chevrolet rv-6a - Sport Aircraft Association of Australia

Transcription

THE MAGAZINE OF THE SPORT AIRCRAFT ASSOCIATION OF AUSTRALIA
SEPTEMBER 2011
in this issue:
CHEVROLET RV-6A
IRIS IMPLEMENTATION
NARROMINE WORKSHOPS
SUBSONEX JET
CHAPTER CHATTER
BUILDERS’ LOG
partners in Aviation Safety
apply for your SAAA
Carnet Card now!
AIRSPORT • 1
Get on board the
Sport Aircraft Association
of Australia
with QBE.
SAAA members who are insured with QBE and enrolled in the Flight Safety
Assistance Programme will receive an $80 rebate* if they also attend the
SAAA’s Maintenance Procedures Course.
We encourage our policyholders to undertake regular safety and proficiency
training which is why we support you and the SAAA.
So, get on board the SAAA with QBE.
That way, we all win.
*Applies to Full Flight Risks Hull cover only.
For further information
please contact our
Melbourne Office
on (03) 8602 9900.
QBE Insurance (Australia) Limited
ABN: 78 003 191 035, AFS Licence No 239545
Photograph courtesy of Rainer Huefner and Rob Wintulich.
SAAA national councillors
The Sport Aircraft Association
of Australia is a group of
aviation enthusiasts assisting
each other to build, maintain
and operate sport aircraft.
We educate members to
continuously improve
safety outcomes.”
Hon National President
Brian Hunter
Maudsland Qld
Tel 07 5502 9940 Mob 0417 555 030
[email protected]
Hon National Vice President
Bo Hannington
contents
President’s Report
From the Editor
Langley Park Update
Calendar of Events
New Members
Safety Report
Tech Talk
Vale – Victor Kruhse
National Convention Chevrolet RV-6A
Syd Hansen’s Cavalier
Mechanical Musings
Chapter Chatter
Builders’ Log
Classifieds
SAAA Contacts
SubSonex Jet
Chapter Contacts
SAAA Membership Information
05
07
07
08
08
09
11
13
14
16
21
22
24
28
32
34
36
37
38
Baldivis WA
Tel 08 9524 2000 Mob 0427 044 156
[email protected]
Hon National Treasurer
Anthony Baldry
Airlie Beach Qld
Mob 0427 267 237
[email protected]
Hon National Secretary
Geoff Shrimski
Frenchs Forest NSW
Tel 02 9452 2428 Mob 0414 400 304
[email protected]
National Councillor
Martin Ongley
Kings Park NSW
Tel 02 9837 2551
[email protected]
National Councillor /Training & Administration of TCs
cover: Piper PA-18 Super Cub VH-KLI
belonging to Philip Jones, pictured at Cowra
during the 2010 SAAA National Convention.
Photo: Lisa & Graeme Harvey
Graeme Humphreys
Beerwah Qld
Tel 07 5494 9582 Mob 0417 555 328
[email protected]
National Councillor
John Livsey
Hampton East VIC
Tel 03 9532 2442 Mob 0448 020 446
[email protected]
AT ISSN 0156-6016
is the journal of the
Sport Aircraft Association of Australia Inc
PO Box 99 Narromine NSW 2821
National Councillor
Shirley Harding
Mob 0412 774 740
[email protected]
SPA 11129
Inc no. A0046510Z
tel 02 6889 7777 / fax 02 6889 7788
email [email protected]
www.saaa.com
National Councillor
Editor Ryan Keen
Art Director John Keen
Brisbane Qld
Mob 0416 223 194
[email protected]
Produced by
John Keen Design
146 The Panorama, Tallai Qld 4213 Australia
1300 712 554 / [email protected] / www.johnkeen.com.au
David Brown
AIRSPORT • 3
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president’s report
National convention - Narromine
By the time you read this edition the
National Convention will be only a short
time away. The Convention Team has
worked hard to deliver a new and fresh
convention to you. This is the first time that
we have held our convention at Narromine
and the first time that we have held it at
our headquarters base and the home of
one of our newest chapters, Chapter 37.
Brian Hunter
“
“
Suffice to say
that new life
seems to have
been pumped
into the
CASA lungs
At the time of writing this we have
indications from 20 exhibitors of either
aircraft and/or aviation goodies. We have a
list of forums and workshops to whet your
appetite, food and conviviality on field at the
Aero Club and the Gliding Club, aviation
eye candy on the field from members’
pride & joys to some heavy metal joining
us over the weekend. Aircraft parking at
Narromine will be much kinder to both
your aircraft and your mental state.
Elsewhere in this edition you will
find a timetable and other details.
The one issue that we cannot fix is
the shortage of accommodation (other
than camping) at Narromine. However
we have arranged with the Council to
supply a bus service to pick up and drop
off folks staying over in Dubbo (just
30 minutes away). So you can land and
park at Narromine but stay in Dubbo.
We will have a unicom service in operation
and the details will be published by
Notam. For more information on the
Convention, call SAAA HQ on
02 6889 7777 or email [email protected]
I look forward to seeing you there.
Self Administration –
Where are we at?
Arguably SAAA started down this
path shortly after the introduction of
Experimental. In that time we have seen the
CASA pendulum of enthusiasm for legislative
change in the form of Part 149 going from
full-on to “ it won’t happen in my lifetime.” If
you have been a member for the past 10 years
you will have read various SAAA presidential
reports on this very subject so I won’t go
over old ground. Suffice to say that new life
seems to have been pumped into the CASA
lungs. At the Sports Aviation Forum held
in June, we (along with all the other Sports
Aviation Organisations) were advised by
CASA that our future will fit an “Approved
Organisation” status. This is indeed good
news because it would empower SAAA to
fulfil some functional role. The bad news
is that we have yet to glean what this role
may be and when it may become a reality.
We certainly have a strong view as to where
we ought to be going with this. Firstly,
we need to shift from the reliance on a
maintenance authorisation instrument
permitting the qualified builder to maintain
the aircraft he or she built, to a maintenance
licensing system with the licence being
issued by this organisation. Secondly,
SAAA becomes the delegate for the issue of
amateur built aircraft special CofAs. Your
new committee will be pursuing this concept
as we enter into negotiations with CASA on
our role as an “Approved Organisation.”
Other Technical Matters
We have the following issues on
the table that are of concern:
1.The ongoing issue regarding the
repatriation of CAR 262AP(5) which
will deny the AP an ability to issue any
approval for flight over a populous area
at the time of assessing your CofA.
2.CASA project to rewrite the ACs and
CAAPs relative to amateur built aircraft.
We have been engaged with CASA on these
matters however the timing of any resolution
is unknown at this time. To be advised.
How much is enough education?
In these pages over the years there have been
articles educating and reminding builder
operators of their obligations in the event
of major repairs and modifications. Who
do you contact before you do anything to
that aircraft? What do you put in the log
books? Why? Responsibility to others, ie,
those you intend to sell the aircraft to?
Those members who have attended the MPC
should be able to answer these questions
in their sleep but even if you have yet to
sit the MPC your legal responsibilities
should be known and understood. If
you are unsure please go to the annex
on your CofA and read that document.
If in doubt consult your AP or HQ.
cont. >>
AIRSPORT • 5
>> president’s report
Ready for your CofA? Really?
Stepping Down
Have you completed a post-building
(for want of a better description) check
list? The technical team recommend it.
Things to consider: dual inspections &
signatures, fuel calibration, unusable fuel
calculation, does the fuel pump deliver
the fuel flow required, independent check
of all fasteners, lock wiring, tube &
pipe fittings nipped up, control surfaces
balanced & movement within the design
tolerances, all the important bits attached
properly & operating in the correct sense,
wiring secured and free of all control
movements. Document all of these things
and record the details of who assisted.
Sadly, for me, this will be my last
President’s report to you. I have decided
not to re-nominate for the position at the
upcoming AGM. I have enjoyed these
past five years as your President as well
as the prior 3 years as the Association’s
Secretary and Treasurer. I have to say
that it has been a pleasure and a personal
education on many levels. Truly we do
have an organisation with many different
talents coming together with a common
passion. I have met many of you in
my travels around Australia and I am
filled with confidence that we will go
from strength to strength as the premier
amateur aircraft builders’ organisation.
This sample is not exhaustive but you
get the drift. It is all about avoiding
the six “Ps” which we are all familiar
with, and being professional.
The achievements and gains made over
the past five years are the result of great
team work and I take this opportunity
to express my heart felt thanks to my
fellow National Council members, past
and present, as well as the MPC trainers,
our TCs, our flight advisors and to
those guys that carry the load, our APs.
You do good work folks, feel proud.
My role going forward will be with the
technical team, focusing on SAAA’s
dealings with CASA and to maintain
a continuity of the knowledge base.
So in the next edition of Airsport
you will see a new face leading the
National Council team. They will have
my support and I believe that with
the experienced team behind them
SAAA can only grow in strength.
Be safe up there and down here.
Brian
Brian Hunter
Hon National President
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SAAA – THE HOME OF AUSTRALIAN EXPERIMENTAL AIRCRAFT
from the editor
It hardly seems possible but as this issue
goes to print it will have been one year since
I took on the role of Editor of Airsport for
SAAA. I would like to take this opportunity
Ryan Keen
to thank the outgoing National President,
the National Council, especially Shirley
Harding, and all the staff at SAAA HQ for
their support over the past 12 months.
Thank you to all our regular columnists
who keep coming up with the goods each
issue and to you the members for your
ongoing contributions to the magazine.
Langley Park
Fly-In 15-16 Oct 2011
By the time this reaches the press and the
membership we hope that the Langley
Fly-in is fully locked down, people have their
applications accepted, and unfortunately
for some they will have been declined.
Planning for Langley has had its problems.
Financing the event this time round has
been very expensive and relied heavily on
sponsorship from the corporate sector, local
government and government agencies. At
the time of writing we are waiting with bated
breath for notification from the last of the
major sponsors that they will support us.
Unfortunately the large sponsors have a “we
will if they will” clause. So nothing is guaranteed
until the last sponsor signs. Fingers crossed and
time being of the essence we are proceeding
on the basis it will happen and trying to spend
as little as possible. If the event is cancelled it
will be for one of two reasons. The last sponsor
failed to materialise or CASA made life too hard.
You will have seen from the web
site application and attached
documentation that we have
a heavy weighting on safety.
Langley is a potentially difficult
environment in which to fly, land
and takeoff if not approached
properly. There has been
much effort in identifying and
addressing the risks involved.
We would like to thank all
involved with producing the
Risk Analysis that forms the
foundation of our submission to
Local Government and CASA.
John Keen (Chapter 19) will be on the
ground at Narromine, camera in hand,
taking photos for SAAA. He also has strict
instructions from the Editor to come back
with fabulous shots for use in Airsport.
Show off your aircraft – don’t be shy!
‘til next time
Ryan Keen
Editor, Airsport
Dan Valentine - Airliners.net
No change to paper type for this issue but we
have altered the typeface used and hopefully
those readers who had found some articles
difficult to read will find it much improved.
Many thanks to those members who took the
time to give us their views on the matter.
National Convention - are you going?
To those who have missed out on a slot to
fly in – you have our sympathies. We have
been restricted by the number of aircraft
that can land and park, the number of
aircraft we can process and getting a mix of
aircraft that make the event interesting for
the public and our sponsors. It is and has
been a very difficult task for the organisers.
heavy handed view on aircraft and airports –
try organising an event two weeks out from a
CHOGM conference that has taken several of
the top layers of every government department
in Western Australia out of the system.
We are very heartened by the responses
we are getting and the excitement being
expressed about the upcoming event.
Additionally we have organised a dinner at
the Hyatt on Saturday night with Matt Hall
as the key note speaker. Matt will perform on
both days of the event and help cap off the
Saturday night of friendship and flying lies.
We have our submission with CASA
and it covers all the issues they
raised at our early meetings.
On the bright side – many people have stepped
up to help and we are wading our way through
the bureaucratic maze. Not only is it difficult
to organise an event into the heart of a major
city when you have our government’s current
Purpose
Aims
Location
To showcase SAAA aircraft and members to
the public of Western Australia, and to allow
a gathering of SAAA Chapters and members
in a unique and historic environment.
Entice SAAA members aircraft from throughout
Australia, aviation enthusiasts, trade exhibitors
and over 10,000 members of the general
public to this unique environment.
Starting at the Serpentine Airfield (YSEN) and
overnighting at Langley Park – Perth’s first
airfield – on the banks of the Swan River and
only 1000 m from Perth’s CBD. Langley Park is
owned and controlled by the City of Perth.
Co-ordinators SAAA Ch. 24 – assisted by all WA Chapters. Visit www.saaa.com for updates.
