Devonport Aero Club NewsletterIssue 3 FEBRUARY 2018

DAC News Issue 3

Welcome to The Devonport Aero Club News Issue 3. As I edit this newsletter it feels like autumn is fast approaching, it is a cool windy southwesterly day.

Despite the weather I am hopeful of a lovely calm autumn with lots of clear blue flying days.

The Vale fly in has come and gone, another Australia Day has passed and tragedy has manifested itself close to home.

With that said let’s move on to some great articles by some of our members.

Upcoming Events

Saturday 17 Feb 2018

1100hrs – Monthly Working Bee To clean Club Rooms, Noon – Sausage Sizzle The BBQ will be fired up at midday (free to members) at the Club Rooms. The flying activity has been cancelled due unfavourable weather forecast.

Tuesday 20 Feb, 2018

Queensland Aviators Visiting DevonportA group of Owen Bartrop’s aviation friends from Warwick (Queensland) are flying in to Devonport on 20 Feb for a few days.

The group, in 5 aircraft, will be flying in from Flinders Island to Lost Farm for brunch at 0930hrs then on to Devonport around midday.They will be using Devonport as their base to visit local attractions over the following week.

Members are invited to join them at Lost Farm (make your own booking) and / or meet them on arrival at Devonport. Contact Owen if attending.

If you see them at the airport during their visit make them welcome.

Friday 2 – 4 Mar, 2018

Lancair Owners & Builders Organisation (LOBO) Devonport Convention

See details sent out by email on 30 Jan. Registration Form at end of newsletter.

Friday 6 Apr 2018, 1930hrs

April Monthly Meeting at clubrooms

In this issue Upcoming Events

Fuel Management Devices – by Ted Richey

Boma Flies a Whirligig - by Rob

A Recreational Pilot into CTA - by Robert Van Norden

Flying a Fighter Aircraft pt.2 by Owen Bartrop

When Enough Talk is Enough - by Rob

Farewell John and Bev - by Rob and Ian

Parting Shot – by Gerald McDonagh

DAC News Issue 3 February 2018

Fuel Management Devices By Ted Richey

I am sure that most of us have a fuel computer of some sort aboard our aircraft, runs off the electrical system, accurate to .1 of a litre, tells us how much fuel is left, how much longer we can fly to fuel exhaustion, and many other important things. They are marvellous devices until we have a total electrical failure. And as we all know, this only happens at night when we are in cloud. This is a fact of life.

However we all have another fuel management system which we generally carry with us. I am referring to the wife, (normally the mk1 model but for some of us, the mk2). By about our stage of life they generally have about two and a half hours of comfortable endurance. Your mileage may vary a little here, a practical test may be in order. You can usually rely on another 30 minutes if a diversion is inevitable. Most light aircraft have about a five hour endurance with full tanks, and why leave with less than five hours, the only time you can have too much fuel is if you are on fire.

So you can fly an easy two and a half hour leg, refuel while your wife has a comfort stop and depart again with full tanks and empty bladders, the two most important things in aviation. Getting them in reverse can lead to unpleasant repercussions. It also gives strength to the credo of “a happy wife is a happy life.”

You may well ask, why fly around with full tanks when it is not completely necessary? Way back when we learned our flying, we were introduced to turbulence penetration speed, a speed at which, in turbulent conditions we could apply full control deflection, but only one, rudder, ailerons or elevator, never two or more at a time. At or below this speed we cannot stress the aircraft to its design limits by full deflection of one control in any one axis.

What they often do not tell you is that this speed, turbulence penetration speed, only applies at full gross weight. As you get lighter, the speed is less. That’s right, less. My figures are from memory and not guaranteed but at full gross in a Cessna 210 it is in the vicinity of 125 knots indicated. At low weights with half tanks and pilot only it can be as low as 95knots. Quite a difference! So carrying extra weight in full may cost a knot or two in the cruise but has the advantage of more options if the weather turns bad and perhaps a little extra margin if you happen to run into extreme turbulence.

