ENGINE MANAGEMENT 101 - Sport Aircraft Association of Australia

Transcription

THE MAGAZINE OF THE SPORT AIRCRAFT ASSOCIATION OF AUSTRALIA
JUNE 2013
in this issue:
AND BABY, LOOK AT ME NOW!
WEDDERBURN AIRPORT
SAFETY REPORT: EXPECTATIONS AND ASSURANCE
ENGINE MANAGEMENT 101
TECH TALK
THE COOT-A AMPHIBIAN STORY
CHAPTER CHATTER
BUILDERS’ LOG
partners in Aviation Safety
APPLY FOR YOUR SAAA
CARNET CARD NOW!
AIRSPORT s 1
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SAAA national councillors
The Sport Aircraft Association
of Australia is a group of
aviation enthusiasts assisting
each other to build, maintain
and operate sport aircraft.
We educate members to
continuously improve
safety outcomes.”
Martin Ongley
Hon National President
Colebee NSW
Mob 0438 014 877
[email protected]
David Brown
Hon National Vice President
AUSFLY and Fuel Member Benefit Scheme Coordinator
Brisbane Qld Mob 0416 223 194
[email protected]
contents
Geoff Shrimski
President’s Report
05
From the Editor
Calendar of Events
New Members
Vice President’s Report
Tech Talk
Safety Report
07
08
08
09
10
12
Vale John Livsey
Tips from the Toolbox
Chapter Chatter
Engine Management 101
Builders’ Log
13
14
16
20
22
The COOT-A Amphibian Story
And Baby, Look at Me Now!
Classifieds
Chapter Contacts
SAAA Contacts
24
30
32
35
36
SAAA Membership Information
38
cover: Van’s RV-8 VH-KVI of Kevin Haydon,
pictured at Watts Bridge May 2012.
P H OTO : J O H N K E E N
BUILD FLY &
Hon National Secretary
Frenchs Forest NSW
Tel 02 9452 2428 Mob 0414 400 304
[email protected]
Anthony Baldry
Hon National Treasurer
Airlie Beach Qld
Mob 0417 555 328
[email protected]
Brian Hunter
National Councillor r Technical Manager
Maudsland Qld
Tel 07 5502 9940 Mob 0417 555 030
[email protected]
Graeme Humphreys
National Councillor r TC Coordinator r AP Coordinator
Beerwah Qld
Tel 07 5494 9582 Mob 0439 400 884
[email protected]
Shirley Harding
National Councillor r Communication Coordinator
Mundijong WA
Mob 0459 555 025
[email protected]
Mike Horneman
National Councillor r Technical Team
Boondall Qld
Mob 0417 931 872
[email protected]
EN
Y
JO
Jarrod Clowes
National Councillor r IT/Business
Deniliquin NSW
Mob 0428 811 884
[email protected]
S
E
YO U R D R
AM
AT ISSN 0156-6016
is the journal of the
Sport Aircraft Association of Australia Inc
PO Box 99 Narromine NSW 2821
INC NO. A0046510Z
tel 02 6889 7777 / fax 02 6889 7788
email [email protected]
www.saaa.com
Paul Holaj
National Councillor r Chapter Coordinator
Nairne SA
Mob 0408 008 379
[email protected]
SPA 13016
Editor Ryan Keen
Art Director John Keen
Produced by
John Keen Design
146 The Panorama, Tallai Qld 4213 Australia
1300 712 554 / [email protected] / www.johnkeen.com.au
AIRSPORT s 3
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president’s report
Martin Ongley
“
enjoy the
experience
and the new
friendships you
will make along
the way...
Welcome to another edition of Airsport,
our second one for the year. I’d like to
open my report by thanking our Editor
Ryan Keen for producing a lovely
magazine last edition. That special edition
was used to promote the SAAA during the
Avalon International Airshow and as a
result we have had quite a few new members
joining us, as well as some returning
members to the association. This may well
lead to more amateur-built aircraft being
constructed and flown in the future. Welcome
to all of those new and returning members –
I hope that the SAAA will provide you with
the support you need to enjoy your sport
aviation experience in comparative safety.
John Livsey
It is with a heavy heart that I have to convey
to you the loss of our good friend John Livsey.
John passed away suddenly at home after
a brief illness. This is a terrible tragedy for
John’s family and friends, we send them all
our sincere condolences – he truly was one
in a million and will be missed by all of us.
Many of you will be familiar with John from
his articles published in Airsport in recent
times and the sterling service he has given on
National Council over many years. I speak
for all of the SAAA National Council when
I say that he gave so much to the SAAA,
aviation in general, flight safety and most of
all loyalty to the people that he loved. John
we are going to miss you mate, rest in peace.
CASA instruments and the new ones
being issued that affect our maintenance
activities on amateur-built aircraft. The
new instruments that we are interested
in are CASA 33/13 and CASA EX180/12.
Please ensure that you have downloaded
a copy of the new instruments from the
CASA or ComLaw websites (www.casa.
gov.au, www.comlaw.gov.au) and that
you have read and fully understood the
contents of the instruments before you
conduct any maintenance activities on
your amateur-built aircraft. Please note
that there are certain pre-requisites that
must be met before it is legal for you to do
the maintenance on your aircraft. If you
do not meet those requirements then you
will have to have your aircraft maintained
and certified by appropriately qualified
aircraft engineering licence holders.
The delays with the issuing of the new
instruments were not the fault of the SAAA
leadership, or the people that we deal
with on a day-to-day basis at CASA – they
did everything they could to expedite the
process. Unfortunately there was still a
long delay, especially with CASA 33/13,
caused by some efficiency streamlining
in the government departments that
has led to a huge backlog in paperwork.
Apparently other aviation organisations
have had much longer delays than those
experienced by us on this occasion.