AIRSPORT • 7
calendar of events
2011
Sept 15-17 2011 >
NSW
YNRM
Oct 15-16 2011 >
Langley Park
Perth
YPLP
SAAA National Convention Narromine
This would be the event this year not to miss! Come and check out your Association’s new
home base and catch up with your SAAA mates. HQ: 02 6889 7777 Web: www.saaa.com
SAAA Langley Park Fly-In
SAAA Chapter 24 is organizing possibly the last Langley Park Fly-In, bringing 100 mainly
home-built aircraft to Perth’s famous Langley Park, on the foreshore of the Swan River,
adjacent to the City Centre.
Aircraft will arrive Saturday morning, and there will be a variety of flying events Saturday afternoon
& Sunday morning. The aircraft will depart Sunday afternoon.
The public is welcome to view members’ machines and chat with the owners.
Andy George 0418 920 404
Nov 06 2011 >
Barossa Airshow
Rowland Flat
SA
The Barossa Airshow / Fly-In is a day of aviation for the enthusiast and novice alike.
A family fun day with rides, amusements, static displays, stalls, food, wine. Come
and see Matt Hall, Australia’s only pilot to compete in the International Red Bull Air
Race. Plus South Australia’s very own Aerobatic Champion Chris Sperou.
Fire bombing display, helicopter joy flights, there’s heaps to see and do. Winning the
“Community Event” of the Year in 2000 and an SA Great “Commendation” in 2007, the
Airshow is staged with the beautiful Barossa Ranges as a back drop. All pilots are welcome
to fly in for the day (or overnight). Anyone not familiar with the 600m strip at Rowland Flat
is encouraged to contact Steve Ahrens for an airfield briefing Mob 0427 244 930.
There are many regional club events and fly-ins that might be of interest to SAAA members – for a comprehensive list, visit www.aeroclub.com.au/events/
welcome to our new members
A warm
welcome to the
following new
members >
New South Wales
• Stuart Greenham Toormina
• Duncan Lockwood Orange
• Gary Spencer-Salt Marayong
• Steve Drage Tabletop
• Paul Coelli Lavington
• Russ Dann Oatley
• Christopher Kiehn Narromine
• Phil Lamb Warriewood Beach
• Peter Mcintyre Narromine
• Scott Lynton Glenmore Park
• Matt Segafredo Asquith
• Geoffrey Moran Bathurst
Northern Territory
• Michael Fowler Winnellie
8 • AIRSPORT
Queensland
• John Walmsley Coominya
• Michael Tomlinson Croydon
• Alex Kurschinsky Sunnybank Hills
• Gregory Saal Clermont
• Bruce Bradley Whiteside
• Harold Malins Paddington
• Stephen Bolam Cunnamulla
Victoria
• Rod Ward Caulfield North
• Fraser Shaw Templestowe
• Pavel Kricfalusi Kilsyth
• Rita Setford Chirnside Park
• Ross Setford Chirnside Park
• Barry Walters North Warrandyte
• Hans Litjens Mt Martha
• Gliding Federation of
Australia Somerton
Western Australia
• Wesley Black Port Hedland
• Ian Wright Shenton Park
• John Riley Claremont
• Peter Poland Kewdale
• Hugh Butler Swan View
• Simon Stone Albany
• Jay Pienaar Burekup
• Alan Sattler Beverley
• Alan West Margaret River
safety report
Safety and the Home Builder
from the SAAA Safety Committee
Implementation of the
SAAA Integrated Risk
Information System (IRIS)
All members with email addresses
should have received an email in late
July announcing the start of the SAAA
Integrated Risk Information System (IRIS).
John Livsey
“
I strongly
encourage all
members to
subscribe to the
IRIS system.
“
After the job…
You give it the last loving glance
To see nothing was left to chance
And with the workshop left dirty
At exactly ten thirty
Exhausted but happy
With steps not so peppy
After the tension and rush
As you’re cleaning the brush
The back hardly bends
As you submerge the hands
And there is the dreaded sinister
Rivet or staple gun blister
That still reminds you for weeks after
When the made piece rests in the rafter
That it’s actually a pain
Trying to build a plane
Gunter Barthel
The purpose of the email was to outline
what IRIS is and to seek your support in the
implementation of this system. For those
members without email or even those with
email that may have missed the message
we are reprinting the announcement here.
Safety is of the highest priority to the SAAA
and it is in all our interests to ensure that
all aspects of our aviation activities, from
building through test flying, operations
and maintenance are conducted with
safety first and foremost in our minds.
As you would be aware in the event of an
incident, more correctly a “reportable matter”
we are required to submit reports to both the
ATSB as well as CASA. An issue we have with
this requirement is that there are a lot of grey
areas as to what should be reported if they
don’t fit the “reportable matter” definition.
Most seriously from our perspective however
is that incidents which are reported to the
ATSB and CASA are not always fed back to
organisations such as the SAAA in a form
that allows us to take action to prevent
further occurrences and improve the safety
outcome. An added problem with the
current reporting requirements is that many
occurrences are going unreported and hence
we cannot spread this information to other
builders and operators of homebuilt aircraft.
Over the last two years the SAAA Safety
Committee have been working with
Aerosafe Risk Management, a company
contracted by CASA to assist all of the
Sport Aviation groups to implement a Safety
Management System (SMS) through the
Aviation Safety Network. Part of this safety
initiative includes an “on-line” occurrence
reporting system called IRIS which stands
for “Integrated Risk Information System”.
It is this system which the SAAA is
implementing to allow us to capture all
safety related occurrences no matter how
minor, whether it happened during flight
operations or while in the workshop. The
SAAA is then able to share lessons learnt
and safety recommendations with all SAAA
members in a manner which maintains
your privacy, but reduces the chance of a
similar recurrence for other members. To
make IRIS useful and effective we need all
SAAA members to register as a user on the
system. There are no costs associated with
registration. It is also worth mentioning
that this system is being funded by CASA
as part of their safety program so there are
no costs to the SAAA for this system.
From an SAAA perspective we see
the following as the advantages of
using a system such as IRIS:
>> Designed for the activities undertaken
by the SAAA and its members
>> Simplifies occurrence reporting for all
SAAA members by reducing paperwork
>> Brings together all safety reports
in one central location
>> Improves safety through communication;
members will be advised of incidents
that could affect them (de-identified)
>> Meets the regulator’s requirement
that the SAAA have a reporting
system as part of their SMS
>> Provides a hub of information about SAAA’s
SMS and the Aviation Safety Network
>> Fosters a “just culture” where human
error is acknowledged and each
occurrence is used as a learning
opportunity for the entire community
>> Allows us to demonstrate to both the
regulator and the public that we are
a safety focussed aviation group
While the IRIS platform is hosted externally
to the SAAA, access to IRIS data is only
available with approval from the SAAA
National Council. As with any reporting
system confidentiality of the data is critical
and the SAAA has established protocols
to ensure only authorised access.
As well as the following instructions on
how to register and submit an occurrence
report, we have a video that was recorded
some weeks ago with a sample group
of SAAA users that will also assist the
first time user. This video will be made
available via the SAAA website.
If we all submit any incident, hazard or near
miss that occurs during our aviation activities
then the wealth of knowledge that we gain
AIRSPORT • 9
>> safety report
is considerable. This knowledge
can then be communicated to all
members to reduce the likelihood
of a repeat occurrence or worse.
By this means we should reduce
the number of like incidents and
improve our overall safety profile.
Since the mail-out the safety
committee has received some
feedback amongst which is a
suggestion for some sample
“Incidents” that may give
builders and operators some
guidance in filling in the form.
We intend to do this and
will publish some samples
on the SAAA website.
The link to IRIS is also available
from the home page on the
SAAA website as well as a
copy of this document and
the Introduction guide.
I strongly encourage all members
to subscribe to the IRIS system.
Regards,
John Livsey
on behalf of the
SAAA Safety Committee
10 • AIRSPORT
tech talk
Your National workshop
We are all aware of how hard it is to have the
space and tool up for everything we need to
do with our aircraft.
Mark Rowe
“
Although
Bunnings
Aerospace is
an attractive
and convenient
place to source
materials the
standards are
a bit shy of the
mark when it
comes to aircraft
At Narromine we are starting to build a
rather enviable assortment of tools and
workspaces that come in real handy. The
training workshop has a pretty good
assortment of tools now for 100hrly type
work and we plan to set up a spray booth
in the back of our hangar. If you wish to
bring your aircraft or parts to work on
please get in touch with the office. If you
have spare tools to donate or ideas on
what we should do please let me know.
Amateur-Built Experimental
Category is defined in AC 21.4(2)
Essentially we are able to build custom
made aeroplanes for our own education
and personal needs. Custom made is
something we should regularly be advising
people of when we describe what we do.
Customising it seems is the major driver
for builders to take up the habit and build
what is generally seen to be very competent
aircraft. It allows a very large scope of work.
You have the ability to start from scratch
and design from a drawing on a napkin
conceptually to a finished product with no
professional advice at all. This obviously has
positive and negative issues and the reality
is that the vast majority seek professional
assistance to stave off the Darwin Award
(good practice if you ask me). Without this
ability provided by the regulator (CASA)
we may not see as many innovations like
full FADEC in piston engines or complete
glass panels in GA. Experimental aircraft
are at the forefront of innovation and
development of all aviation. With this
in mind we have a very wide and varied
view of what is safe and what is perceived
as “a bridge too far”. This perception is
usually based on proven past experience
and the fact that many innovations are
on the most important aspect of flight
sustainability, namely propulsion/engine.
I see a lot of changes in this arena in many
areas of aviation. The gliding guys are
heavily invested in small jet engines for self
launch capability and in flight sustainable
thrust for an easy and safe way home when
the heat of the day has dissipated. Heavy
jets are developing engines that work with
more thrust for less fuel all the time bringing
the latest in materials and technology to
the party. The down side of development is
the failures. We all heard about the failures
that the A380 has had with engine material
departing the scene of the crime and the
reason we know is the high media attention
it drew. We are subject to the same scrutiny
and understanding from our peers and
industry. If you want to put a Ferrari V10
engine in your BD4, it’s ok to do that and
even encouraged. But be aware that you do
operate to a higher risk profile and people
must draw the conclusion that you may be
pushing the limits of the category. If you plan
to modify and/or develop then I suggest that
there are many excellent engineers out there
who just love to get involved in new things,
they have the capability to run the numbers
and provide a basis in knowledge that may
prevent that dreaded Darwin Award.
Aviation grade materials
Although Bunnings Aerospace is an attractive
and convenient place to source materials
the standards are a bit shy of the mark when
it comes to aircraft. Many commercially
available materials like nuts and bolts
are very similar to look at but frankly do
not cut it when it comes to aircraft. The
reason aircraft parts are expensive and not
available to the broader public is because
of the high standards that must be met
with each batch. The basic off-the-shelf
Chinese produced materials are normally
rather good but not consistently so. Little
things like coatings and thread pitch can be
the difference between a product you can
and do trust for a given period, or failure
immediately after maintenance. Its ultimately
your decision what you use but be aware
that with alteration comes variation.
Maintenance Authority vs
maintenance via Exemption
Currently we are able to maintain
an aircraft we have built via an
instrument of exemption (146/11).
The SAAA are working towards the
possibility of making this a Maintenance
Authority for you and your specific aircraft
in the future. This has many benefits to
you, the SAAA and CASA. Currently there
are assumptions made that the 51% builder
is capable of ensuring airworthiness and
as the builder you know the aircraft better
than anyone else. That is based on the
fact that at the end of the build with no
degradation you probably do. Reality is
that as our aircraft age and maintenance
inspections must be conducted, we as the
builders usually have little to no training in
AIRSPORT • 11
“
>> tech talk
inspection techniques and the knowledge
required for the assurance of ongoing
airworthiness. Is this fair to our families
and the public? Are we continuing to
be safe? Most builders are learning the
required techniques and knowledge as
they go along informally and on a need
to know basis. Many have a pre-existing
capability from a similar trade or AME
qualifications and this is great. But what
about the numbers who are not getting
BUILD FLY &
this knowledge? Your insurance premiums
and risk profile in general can only reduce
with the acquisition of knowledge and
skills. The SAAA may in the future be
able to train a buyer to conduct basic
maintenance functions on their aircraft
thus improving the value of aircraft. We
must always look to ways of increasing
our knowledge base and reducing our
overall risk. If we think of continued
education and training to reduce risks
then CASA will have no need to restrict
via regulation. If you have a view on how
best to go forward feel free to let me know.
