected]

Chapter 26 MonaroPresident: John MorrisseyMob 0419 260 [email protected]: Third Sunday afternoon each month, rotates amongst members’ projects.

Chapter 14 Latrobe ValleyPresident: Terry FisherMob 03 5127 [email protected]

Chapter 18 MelbournePresident: David ZemelMob 0412 778 [email protected]

Chapter 20 Kyneton DistrictPresident: Mark DavisSecretary: Rodney AshdowneMob 0438 399 [email protected]

Chapter 21 MoorabbinPresident: Stuart TristTel 03 5367 [email protected]: Fourth Wednesday of the month at 7.30 pm, South Oakleigh Club, 1 Victor Rd (Cnr Clifton St) East Bentleigh.

Chapter 27 Tyabb VictoriaPresident: Darren BarnfieldTel 03 5979 1501Mob 0408 351 [email protected]: Third Sunday each month

Chapter 15 QueenslandPresident: Paul SmithTel 0419 641 [email protected]: 7:30pm at Royal Queensland Aero Club, Hangar 1, Beattie Rd Archerfield first Thursday of the month

Chapter 19 Gold CoastPresident: Robert FraserMob 0429 200 098Secretary: Stanley LewisMob 0414 960 [email protected]: Notified to members via email

Chapter 22 Sunshine CoastPresident: Jamie LeeMob 0401 770 230Secretary: Conor McCarthyMob 0439 518 [email protected]: 3rd Sunday May, Jul, Sept, Nov, Jan, Mar

Chapter 34 Far North QLD President: John Martin Mob 0419 536 [email protected]

Chapter 36 Central QLDContact: John GordonMob 0418 458 [email protected]

Chapter 17 Pallamana Murray BridgePresident: Don FraserTel 08 8363 3920 (ah)[email protected]

Chapter 25 Port Lincoln SAPresident: Michael HartTel 08 8682 [email protected]

Chapter 39 Adelaide President: Paul Holaj Secretary: Patrick Pulis Mob 0408 008 [email protected]: Workshop visits

Chapter 10 South West WAPresident: Peter BairstowMob 0419 048 832 [email protected]

Chapter 13 Albany DistrictPresident: Ralph BurnettMob 0427 200 673Secretary: Ian CoombeMob 0428 957 [email protected]

Chapter 16 SerpentinePresident: Bo HanningtonTel 08 9524 2000Mob 0427 044 [email protected]

Chapter 24 JandakotSecretary/Treasurer: Peter MulhernMob 0418 923 [email protected]

Chapter 35 Northern AustraliaPresident: Vern TaylorMob 0418 898 899Secretary: Christopher McKayMob 0418 799 [email protected]: Last Saturday of the month, venues vary.

New South Wales

Victoria

Queensland

South Australia

Western Australia

Northern Territory

Australian Capital Territory

For any changes to Chapter details, contacts or to notify of errors, please email [email protected]


SAAA contacts

Mark Rowe Narromine NSW 2821 Mob 0403 307 363 [email protected]

Brian Hunter Maudsland Mob 0417 555 030 [email protected]

NSW and SAKen Garland [email protected] Mob 0417 244 059VictoriaBrian Ham [email protected] Mob 0417 464 866QueenslandPeter Leonard [email protected] Mob 0417 758 272Western AustraliaFred Moreno [email protected] Mob 0488 336 905

24 Geoffrey Danes Mindarie WA Mob 0428 992 399 [email protected]

37 Jim Williams Albury NSW Mob 0408 480 44511 Martin Ongley Colebee NSW Mob 0438 014 87705 David Tennant Warnervale NSW Mob 0410 491 866 [email protected] Peter Lewis Brinsmead QLD Mob 0439 714 617 [email protected] Howard Mason Elanora QLD Mob 0417 621 65514 Brian Turner Boolarra South VIC Mob 0429 172 740 [email protected] Darren Barnfield Hastings VIC Mob 0408 351 309

13 Robert Hannington Albany WA Mob 0409 090 493 [email protected] Colin Morrow Como WA Tel 08 9450 2130 [email protected] William Keehner Mt Pleasant WA Mob 0417 972 090 [email protected]

New South Wales & ACT

5 John Griffin Bangor Tel 02 9543 8404 Mob 0409 654 298 [email protected] Rick Harper Bohnock Mob 0416 041 007 [email protected] Ahamer Bowral Mob 0411 290 472 [email protected] 4 Chris Byrne Bowral Mob 0414 603 644 [email protected] Ken Garland Camden Mob 0417 244 059 [email protected] Grant Piper Coolah Mob 0438 890 242 [email protected] Martin Ongley Colebee Mob 0438 014 877 [email protected] 38 Philip Goard Cowra Tel 02 6342 9300 Tel 02 6341 1635 [email protected] James Ball Deniliquin Tel 03 5812 0079 Mob 0428 743 450 [email protected] Peter Bowman Figtree Mob 0429 130 340 [email protected] .au5 Robert RedmanFloravilleMob 0418 570 768 [email protected] Geoff Shrimski Frenchs Forest Mob 0414 400 304 [email protected]