Replica Spitfire Accident
Avalon Airshow
The SAAA office staff travelled down from
Narromine to be at the Avalon Airshow and
really enjoyed meeting some of you over the
weekend. The SAAA tent and exhibit was in
a prime location and I would like to thank
all of the members that gave up their time
to represent the SAAA over the weekend.
Your enthusiasm for amateur-built aircraft
has rubbed off; we have had confirmation
of two new projects getting started thanks
to your eagerness to share your passion of
flying with others. To those new members
embarking on the construction journey,
I hope you enjoy the experience and the
new friendships you will make along the
way. Don’t forget to tap into the local SAAA
Chapter and Technical Counsellor network
where you will find plenty of experience and
knowledge to help make your aircraft safer
and the building experience a whole lot
easier than the other route of going it alone.
New CASA Instruments
There were some delays during the
changeover period between the expiring
It was with much sadness that I learned
of the fatal aircraft accident involving
SAAA member Roger Stokes and his Spitfire
replica at an airshow in Adelaide. Roger
had been performing at the airshow, had
completed his display and was returning for
landing when the accident occurred. This
accident received much media attention, I
personally received several phone calls from
the media seeking comment and answers asking if there needed to be more rules and
regulations placed on amateur-built aircraft
“as this sort of accident is all too common”.
Out of respect for Roger and his family I
declined to comment on air or in writing as
these things have a way of getting edited
down to a five-second sensational news
grab for the media or quoted out of context,
with no respect being shown to the grieving
family and friends. Instead I engaged the
reporters in a lengthy conversation about
all of the good news stories about aviation,
what the SAAA does to promote safer aircraft
construction, flying operations and ongoing
airworthiness. I invited them to call me
back at a later date to get some footage
AIRSPORT s 5
“
>> president’s report
ATSB report
The ATSB has now published the report
that I spoke to you about in the last
edition of Airsport. You can
download a copy of the report
entitled “Amateur-built aircraft
Part 2: Analysis of accidents
involving VH registered nonfactory-built aeroplanes
1988-2010” by searching in
the aviation publications
section for AR-2007-043(2) on
the ATSB website www.atsb.gov.au
“
The report compares amateur-built
aircraft accidents to (supposedly)
comparable certified aircraft accidents
and does not paint our sport aircraft
favorably. Whilst I do not necessarily
agree with the way that the data has been
edited, compiled and presented to tell a
particular story, I cannot argue against
the findings in the report as quite frankly
the SAAA does not have the data to do so.
The conclusion to the report tells us that
we need to select, install and maintain
our engines carefully, as this is the
most likely reason why an accident
will occur (personally I believe this is a
pre-cursor to the accident – you should
still have glide options available if you
are a careful pilot). It is however sound
advice, as personally I would like a 100%
reliable propulsion system whenever
I go flying. The report also goes on to
say consideration needs to be given
to occupant protection at the time of
building to reduce the risk of serious
injuries – this makes sense and I would
hope that all Technical Counsellors will
share this information with any new
or existing builder under their care. It’s
also a good idea to sit down in your
aircraft and take a look around for
sharp objects and loose articles in the
6 s AIRSPORT
cockpit that could cause serious injury
in an accident and do something to
reduce your chances of injury by moving
or eliminating those risks wherever
possible. A little safety tip I always share
is to stand outside your aircraft and
ask yourself if it would be obvious to a
would-be rescuer how to gain access to
the occupants if they were unconscious
following an accident. You would be
surprised how many aircraft have no
rescue markings identifying how to open
a door or canopy in an emergency. The
seconds lost trying to work out how to
gain access can make the difference
between life and death, so please do
something to improve your chances of
survival if you have a serious accident.
proposed flying activities that will
initially be conducted at Narromine
(primarily as SAAA HQ is based there
and we have access to superb facilities). If
you are interested in participating in any
of the following activities please write to
SAAA HQ at [email protected] with
“Pilot Proficiency Programme” as the title
for your e-mail. The proposed activities
include (but are not limited to) Emergency
Manoeuvre Training, Formation
Flying, Aerobatics and Test Flying.
I have been talking with some members
of the Australian Aerobatic Club – AAC
www.aerobaticsaustralia.com.au to
see if there is a possibility of holding
special class instruction, training and
competition for specific aircraft types
such as RVs. This is one course
where I guarantee you will not
get overwhelmed by PowerPoint
presentations. RV aircraft, whilst
they are fun to fly aerobatics
in, have no hope of competing
with a Pitts or One-Design in a
serious aerobatic competition,
but competing against each
other should prove to be quite a challenge
and a level playing field for those that
are interested. If there is sufficient
demand, we will make the necessary
arrangements for courses to take place.
“
and photos to use on the news - not
surprisingly not one of those reporters has
been back in touch. On these occasions
I always feel like we have let one of our
fellow aviators down by not having
prevented the accident. Common sense
tells me that most of our accidents are
preventable if we realise in time what
could go wrong and do something to
prevent the bad outcome before we
run out of options. Our thoughts are
with the family and friends of Roger
as they try to come to terms with their
loss. Forever flying Roger - RIP.
You should still have glide
options available if you
are a careful pilot ...
The report concludes with the gem of
wisdom to ensure that you have adequate
training in the same type of aircraft –
this is an area that has traditionally
been difficult to achieve. The SAAA
has actively been pursuing this with
CASA since 2008, seeking permission
to be able to conduct flight operations
in members’ aircraft for the purpose of
improving the skills and safety of the
member in the type of aircraft that they
regularly fly. Whilst we have in-principle
agreement to the SAAA being able to
conduct such operations, gaining the
necessary approvals in writing from CASA
is proving to be time-consuming and
requires considerable effort from those
involved in the project teams. This is a
worthwhile project and we will continue
to strive to gain the necessary permissions
to improve the flight safety of all pilots
and passengers of amateur-built aircraft.