Clear skies
Mark Rowe
National Technical Manager
EN
Y
JO
ABN 65 176 969 964 Incorporation AOO46510Z
S
SAAA INC. ANNUAL GENERAL MEETING
E
YO U R D R
AM
On 17 September 2011 at 4:00pm
At the SAAA National Convention
Nominations for positions, signed by the nominee must
be lodged no later than 3:00pm Monday 31st July 2011.
Narromine Airfield
Narromine NSW 2821
Items of special business, in writing,
lodged by Friday 15 August 2011.
Business will include
Proxy forms lodged by 3.00pm Wednesday
15 September 2011.
• Financial Accounts for the year ended 30 June 2011
• Election of National Councillors
• Election of office bearers from elected National Councillors
• Change to constitution to include Legacy membership
• Any special business
12 • AIRSPORT
All correspondence to be addressed to:
SAAA Inc.
PO Box 99
Narromine NSW 2821
Geoff Schrimski
Hon National Secretary
vale Victor Kruhse 1927–2011
Chapter 35 says
goodbye to one
of its founding
members
Chapter 35 has been saddened
by the passing of Victor
Kruhse on 27th July 2011.
Victor was one of the inaugural
members of Chapter 35 and was
considered the composites guru
of the Northern Australia region,
having founded Viking Fibreglass.
He was an intrepid airman, with
several thousand hours in his Libelle
glider and ultralights and was in
the process of building a glider.
He will be remembered for his sharp
wit, extensive knowledge about
things aviation and his willingness
to give assistance or advice. Rest in peace Victor.
Vern Taylor
President Chapter 35
41 Kembla St. Cheltenham Victoria 3192
Phone (03) 9585 1211 Fax (03) 9585 1837
E-Mail [email protected]
www.aviaquip.com.au
AUSTRALIA’S LARGEST RANGE OF AIRCRAFT HARDWARE

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AN, MS & NAS Hardware,
O-Rings, Solid Rivets, Blind Rivets,
Allfast “Cherry Type Blind Rivets,
Hinge, Clamps, Pipe Fittings,
Rapco Brake Discs, Linings, Rivets,
Rapco Fuel Pumps and Vac Pumps,
Sheet Metal Tooling,
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Saf-Air Fuel and Oil Drain Valves,
Flexfab “Scat & Skeet” Type ducting,
Jasco Alternators and Regulators,
Aero-Lite Ignition Harnesses,
Niagara Thermal Oil Coolers,
Lear Romec, Weldon and Dukes
Pumps, Accessories & Spare Parts.
POLY-FIBER AND RANDOLPH COVERING MATERIALS
FULL RANGE OF FABRICS, TAPES, ACCESORIES AND COATINGS AVAILABLE.
VISIT OUR WEBSITE
- www.aviaquip.com.au
AIRSPORT • 13
SAAA National Convention 2011
BUILD FLY &
EN
S
Y
JO
E
YO U R D R
AM
Narromine
2011
National Convention
The event will be largely based
on training, and the intention is
to have many useful and relevant
courses available for builders and
maintainers of Experimental Aircraft.
Currently we have several courses
planned including the MPC.
Maintenance Procedures Course
Vacancies for the MPC fill fast, however
there may still be places available. This
course will run over two days, the
14th and 15th of September, before
the National Convention proper. For
bookings contact Alison Shannon at
[email protected] or ph 0459 555 025.
In addition there will be a range
of other interesting activities.
A range of SAAA merchandise will
be available for sale and following
tradition we will hold the SAAA
AGM and later have a Convention
14 • AIRSPORT
dinner at the United Services Club
in Narromine. Pre-book your dinner
tickets online at www.saaa.com
We will again be awarding prizes in
various categories for aircraft presented
for judging in the awards. We encourage
members to enter their pride and joy for
these awards. A copy of the application
form is available on the SAAA website.
The camping facilities at Narromine
Airport are excellent for both underwing
camping and those wanting to set-up
in the camping ground attached to the
Airport at $10 per night . Contact Peter
and Nina at the Narromine Tourist Park
for bookings
www.narrominetouristpark.com.au
Other accommodation information is via
www.narromine.nsw.gov.au/accommodation
The Narromine Aero Club will be
providing meals for the entire event so
everything is available at the airport.
Photos: Lisa & Graham Harvey
T
he next SAAA National
Convention is nearly upon us
and will be held in Narromine,
NSW from Thursday 15th to
Saturday 17th September 2011.
For more information about Narromine
and its environs see
www.narromine.nsw.gov.au/tourism
Forum/Course
Presenter
Day
Time
Location
Duration
MPC
Ken Garland
Wednesday
Thursday
All Day
Auditorium
2 days
Chapter Presidents /Secretaries
Brian Hunter
Thursday
All Day
SAAA Meeting Room
1 day
Lycoming Engine AD eng 4
Geoff Shrimski Friday
Morning
0900
SAAA Training
Workshop
3 hours
Electrical 101
Arnie Hartley
Friday
Lunch
1200
Auditorium
1 hour
Composite Forum
Mark Rowe
Friday
1300
Auditorium
1 hour
So you want to build an Aircraft
Martin Ongly
Friday
1400
Auditorium
1 hour
Thorpe T18 Annual
Jamie Ball
Friday
1300
SAAA training
workshop
2 hours
TC Update workshop
Graeme
Humphreys
Friday
1700
SAAA Meeting room
2 hours
Metal Aircraft Construction
Geoff Shrimski Saturday
0900
SAAA training
workshop
1 hour
Preparing for your CofA
Martin Ongly
Saturday
1000
Auditorium
1 hour
Your first test flight
Keith
Engelsman
Saturday
1100
Auditorium
1 hour
Pilot Maintenance Schedule 8
Ken Garland/
Jamie Ball
Saturday
1300
Auditorium
1 hour
Essentials Workshop
Geoff Shrimski Saturday
1300
SAAA training
workshop
2 hours
SAAA AGM
Brian Hunter
Saturday
1600
start Auditorium
1 hour
Convention dinner
David Brown
Saturday
1900
RSL
workshop programme
SAAA National Convention 2011
AIRSPORT • 15
Chevrolet
RV-6A
Ken Miller’s 4.3L Chevrolet V-6 Powered RV-6A
By Stan Pitts ( USA)
If you’re one of those who are a bit taken with alternative engine installations, you will enjoy this piece on an auto engine
conversion that is still going strong 11 years later. This article originally appeared in Contact! Magazine (Jan-Feb 2010
Issue #100). Our thanks to Tony Johns for providing and to Stan Pitts for permission to reproduce in Airsport. Ed.
I
n Contact! Magazine issues #43
and #52, I chronicled the airframe
and powerplant build-up of Ken
Miller’s RV-6A, N811KM. After
eleven years and 700 hours of
flying time, we decided to remove the
engine and PSRU from the airframe to
see where we were as regards to possible
unseen wear or damage. We had no
indications of problems of any kind,
but we felt it was time to see the inside
of the complete powerplant. The 4.3
litre (262 cubic inch) Chevrolet V-6 and
Northwest Aero PSRU had performed
flawlessly all these years without any
leaks, belt adjustments, or even an
ignition tune-up. The original spark
plugs were still clean, and looked good
enough to last for many more hours.
We had changed the accessory drive
belts at five years, but had never changed
or even had to adjust the PSRU belt in
all that time. The PSRU belt free-play,
measured at the prop tip, stayed at 5/8
of an inch from N811KM’s early test
flights until the day we disassembled
the unit. It never showed any belt dust
or detectable wear in the sprockets.
The original belt literally looks as
good as it did when it was new.
16 • AIRSPORT
Ken Miller’s RV-6A in 1998
PRSU looking good
On tear-down inspection, both the lower
drive sprocket and the upper driven
sprocket showed like–new red hard
anodising in the tooth-to-belt contact area.
The bearings in the PSRU felt smooth, but
we changed them, and the belt, because
the drive manufacturer recommended
we do so. We very carefully examined
and checked for cracks in the PSRU
plates, shafts, and fasteners. We found
no cracks or signs of stress. We simply
reassembled it with the new components
recommended by the manufacturer. The
PSRU is obviously well engineered and
well built. We have total confidence in it.
Prop is a ground adjustable, all composite, three blade Ivo.
Top end in top shape
We are equally pleased with the condition
of the engine. Cylinder head removal
disclosed a heavier than expected carbon
deposit in the combustion chambers
and on the piston tops. It was a soft
bright tan coloured carbon that I think
is from the lead in 100LL aircraft fuel.
Ken burns a mixture of unleaded auto
fuel with approximately 25% 100LL
added for its long-term storage stability,
and to provide a little octane boost for
added anti-detonation protection. The
carbon on the piston tops went right to
[the] edge of the piston tops and was
very dry, which means the piston rings
are doing a good job. No oil is going by
the rings to wash the carbon off. This
carbon brushed off the piston tops easily
with a soft brass bristle brush. There
is no measurable wear in the cylinder
bores except right at the top of the ring
travel. There are no signs of scoring on
the cylinder bores or the piston skirts.
measured the lower main bearing shell
thicknesses. I had measured and recorded
the new bearing shell thickness when I
built the motor, so now I could measure
exactly how much wear there was in the
bearings. The two centre main shells had
between 0.0001 to 0.0002 of an inch
wear, and the end bearings had less than
0.0001 wear. This is next-to-no wear at
all. I rolled the upper bearing shell of the
rear main out to see if the belt load from
the PSRU was wearing the upper bearing
shell. I could not tell that the upper shell
had been touched by the crank. It looked
like new, and measured same as new
thickness, so I reinstalled the bearings in
their original positions and re-torqued
the main cap bolts. The main bearings
Bottom end inspection
Next I dropped the oil pan and was very
pleased with how clean the sump was.
I removed the main bearing caps and
A view of the neat installation showing easy access to the PSRU and oil filter
AIRSPORT • 17
Right side under the cowl: Dual MSD ignition coils and automatic coil joiner. Cabin heater housing below coils.
Nice exhaust fit-note that this header is designed to be on the other side of the engine.
looked so good that I decided not to pull
any of the rod caps. The rear main seal
was dry, so I did not disturb it either.
There were several degrees of crankshaft
rotation looseness in the original GM
timing chain, so I installed a new Cloyes
high-performance roller timing chain
and gear set. I checked the cam-to-crank
addition to that, the steel GM roller lifter
cam we are using has a cast iron coated
drive gear that is easy on the oil pump/
distributor driven gear. No trick oil pump/
distributor driven gears required. Other
than gasket surface and bolt hole clean
up, that’s all I had to do to the short block.
Valve train
timing to make sure the new chain and
gears were accurately marked. They were
right on. The camshaft, the hydraulic
roller lifters, the stock pushrods, and
the Crane roller rocker arms showed no
signs of wear. The oil pump/distributor
driven gear and the cam drive-gear were
barely marked. The MSD distributor we
use has a drilled oil passage directly from
the main engine oil galley that keeps this
gear interface well lubed and cooled. In
18 • AIRSPORT
Next I disassembled the cylinder heads
laying out everything in order so they
could be reassembled as they were
originally. I cleaned the combustion
chambers and the valves with glass beads
and low pressure. There was little to
no valve stem or valve guide wear. The
Crane roller rocker arms, and the stock
(original equipment) valve stem seals
allowing a little oil to be drawn down
the valve guides get the credit for this.
There was so little valve seat or valve
face erosion I did not face the valves
or the seats in the heads. The cast iron
heads with their induction hardened
exhaust seats are holding up well.
The valve springs lost only 5 to 10
pounds of seated pressure, and a 0.030
valve spring shim under each of the
Crane valve springs brought them back
to the original installed seated pressure
of 115 to 120 pounds. The valve spring
vibration dampers, valve keepers, and
the valve spring retainers show no signs
of stress or damage, which means the
valve springs are doing a good job of
controlling the valve train. Ken turns the
motor a maximum of 4800 rpm, and then
only when he’s showing off. He cruises
mostly at 3600 to 4200 rpm, so these high
performance valve train parts are just
jogging in there. I purchased a full Fel-Pro
gasket set and re-assembled the engine.
Ignition, induction and charging
I also disassembled the distributor and
cleaned up all the mechanical spark
timing advance components, and checked
the advance weights and springs for wear.
All were in good shape, so lubrication and
reassembly was all that was required to
put the distributor back in great working
order. All the MSD ignition components
have performed flawlessly. We did the
same to the Holley carb. Installed a kid,
and bolted it back on. Same with the
ND alternator. I took it to an automotive
electrical shop for rebuild and they said
the bearings were smooth and quiet,
the brushers were good, and it put out
over 40 amps at 14.4 volts, so we just
bolted it back on. We even treated the
motor to a new set of spark plugs.