The extra fuel also gives you the option of avoiding the bad weather, which will certainly keep your wife happy, give you less stress, and make for a better marital relationship.

Safe flying, Ted

DAC News Issue 3 February 2018

Boma Flies a Whirligig By Rob

Well known to all of us Philip “Boma” de Bomford has commenced flying training f o r h i s c o m m e r c i a l helicopter licence. Philip is learning with Fores t Ai r Helicopters in Albury. By all accounts he is doing pretty w e l l a t k e e p i n g a contraption of moving parts held together by a primary bolt on top of the mast in the air. Philip is also studying commercial aviation theory at Lionel Taylor Aviation Theory at Moorabbin Airport. Not content with either retirement or ongoing employment at The Vale Philip hopes to work in the helicopter industry as a commercial pilot. We wish Philip well in his “learning curve” and future career. Hopefully Philip will end up flying in Tasmania

Pictured above is a selfie at Forest Air and in a B3 Squirrel with the (current) boss. You better join him at Forrest Air Simon, I note you are in the wrong seat!

A Recreational Pilot Flying into CTA By Robert Van Norden

Devonport to Launceston return

Before leaving Devonport I setup my flight plan on OzRunways tracking Devonport via West Gap and into Launceston then lodged the plan with NAIPS direct from OzRunways.

Lined up on runway 14 for a straight out departure to the South East.

DAC News Issue 3 February 2018

What a great view on the way and a great flight

Just prior to arriving at West Gap I tuned into 134.75 for ATIS “the weather information”, then tuned 118.7 and called up Launceston Tower

ME: “Launy tower, Foxbat 5333, West Gap, 2500ft, request airways clearance, received BRAVO “weather info”. TOWER: “Foxbat 5333, cleared direct to Launceston, not above 2500ft”. ME: “cleared direct to Launceston, not above 2500ft, Foxbat 5333”

As I near the airfield Launceston Tower call up:

TOWER: “Foxbat 5333, cleared runway 14 right” ME: “cleared runway 14 right, Foxbat 5333”

ME: “Foxbat 5333, request touch and go”TOWER: “Foxbat 5333, cleared touch and go, make left turn, not above 1500ft” ME: “cleared touch and go, left turn, not above 1500ft, Foxbat 5333” ME: “Foxbat 5333, downwind runway 14, request touch and go and onward clearance to Gravelly Beach” TOWER: “Foxbat 5333, cleared touch and go, make left turn, depart Gravelly Beach, not above 2500ft” ME: “cleared touch and go, make left turn, cleared Gravelly Beach, not above 2500ft, Foxbat 5333”

After this touch and go …. on the downwind leg

ME: “Foxbat 5333, request track White Hills then east of city to Gravelly Beach” TOWER: “Foxbat 5333, request approved, track White Hills, east of city onto Gravelly Beach, not above 2500ft” ME: “track White Hills, east of city then onto Gravelly Beach, not above 2500ft, Foxbat 5333”

After tracking east of city and about to depart the 1500ft step of the control zone, Launceston Tower call up.

TOWER: “Foxbat 5333, your are about to depart DELTA control zone, no further assistance is provided, frequency change approved” ME: “Foxbat 5333”

From there I tracked to over fly Cranbourne, then on to over fly George Town then back to Devonport.

Note: Recreational registered planes can enter controlled airspace provided the pilot has an RPL or GA licence and controlled airspace endorsement

Downwind at Launceston

DAC News Issue 3 February 2018

Flying a Fighter Aircraft - Part 2 By Owen Bartrop

In part 1 of this article, I dealt with my fighter training and flying fighters in general. In this issue of the magazine I will be relating episodes of my experiences as a fighter pilot.

The Meteor

After graduating from the Operational Training Course, I was posted to No. 77 Squadron to fly Meteors. I had a certain amount of difficulty learning to fly this two engined monster. It was very heavy on the controls and it took my muscles some time to adapt to the extra workload. After 6 hours I finally went solo in the Mk8. In hindsight, I think I was somewhat overawed and lacked confidence.