Potential Pilot Proficiency
Programme
This leads me on to enquire as to
whether the members are actually
interested in improving their knowledge
of their aircraft, exploring the
flight envelope fully and becoming
a better pilot in the process.
I would like to hear some expressions
of interest from the members to some
The NSW AAC Championships will be
taking place at Narromine on 27-29
September 2013 (just after Ausfly). For
those members interested in finding out
more about competition aerobatics, why
not book some accommodation and turn
up for the comp as a spectator – you
will be made most welcome and may
just find yourself wanting to be in that
aerobatics box for their next competition.
AUSFLY
Preparations for Ausfly 2013 in September
are starting to gain momentum (13-14th
for the main flying days, plus events
and courses around those dates - same
weekend as the election). The latest
details will be made available on the
Ausfly website www.ausfly.com.au and
the SAAA website www.saaa.com. These
will be updated as the event approaches,
so please check them regularly. An event
such as this will require a small army of
volunteers to make it a success. If you
are going to be there for the event and
are able to give up some time to help
out, we would love to hear from you.
SAAA – THE HOME OF AUSTRALIAN EXPERIMENTAL AIRCRAFT
from the editor
reminder, all classifieds & advertising to go to
[email protected];
all stories, Chapter Chatter, wannabe
cover pics etc to [email protected].
Hello and welcome to the June edition
of Airsport. Here in Queensland we have
at last had some relief from rain and the
‘we’ve finally got up in the air’ stories
are flooding in (don’t trip on the pun).
Ryan Keen
This edition of Airsport is
dedicated to John Livsey.
David Brown’s Engine101 articles are starting
to cause a stir & are prompting robust
debate on operating LOP (see Engine101
December 2012 & March 2013 issue). At
just 4 issues a year, Airsport is a pretty slow
vehicle for this kind of debate so members
are reminded that www.saaa.com has a
forum and readers are also welcome to
email David directly with any questions.
‘Til next time
Ryan Keen
Editor, Airsport
As always, thank you to members for your
continuing contributions to Airsport. Just a
letter
lett
ter to the editor
Frank
F
rank Ro
ra
Rogers
Well, no le
letters to the Editor last issue,
I thought II’d send a short one to help.
The obituary
to Frank Rogers (#026)
Th
bit
omitted a not so well known aspect of
his services to home builders. Most of the
Volkswagon engines fitted to early Jodel
D-9 aircraft (and other similar aircraft)
were modified for aircraft use using a
set of conversion plans offered by Frank.
These were known as “the Rogers and
Revill drawings” and were around for
quite some years. Revill seemed to fade
out early in these drawings’ existence.
Frank was also the Editor of “Flypaper”,
the monthly newsletter of the ULAA
in the 1960s & 70s. The Ultralight
Aircraft Association of Australia
Please e-mail SAAA HQ enquiries@saaa.
com with your contact details (e-mail and
mobile phone) and “Ausfly Volunteer”
in the title, so that you can be placed
on a list of volunteers to help out over
the event weekend as we are expecting
lots of guests and visitors this year.
Have you told anyone about “Flight Club”
lately? That special group of people that
fly around the skies of Australia in planes
eventually became the SAAA after DCA
(now CASA) renamed “ultralights”
as amateur build aircraft.
Kind regards
Barrie Bishton SAAA #70
Thanks Barrie! Ed.
Email your letters to “Letters to the
Editor” c/- [email protected]
Please provide your full name, SAAA# &
contact details. Letters may be published
as “Name & address supplied” on request.
they built. Please share your hobby with
as many people as you can and recruit
some new SAAA members in the process.
Finally I’d like to mention one of our
members who has been reportedly flying
his amateur-built aircraft around at
Flight Level 220, TASing 218 knots whilst
burning 34.6 litres an hour of avgas.
You know who you are - please stop it;
you are making the certified aircraft
look old, slow, thirsty and outdated.
Until next time,
safe flying & blue skies
Martin
Martin Ongley
Hon National President
AIRSPORT s 7
July 06 >
Temora Aviation
Museum YTEM
August 17 >
Bowen Airport
QLD
YBWN
September 12-15 >
Narromine
NSW
YNRM
Sept 28 >
White Gum Farm
WA
YWGM
Aircraft Showcase Days
The Showcase days aim to provide visitors with a personal, interactive and in-depth experience.
See flying displays, chat with the pilot, engineering team, take photographs, and inspect the
aircraft. Contact the Museum on 02 6977 1088 or visit www.aviationmuseum.com.au
Catalina Memorial Bowen Fly-in
Tourism Bowen & Bowen RSL are holding a fly-in at the Bowen Airport & old Sea-Plane base at Bowen
front beach foreshore as part of commemorating the loss of RAAF’s Catalina A24-24 and 14 of the 16
onboard, 9nm offshore from Bowen. Flying boats, float planes, warbirds, GA and recreational aircraft
are ALL WELCOME. The event will include a memorial service, music, food stalls, kids rides etc. For
information/register your attendance visit our website or contact the Bowen Visitor Information Centre
on 0747 864 222. Email: [email protected] s www.bowencatalinamemorial.com.au
AUSFLY
Our very own SAAA National Convention brings together Australia’s recreational and sport aviators for
the aviation event that unifies our vibrant and diverse aviation organisations for a spectacular weekend of
airborne action!