Chevrolet Powered RV-6
Cooling system
About a year ago, during a pre-flight walk
around, Ken noticed a small puddle of
coolant under the airplane. This was the
first indication that maybe we should
get serious about looking deeper into
this ten-year-old airplane. It was the
original Edelbrock aluminium water
pump starting to seep coolant from the
shaft seal. Ken installed a new Edelbrock
pump and flew for a few more months
before we finally got around to taking
the powerplant apart for this major
inspection and rebuild. I re-used the
water pump Ken installed last year.
Ken took the radiator to have it checked
and all they did was flush it out and
pressure check it. They said it was as
good as new. Cook! We changed all the
cooling system hoses and the accessory
drive below. The original Robertshaw
180 degree thermostat was working
well, so we also reused it. This brand of
thermostat has never given us a minute’s
trouble. A thermostat maintains even
temperatures throughout the engine
which ensures that the clearances you
take great pains to establish during
assembly are stable. Running without a
thermostat can create hot and cold spots
in the engine which potentially could
cause cracks in exhaust valve seat and
surrounding areas and gasket failures due
to uneven expansion and contraction of
engine components. And piston to bore
clearances change greatly from a cold
area to a hot area which can cause a poor
ring seal or a scored piston and cylinder
wall. Who wants that to happen to their
airplane engine? We use Texaco extended
life coolant mixed 50/50 with distilled
water under the control of a 16-pound
radiator cap. I believe we have changed
the coolant two other times over the
last eleven years. No rust. No corrosion.
Ken’s cooling system works great.
Exhaust
While the engine was out we could see
we were soon going to have a problem
with the exhaust system I built. We had
some hot spots that looked like blisters
that would soon blow out. We learned
that Sanderson Headers had available
View above the engine: Red SCAT hoses are carb heat ducts. Pulling the carb heat control on the panel closes ambient charge
air door on the intake housing (air cleaner) bottom plate. This forces the carburettor to pull air that is pre-heated by passing
through the radiator back through the radiator again. Induction air in the intake housing goes from ambient temp of 60 degrees to
110 degrees in a few seconds. No ice problems. This is with coolant at 180 degrees. Ignition and carb are protected from wind and
rain by the PSRU unit. Red fire sleeve protects fuel supply line. Top radiator hose from thermostat housing top left of the picture.
AIRSPORT • 19
Left side under pressure cowl baffle. New Exhaust headers. Starter solenoid rotated down away from exhaust
heat. Heat shielding on plug and electrical wiring. Fire sleeving on fuel supply lines. Coolant recovery bottle to the
left of brake fluid reservoir. Lower radiator hose to water pump inlet behind coolant recovery bottle.
a “shorty block hugger” header set
that looked like it might fit N811KM’s
tight engine bay. While I went through
the engine, Ken ordered a set for us to
try. After reinstalling the engine in the
airframe, we tried the headers on and
discovered that if we had two left side
headers they would fit with only a minor
modification to the header on the left side
of the engine. Ken called Sanderson and
they agreed to sell him a set of two lefts. I
modified the left side header and Ken sent
them both back to Sanderson.
They made up another left
side for him and then plated
it and the one I modified with
their ceramic coating. They
fit fine and look great. It was
relatively easy for us to modify
the existing tailpipes to mate up
with the new headers and still
have the exhaust exit the cowl
in the original location. The
new exhaust system required
us to re-route and re-shield the
sparkplug wires, but that was
relatively easy and turned out
well. By the way, Sanderson
headers feature a beautifully
ground flat weld bead around
each port and bolt hole so that
they do not require exhaust
gaskets. They don’t come
loose. They don’t leak. Nice.
20 • AIRSPORT
I had run and tuned the motor on my
engine stand before we installed the
engine in the airframe, so after we
bolted it in and wired it up and hosed
it up and topped the cooling system
up, it fired instantly. Everything is
working as expected, and judging fro
past experience, we don’t expect any
problems. The new exhaust system
sounds even better than the old system.
N811KM sounds like no other airplane
in this area. Smooth and crisp. I don’t
need to ride in it, just let me hear it fly
over once in a while. Ken flew over my
work place a few days ago. I heard him
coming even though I was in my office.
I got outside quick enough to see him
shoot over. It’s a great looking airplane
that flies beautifully, and sounds mean.
Thanks Ken, for letting me
play with your airplane.
Stan
www.contactmagazine.com
Syd signs over his project to the AARG
Syd Hansen’s After 30 years of work Syd’s dream about to be moved.
A
by John Kneen
fter 60 years in his current
home Chapter 18 member Syd
Hansen was moving into smaller
accommodation and had to part
with his Cavalier Homebuilt. The
Cavalier was donated to the Australian Aviation
Restoration Group (AARG). One of the AARG
founders and Life Member Nelson Wilson had
completed restoring a Desoutter and his work
on a BA Swallow was near completion so he was
looking for a new project. Wilson enthusiastically
volunteered to take over Syd’s project.
The photo shows the sleek lines of the Cavalier.
The move to Wilson’s hanger at Lilydale Airport
took place over two days in late May. On day
one the fuselage was removed from the wings
and both were loaded onto a low loader and
taken to Lilydale. The low loader, being designed
for excavators and bulldozers, would not have
noticed the light weight of the Cavalier.
By removing two planks from the low loader floor,
the wings were able to sit on the floor with the
undercarriage hanging out below for most of
the journey. Due to rough terrain at Lilydale the
wings had to be raised for the last 200 metres.
For day two a hire truck was used. Most loading
and unloading was straightforward. The hydraulic
lift was essential for lifting the 115hp Lycoming.
The AARG recovery projects are generally true
recovery with scraps of aircraft hidden in long
grass, sporting spiders nests etc and no-one
very sure of what they are actually getting.
By contrast Syd had separated and coded
all the components, documented all of his
work, retained glue samples, maintained his
logbooks – an Approved Person’s delight!
It is hoped Syd will be able to visit Lilydale
and see his Cavalier progress.
The rough terrain necessitated lifting the wings for the last 200m
AIRSPORT • 21
mechanical musings
W
inter is over, and during
this time many of us will
have experienced ‘battery
battering’. Why is this so?
Well, lead-acid batteries
exposed to cold temperatures are subject to
plate damage due to freezing of the electrolyte.
Ken Garland
“
...any change
of battery
type may be
considered
a major
alteration...
Aircraft battery service life will depend on
many things as they may be used for many
functions eg; ground power, emergency power,
improving DC bus stability, and fault-clearing.
Most small private aircraft use lead-acid
batteries whereas most commercial and
military aircraft use NiCad batteries. However,
other types are becoming available such as
gel cell and sealed lead-acid batteries. The
battery best suited for a particular application
will depend on the relative importance
of several characteristics, such as weight,
cost, volume, service or shelf life, discharge
rate, maintenance, and charging rate.
Storage batteries are usually identified by the
material used for the plates. All battery types
possess different characteristics and, therefore,
must be maintained in accordance with the
manufacturer’s recommendations.
Lead acid aircraft batteries such as the
Concorde CB Series and Gill G Series
consist of flooded lead acid cells.
The cells have positive plates made
of lead dioxide, negative plates made
of spongy lead, and a flooded electrolyte
made of sulfuric acid and water. The positive
and negative plates have separators to prevent
the plates from shorting together. When the
plates are connected to an external load,
electrons flow from the negative plate to the
positive plate. The loss of electrons at the
negative plate causes an oxidation reaction that
converts the spongy lead into lead sulfate. The
gain of electrons at the positive plate causes
a reduction reaction that converts the lead
dioxide into lead sulfate. This process will
continue until a major portion of each plate
is converted to lead sulfate and the battery is
fully discharged. During the charging process,
current is passed through the cells in the
reverse direction. The reverse current causes a
reverse of the chemical reaction, returning the
positive plates to lead dioxide and the negative
plates to spongy lead. When this process
is complete, the battery is fully charged.
“
In lead acid cells, the sulfuric acid participates
in the chemical reaction at each plate. When
the plates are discharged, the amount of
sulfuric acid in the electrolyte decreases.
Conversely, as the plates are charged, the
amount of sulfuric acid in the electrolyte
increases. As the sulfuric acid concentration
22 • AIRSPORT
changes, the specific gravity of the electrolyte
changes. Therefore, the specific gravity can
be used to measure the approximate state
of charge of the battery. When the plates
are fully charged, the specific gravity will
be in the range of 1.275 to 1.300. When
the plates are fully discharged, the specific
gravity will be approximately 1.100.
When flooded lead acid cells are being
charged, oxygen gas is generated at the
positive plates and hydrogen gas is generated
at the negative plates. These gasses are
released from the cell through a specially
designed vent valve. The release of these
gasses causes water to be lost from the cell
and the electrolyte level gradually declines.
To prevent the cell from drying out, flooded
cells require periodic water replenishment.
Preparing dry-charged batteries for use
should always be done in strict accordance
with the battery manufacturer’s instructions
but generally as follows. Fill each cell with
1.285 SG electrolyte to a height just above
the top of the plates and separators. Mark the
activation date (month and year) on the
battery with a permanent marker or
label. It is also a good idea to record
battery changes in the component
replacement part of your Log Book.
Let the battery cool for one hour,
and then add more electrolyte to
bring the level 1/4 inch above the top
of the plates and separators. Do not fill
beyond this level because some electrolyte
expansion will occur during charging. Install
vent caps. Boost charge the battery using
a constant current charger. The battery is
fully charged when the voltage stabilizes or
decreases slightly and the SG of the electrolyte
stabilizes for three successive readings taken
at one hour intervals. This will normally occur
within 8 to 12 hours from the start of charging.
Another form of lead acid battery used in
aircraft is the valve regulated or maintenance
free type such as the Concorde RG, Gill 7000
(LT) and Odyssey series which are made
using valve regulated lead acid cells. Each
cell is sealed with a pressure relief valve that
regulates the internal pressure and prevents
gases from escaping. The positive and negative
plates are sandwiched between layers of glass
mat consisting of microfibers of varying length
and diameter that provides excellent wicking
characteristics and retention of the electrolyte.
The electrolyte is absorbed and held in place
by the capillary action between the fluid and
the absorptive glass mat. However, the mat
is not completely saturated by the electrolyte
and the void space provides the channel by
which oxygen travels from the positive to
flight review
(Continued)
Aveko VL3
Product Review – Making our
aircraft safer whilst on the ground.
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virtually
1-piece design
Discharged lead-acid batteries exposed
provide added
visibility. maintenance,
These tie-downs
also
simplifies
so
The pressure relief valve (PRV) is designed to cold temperatures are subject to plate
are manufactured
from
strong,
durable
operating
costs
are
low.
damage due to freezing of the electrolyte.
to open when the internal pressure of the
cold rolled steel and they are powder
To prevent freezing damage, maintain
cell is approximately 1.5 psi above the
what
cost? Inresistance. Europe,
coated for So
long
lifedoes
and itweather
each cell’s specific gravity at 1.275, or
external pressure, therefore preventing
its basic
price
is €85,150
The spear end
of the
anchor
allowswhich,
for
for sealed lead-acid batteries check
excessive build up of pressure during
at current
rates and
is about
easy installation
intoexchange
all soil types
“open” circuit voltage. Refer to AC43charging. It automatically reseals once
It’s performance
not the cheapest
provides a $A190,000.
high pull force
13-1b, table 11-1 for acceptable data.
the pressure is released. A slight bulge
aircraft
in its
but it has
of up to 500
pounds
perclass,
anchor.
can occur in the battery case when the
to be one of the best. It will be
If changing your battery type or
internal pressure increases slightly,
Priced at $59.75 USD, this kit
interesting to start seeing them in
location, remember, any change of
but not enough to open the PRV.
includes three 16” corkscrew
Australian skies.
battery type may be considered a
tiedown anchors, one 3/8”
major alteration with consideration
Valve regulated batteries are serviced and
nylon tiedown rope, and one
being given to weight and balance
charged at the factory prior to shipment.
tiedown bag - all complete
Statistics
and electrical load requirements.
Regardless of the type of battery fitted to
with a manual including
wing
span
8.44m
your aircraft the ongoing maintenance
installation
instructions. References: AC43-13-1b;
requirements stated in the manufacturer’s
more
information,
please
Concorde, Gill and Odyssey
SeaFor
level
climb
1,200’
/min
operators manuals should be applied
contact Aircraft Spruce
Operator’s Manuals.
length
6.24m
maintenance
program.performance and, frankly, its
and reference part number
delighttotoyour
fly. Too
soon we lined
Potential for Australia
13-09652
for
the
16”
kit.
looks. Just as an aside, I was
up on long final onto runway
engine power
100hp
The first obvious question is “can
always taught that you can expect
30, brought the speed back to
it legally fly here?” Aveko is
height
2.05m
an aircraft’s top cruise speed
210km/hr
and put the gear down,
certainly exploring this possibility
TechniQuiz
to be about three times its stall
accompanied once again with a
and interest has been expressed
fuel consumption
8-12lt/hr
speed. In the VL3, it is around
brief vibration. Down to 200 and
by a number of Australian aircraft
four
times.