Andrew Sieczkowski Grafton Mob 0408 573 130 [email protected] Lou Szabolics Hawker Mob 0411 850 383 [email protected] Bishton Kempsey Mob 0439 864 023 26 Kim Jones Monash Tel 02 6291 9377 [email protected] William Coote Laurieton Tel 02 6559 9953 [email protected] Drew Done Merimbula Mob 0409 833 646 [email protected] Mark Rowe Narromine Mob 0403 307 363 [email protected] Rex Koerbin Pambula Tel 02 6495 1296 Mob 0408 138 409 [email protected] 11 Ian Goldie Port Macquarie Tel 02 6582 4343 [email protected] Tony Middleton Springvale Heights Tel 02 6922 4990 [email protected] 38 Paul O’Connor Temora Mob 0427 090 087 [email protected] Keith Bridge Terrey Hills Mob 0417 290 814 Tel 02 9486 3034 [email protected] Malcolm Bennett Wagga Wagga Tel 02 6922 4917 Mob 0423 101 855 [email protected]

40 Peter Middleton Wagga Wagga Tel 02 6922 4815 Mob 0407 016 429 [email protected]

[email protected] Queensland

36 Daryl Grove Aitkenvale Tel 07 4775 1604 [email protected] 15 Mike Roselt Applethorpe Mob 0417 706 827 [email protected]

34 Laurie WincenAtherton Mob 0408 725 050 [email protected] Veale Bokarina Tel 07 5493 5221 [email protected] Aitken Boonah Tel 07 5463 4037 [email protected] Mike Horneman Boondall Tel 07 3216 2276 Mob 0417 931 872 [email protected] Hook Bundaberg (North) Mob 0428 652 165 [email protected] John Atkinson Cairns Mob 0427 534 806 [email protected] John Martin Cairns Mob 0419 536 668 [email protected] Sandford Dundowran Tel 07 4128 6015 Mob 0425 715 781 [email protected] Darren Jones Edmonton Mob 0432 575 824 [email protected] Paul Smith Ferny Hills Mob 0419 641 853 [email protected] 21 Martin HoneGatton Airpark Mob 0419 368 696 [email protected] McDougall Haliday Bay Mob 0408 345 507 [email protected] 19 Brian Hunter Maudsland Mob 0416 069 151 [email protected] 19 Gary Spicer Hope Island Mob 0402 822 907 [email protected] 15 Terry Grace Kenmore Tel 07 3878 6447 Mob 0488 141 415 [email protected]

Technical Counsellors

CASA Authorised Persons

General Manager

AP Coordinator

National Technical Manager

MPC/Training Coordinators

AIRSPORT • 37

SAAA contacts

36 Benjamin Bowden Longreach Tel 07 4658 3193 Mob 0427 682 211 [email protected] 15 John Gross Mt Cotton Tel 07 3206 6151 [email protected] 15 Peter Karanges Sunnybank Hills Mob 0407 453 933 [email protected] 34 Tony IlyesTully Heads Mob 0408 797 228 [email protected]

South Australia

39 Walter Ogilvie Kingston Mob 0427 689 031 [email protected] 39 Paul Holaj Nairne Mob 0408 008 379 [email protected] 25 Mick Hart Port Lincoln Mob 0407 424 607 [email protected] Bruce Deslandes Whyalla Mob 0414 263 180 [email protected]

Tasmania

Mick Cuppari West Hobart Mob 0400 183 711 [email protected]

Victoria

Peter Schafer Balwyn Mob 0425 837 055 [email protected] Brian Turner Boolarra South Mob 0429 172 740 [email protected] 21 Bruce Towns Braeside Mob 0408 326 260 [email protected] 21 Robert Taylor Ferny Creek Mob 0428 324 731 [email protected] 21 John Stephenson Hampton East Tel 03 9553 5075 [email protected] 20 Frank Deeth Heathmont Mob 0408 559 866 [email protected]