Contact SAAA Head Office: 02 6889 7777 s [email protected] s www.ausfly.com.au
West Fly Fly-In
Enjoy a weekend of aviation with like minded people. Camping areas are available; bring a
tent and a swag. Food stalls will be set up selling hotdogs, tea, coffee and cakes. Saturday
evening meal. So, enjoy the fly-in, enjoy the evening’s entertainment. Call 0419 942 645
There are many regional club events and fly-ins that might be of interest to SAAA members – for a comprehensive list, visit www.aeroclub.com.au/events/
welcome to our new members
BUILD FLY &
EN
Y
JO
S
2013
calendar of events
E
YO U R D R
AM
A warm
welcome to our
following new
members >
Australian Capital Territory
s Michael Leemhuis Fraser
New South Wales
s Tim Causer Coalcliff
s Andrew Carswell Port Macquarie
s Randall Mettam Lane Cove North
s Adrian Cooper Grasmere
s Nathan Gibson Greta
s Shane Park Stanhope Gardens
s Rodney Hall Port Macquarie
s Amanda Pond North Nowra
s Roslyn Skinner Dubbo
s Gabriel Kalotay Mangerton
Northern Territory
s David Price Lyons
Queensland
s Bob Webb Middle Ridge
s Bradley Lange Cornubia
s Szczepan Urbanowicz Kenmore
s Steve Newing Gatton
s Philip Craig Buderim
8 s AIRSPORT
s David Macglashan Rockhampton
s Tim Thorn Crohamurst
s Les Blennerhassett Tully
s Brian Stuart-Nairne Peachester
s Andrew Mccallum Toowoomba
South Australia
s Christopher Thomson
Mount Compass
s David Hastwell Plympton Park
s Barry Saverne Marino
s Peter Lovell Hindermarsh
s David Mealor Sailsbury South
s John Hey Goodwood
Tasmania
s Darren Hopkins Riverside
s Kyle Gardner Tolmans Hill
Victoria
s Andrew Mcintosh Williamstown
s Steve Bartlett Freshwater Creek
s Warren Barry Brighton
s Allan Barton Axe Creek
s Adam Williams Bendigo
s Leo Canteri Moonee Ponds
s Shane Austin Darley
s Chris Plumstead Romsey
s Craig Chapman Orbost
s Rick Taylor Rhyll
s Marinus Van Onselen Southbank
s Andrew Kendrick Macleod
s Gerard Lappin Taralgon
s Robert Grigson Junortoun
Western Australia
s Steve Beilby Salter Point
s Kevin Wintergreene Manjimup
s Carle Ende White Gum Valley
s John Browne Bull Creek
s Edward Purdue Margaret River
s Robert Emery Gooseberry
s Geoff Longworth Chidlow
s Gibson Towns Willyung
Qatar
s John Sinclair Doha
vice president’s report
work, but the aviation media industry
expert making the compliments could see
right through that porky pie. So I graciously
accepted the accolade on behalf of Ryan
Keen, Shirley Harding and all the people that
contribute to such a high quality publication.
So to all the people that contribute,
give yourself a big pat on the back.
David Brown
What’s in it for me?
Welcome to another edition
of Airsport. Recently I
was given some very high
praise for the quality of our
magazine; the good quality
articles, the layout, pictures,
the whole thing front to back.
Of course I was keen to point
out this was all my handy
“
We are here
to foster the
community
of ABE
aircraft and
all associated
with that
activity
I often write here about the importance of
membership, what the SAAA provides to the
ABE fleet owners, and how the subscriptions
are vital to continuing this work. The SAAA
provide many member benefits including
the Aero Refuellers/Mobil and Air BP fuel
discounts, the QBE insurance programme
(which has recently been given a major
shot in the arm by QBE) and a number of
training and education resources which are
growing yearly. I’d like to remind you that
if ever the opportunity arises to encourage
someone who is not a member and should
be, you have a responsibility to yourself and
everyone else to do the utmost you can.
One thing SAAA is not, and we get many
requests a year to be, is an advocate for
the many and varied GA issues. Some
examples - local aerodrome closure threats,
airspace changes, regulatory or other
performance related issues with CASA. This
is not our “bread & butter”. We are here
to foster the community of ABE aircraft
and all associated with that activity. The
organisation that does represent general
aviation in Australia is AOPA. And they
could certainly do with your support, both
financial and membership support. The
larger the mass, the greater chance that
people will be active in resolving problems.
So what is the benefit to the SAAA member?
I am glad you asked! AOPA is introducing
an extremely attractive offer of membership
to associated friends in SAAA. If you advise
them that you are a current member
of the SAAA you are able to join AOPA
at the greatly discounted price of $69. I
strongly encourage every SAAA member
to be a member of AOPA also, and pay
the full membership. However if you are
not currently an AOPA member, this is an
excellent opportunity to become one, and
enjoy the member benefits and magazines
at a greatly discounted rate. Visit www.
aopa.com.au and make your voice heard.
I mentioned earlier the QBE insurance
programme. This is something that over
time has come under heavy attack by
competitors and QBE and the SAAA have
been working on ways to fight back. Some
examples are the creation of programmes
like the Maintenance Procedures Course
(MPC), the Builders Assistance Programme
and the upcoming transition training and
AFR programme. These things are all aimed
at improving your safety but they also have
other paybacks; by reducing the risks and
the number of incidents and accidents, our
policy premiums can be more competitive. So
this next year, when your insurance is due,
or if you are about to begin insurance cover
on a new project, contact the SAAA office
to arrange for a QBE insurance package.
The results so far have proved extremely
attractive, and offer great value for money.
Until next edition, safe flying,
happy building and live life!
David
David Brown Hon Vice President
“
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Then look no further –
the
Zenith CH 750
is the aircraft for you, the CNC match-drilled
airframe kit can be built in 300 to 400hrs.