This
professionalism
one notch
of
flap.
At
around
500’
TechniQuiz is designed to get you
1. What does EASA stand
Note:
being of the highest35kt
stallSafety
speed
sales for?
groups. However, for Editor’s
upis also very evident in its
we used
the second
flap
setting
priority
to all members, let’s hear your
thinking
about
maintenance
tasks.
to-date
information
it
would
be
Name three factors affecting
tankquiz.
volume
construction. It is2.beautifully
and left
it at
that,
answers to Ken’s
Send your answers 90 lt
Not
just
theeasing
“whatdown
to do”tobut “how
best to contact Aveko directly.
human
made in factories which
trulyperformance.
an impressively
smooth
landing.
to
[email protected].
We’ll compile them
to” and “what
data
should I use?”
The marketing manager is Jiri
vne
163kt
understand composite
structures,
for a future article - anonymous of course!
3. Name
three types Kuncicky,
of humanemail
error. kuncicky@aveko.
With
better
flying
weather
on
the
The overall impression from this
and its construction has been able
Mtow
450/472.5 kg
com.
way,
here are some questions
toto fulfil the requirements
4. Stateof
three
machine
is professionalism.
It
its methods of managing
think
about to
has been
designed
bymake
skilledflying
and safer;great aerodynamics. human error.
normal cruise
135kt
It would seem ideally suited to
experienced aircraft designers,
Australian
Given
5. State three precautions
whenconditions.
jacking aircraft.
which shows in its handling, its
negative plates during charging. When
the oxygen gas reached the negative
plate, it reacts with lead to form lead
oxide and water. This reaction at the
negative plate suppresses the generation
of hydrogen that would normally occur.
In this way virtually all of the gas is
recombined inside the cell, eliminating
the need to add water, resulting in
the ‘maintenance free’ operation.
Particular attention should be given
to corrosion found on or near lead
acid batteries. This can be removed
mechanically with a stiff bristle brush
and then chemically neutralized with
a 10 percent sodium bicarbonate and
water solution. After neutralizing,
the battery should be washed with
clean water and thoroughly dried.
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20
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AIRSPORT • 23
Airsport Magazine December/January
chapter chatter
Victoria
20
Kyneton District > Norm Edmunds
Chapter 20 is ten!
Move to 2011, what’s happening? The monthly chapter newsletter
Hangar Torque has just clocked over 116 issues without missing
a beat. We’ll claim the record, thank you. We have about 79
full members and 7 social. Many like me are now flying aircraft
they built, many are still building. The hottest bit of gear by far
will be Wayne Tomkins’ 200 knot GP4 VH-XGP, due to fly this
year as the first of type in Australia. (See Builders’ Log - Ed.)
What happened on Wednesday 6th June 2001?
Well I’ll tell you – I was there……….
(somebody cue the harp music…..)
The late John Hudson called a meeting at Kyneton Aero Club on
a freezing cold wet evening, with the idea of forming an SAAA
Chapter. And so we did. SAAA State Divisions were ending and
this new “chapter” model was going to be introduced to get likeminded folks together in their local areas, to organise their own
activities. But who was there and what were they building?
21
Moorabbin
> John Kneen
With some reluctance Chapter 21 have moved their
monthly meeting venue from the Royal Victorian Aero
Club Dining Room to the South Oakleigh Club (SOC).
At the Aero Club the Chapter saw an increase in members
coming early to enjoy the fellowship of a meal and a good
chat. However other groups using the dining rooms were
also enjoying good fellowship which made it very difficult
to have formal meetings let alone guest speakers. At the
SOC members can still have a good meal but they can
then retire to a meeting room for the formal meeting.
Over to cameraman Alan Saunders for the answers…..
“The inaugural meeting required us to have a minimum of 7 members
to form a chapter, the picture shows we romped it in with 8 members!”
Left to right above:
John Hudson – Supa Pup, David Bailey, Gary Crowley –
Murphy Rebel & Jodel, Norm Edmunds – Corby Starlet (rudder),
Alan Saunders – RV-7 (then, a 12 now), Peter Pilbeam –
Jodel Skyking, Adrian McClellend – GP4, Darcy Newell.
And who wanted to be there?
Frank Deeth – Corby Starlet, Ian Griffith – Druine Turbi
Builders’ reports at our last meeting ranged from “I’ve just put
my order in for a Sonex”, through to “The kit for my Jabiru arrived
yesterday but the freight company left it in the middle of the
road – fortunately I live in a quiet street!”. For the more advanced
builders the reports ranged from “I carefully drilled the first hole
in the Perspex canopy and it didn’t crack so as I went along I got
more confident and by the end I was going zip, zip, zip”, to “I’m
now making plugs for my electrical wiring and that’s frightening!”.
For builders who were having trouble seeing the light
at the end of the tunnel with their projects John Livsey
and Stuart Trist described their recent flights.
The evening finished with National Safety Advisor John
Livsey running a short quiz on some maintenance
regulations. For example “What action must be
taken following a propeller bird strike?”
The October meeting will be the AGM where it is hoped
members will put their hands up to fill the executive positions.
And so a chapter was formed, with the following Office Bearers:
John Hudson as “El Presidente”, Alan Saunders as
Secretary, David Bailey as Treasurer, Norm Edmunds
– newsletter (what the hell was I thinking….)
I do recall we all enjoyed a platter of sandwiches supplied by
John’s daughter Yvonne’s Hungry Hound café in Sunbury. There
was so much food, John made us stuff our pockets before leaving!
David was wanting to build an elaborate flight simulator of Boeing
proportions. Now he has even better toys to play with – he is the
Tower Visual Sim Relationship Manager at Airservices Tullamarine!
Dark Horse Darcy had just been to Oshkosh a year or two before
and kept his cards close to his chest, then suddenly announced
a year or two later he had RV-9A kit boxes in his shed. DRV later
was one of many first flights recorded by chapter members.
24 • AIRSPORT
Flight 1: Bruce Towns and John Livsey’s visit
to Narromine & return via Normanton
Bruce and John are heavily involved in the National Convention so
flew Bruce’s Glasair to Narromine to assist with planning etc. They
then took the scenic route home via Longreach, Undara Volcanic
National Park (Lava tubes), Normanton, Addels Grove (Lawn Hill),
Broken Hill and home to Echuca. The whole trip was spread over 8
days with 15.5 hours of flying. Bruce and John recommend Addels
Grove as a place to visit and spend a few days relaxing. In planning
such a trip one of the challenges is always where to purchase fuel.
chapter chatter
Flight 2:
Stuart Trist to Lake Eyre
Stuart in his Sonex with 4 other aircraft and 7 other persons from
Tyabb flew to Lake Eyre. Stuart had previously undertaken the trip and
reported that as a result of recent rains “everything that was previously
red was now green!”. With the increase in aircraft visiting Lake Eyre a
number of stations are upgrading their airstrips and accommodation.
One example was Clayton’s Station that Stuart can highly recommend.
The highest price paid for petrol was $2.80 at Birdsville.
Approaching Melbourne the weather closed in so Stuart simply landed
at Ballarat and took the train home. Stuart seems to be able to either
fly or train where ever he goes. He volunteers as a glider tug pilot at
Benalla once a month. After a short walk to his local station he catches
the train to Tyabb, another short walk and he’s in his Sonex for the
flight to Benalla. For 2011 his Sonex has already done 100 hours.
and it is certainly not like getting a great set of plans from Vans.
If you do not know anything about the Albatros it is a German
built plane from WW1 made totally from wood except for the
landing gear and some fittings. He has even made replica guns
out of timber that fit in front of the cockpit. Have a look at the
photos that show the great work and detail he has put into it.
Remember he has done all of this from scratch. It is a piece of
history and artwork. We can’t wait until this one is finished. Many
members including myself could not resist the opportunity to sit
in it and pretend we were having a dog fight. Great work Chris. NEW SOUTH WALES
05
Central Coast
> Dean Nesbitt
The latest news on Chapter 5 is that
we have two members who are in
the testing stages of their build.
Michael Leahy, Builder Phil Hale, Grant Piper, Mark Collyer and friends.
Phil Hale who has built a Zodiac has his plane hangared at
Warnervale. We had a chapter meeting out there in June to inspect
his handywork and we were all quite impressed considering the AD
that was issued about the wing structure and the need to strengthen
it. Phil had his wings completed but had to disassemble them again
and strengthen them as per the factory’s instructions. He has done
a great job and completed it in record time. He has chosen to use a
Rotax engine and completed the painting himself. A few members
flew in for the meeting; Grant Piper in his RV-4 and Cliff Princehorn.
Thank you to Gosford Flying Club for the use of the club house as lunch
was had there afterwards with many flying stories shared. Good luck
to Phil in completing his flight testing and getting his bird in the air. Bob Redman is also in the test flying stage of his RV-7. We are planning
a meeting out at Maitland later this month to have a look at his baby. We had a meeting last month at new member Chris Shepherd’s
place who is building an Albatros in his garage. It is amazing in
that he has researched the aircraft extensively making sure he builds
it to the original specifications. There is not much information around
We have many members in different stages of building planes such
as RVs, Sonex, Mustangs, Thorp and we get together most months.
AIRSPORT • 25
chapter chatter
QUEENSLAND
34
Far North Queensland
Chapter updates > John Martin
The Far North Queensland has had a fairly busy 12 months.
We have yet to celebrate our second birthday but have
made a fairly rapid climb from fledgling to fully functional
chapter. The chapter now boasts nearly 30 members.
September 2010 saw us run a TC course with six locals and two
SAAA members from Darwin attending. Suddenly the chapter
went from one TC who is only here on a part time basis to five
full-time and one part-time TCs. In fact it seems we now hold
nearly a third of the state’s 18 TCs, a feat of which we are all
quite proud. Unfortunately our goal of adding an AP this year
has not eventuated as we don’t have a member who fulfils the
requirement of being a LAME. Something for us to work on.
Tony Ilyes - Freezing at Lassie Creek
Fly-Ins and social events
As usual the flying activities ground to a halt over the wet season with
the chapter going into hiberation mode. This year the good weather
kicked in about April and has been great flying weather since.
Tully Fly-In
Alex Harney in his F1 Rocket at Lassie Creek Station
We have managed roughly a fly-in a month since and have
another two definite events planned before the end of
year storms and hot weather come in on us again.
Despite the problem of members scattered over a wide area there
also some benefits. There are plenty of places to run fly-ins!
John Martin’s Jabiru at Lassie Creek
In an effort to bolster numbers and widen our circles many of our
events are now open to anyone with a flying machine, be they
SAAA, GA or RA Aus and this has been a great move. Our last fly-in
to Tully had 19 aircraft and 36 people arriving for breakfast. We have
all enjoyed the company of our fellow aviators whether they came
in a Cessna 182, a Glassair, a Jabiru or a tiny single seat Sapphire.
back to Cairns”. Sadly the Victorian weather had other plans and
most of the group managed to get stuck in Wangaratta for 3 days.
The author didn’t even get that far but diverted to Narromine
and met up with the head office crowd and got the opportunity
to have a look around the SAAA’s new home. After escaping
Wangaratta we all met up at Cootamundra and then headed east to
Wollongong and then back coastal. Half a trip better than no trip!
We had several combined events with the North Queensland
Aero Club including our yearly “Secret Men’s Business” trip which
this year was (planned to be) “Cairns to Victoria and coastal
26 • AIRSPORT
We also enjoyed another combined fly-in to Lassie Creek
Station west of Townsville which proved a great hit with the
SAAA members, the aero club and the local RA Aus guys.
chapter chatter
Educational events
Apart from the TC course we have run a composite construction
workshop and a Jabiru engine workshop which were well attended
and provided a great amount of valuable knowledge for members.
Carlo Prete, a RAAus LAME at Innisfail talked us through re-assembly of
a Jabiru engine and we combined that with a fly-in and camp-over in
his hangar. A BBQ dinner and breakfast was provided by the chapter.
19
Gold Coast
A stroll through maintenance
> John Keen
Earlier this year APs Howard Mason and Peter Lewis
met Chapter 19 members at Southport Flying Club
for a look through Instrument 43/11 (now 146/11)
and a general discussion on maintenance.