The Mk7 Meteor was a tandem two-seater, the only difference between it and the operational Mk8 was an instructor bellowing in your ear. Oh, one other quirk, with the speed brakes extended while turning final the tailplane became blanketed by the fuselage and the aircraft lost elevator control, a situation to be avoided at all costs. The Mk 7 did not have ejection seats.

First, let me introduce the aircraft I was about to fly operationally for the next 20 months. The squadron was equipped with Gloster Meteor F8 fighters, affectingly called ‟Meatboxes”. The Meteor had a top speed of Mach 0.84 and an operational ceiling of 44,000ft. Because of their age and design, they were no match for the North Korean MiG-15s at altitudes above 15,000ft so they were deployed as ground attach aircraft, a roll in which they were very successful. One still had to defend oneself if attacked so the lessons learnt on the fighter course were still relevant.

The Meteor was armed with 4 x 20mm Hispano cannons. They could carry bombs as well as air-to-ground rockets. The controls on these aircraft were very heavy and if a pilot did not have muscles before he started flying these machines he soon developed biceps. As an example, during a loop it was highly desirable to trim the aircraft four times. Never-the-less, they were nice to fly and were a stable weapons platform.

I was posted to No. 75 Squadron and in 1956 the squadron flew to Perth, WA, for the end of the Montebello nuclear tests. We left Williamtown bound for Edinburgh to refuel prior to an overnight at Woomera. Unfortunately, my aircraft became unserviceable as was one other Meteor. It just so happened that both the other pilot and I came from the Adelaide area and could stay with our parents that night while our aircraft were repaired. Next morning, we took off just after 0630hr and got clearance from Adelaide tower to fly down the coast to Victor Harbour, the home of my number two’s parents. In those days we could fly as low as 200ft so we gave his parents a good look at our Meteors. Then it was my turn to fly over my parent’s house, which was only 2 miles from the Adelaide Airport. I got clearance to do a pass over my parent’s house and tower requested that we fly past them also, so that they could have a look. The geography was such that it left us heading directly for the Adelaide CBD at low level and at 360kt. At that speed the gunports on the Meteor make a very distinctive sound (pitched roar) which is unmistakeable. Seeing we were still low I decided we would fly to Woomera low level.

We arrived some 35 minutes later just as the rest of the squadron was getting airborne for Forrest in WA. After we landed, one of the ground crew said that they knew we were on our way because they were listing to the 7 o’clock news on the radio and heard our distinctive Meteor sound as we flew over the Adelaide CBD.

Having fuelled up, off we went to Forrest. As we crossed the Nullarbor my number two called up and said that a Plessey pump had popped a circuit breaker. I told him to shut down the engine and continue on one. He came back and said which engine, I have problems with both. My reply was leave things well alone and continue on as if nothing was wrong. My number two’s original problem was with one of his engines, which was still playing up and now the Plessey pump, which pumps fuel from the main tank to the other engine was also playing up.

We landed safely at Forrest and joined the rest of the squadron, however, the fun was not over. I resumed my position as number two to the “A” flight commander and on takeoff I saw his radio hatch fall off and his overnight bag was hanging half out in the breeze. The radio compartment was accessed from beneath the aircraft and was an ideal place to stow personal luggage. Fortunately, he had secured his bag with a piece of rope otherwise he would have lost that as well. Next stop Pearce.

DAC News Issue 3 February 2018

There was a flypast to celebrate the end of the British nuclear tests in Australia. Because of the sheer number of aircraft involved (about 25) and the differences in flying speed someone decided that we would approach the flyover point from three different directions, all arriving at the same time.

Each type of aircraft was allocated a height to fly, however, because the difference in height between leaders and aircraft line astern more height was taken up by the transport aircraft than predicted. The high-speed jets, V bombers, RAAF Canberra and our Meteors, came in as a formation and were designated the lowest altitude. I happened to be tail-end-charley, the lowest aircraft of the flypast, and I ended up amongst the trees. It was the most dangerous flying experience that I had been involved in.