100/140hp engine, 50” wide cabin
MTOW
VH Experimental 650kg, or RA Aus 600kg
FOR MORE INFORMATION
OR TO BOOK A TEST FLIGHT:
caLL ALLan on 0417 121 111 or visit zenairaustralia.com.au
ZEN 12034
AIRSPORT s 9
tech talk
s Check the register to verify ownership details,
registration and that the details are in accord
with what you are buying. The register does
not guarantee title of ownership for the aircraft,
but it will detail the registered Operator. The
purchaser needs to make independent enquiries
to ensure that the plane is unencumbered. or
at least get a statement to that effect from the
person selling the aircraft- see my comments
below regarding the contract of purchase.
Brian Hunter
s The noise certificate will need to be renewed with
Buying a second
hand amateur
built aircraft
This is an area that often
comes up in discussion and
usually after the buyer is
disappointed, frustrated and
distressed. I am consistently
surprised by how some buyers
go about putting themselves
into that position.
My first question to the buyer
is, “what did you do before
making an offer to buy?”.
This is the critical first step
and the answer should be
a comprehensive listing of
what exactly you did.
Airservices upon change of ownership.
More details www.airservicesaustralia.com/services/
s Flight manual if there is one or
Pilot Operating Handbook
s Valid Maintenance Release preferably with a fresh
annual inspection completed and certified.
maintenance carried out including all
of the maintenance release forms.
s Weight & balance records
s Current Instrument AD checks and Rads?
A full check of applicable Airworthiness Directives,
Service Bulletin’s, Preventative Maintenance
Instructions’ & Supplementary Inspection
Documents etc should be carried out and used
to negotiate the final price paid in the event
that they have not all been complied with.
Paper check
s Builder’s log
s The Special Certificate
s Any other aircraft records including
and other installed equipment
photographs of the build process
that you can get your hands on
Inspection check
“
Armed now with the knowledge that the
aircraft is really airworthy and legal (don’t
laugh, many a pilot has come to grief
when they don’t have this certainty) and
that appropriate insurance is in place, you
or an experienced on type pilot should air
test the aircraft to ascertain any unusual
flight characteristics and verify speeds etc.
After this process and assuming that
the survey and air test prove the aircraft
to be satisfactory you are then in the
position of firming up your offer.
The Contract
s Maintainer’s records supporting all the
s Manuals covering the engine, avionics
...air test the
aircraft to
ascertain any
unusual flight
characteristics
Air Test
s Engine, airframe and propeller log book
I expect the following
steps (not exhaustive):
of Airworthiness and
accompanying annex
I would expect ground runs and
equipment operation to be part of the
inspection. The surveyor needs to provide
you with a written assessment.
If you lack any experience in this area
I first suggest that you complete the
Maintenance Procedures Course (MPC) so
that at least you will have some knowledge
of the regulatory requirements and
your responsibilities as the operator.
It will have the added advantage of
providing insight into just where and
how the paper check data fits.
Arrange to have the aircraft surveyed by a
competent person who is independent of
the seller. This survey will include scrutiny
of the paper check above including AD and
service bulletin compliance and the physical
condition of the aircraft as presented.
Acceptance of your offer should lead to
a written contract of sale and purchase.
I don’t advise a hand shake deal. One
of the terms needs to include that the
aircraft is free of any encumbrances. That
is why you need your lawyer involved
to carry out the relevant searches.
Remember also that the moment you sign
the contract the insurance risk is yours
so please ensure that cover is in place.
Transfer of registered operator
Generally, this is the last step in the
transaction and forms part of the
settlement. The paperwork to effect the
transfer must be completed by both
parties and lodged with CASA.
Returning to the beginning of this
article I find that the buyer’s tears and
frustration are usually the result of emotion
overcoming good common sense and the
step by step approach non existent.
I might just add that if you are selling your
amateur home built my advice is that you
prepare your paper check items in advance.
If any of the items are not available then
own up and exercise your duty of care before
your integrity is called into question.
Safe flight.
Brian
Brian Hunter
National Technical Manager
“
This is where the engineering
aspect is scrutinised.
10 s AIRSPORT
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Many of those with existing income or life insurance
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Another, who is covered for flying, may find that his
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AIRSPORT
not take into account the objectives, financial situation or needs of any particular person. Therefore, before making any decision, you should consider the appropriateness of the advice with regard to those
matters. s 11
safety report
Expectations and Assurance
We builders and pilots tend to be task
orientated and a focused bunch of folks.
These are good traits for enhancing personal
and passenger longevity, no doubt about it.
Brian Hunter
“
There is an
expectation
that we will
build and
operate
our aircraft
safely...
How many of us stop to take a look at our
activity from the ‘other side’, that of the
non aviator? What are their expectations
of how we ought to conduct our building,
continuing maintenance and flying?
Allow me to give you an inkling from
comments that have been put to me from a
wide range of the ‘other side’ over the years.
There is an expectation that we will build and
operate our aircraft safely and that we will
not fall out of the sky and cause loss of life
and damage property. We can argue all about
reality and get nowhere, a good example
being; where is the safety case for banning
flight over a built up area? Expectation in
the mind can often be different to reality.
We all need to be conscious of these
expectations. Why? Simply because when
expectation is not met, the ‘other side’
can cause our privileges to be curtailed
or even withdrawn. Note that I said
privileges not rights. The way it works
is this: public unhappiness is dumped
onto politicians who in turn grill the
Regulator and the rest will be history.
“
How do we protect our privileges? We do this
by providing assurance to all of the
stakeholders, which are in part, the public, the
Regulator and other airspace users that we are
building and operating our aircraft safely.
Assurance today comes in the form of
demonstrated training and adherence to
good practices. Your organisation provides
formal training via the Maintenance
Procedures Course, workshops and forums.
Learning material is provided via the website
and Airsport. Peer education comes from
active chapter participation. However the
efforts of your organisation and chapter
colleagues will not be effective if you fail to
embrace, at the personal level, your own
safety outcome culture. This I believe is the
corner stone for sustainable assurance.