In general terms, a key point in 43/11 that was identified is that
this instrument allows an ABE builder to maintain only those
components on their aircraft that they have built, therefore prebuilt components such as engines and instruments are excluded.
Members who have attended the Maintenance Procedures
Course will of course be well acquainted with these limitations.
CAAP 42B was discussed as being a good template for a
daily inspection schedule for piston engine aircraft.
Some specific items noted by Harry and Peter include:
>> During your build it’s important to log each prefabricated
Dave Camp and Carlo Prete at the Jabiru Engine Workshop
component that you fit. You can use your own system in a
separate section of your maintenance logbook. This data
becomes the keystone of your aircraft’s maintenance history.
As we enter our third year we have grown in strength and seem
to be adding a focal point for sport aviators in the region.
>> The stock Vans fuel valve can be prone to sticking. Many
builders opt to replace this with a unit from Andair or similar.
>> When removing the inlet filter from a fuel injection
system, take it out from the hose side to avoid
debris being dislodged into the fuel system.
>> Engine controls that use cables such as throttle
and mixture should be set with a 1/4” springback
to ensure you’re getting full throw.
>> Look for leaks at the engine cylinder to cylinder head joint.
Leaks are revealed by the presence of grey or sooty deposits.
From RVs to Cozys
We’ve got You
Covered.
And if we haven’t, we’ll soon make up a custom
pattern to do so.
See us at Narromine in the Trade Hangar
Punkin Head Air Sports
Custom Aircraft Covers
www.punkinheadair.com.au
Call Dianne on 0429 938 426
>> It’s important to remove muffler shrouds for a
proper inspection of the exhaust system. Cracks in the
exhaust can be a source of Carbon Monoxide leaks into
the cabin with potentially fatal consequences.
>> An electrical CO detector is considered far
more dependable than the paper type.
>> Check that your firewall is sealed properly.
>> A x10 optical loupe is a great tool for inspection
and finding cracks in components.
>> A good time to check prop track is
when you have all the plugs out.
>> Do not pull an aircraft by the outer part
of the prop. Pull near the hub.
>> Flexible or fixed fluid lines - never leave fittings finger tight ‘for
now’ or for a test fit, either do them up properly or leave them off.
Thanks to Harry and Peter for a very informative session.
AIRSPORT • 27
builders’ log
How to submit to Builders’ Log
1. Log in to SAAA website (www.saaa.com) & complete the electronic form with as much detail as possible
OR 2. email the following details to us at [email protected]
>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-VNZ
BUILDER:
CHAD BOOT #7258
A/C TYPE: VANS RV-7
LOCATED: ELIZABETH BAY NSW
NOTES:
Empennage complete, quickbuild wings and fuselage just arrived.
Ticking off completed
tasks (top);
Drilling seat backs
(above);
and taking her for a spin!
28 • AIRSPORT
builders’ log
VH-PKK
BUILDER:
PETER KARANGES #5587
A/C TYPE: GLASTAR
LOCATED: BRISBANE QLD
NOTES:
GlaStar ‘Classic’ “Ultra Slow Build”
– 11 years & not counting. Still
smiling & building with a passion!
High wing, Lycoming IO-360, Hartzell
propeller, composite and aluminium
solid riveted construction.
Removable heated pitot sub
Under construction, 85% complete.
assembly ready for wing
install
Photo 1: 4 channel x 8amp ‘roll your own’ dimmer
module using modified Jaycar motor speed controllers
Photos 4 & 5: Aileron built
and Flap under construction
Photos 2 & 3: Own design Ground Supply Monitor over volt
protection/ reverse polarity protection just prior to I/Os on box
Photo 6: Finished engine controls sub panel plug just
before making mould for final part in Kevlar/ FRP
1
2
3
5
4
6
AIRSPORT • 29
builders’ log
VANS RV-12
BUILDER:
ED GROOT
A/C TYPE: VANS RV-12
LOCATED: DARLEY VIC
NOTES:
Ed Groot is fast approaching completion of his RV-12 (yes, that
would be 2 completions in 2 years). He recently conducted an
informal lesson for two nervous fibreglass students, Marcus
Bootle and Alan Saunders at his Darley workshop.
As you can see it was a hands on affair, and we
left feeling de-mystified about the whole process.
Nothing to be afraid here of said Marcus.
Isn’t Chapter 20 life fantastic?
BE-2
BUILDER:
ANDREW WILCOX
A/C TYPE: BE-2
LOCATED: VIC
NOTES:
A picture of the progress Andrew Willox is making
on the BE2a he is building for the RAAF museum.
The thing that looks like a gun barrel sticking
out the front is to mock up the correct
position for the prop in the absence of an
original Renault engine to hang it off.
30 • AIRSPORT
builders’ log
OSPREY AIRCRAFT GP-4
BUILDER:
wayne TOMKINS
A/C TYPE: OSPREY GP-4
LOCATED: LILYDALE VIC
NOTES:
The GP-4 is getting horribly close to being finished, and as one
of Wayne’s friends on Facebook said “His garage looks like a
scene from “Dexter”. Those of you that have never seen the TV
series “Dexter” won’t know what I’m talking about – suffice to
say that a serial killer and plastic sheeting should say enough,
especially when you are painting your aeroplane red.
And remember – “Wood is Good.”
At this time, Wayne intends doing his test flying
out of Kyneton, so we’ll be looking for some temporary hangar space to assemble this fine bit of machinery.
Anyway, that’s it, but I have to say, I’m extremely jealous…I wish this was a report on the progress of my GP-4. You have
to admit, this looks like something that is doing 200 knots even before the engine is started. Adrian McClelland
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Darren Cloutang-Crompton
SAAA #7125 - Chapter 18
RA-Aus #25866
AIRSPORT • 31
FOR SALE
Elec Elv Trim, Manual Aileron Trim, Nav
Lights, 2x Landing Lights, Located
YMUL, WA. LAME maintained, Always
Hangared $69,500 For sale due to
medical reasons. Call 0400 263 380
WA
Cavalier project 90% completed;
Zenith CH300 Tri-Z ABAA built
1983. 800 Hrs TT. Lyc O360.A3A 800
hrs SMOH. MR annual to Oct 2011.
115 kts cruise. Long range tanks (280
ltrs), ADF, GPS55. Based Albany WA.
$39,000. Contact Bob 08 9844
7046 or 0409 090 493.
HORNET STOL Airframe TT230 hrs.
100HP 912s 143 hrs. This is possibly
one of the best examples around.
Aircraft is fitted with rear cargo door
and low stall wing tips. VHF – UHF
radios; iPod system connected through
intercoms. The aircraft is beautifully
finished and a pleasure to fly. The
aircraft is the ideal work horse for
large properties or prospecting and is
perfect for rough strip applications.
The aircraft is in excellent condition
and ready to go. Located in Western
Australia. $90,000 ono. Ph Rod
0427 266 036
RV6A, 0-320-E2A-150HP. Sensensich
Metal Prop. TTAF 290hrs, Engine SMOH
290hrs. New Annual March 2011, Full
Panel, Icom A200 Radio, Garmin Txpdr,
King Encoder, Navaid Autopilot Coupled
To a Garmin AVD 55 GPS. Heated Pitot,
having most parts to finish, high
quality workmanship. $5,000 plus
engine available, Rolls-Royce O-240,
130hp, 600 hrs total time. Will sell
separately, aircraft $5,000, engine
$9,000 or whole lot $14,000.
Ph Gordon 0419 043 161
ENGINE Rotax 912. TTIS 808
hours. Includes vacuum pump,
radiators, exhausts etc. Student
lost, precautionary landing went
wrong, lovely aircraft written off.
Engine inspected by LAME, gearbox
parts replaced. Engine won’t fit
current Sonex project. Asking
$12,000. Engine gauges, DG, AH
also available. Located Bunbury,
WA. Call Gary on 0428 459 729
NSW/ACT
CZAW Sportcruiser 2008 240TT
in Immaculate Condition. Brand New
3 blade Sensenich ground adjustable
3 blade composite propeller. Dynon
D100 and EMS 120. Perfect trainer
or economical tourer 110kts on 20lph
mogas. Price: $115,000 Location:
Bankstown NSW, Contact: Chad Boot
Mob: 0405 654 860
Email: [email protected]
Jodel DR250 (wooden, two seat
aircraft) project for sale. Wing spar,
wing ribs, fin, rudder, elevators, flaps,
ailerons, fuselage frames and various
metal components completed to the
stage where the aircraft can now be
assembled. Built by engineer and all
workmanship is absolutely
outstanding. Large amount of Sitka
spruce and GL1 aircraft birch plywood,
brand new Cleveland wheels tyres and
brakes, a lighting system - strobes and
LED position lights (these last two
items still boxed as they arrived from
Aircraft Spruce and worth over
A$5,000 just on their own). Also a
substantial work table, drawings and
documentation; essentially the project
includes everything for the aircraft to be
finished with the exception of engine,
instruments and cockpit plastics.
At an asking price of A$12,500 ono
this project represents extraordinary
value for money; for this cost you
couldn’t currently come close to
purchasing all of the components that
are included, yet alone the years of high
quality workmanship that have gone
into it. Contact David Butler
0418 250 763
1835, 60HP, single Zenith carburettor,
alternator, hand start, Bishton
propeller. 105 KTAS @ 3100 RPM, 16
ltr/hr. Tinted canopy, dual controls,
disk brakes, Garmin GPS, ICOM VHF.
X-Country, sport aerobatics. Low time
AF&E, full documentation, immaculate
condition, located Camden YSCN.
Making way for new aircraft.
$40,000 ono. Ph Mark AUS: 0437
930 730 or HKG: +852 9120 7487 or
Engine O320 H2AD Lycoming, ex
RV-4 Project, 150 HP, approx 380
HTR, well stored,Cams and followers
good. $4000 ono. To suit above,
Carburettor, in box, $1800. Allan
Buttenshaw Mob 0412 217 557
VANS RV-6 TT 580 hrs, NVFR,
nil damage, always hangared,
factory new Lyc 180 HP, Sensenich
FP prop, long range tanks, glass
panel, synthetic vision, aerobatic,
superb touring aircraft, $118,000
neg. Full details www.xpb.0sites.
org (that’s “zero”sites.org). All offers
considered. Peter 0402 974 106
Vans RV-9A Tail Kit Project. 2004
Kit, some work done but no riveting,
Monnett Sonerai IIL RAAus
19-4528, previously CASA.
Professionally rebuilt & maintained.
CAO 101.28 compliant, choice of
registration / maintenance. AeroVee
$1,000. One LN SYS6 Lighting
System for RV-9 as new $750.
2005 Avery RV Builders Tool Kit
with 3X Rivet Gun, $2,000.
Ph Paul 02 6231 0975
PACIFIC FLYER
The must have magazine for up to date information on Aircraft,
New Products, Building Articles and Adventure Stories.
Articles are contributed by pilots and enthusiasts from all
over Australia and our overseas readers.
Available from newsagents
around the 21st of each month.
Direct Mail send $72.00 AUD for 12 monthly issues to:
Pacific Flyer
P.O. Box 731
Mt. Eliza Victoria 3930
Ph: (03) 9775 2466
32 • AIRSPORT
Fax: (03) 9775 2488
www.pacificflyer.com.au
Classifieds
Vans RV-8, I0360 Lycoming,
Constant speed Hartzell, AFS 4500
Glass panel EFIS with back-up
instruments, IFR Category, full featured
Trio Pro Pilot A/P. All only 110 Hours
since new, Oshkosh Silver Lindy
winner. Every conceivable extra and no
bugs, $179,000, call Kevin or email
for photos and full spec sheet.
Ph 0408 694 713
KING KX155 Nav/Com and KI208
VOR indicator. King KX155 Nav/
Com and KI208 VOR indicator. No
glide-slope Overhauled and green
tagged. Includes trays. $1,500
Andrew Kerans 0439 209 343
KR2 Project Part built, boat
section of fuselage complete with
firewall, insulation and stainless
steel sheeting. Centre main and rear
spars fitted, undercarriage fitted
with larger tyres and tail wheel for
grass landing fields. VW engines,
1835cc’s complete. Spare big bore
kit of cylinders and pistons. Fibre
glass panels for engine (top and
bottom). Turtle deck (3 of) 2 extra side
panels (spruce ply wood) sheets of
1” foam plus roll of fibreglass cloth
to make wings. Outer spars, main
rear made. Fibre glass wing tips and
fuel tank. 2 canopies (1 streamlined
the other, original). Many more
parts including VW parts and bolts.
Ph Denis 02 6645 3136 for more
details. $17,000 ONO negotiable. Will
sell parts separately if necessary.
Venturi 2” Aircraft Spruce #1504
$35.