After landing at Pearce, we had a squadron debrief. The white-faced Commanding Officer told the “A” Flight Commander to debrief us and left the room. It was a very short debrief. We were told to stand and face to our left. The Flight Commander said; “You are now facing Mecca, praise Allah that we all survived.” There was not a Moslem amongst us.

One other episode with the Meteors that made my blood boil was one night I had an engine failure and had to land on one engine. The Meteor was capable of flying quite well on one engine as long as sufficient speed was maintained. Because of the weather, I decided to carry out a GCA approach, (I will explain a GCA later in this article) which meant I had to decide whether or not to land by 600ft, the lowest height that an overshoot can be carried out on one engine. I advised GCA of my predicament and started down hill on final. At 200ft instead of the normal “look ahead and land” instruction I was told to overshoot as there was an aircraft on the runway. I looked up and saw a TAA DC3 waiting to roll. I increase power on my good engine sufficient to maintain control and carried out the only option open to me, land over the DC3. Luckily, I missed that obstacle and landed safely. The captain of that aircraft must have nearly had a heart attack when I plonked down in front of him.

I was so ropable that someone should try and kill me that I grabbed the CO’s jeep and headed for the GCA control van. I was going to repay the controller that put me in that predicament by putting him in the same position - facing death. He must have been warned because I could not find him. Next day, after I had cooled down he found me and apologised.

In August 1956 I was selected to fly in the first official RAAF aerobatic team. Flying formation aerobatics was hard work but enjoyable work. We put on the first flying demonstration at Wagga in September 1956. We put on several more demonstrations at Williamtown, Richmond and Bankstown. Interestingly, while flying formation aerobatics one’s concentration is such that it is impossible to know whether the aircraft was upside down or right way up. The leader had to call before each manoeuvre so that we knew what was about to happen.

Shortly thereafter, I was posted to No. 3 Squadron to convert on to Sabres and then to No. 77 Squadron for operational flying.

The Sabre

As the Sabre squadrons became operational the Meteors were retired from active service and were allocated to some of the reserve squadrons such as No. 22 City of Sydney Squadron based at Richmond NSW.

The Sabre had a cruise speed of 450kt low level and Mach 0.85 at altitude. Its climb rate was 6,000ft/min with a ceiling of 50,000ft. With a speed of 600kt at ground level the Sabre was capable of zooming vertically to 20,000ft. The Sabre was armed with 2 x 30mm Aden cannons and could carry 2 x 1000lb bombs and 16 x 5in RP-3 rockets. In 1961 it was equipped with 2 x AIM 9B Sidewinder heat-seeking missiles.

The Sabre turned out to be an excellent subsonic fighter and in good hands could hold its own even against supersonic aircraft. However, it did have one frightening manoeuvre that was caused by the hydraulic controls when flying at zero gravity. It was called the JC manoeuvre, because the pilot on recovering usually uttered the words “Jesus Christ.” In order to give the hydraulic controls some feeling, designers added a heavy weight to the bottom of the control column. At zero gravity the aircraft flies a curve path where the nose is constantly dropping. The pilot would pull back slightly to stop it dropping further than required and the aircraft tended to over correct because the weight had no effect in zero gravity and had negative effect in negative “G”. The tendency was for the pilot to push the nose down again. At this stage the pilot would get out of sync with the aircraft and by now the aircraft would be rapidly and violently porpoising up and down several times a second. To get out of this situation all the pilot had to do was let go of the control column or pull back firmly so that the aircraft was flying with positive “G”.

DAC News Issue 3 February 2018

I did see one pilot that got himself into a JC manoeuvre and end up with his left arm in a sling. He got his arm trapped between the bottom of the canopy rail and the panel behind the throttle and it was tossed up and down so violently that he suffered severe bruising. Fortunately, only once did I nearly get in a JC manoeuvre. I was diving vertically on another aircraft and had to push the control column forward to miss colliding with the other aircraft. That put me into zero “G” flight and left me with few options because of the proximity of the other aircraft. The only way to stop the JC manoeuvre was to push forward on the control column so that I was well and truly into negative “G” territory. That stopped the oscillation before it really got going.