It is a sad fact that is common to all the
sports aviation organisations that 95%
of the adverse publicity, comes from less
than 2% of our collective memberships.
This failure of assurance gives ammunition
to the ‘other side’ to question not just
what we do, but whether we should
be allowed to continue to do it.
I know how I am going to deal with
this 2%, my privileges are too precious
to me. My question to you is simply
how are you going to deal with it?
Brian
Brian Hunter National Technical Manager
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12 s AIRSPORT
Find Out More: www.SonexAircraft.com
Tel (U.S.): 920.231.8297
Vale John Livsey 1946–2013
SAAA #4681
Farewell to a Friend
The SAAA lost an active member and
National Councillor on 17 May when
our loyal friend John Livsey passed
away suddenly. John was a long standing
member of the SAAA and a founding
member of the Moorabbin Chapter
when the Association was restructured
into chapters in the late 1990s.
For many of our members, both within
Chapter 21 and beyond, John was the first
point of contact with the Association and
the world of amateur built experimental
aircraft, and John was an extraordinary
evangelist. In his quiet way he had a
great passion and enthusiasm which was
totally infectious. Almost every Chapter 21
member has a story of how John provided
them with advice and assistance over
the years. One reported recently that to
better help him, John borrowed and read
all the manuals and plans for his project.
‘He had his head inside the plane every
week for the last few months’. Another
member said John spent many hours
helping him over the phone. ‘I thought
I was the only one he was helping’.
John just couldn’t say ‘no’. Avalon
Airshow displays, helping with the
National Convention, sorting out the
website, building and competing in the
Red Bull ‘Flug Tag’ Birdman Rally, just
to name a few. One of the rare times
John was rendered speechless was at
the end of the Avalon Airshow. He had
talked himself hoarse over the weekend
as he spoke to hundreds of visitors to
the SAAA display. John put a great deal
into his role as Chapter President and
every monthly meeting had something
to contribute or an issue to discuss.
When John retired a few years ago he
was quickly offered a place on National
Council where he took on the important
safety portfolio and the major task of
implementing the Safety Management
System being rolled out by CASA to all
sport aviation sectors. John researched
and thought about the issues deeply and
participated in the extensive training
programs. He has prepared articles on
safety for almost every edition of Airsport
for the last few years and his material was
always well researched and presented in
a tone that engaged readers and didn’t
talk down to them or browbeat them
with the important safety messages.
John would admit to being a little
long-winded at times, and the writer
was not the only one who nodded off
from time to time during one of John’s
carefully prepared and illustrated talks
at our Chapter meetings. However,
Martin Ongley has recounted that in
one of the many long National Council
teleconferences which dragged on
into the night the discussion became
increasingly drowned out by a strange
sound that was eventually identified
as John snoring, soon added to by the
sound of his purring cat, which took up
a comfortable place on his chest as he
slept. The teleconference was abandoned.
John’s family and friends have recounted
how John was an avid ‘tinkerer’ from
a very early age and this led him to
accumulate a huge practical knowledge
of aviation. John’s Zenith 601 was a
fine testament to his skill, knowledge
and perseverance. It shows meticulous
attention to detail and has several clever
innovations he painstakingly researched,
experimented with and implemented.
Brian Ham recounted the day of John’s
first flight of the Zenith. Everything had
been in readiness for some time, but
without any fuss or fanfare he quietly
pulled the aircraft out one morning
and took off, disappearing for over
an hour. John did things his way.
John loved skiing and overseas travel,
but flying was his great passion. He
revelled in the challenge of taking his
yellow and white Zenith across some
of the most inhospitable country in
Australia. Bruce Towns and others from
Chapter 21 and the Kyneton Aero Club
have shared many of these journeys.
For some of us however, like John, one
of the greatest thrills is to travel just
above the clouds, alone, across the vast
outback, in an aircraft we built ourselves.
The final journey John took was on
his own. We wish it could have been
otherwise. John’s passing has left us all
much to contemplate into the future.
We can be immensely thankful to have
known this gentle man as our friend.
Stuart Trist
President, Chapter 21
On Tuesday 28 May friends and family
gathered to say farewell to John. The chapel
was full to overflowing - with six rows of
people standing at the back, as well as
others in an overflow room watching on a
large TV. The occasion was a celebration
of John’s life, with a few tears and a few
laughs at some of the things John had done
during his lifetime. Placed on his coffin
by family & friends were some items that
meant a great deal to John - a model of his
plane, an SAAA Cap, an aircraft headset, a
flower from the garden & a bottle of malt
whisky - those who knew him well say he
would have liked it and agree that their lives
were made richer for having met John.
AIRSPORT s 13
tips from the toolbox
K
Generic Pitot/Static system LEA
/8
INST
AD/
test for
Amdt 4
In Accordance with AD/INST/8
Amdt 3 para 3.3 Frequency
required – at intervals not
exceeding 3 years. Eligible owner/
builders can perform this test with
no specialised equipment.
It
This check only checks for leaks.
the
of
racy
accu
the
for
check
does not
carried
instrument. A leak check must be
rbed for
out whenever the system is distu
maintenance.
A handy chart I have
developed for the Pitot/Static
system test required by AD/
INST/8 each 3 years. Testing
the systems for air leaks is quite
easy to do with no specialised
equipment required! Upon
completing the tests and
recording the results, I make a
logbook entry, then file this with
my maintenance records.
Regards Norm Edmunds
Chapter 20 Kyneton
C
CAO
108.56 Specification – testing of specified aircraft instrument
Para 2. The test may be performed on the aircraft.