Rod Shearer Huntly Tel 03 5448 8669 Mob 0419 717 212 [email protected] Norm Edmunds Kyneton Mob 0407 098 242 [email protected] 20 Rodney Thynne Melton Mob 0402 277 607 [email protected] Daniel O’Sullivan Monegeetta Mob 0417 409 996 [email protected] 21 Stuart Trist Mordialloc Mob 0410 561 371 [email protected] 20 Len Dyson Newport Tel 03 9391 2193 [email protected] Peter Austin Oak Park Tel 03 9306 1090 21 Robert Barrow Oakleigh South Tel 03 9558 0598 [email protected] 20 Peter Pendergast Ocean Grove Mob 0418 129 222 [email protected] 21 Arthur Stubbs Port Fairy Mob 0419 357 648 [email protected] Graeme Coates Richmond Mob 0417 108 427 [email protected] 21 Brian Ham Templestowe Mob 0417 464 866 [email protected] Rob McAnally Templestowe Mob 0418 172 150 [email protected]

Western Australia

13 Brian Holman Albany Mob 0429 844 419 [email protected] 16 Bo Hannington Baldivis Tel 08 9524 2000 [email protected] Gordon Johanson Baldivis Mob 0419 043 161 [email protected]

24 Peter Nelson Baldivis Mob 0418 949 943 [email protected] 24 Mike Fletcher Bunbury Mob 0408 090 438 [email protected] 24 Colin Morrow Como Mob 0412 069 490 [email protected] Fred Moreno Denmark Tel 08 9848 1431 [email protected] 10 Terry Doe Eaton Mob 0437 256 229 [email protected] 24 Tony White Guildford Mob 0419 421 632 [email protected] Andy George Kalgoorlie Mob 0418 920 404 [email protected]

24 Paul Blackney Leeming Mob 0417 091 763 [email protected] William Keehner Mount Pleasant Mob 0417 972 090 [email protected] 24 Geoffrey Danes Mindarie Mob 0428 992 399 [email protected] Shirley Harding Mundijong Mob 0459 555 025 [email protected] Noel Stoney Redmond Mob 0447 453 242 [email protected] Peter Cash Riverton Mob 0447 560 928 [email protected] 24 Lindsay Danes Success Tel 08 9414 1122 [email protected]

Northern Territory

35 Bill Markey Acacia Hills Mob 0400 782 313 [email protected] Albert Poon Casuarina Mob 0417 562 069 [email protected]

Qatar

Shirley Harding Doha Tel +974 660 99265 [email protected]

Keith Engelsman Grenfell NSW Tel 02 6343 3292 Mob 0409 076 277 [email protected]

Robert (Bob) Redman Floraville NSW Tel 02 4947 0768 Mob 0418 570 768 [email protected] Andy Ski (Andrew Sieczkowski) Grafton Area NSW Tel 02 6642 1104 Mob 0408 573 130 [email protected] Spicer Hope Island QLD Tel 07 5514 2196 Mob 0402 822 907 [email protected] Peter McDougall (Helicopters) Haliday Bay QLD Mob 0408 345 507 [email protected] Johanson Goolwa SA Mob 0419 554 656 [email protected] Aub Coote Grovedale VIC Tel 03 5241 1605 Ralph Burnett Albany WA Tel 08 9842 8963 Mob 0427 200 673 [email protected] Gordon Johanson Baldivis WA Mob 0419 043 161 [email protected]

SAAA Pilot Advisors

Flight Advisor & Test Pilot Coordinator

00 > Chapter number


SAAA membership

Advertising in AirsportAirsport 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.

SpecificationsAdvertisers 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 [email protected] or tel 02 6889 7777

ClassifiedsMembers’ non-business classifieds are free for two issues. Classifieds may be resubmitted. Non-members paid classifieds – no limit.

Send to SAAA PO Box 99 Narromine NSW 2821 fax 02 6889 7788 email [email protected]

Deadlines for all contributions, classifieds and advertising in Airsport are:

June Issue May 01 2014September Issue August 01 2014December Issue November 01 2014March Issue February 01 2015

advertisers

Thinking of joining SAAA?

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 Counsellors 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 $190

Concessional membership* $155

*Available to pensioners, member’s dependent family, approved Technical Counsellors

Membership rates are adjusted July 1 annually in line with CPI

Membership Enquiries:

Contact the Sport Aircraft Association of Australia Inc PO Box 99 Narromine NSW 2821 tel 02 6889 7777 / email [email protected] 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 [email protected]

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.

Aircraft Spruce 39Anderson Aviation 09Asia Pacific Light Flying 19Auscon Shipping 33Australian Aerobatic Academy 26Aviaquip 07Bert Flood Imports 40Bill Owen Insurance Brokers 06BRS Australia 33CASA 18C&H Freight 04Pacific Flyer 31 Punkin Head Air Sports 33SAAA Merchandise 34SERA 06Sling Australia 39Sonex Aircraft 21Tempest 24QBE Aviation Insurance 02Zenair Australia 25

AIRSPORT • 39

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Airsport march 2014