Stick grip left hand, no switches,
suits 1” tube $30
Pulleys 2 ¾” diameter plain bush
3/8” bore Aircraft Spruce #05-02637
2 of $30 pair.
Pulleys 2 ¾” diameter ball bearing
5/16” bore Aircraft Spruce #05-02638
2 of $50 pair
Fuel cap, vented Aircraft Spruce
#05—3459 1 of $45
Postage $5 per item, $15 if you take
the lot. Kim Jones 0412 090 951
QLD
Helicopter Mini 500 Helicopter
Rotax 582 fitted, assembled and flown
by LAME. Would suit repowering for
property use. Demo DVD available. Can
deliver $25,000 Phone Lawrie
07 5429 8148
Slick Magneto Model 4370.
Rotation Left S/N 09022472 nonimpulse . 33 hours only, nil defects.
Removed from Glasair to make way
for PMags. Includes harness, timing
pin, spare cap screws. Nil drive
gear cog $350 ono. Ph: Brian
Budd 0410 605 907 or 07 5536
6624, email [email protected]
Zenith Zodiac CH650B
Complete Kit Fully Optioned. Included
options: Jabiru firewall forward,
Sensenich prop, Dual controls, Dual
Brakes, Long range tanks, Nav lights,
Wheel fairings, Aileron trim tab & Wing
lockers. Construction 30% to 40%
completed. Workmanship is first
class. Plenty of photos at http://www.
mykitlog.com/aussiech650. $25,000
Email [email protected]
Mob 0422 390 191
New Eggenfellner Subaru
H6 engine 200 HP. Zero time. Paid
$28,200-offers above $14,000.
Ex Tewantin. Ph: Adam Kane
0409 047 586 / 0439 742 534.
Longez- LEZ 160 hp Lyco. Recent
extensive refurb. including elec
nosewheel retract, park at any angle,
repaint, new eng./ airframe cables/
pushrods. Eng. compressions straight
77s, oil cons. 1 lt/10hrs, fitted with
new Silver Bullet comp. prop, wood
spare included. ETR 1450 hrs, TT 1150
hrs approx. ADF, VHF, Xsponder, fuel
flow, 8 function eng. readout, garmin
150 & 196 gps. 273 lts fuel 10-15 hrs
end, 1200- 1500 mile range, PNG/NZ
from east coast, 165 kts eco. cruise
& very comfortable. $80,000. More
info contact Jon Howells:
[email protected]
LANCAIR SUPER ES The ES has
35% more wing area and tailplane
area than a Lancair 4. As such it has
very pleasant and docile handling
characteristics, allowing slow, short
field landings. The fixed undercarriage
enhances its performance for the
shorter grass and dirt strips. However,
the 310HP, IO 550N Continental,
swinging a 3 bladed Hartzell constant
speed alloy propeller, still allows a
180kt cruise and 1100 nm range
with 4 people and sensible baggage.
Nothing has been spared in building
this aircraft. It is built as perfect as it
looks. It is ready to be signed out for
IFR with Garmin 530 GPS, 420 GNC,
GMA 340 intercom, and GTX 327
transponder. The GPS’s are coupled
together and with a Stormscope
WX-500 and TruTrack DFC 200 ATI
autopilot. Engine monitoring and
performance is with a JPI EDM 900,
the co-pilot flies a Dynon D10. A large
baggage area, superb leather interior
and Bose headsets are amongst the
other finishes. Only 237 hrs TT and
being forced to sell at much less than
component costs at $385,000 GST
if applicable as owner has moved on
to helicopters. Contact John Buchanan
0419 643 711 or
[email protected]
VIC
J3 Cub parts Header tank 9 litre
$100 clean and in good condition. 2 x
1.5 inch dia axle landing gear legs and
spare axles, one needs repair $250
both. Phone Peter Baker
03 54274 443 or 0409 403 539
GLASTAR with NSI SUBARU EJ25
engine. Auto conversion with cockpit
adjustable prop 180hp. Cruise 130kts
at 25 1/hr Avgas or Mogas. Excellent
short field characteristics Motec
engine management system. Easily
converted to a tail dragger or float
plane although it has no C of A in
this configuration. 300hrs $90,000
ono. Ph Jim 0447 783 193
CONTINENTAL O-300A
Engine overhauled stored some
years, but 0 hours has been bulk
stripped. Inspect before assembly,
total time 1100 hours for details
contact Bill Ph 03 5390 4230
SONERAI 1 80% complete, new
VW1600 engine, needs tank,
instruments, canopy, control cables,
for complete particulars and photos
contact Bill Ph 03 5390 4230
VANS RV-8A 2005 RV-8A with
200 hours on the airframe, an IO360
200HP engine with 200 hours since
overhaul, 3 blade fixed pitch prop and
Lightspeed ignition on one Mag. This
aircraft climbs at 2000fpm and cruises
comfortably at 160kts indicated
on 33 litres per hour. useable fuel
is 160 litres, Its approach speed is
65 kts, stalls at 47kts and will land
on quite small strips. It is aerobatic
with plus 6 minus 4 G and a Vne of
205 kts. It is light and responsive all
the way through the flight envelope.
Lets not forget the RV grin I am sure
you will be wearing after each flight.
I will take anybody up for the cost
of the fuel. Business commitments
force a reluctant sale. Ring Steve
0419 553 555. Phone number
amended or email austgradepl@
optusnet.com.au for photos and
details. Priced at $138,000 ono.
COMPREHENSIVE AIRCRAFT
METAL WORK TOOL KIT
Comprehensive tool kit comprising
Cleevelend and Avery sourced tools
(includes pneumatic squeezer).
Approximately $750 of brand new
gear from Avery and $3,900 (landed
replacement cost) of used tools from
Cleeveland Tools. Total replacement
cost over $4,600 will sell as a
package for $2,800.
Email for photos and tool list
[email protected]
Compressor Iron Air brand - 309
litres free air, 50 litre tank, twin cooling
fans, 2 cylinder heavy duty V twin cast
iron pump, filter regulator included,
professional quality. Purchased
brand new three months ago -NEVER
used. Cost $800 sell for $550
RV-9/9A empennage kit landed
cost $2,300. Asking $1,400
Note: If all items purchased will
include the 9A empennage kit for
$900. Call Keith 0408 333 978 or
HANGAR SPACE Bachus Marsh
Airport hangar space available for 2
homebuilt aircraft.
Ring Anthony 0423 242 795 or
Peter 0409 435 906
WANTED
Wanted to copy. VM 1000 4
cylinder metric, Eprom Program chip.
Mine cooked because faulty resistor
in DPU. Will consider purchase of
whole system. Ph: Reg 0414 806 501
or email [email protected]
SA RV4 rod gear main
undercarriage legs. New or used.
Contact James 0428 826 290 or
[email protected]
AIRSPORT • 33
SAAA contacts
National Technical Manager
Mark Rowe
Narromine NSW 2821
Mob 0403 307 363
[email protected]
Training & Admin of APs
Darren Barnfield
Hastings VIC 3915
Tel 03 5979 1501
Fax 03 5979 1526
[email protected]
CASA Authorised Persons
Jim Williams
Albury NSW
(Albury area only)
Tel 02 6021 5818
Martin Ongley
Kings Park NSW
Tel 02 9837 2551
David Tennant
Wyongah NSW
Mob 0410 491 866
John Paul
Darwin Area NT
Mob 0425 269 414
Peter Lewis
Elanora QLD
Mob 0439 714 617
Howard Mason
Elanora QLD
Tel 07 5534 8276
Brian Turner
Boolarra South VIC
Mob 0429 172 740
[email protected]
Darren Barnfield
Hastings VIC
Tel 03 5979 1501
Robert Hannington
Lower King WA
Tel 08 9844 7046
Colin Morrow
Manning WA
Tel 08 9450 2130
Bill Keehner
Mt Pleasant WA
Tel 08 9364 7690
Technical Councillors
New South Wales & ACT
John Griffin
Bangor
Tel 02 9543 8404
Mob 0409 654 298
[email protected]
Barry Wrenford
Bombala
Tel 02 6458 3583
[email protected]
Karl Ahamer
Bowral
Mob 0411 290 472
[email protected]
Chris Byrne
Bowral
Mob 0414 603 644
[email protected]
34 • AIRSPORT
Ken Garland
Camden
Mob 0417 244 059
[email protected]
George Louez
Coffs Harbour
Tel 02 6651 8701
Grant Piper
Coolah
Mob 0438 890 242
[email protected]
Philip Goard
Cowra
Tel 02 6342 9300
Tel 02 63411635
[email protected]
James Ball
Deniliquin
Tel 03 5812 0079
Mob 0428 743 450
[email protected]
Peter Bowman
Figtree
Mob 0429 130 340
[email protected]
Rick Harper
Forestville
Mob 0416 041 007
[email protected]
Geoff Shrimski
Frenchs Forest
Mob 0414 400 304
[email protected]
Andrew Sieczkowski
Grafton
Mob 0408 573 130
[email protected]
Lou Szabolics
Hawker ACT
Tel 02 6254 7464
Mob 0411 850 383
[email protected]
Barrie Bishton
Kempsey
Mob 0439 864 023
Martin Ongley
Kings Park
Tel 02 9837 2551
[email protected]
David Baker
Latham ACT
Tel 02 6254 9475
Mob 0427 317 109
[email protected]
Drew Done
Merimbula
Mob 0409 833 646
[email protected]
Rex Koerbin
Pambula
Tel 02 6495 1296
Mob 0408 138 409
[email protected]
Ubair Rehmanjan
Prestons
Mob 0410 598 285
[email protected]
Terry Ryan
Taree
Mob 0427 480 093
ryanaviationservice@
bigpond.com
Paul O’Connor
Temora
Mob 0427 090 087
[email protected]
Keith Bridge
Terrey Hills
Mob 0417 290 814
Tel 02 9486 3034
[email protected]
Tony Middleton
Wagga Wagga
Tel 02 6922 4990
[email protected]
Malcolm Bennett
Wagga Wagga
Tel 02 6922 4917
Mob 0423 101 855
[email protected]
Queensland
Daryl Grove
Aitkenvale
Tel 07 4775 1604
[email protected]
Mike Roselt
Applethorpe
Mob 0417 706 827
[email protected]
Laurie Wincen
Atherton
Mob 0408 725 050
[email protected]
Graeme Humphreys
Beerwah
Tel 07 5494 9582
[email protected]
Robert Veale
Bokarina
Tel 07 5493 5221
[email protected]
Craig Aitken
Boonah
Tel 07 5463 4037
[email protected]
Mike Horneman
Boondall
Tel 07 3216 2276
Mob 0434 530 515
[email protected]
Geoffrey 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]
Darren Jones
Edmonton
Mob 0462 575 824
[email protected]
Paul Smith
Ferney Hills
Mob 0419 641 853
[email protected]
Peter McDougall
Haliday Bay
Mob 0408 345 507
[email protected]
Brian Hunter
Maudsland
Mob 0416 069 151
[email protected]

Gary Spicer
Hope Island
Mob 0402 822 907
[email protected]
Terry Grace
Kenmore
Tel 07 3878 6447
Mob 0488 141 415
[email protected]
Benjamin Bowden
Longreach
Tel 07 4658 3193
Mob 0427 682 211
[email protected]
John Gross
Mt Cotton
Tel 07 3206 6151
[email protected]
Peter Karanges
Sunnybank Hills
Mob 0407 453 933
[email protected]
Tony Ilyes
Tully Heads
Mob 0408 797 228
[email protected]
South Australia
Mick Hart
Port Lincoln
Mob 0407 424 607
[email protected]
Kevin Warren
Port Lincoln
Tel 08 8684 2093
Mob 0428 842 092
[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]
Bruce Towns
Braeside
Mob 0408 326 260
[email protected]
John Cartledge
Dingley
Mob 0419 883 123
[email protected]
Chris McGough
Doreen
Tel 03 9717 4851
Mob 0409 882 215
[email protected]
Robert Taylor
Ferny Creek
Mob 0428 324 731
[email protected]
SAAA contacts
Arthur Stubbs
Gembrook
Mob 0419 357 648
[email protected]
John Livsey
Hampton East
Mob 0448 020 446
[email protected]
John Stephenson
Hampton East
Tel 03 9553 5075
[email protected]
Frank Deeth
Heathmont
Mob 0408 559 866
[email protected]
Rod Shearer
Huntley
Tel 03 5448 8669
Mob 0419 717 212
[email protected]
Ken Wickland
Keilor
Tel 03 9336 7061
[email protected]
Norm Edmunds
Kyneton
Mob 0407 098 242
[email protected]
Rodney Thynne
Melton
Mob 0402 227 607
[email protected]
Daniel O’Sullivan
Monegeetta
Mob 0417 409 996
[email protected]
Stuart Trist
Mordialloc
Mob 0417 390 211
[email protected]
Len Dyson
Newport
Tel 03 9391 2193
p51mustang@
optushome.com.au
Peter Austin
Oak Park
Tel 03 9306 1090
Robert Barrow
Oakleigh South
Tel 03 9558 0598
[email protected]
Peter Pendergast
Ocean Grove
Mob 0418 129 222
[email protected]
Graeme Coates
Richmond
Mob 0417 108 427
[email protected]
Brian Ham
Templestowe
Mob 0417 464 866
[email protected]
Rob McAnally
Templestowe
Mob 0418 172 150
[email protected]
Western Australia
Brian Holman
Albany
Mob 0429 844 419
bmholman@
australiaonline.net.au
Bo Hannington
Baldivis
Tel 08 9524 2000
[email protected]
Gordon Johanson
Baldivis
Mob 0419 043 161
[email protected]
Peter Nelson
Baldivis
Mob 0418 949 943
[email protected]
Mike Fletcher
Bunbury
Mob 0408 090 438
[email protected]
Colin Morrow
Como
Mob 0412 069 490
[email protected]
Fred Moreno
Denmark
Tel 08 9848 1431
[email protected]
Terry Doe
Eaton
Mob 0437 256 229
[email protected]
Andi George
Kalgoorlie
Mob 0418 920 404
[email protected]
William Keehner
Mount Pleasant
Mob 0417 972 090
[email protected]
Noel Stoney
Redmond
Mob 0447 453 242
Peter Cash
Riverton
Mob 0447 560 928
[email protected]
Lindsay Danes
Success
Tel 08 9414 1122
[email protected]
Flight Advisor & Test
Pilot Coordinator
Keith Engelsman
Grenfell NSW
Tel 02 6343 3292
Mob 0409 076 277
[email protected]
SAAA Pilot Advisors
Robert (Bob) Redman
Floraville NSW
Tel 02 4947 0768
Mob 018 570 768
[email protected]
Andy Ski (Andrew
Sieczkowski)
Grafton Area NSW
Tel 02 6642 1104
Mob 0408 573 130
[email protected]
Gary 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]
Jon Johanson
Goolwa SA
Mob 0419 554 656
[email protected]
Keith Hartley
Tennyson SA
Tel 08 8356 5198
Mob 0416 084 069
[email protected]
Aub Coote
Grovedale VIC
Tel 03 5241 1605
Ralph Burnett
Albany WA
Tel 08 9842 8963
Mob 0427 200 673
[email protected]
John Chesbrough
South Perth WA
Tel 08 9389 4994
Mob 0407 446 869
Laurie Baxter
Wilson WA
Tel 08 9451 1106
[email protected]
Northern Territory
Albert Poon
Casuarina
Mob 0417 562 069
[email protected]
AIRSPORT • 35
news
SubSonex Jet
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
onex Aircraft recently
and instrument layout. The most
announced that the SubSonex
notable achievement was the
jet aircraft prototype, JSX-1,
standardisation of the standard
made its maiden flight on
T for flight instruments that has
August 10, 2011 at Wittman
been internationally adopted.