P
Para 3.3 Pitot-static systems
P
(1 The pitot system must be tested for leaks by applying a pressure at the pitot head sufficient to cause the
(1)
airspeed indicator to read 120 knots. There must be no sign of restrictions in the piping during application of
a
the pressure and no decrease in the reading when the system is sealed for at least 10 seconds.
th
(2) The static system must be tested for leaks by applying sufficient suction to the system to cause the airspeed
(2
indicator to read 85 knots. The system must then be sealed. The reading of the airspeed indicator must not
in
decrease by more than 4 knots within 10 seconds.
d
Pitot System Test
P
Method used:
M
A small OPEN syringe is securely attached to aircraft’s pitot tube, then
slowly CLOSED until 120 knots is indicated on ASI, then held.
Tip: Applying and releasing the pressure/vaccuum must be done slowly
to avoid damage to mechanical systems.
A
Allowable Error:
ASI reading must not decrease for at least 10 seconds.
Test Result:
Static System Test
Method used:
A small CLOSED syringe securely attached to aircraft’s static tube, then
slowly OPENED, causing system suction until 85 knots is indicated on ASI,
then held.
Allowable Error:
ASI reading must not decrease by more than 4 knots within ten seconds.
Test Result:
Name of tester:
ARN:
Signature of tester:
CASA Authorisation:
Date test performed:
14 s AIRSPORT
/
/
2013
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AIRSPORT s 15
chapter chatter
AUSTRALIAN CAPITAL TERRITORY
26
Monaro
> John Morrissey
Visit to the Australian War Memorial’s
Treloar Technology Centre, April 2013
Friday 12th of April was a great day to take an early mark
from work and go and look at a serious collection of cool and
interesting artifacts at the AWM’s Treloar Technology Centre.
Twenty two family, friends and members of SAAA Chapter
26 descended on the Treloar Centre for an absolutely
fascinating guided tour hosted by the passionate staff
working on the care and restoration of an impressive
range of large artifacts from Australia’s military history.
I, for one, was suffering serious ‘shed envy’ of the workshop
and adjoining storage facilities. The tour began with a look
at the centre’s latest restoration project: a Hudson Bomber.
It’s amazing the level of detail the restoration staff go to in
order to return an aircraft or other large artifact to its wartime
condition. A serious amount of research goes into each item’s
history to trace its provenance and link it to the people who
were associated with them during its military service.
The Hudson arrived at the War Memorial after a long civilian
career in a number of roles including air transport and survey
work. All the civilian add-ons like internal linings had to
be removed and large holes in the fuselage for turrets had
to be re-instated using copies of original factory drawings
obtained from the Smithsonian Institute in the US.
Qualified LAME Ken Wood explained to the group how
all the work he does on the aircraft is carried out to a
standard that would allow the aircraft to return to the
air if at sometime in the future a decision to do so was
made and that all work is noted down in the aircraft
logbooks like you would for any operational aircraft.
The next item in the restoration queue is the Memorial’s
German V2 rocket and its associated carrier. After the
war a significant collection of German rocketry made
its way to Australia and the Treloar Centre houses a
significant number of guided bombs and rockets. On
their arrival in Australia these devices were assessed and
studied at the Woomera rocket range and they contributed
significantly to Australia’s early rocket program.
The V2 rocket is big… really big! And when you have
a close look, the materials and construction techniques
employed to build it remind you of the short life expectancy
of these devices. Looking inside the open hatch you see
where chicken wire and plywood have been used in the
guidance compartment just behind the warhead. When
you consider the weight of the warhead in front of this
compartment, you have to admire the ingenuity of its
German designers in building such a light structure while
maintaining structural integrity during its deployment.
Over the years since the war the weight of the rocket has
caused some deformation in its external skin that will have
16 s AIRSPORT
to be stabilized as part of the longterm preservation of the rocket.
The weight of wings can, over a
large amount of time, cause various
structures to sag; so all the aircraft
held at the Technology centre have
their wings removed and stored
separately like the fine example of
a Tiger Moth trainer parked beside
a Beaufighter that was recovered
from Papua New Guinea. When the
aircraft is required for display, centre staff transport it to the
display location and re-assemble it onsite as required.
Many Australian Diggers owe their lives to aircraft like the
Bell 47 helicopter that saw action evacuating injured troops
from the field in Vietnam. This aircraft was formerly on
display at the War Memorial and it has been replaced by an
Iroquois from the same period, which shows how the AWM
try to rotate the displays as much as possible over time.
The Treloar Centre also houses a significant collection of
Aero engines from all wars and countries including examples
of US, French, Japanese and German manufacture.
The centre not only houses aircraft, it also cares for a large
selection of military vehicles of all shapes and sizes like the
Chieftain tank (they have two of these parked back to back).
The Centre even has a steam engine complete with bullet
holes and shrapnel damage that was used in WW1 to
haul men and equipment to the front in Europe. This
engine was recovered from a collector in Queensland
who in turn recovered it from a local cane farm.
Our host for the day, Chris Goddard impressed us all with
his ability to tell us the story behind each and every exhibit.
Chris explained how a Japanese suicide boat came to be
in the hands of the Australian War Memorial. The boat
was captured by Australian Naval personnel who removed
all the explosives housed in the front end of the boat and
then proceeded to use it for water sports before loading it
onto a boat back to Australia. Thousands of these boats
were deployed around the Japanese mainland as a last line
of defense against allied invasion. They were meant to be
used by the civilian population against enemy warships.
At the end of the day our group was pretty reluctant to
leave the Treloar Centre. Everyone agreed that the tour
was fascinating and well worth the trip out to Mitchell.
Our thanks go to Shane Casey for organizing the visit and
our Treloar Centre hosts and guides including Chris Goddard,
Mike Etzel, Tamsin Hong, Gary Traynor and Kim Wood.
It’s great to see such a dedicated bunch of people taking
such excellent care of our military history, ensuring
its availability to future generations who will be able
to look at these objects and read the stories of the
generations of men and women who used them.
chapter chatter
For those members who might want to volunteer
you can contact George Bailey via email at George.