One other vice the Sabre had was when popping the airbrakes. The aircraft would pitch up with a two “G” loading, so forward stick was required to counteract this change in attitude.

It was important that all pilots kept in tip top condition and ready to go to war. I can recall at Williamtown, NSW, in 1957 when an order came through one morning at 0830hr that the squadron was to deploy to Darwin immediately, with a deadline departure time of 1000hr. That meant pilots had to flight plan and preparing for the flight via Alice Springs. The ground crew had to fit drop tanks to all aircraft and fuel them and do what was called a daily servicing. By 1000hr we had 12 out of the squadron’s 16 aircraft airborne and on the way to the Alice Springs, our refuelling airfield. There were no mobile phones in those days and the Air Base had been put into lockdown, so there was no way to let our families know we would not be home for dinner. We only had the clothes we wore to work, not even a toothbrush. Fortunately, we were recalled about 30 minutes after take-off, it was a test of the squadron’s preparedness to go to war at a moment’s notice.

On another occasion, at Butterworth in Malaya, we were alerted to the possibility of Indonesia being equipped with Russian Badger bombers. We were to set up a patrol line half way between Sumatra and Malaya and as the bombers were flown south we were to approach and identify each aircraft.

I can recall taking off just before first light in a thunderstorm with another Sabre in formation as my number 2. The aircraft were fitted with drop tanks which gave us two hours on patrol, ten minutes to get to the patrol line and ten minutes back, a total flight time of 2 hours 20 minutes. We climbed to 45,000ft and found ourselves still in cloud. We spent two hours in cloud doing practice intercepts on each other using ground radar before slowly joining up and returning to Butterworth.

We descended down to 1500ft and found ourselves still in cloud so I called for a GCA approach. A GCA is a Ground Controlled Approach using radar and was used in adverse weather conditions that require flying on instruments. A controller used radar to vector us onto final and then handed us over to another controller who talked us down the final approach to a position 200ft and half a mile from touchdown, at which point we were told to look ahead and land. I looked ahead and found we were still in cloud and rain, so with fuel running low an overshoot was not an option, so I asked the controller to “keep talking”. The controller talked us right down onto the runway. My number two was still hanging onto my starboard wing and was relieved to find his wheels firmly on the ground. I will add that during the final approach the radar operator talks continuously and the pilot does not talk at all.

This patrolling from dawn to dusk went on for several weeks before someone decided the Indonesians were not going to get their bombers. There are many more stories that I could relate but I think what I have written above should give you a glimpse into the life of a fighter pilot. I was no different to the dozens of my fellow aviators that flew in the same era, I was proud to fly with them. In the next edition, I write an explanation how fighter navigation was carried out and tales of the sharp end - weaponry.

DAC News Issue 3 February 2018

When enough talk is enough By Rob

It is a known maxim that pilots love to talk. But how much is you much? Personally I think most pilots talk way too much on the radio. Let’s take a look at what is happening in the CTAF areas of Devonport and Wynyard and elsewhere. There is a chatter problem!

What I am hearing is what I call the “running circuit commentary”. It goes something like this: “All traffic Devonport, Jabbythingy 999 is inbound blah blah”. This will shortly be followed by: “Jabbythingy 999 joining midfield crosswind” … then; “Jabbythingy 999 joining downwind” … then; “Jabbythingy 999 joining base” … then; “Jabbythingy 999 joining final” … finally ending with; “Jabbythingy 999 exiting the runway”. What is worse though is the also commonly heard (not so much at Devonport); “all traffic, CessnaIcan’tsee is taxying for run ups” or even worse; “CessnaIcan’tsee is taxying for the fuel bowser”. Come on; give me a break, what is this about? What is your window for? Is there anyone else out it you can see?