Regional Airport in Oshkosh, WI.
Unfortunately American efforts
toperformer
adopt the standard layout in
The SubSonex was piloted by air show
first flight
fighters was constantly frustrated
by the need to accommodate
tactical instrumentation such
as gunsights, radar screens and
radar warning receiver dials.
However their military multiengined aircraft were beautifully
standardised.
1960-1980 The age
of colour and electromechanical complexity
and owner of Desert Aerospace LLC, Bob Carlton.
The flight lasted approximately 14 minutes
and focused on exploring the low-end of the
aircraft’s speed envelope, including stalls, and
a low approach in the landing configuration.
The photo above is of an F111C, designed in the mid 19
tested in 1950 and could withstand aerobatics without
the right is the same technology. The strip format ASI, V
but are the predecessor to the coloured strips in modern
“It’s an exciting day for Sonex,” said SubSonex
designer and Sonex Aircraft, LLC President
John Monnett. “We have a test flight plan to
expand the envelope of the aircraft, and we’ll
see where the project takes us from here.”
“It was great - flies like an airplane,” Carlton said
after the flight. “The faster I went, the better
it felt.” Carlton was selected to fly the aircraft
based on his vast experience pioneering light
jet aircraft. Bob Carlton is best known for his air
show performances with the Super Salto jet
sailplane, and is the developer of the This
Bonus
is a Jet
picture of a DC3 that was modernised in the 1960’s to incorporate the standard
flight instrument layout. Note the increased use of colour and the overall clarity of
two-seat glider. The engines used on TCarlton’s
presentation.
aircraft are the same as that used on the
SubSonex: The PBS TJ-100.
The need to achieve viable allweather 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
More information about the
SubSonex jet aircraft can be
found on the Sonex Aircraft
Hornets’ Nest Research and
Development web site at:
Durin
deve
nava
of th
airlin
deve
inert
the r
long
engin
four
being
been
airlin
union
www.sonexaircraft.com/
research/subsonex.html
The first flight video
can be viewed at:
www.sonexaircraft.com/
press/releases/pr_081011.html
• 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
Da
Find Out More: www.SonexAircraft.com
36 • AIRSPORT
Home of Australian Experimental Aircraft
that
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and I
into
indic
instru
a bit
xxxx
and c
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Tel (U.S.): 920.231.8297
In th
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Chapter contacts
New South Wales
Chapter 1
Sydney North
President: Steve Brown
North Sydney
Mob 0412 339 975
[email protected]
Meetings: Third Wednesday of
each month at 7:30pm - rotates
amongst members’ projects.
Chapter 2
Camden
President: Graham Johnston
The Oaks
Tel 02 4657 2862
Mob 0417 985 200
[email protected]
Meetings: Second Wednesday
of each month, rotates
Chapter 4
South Coast
President: Peter Bowman
Figtree
Tel 02 4229 5350
Secretary: Philip Ayrton
[email protected]
Meetings: Last Monday
night of each month
Chapter 5
Central Coast
President: Dean Nesbitt
Mob 0418 757 383
[email protected]
Chapter 6
Coffs Harbour
President: Dr Paul Foster
Nambucca Heads
Tel 02 6569 9484 (ah)
[email protected]
Chapter 7
Mid-North Coast
President: Bill Coote
Tel 02 6559 9953
[email protected]
Meetings: First Friday of
each month, Hasting’s
District Flying Club
Chapter 11
North-West Sydney
President: Ian Woodhead
Cherrybrook
Tel 02 9856 2703 M
0404 830 634
[email protected]
Meetings: Second Tuesday
of each month, rotates
amongst members.
Chapter 23
Frogs Hollow NSW
President: Drew Done
Merimbula
Tel 02 6495 9484
[email protected]
Chapter 37
Southern NSW
President: Jarrod Clowes
Mob 0428 811 884
[email protected]
Chapter 38
Western Plains
President: Daniel Compton
Tel 02 6884 8887
Mob 0409 944 619
[email protected]
Australian Capital Territory
Chapter 26
Monaro ACT
President: John Morrisey
Gilmore
Mob 0419 260 740
[email protected]
Meetings: Third Sunday
afternoon each month, rotates
Chapter 27
Tyabb Victoria
President: Brian jones
Mentone
Tel 03 5977 7498
[email protected]
Meetings: Third Sunday
each month
Queensland
Chapter 19
Gold Coast
President: Gary Spicer
Hope Island
Tel 07 5514 2196
Mob 0402 822 907
[email protected]
Contact: Robert Fraser
Mob 0429 200 098
[email protected]
Chapter 14
Latrobe Valley
President: Terry Fisher
Newborough
Mob 03 5127 5765
[email protected]
Chapter 18
Melbourne
President: Dave Robbins
Templestowe
Mob 0418 342 983
[email protected]
Chapter 34
Far North QLD
President: John Martin
Cairns
Tel 07 4033 5448
[email protected]
Chapter 20
Kyneton District
President: Donald Ashton
Newham
Secretary: Denis Mexted
Mob 0423 404 233
[email protected]
Meetings: Varies - contact
Secretary for details
Chapter 36
Central QLD
President: Anthony Baldry
Airlie Beach
Mob 0427 267 237
[email protected]
Chapter 21
Moorabbin Vic
President: John Livsey
Tel 03 9532 2442
[email protected]
Meetings: Fourth Wednesday of
each month at 7:30pm, South
Oakleigh Club, East Bentleigh
Chapter 39
Adelaide
Contact: Paul Holaj
[email protected]
Chapter 15
Western Australia
Queensland
President: Peter Karanges
Sunnybank Hills
Chapter 10
Tel 07 3345 3933
South West WA
[email protected]
President: Peter Bairstow
Meetings: First Thursday of each
Contact: Bob Main
month at 8:00pm, Clubhouse,
Mob 0419 806 624
Beattie Road Archerfield
[email protected]
Chapter 22
Sunshine Coast
Secretary/Treasurer:
Peter Pretorius
Mob 0413 484 963
[email protected]
Meetings: Third Sunday of ‘odd’
numbered months at 10am,
Hangar 52 Caboolture Airfield
Victoria
Chapter 25
Port Lincoln SA
President: Michael Hart
Port Lincoln
Tel 08 8682 1977
[email protected]
South Australia
Chapter 17
Pallamana Murray Bridge
President: Don Fraser
Norwood
Tel 08 8363 3920 (ah)
Chapter 13
Albany District WA
President: Noel Stoney
Redmond
Tel 08 9845 3242
[email protected]
Chapter 16
Serpentine WA
President: Bo Hannington
Baldivis
Tel 08 9524 2000
Mob 0427 044 156
[email protected]
Chapter 24
Jandakot WA
Secretary/Treasurer:
Peter Mulhern
Orange Grove
Mob 0418 923 837
[email protected]
Northern Territory
Chapter 35
Northern Australia
President: Vern Taylor
Casuarina
Tel 08 8945 2244
[email protected]
Meetings: Last Saturday of
the month with only the
venue to be advised.
For any changes to Chapter
details, contacts or to notify
of errors, please email
[email protected]
AIRSPORT • 37
Advertisers
SAAA membership
Thinking of joining SAAA?
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Advertising in Airsport
Airsport is distributed to members of the
SAAA four times a year. As such it provides
an excellent vehicle for presenting the
services of businesses involved specifically
in industries of interest to homebuilt and
sport aircraft builders, owners and pilots.
Broaden your horizons, make new friends
and learn new skills.
The SAAA has something to offer everyone with
an interest in sport aviation, whether you’re
a builder, a pilot or just enjoy being around
aircraft and fellow aviation enthusiasts.
If you’re thinking about building your own aircraft,
then the SAAA is your starting point. We can
provide advice and technical information. Our
experienced Technical Councillors can guide you
through the challenges of your project and help
you to build a competent safe aircraft. You might
have an interest in restoring historic, classic or
ex-military aircraft, or you may prefer the joys
of recreational flying in production aircraft.
Whatever your particular interest in aviation, the
SAAA provides the opportunity to share the experience
with fellow enthusiasts. Membership includes
subscription to Airsport, published quarterly.
We encourage all members to join their local Chapter.
The local Chapters provide an active and enjoyable
environment where members work together developing
building techniques, work on their projects, get
together for local events and participate in fly-ins.
SAAA Membership Rates
Specifications
Advertisers can supply their own artwork
according to Airsport specifications,
or our design team can prepare an
ad for you at competitive rates.
For an advertising rate sheet and mechanical
specifications email [email protected]
or tel 02 6889 7777
Full membership
$185
Concessional membership*
$148
*Available to pensioners, member’s dependent family,
approved Technical Councillors
Membership Enquiries:
Classifieds
Members’ non-business classifieds are free for
two issues. Classifieds may be resubmitted.
Non-members paid classifieds – no limit.
Contact the Sport Aircraft Association of Australia Inc
tel 02 6889 7777 / email [email protected]
www.saaa.com
Send to SAAA
fax 02 6889 7788
Deadlines for all contributions, classifieds
and advertising in Airsport are:
December Issue
November 01 2011
March Issue
February 01 2012
June Issue May 01 2012
September Issue
August 01 2012
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
Airsport is provided for your education and enjoyment. No claim is made,
no responsibility taken and no liability is assumed, expressed or implied
for technical accuracy or safety of the material presented. The views in
Airsport are those of the contributors and not necessarily those of the
publishers. No monetary payment is made for any contributions.
38 • AIRSPORT
AIRSPORT • 39
BERT FLOOD IMPORTS