Now, before you go “what is Rob on here”, let’s look to that compendium of information that pilots are supposed to read and comply with; The Aeronautical Information Publication or AIP. The AIP is, (just to save you looking), the book of procedures for pilots to operate by when they fly. A quick look inside will quickly inform you that there are very few mandatory calls to be made in a CTAF.

These are (AIP 3.5.1):

• When taxying for an active runway

• When entering an active runway

• At 10 miles inbound

• Immediately prior to joining the circuit

• At not less than 3 miles when conducting a straight in approach

• Prior to a base leg join (if you intend to join the circuit on base)

• At 10 miles if intending to fly in the vicinity of the airport but not land (overfly or fly nearby)

The AIP also states; “pilots should also make additional broadcasts when considered necessary to minimise any risk of collision”.

It is the above statement that leads to confusion. But I ask the guilty (you know who you are), is it really necessary to broadcast when taxying to the fuel bowser? What about the; “taxying for run ups”? Spare me. Look outside! (These calls happen more at Wynyard) Perhaps you needed to clean the screen as part of your daily? What about that exiting the runway call? Serious, unless asked your position by another aircraft or the circuit is busy why would you bother? Where is the risk of collision here? Who is it that needs to know? Note; It can be a good idea to transmit “taxiing for the GA ramp” when exiting 06/24 at Devonport due to not being able to see the entire taxiway. Also at Devonport it is impossible to see the threshold of runway 06 from the threshold on 32. Extreme care should be taken here including looking at the threshold of runway 06 as it comes into view part way down the runway but this is another issue.

Before we look into the positives of the running circuit commentary, let’s look at the negatives. There is a safety issue. It is this: Whenever you broadcast you block out someone else trying to broadcast on the same frequency. Someone you may not even be aware of. A transmission in the Wynyard circuit can block out a transmission on the ground Devonport and vice versa. I have heard it happen, it is not uncommon. If you ever fly out into rural Australia where every airport is on 126.7 you will quickly get my drift. Running commentaries at airport A can make it impossible to talk at airport B, in particular from ground to air. Ask yourself, is making a heap of calls to an empty circuit really a good or safe idea?

Are there any positives to a running commentary? Let’s see, It is convenient and very easy to teach and it may help if you are not sure what else to say (like nothing), but seriously what is the point? Surely it would be better to make the mandatory broadcasts then carefully listen to what others are saying and respond

DAC News Issue 3 February 2018

directly to them when and if necessary. It would also surely be safer to shut up when no one else is around just listen and keep a careful lookout. Talking needlessly to empty airspace is pretty pointless.

The AFRU

Let’s also do a bit of revision about what an Aerodrome Frequency Response Unit (AFRU) is. It is a very useful tool. Both Devonport and Wynyard have one. In a nutshell, the ARFU will beep if someone has used the radio in the last 5 minutes, or if no one has used the radio in the last 5 minutes the AFRU will state the name of the aerodrome. You can also force an AFRU to state the name of the aerodrome with three pulses of the transmit button. If the AFRU tells you the name of the airport when you first transmit, there is a possibility that there is going to be no one to talk to. If you get no voice response and no beep back from an ARFU, reviewing your radio frequency and audio panel settings may be prudent.

Before we finish up, let’s look at one final thing. It is giving a position report, like where you are at when you broadcast. It is pointless to name an obscure place expecting everyone will know where it is. Saying you are over “North Motton” or “Curries Reservoir” (I heard that the other day at George Town), is about as useful as saying you’re over Aunt Mildred’s farm. While North Motton is actually on a map, Curries Reservoir is not. Do you really expect a pilot should reach for a map and try to locate these places while approaching an airport? A correct position report should include a distance, bearing and altitude from the airport you are broadcasting to, something “hey everybody, Cessnathingy is 10 miles southeast of Devonport at 3500 inbound”. Adding the ETA for the airport is also a recommended thing to do!

With that said, and you may think this is a rant (it is not), as pilot in command you should do whatever you think is correct for safety. If this is a string of broadcasts then go for it! Personally, I don’t care either way. Mostly I do only what is required, but sometimes I even join the commentary set myself so I don’t feel too left out. What I do know though, is that a whole heap of commercial pilots are annoyed by unnecessary transmissions and sometimes heaps of radio transmissions are counterproductive to safe operations.

And a final note: Under a Notice of Proposed Rule Making CASA is proposing that everyone below a certain altitude listen out and transmit on 126.7 (like in the USA) This will only work if the emphasis is on carefully listening and keeping broadcasts to a minimum, otherwise the mindless chatter will make the process unworkable.

Your feedback is welcome, this article is merely an opinion, I realise that others may well think differently to me! - by Rob

Farewell John and Bev Those of you who have been to Three Hummock Island in the past decade will no doubt have met John and Bev O’Brien. John and Bev have been full time caretakers on Three Hummock Island for the past 10 years, enjoying the isolation and welcoming pilots and visitors. John and Bev are now ending this chapter of their life and moving on to other things. Organised by Garry MacArthur, a farewell dinner was hosted in Wynyard last week. Ian (our president) and myself attended. John and Bev are leaving in early April and a fly in to say goodby is being organised. More in next newsletter. Photos of dinner below by Ian.

DAC News Issue 3 February 2018

Parting shot “Racing the boat” By Gerald McDonagh

LOBO Devonport Convention 2nd – 4th March 2018

Registration Form Name:____________________________________________________________________________ Partner/Guest Name(s):______________________________________________________________ Please complete the form below confirming the functions that you and your partner/guest(s) will be attending.

Function Date Cost Per Person

Number Total Cost

Welcome BBQ at Devonport Aero Club Friday 2nd March 5pm Onwards

$10 or FOC for DAC Members

Conference at Devonport Surf Club Includes Morning & Afternoon Tea and Lunch (Program TBC)

Saturday 3rd March 8:30am – 5:00pm

$100

Partner Program – Cradle to Coast Tasting Trail with Lunch at Cradle Mountain (Exact Itinerary TBC)

Saturday 3rd March 8:30am – 5:00pm

$25 + Food & Drinks at own

expense

Tasmanian Showcase 3 Course Dinner with Guest Speaker Matt Hall at Devonport Surf Club

Saturday 3rd March 7:00pm – 10:30pm

$70

Gourmet Picnic Hamper for Scenic Flight & Lunch (Lunch at Strahan or Flinders Island depending on weather)

Sunday 4th March 10:30am – 1:30pm

$25

Please RSVP by 15th February 2018 to Leigh Bryan – leighb@tascon.com.au

And transfer your payment to the LOBO Oz Bank Account BSB 062-601 Account No. 10437263

Tasmanian Gourmet Food Menu Your registration fees include a delicious selection of renowned Tasmanian produce to enjoy during the convention functions. Conference Day Morning Tea Platters of fresh fruit. (gf, v,df) Savory scones with Tasmanian butter. Assorted fruit muffins. (v) Lunch Gourmet sandwich platter (some, v) 2 x gourmet salads (1 x gf) (1 x v) 1 x frittata (v)(gf) 2x cold meat platter. Afternoon tea Selection of biscuits and slices. 2 x platters of local cheeses, fruits, and crackers Showcase Dinner Entrée Petuna seafood taster plate. (All Tasmanian) Forth Produce Vegetarian tart with Westhaven fetta and Thirsltane garden greens. (All Tasmanian)(v) Mains Cape Grim Slow cooked beef cheeks with local potatoes and salsa verde. (All Tasmanian) (gf) Crumbed ocean trout with green beans and sweet potato puree. (Almost all Tasmania) Dessert Tasmanian dessert taster plate. Anvers chocolate truffle tartlet, Van Diemen’s Land icecream sundaes, Apple Isle apple bread and butter torte. Picnic Hampers (Sunday Scenic Flight) Ashgrove cheeses. Mt Gnoman ham. Pigeon bakery baguette with tasmanian butter. Petunas hot smoked salmon. Serve of house made cake. Piece of Tasmanian fruit. Bottle of Tasmanian Water.