[email protected] George is in charge of the large
technology conservation for the War Memorial.
If you want to have a look at some of the key exhibits
at the Treloar centre go to YouTube and watch this
short promo video for their “Big Things in Store” event
in 2011 http://www.youtube.com/watch?v=T3CqON
l1uCA&list=UUByslDU3NVAQKtN5mRR500Q
John Morrissey
SAAA Chapter 26 President
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AIRSPORT s 17
chapter chatter
WESTERN AUSTRALIA
16
Serpentine
> Shirley Harding
ANZAC ceremony flypast
After landing, pilots and passengers enjoyed coffee and
muffins in the club house. Feedback from the Shire
representative later was good – we arrived overhead exactly
on time, in a pause between hymns so the full effect of
our massed engines was appreciated by the crowd!
Shirley
On ANZAC day, a group of 9 aircraft performed a flypast
over the ANZAC ceremony at Byford, WA. Organised
and led by Bo Hannington in his RV-6A, members of
SAAA and SABC took off in stream from Serpentine
airfield and joined up overhead to fly to Byford. At the
head of the group was a vic formation – Bo in the RV-6A,
Gordon Johanson in his beautifully restored ‘Hard Yakka’
and Franc Smit in the equally beautiful Great Lakes.
A further six aircraft followed in two groups of three. The
group was a fine representation of sport and recreation
aircraft, including RVs, warbirds, vintage and RAA. Oh,
and a Piper PA 28 just to show how inclusive we are!
The flying conditions were excellent – nil
wind, a low overcast and silky smooth
air. We don’t often get that in WA.
Great Lakes of Franc Smit
On our return to the airfield, the group made a pass
along the runway. People on the ground said the
sound of the approaching aircraft was fantastic,
detected long before we came into sight.
Gordon Johanson in his Yak 52 ‘Hard Yakka’
)URP59VWR&R]\V
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And if we haven’t, we’ll soon make up a custom SDWWHUQWRGRVR
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Bo Hannington leads the flight in his RV-6A
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Flying conditions were excellent
18 s AIRSPORT
chapter chatter
VICTORIA
21
Moorabbin
Back at Cobungra it was time to play with the toys. Out
came the bulldozer which had only recently been started
after sitting idle for 17 years. All tried the controls. Next
it was the motor bikes for some enduro experience on
the hilly terrain. A bit like the bulldozer, some members
had not ridden a motor bike for twenty years!
> John Stephenson
Fly In to Mount Hotham
Friday 9th November 2012 an advance party of three was
to fly in from YMMB, YWSL and YBNS, sadly bad weather
meant a five and a half hour drive. The group of three arrived
at John Stephenson’s farm at Cobungra mid afternoon.
Saturday night we were off to Omeo for a real country meal
at The Hill Top Hotel to join the locals for their big night out.
Great flying weather on Sunday so after a lazy morning the
group left at midday. Another trip is planned for spring 2013.
Dinner that night was at the Dinner Plain Hotel
which is fifteen minutes up the Alpine Highway
towards Mount Hotham ski resort.
Early on Saturday morning the sky was overcast but with not
much wind. By 10:00 am the sky was starting to clear so the
advance party made the trip to Mount Hotham Airport 10
minutes away for an accurate weather check. With the sky now
clearing the okay was given to John Cartledge at YMMB in his
Quickie and Peter Grieger at YLEG in his Wheeler Express.
Both arrived around midday at YHOT elevation 4260
feet. The unusual wind conditions and downdraughts
made the landings different and very testing. Both
pilots handled the conditions with skill.
From left: Rob Taylor, John Cartledge, John Stephenson, Peter Grieger
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AIRSPORT s 19
engine management 101
Engine Manuals,
Pilot Operating
Handbooks
and other
great reads!
DAVID BROWN
E
ngine Management 101
usually generates a few
comments from members
after each article is
published. Comments to date
have generally been complimentary
and asking for more. Crazy hey!
However, last issue’s article “Running in
Your Engine” received a critical response
which highlighted that for at least one
reader, there were questions and areas
I did not cover in enough detail. Where
there is one, there may be others so
before we get into another regular article,
let’s answer a few of the questions.
Airsport reader:
“There are a lot of good suggestions and
good advice included in David Brown’s
article in the March 2013 Issue of Airsport
that I can relate to having test flown my
own aircraft. However, I was surprised by
some of David’s comments and advice on
engine maintenance and management.
Being a total novice in the area of aero
engine operation and maintenance,
20 s AIRSPORT
I follow the instructions given in the
manufacturer’s documentation and consider
advice from others. After reading David’s
article I was therefore surprised that the
manufacturer’s recommendations were
not mentioned anywhere in the article.”
To begin with there was no manufacturer
mentioned, as this was not brand specific.
The laws of physics apply equally to all
objects, and the fuel in the combustion
chamber does not know whether it is in
a Lycoming, Continental, Curtis Wright,
Pratt & Whitney, or a Briggs & Stratton.
They are all air cooled, fixed spark timing,
gasoline engines and their differences
pale into insignificance when compared
to their similarities. So the break-in
process is fundamentally the same,
regardless of manufacturer, or whether
turbocharged or normally aspirated.
Unfortunately, despite manufacturers
having common procedures for running
an engine in, the number of varied
opinions in hangars around the world
possibly exceeds the number of hangars!
So if your particular engine has some
specific requirements, such as an
RPM range limitation or a maximum
continuous operation limitation,
pay particular attention to this.
Airsport reader:
“I was concerned by David’s suggestions
that on the second flight with a new engine
to “Run the RPM up and down a little if
you like as well” and that “The optimum
way” to achieve keeping the cylinder head
pressures up and keeping the cylinders cool
is by “using a LOP engine setting”. This is
contrary to the procedures recommended
in Lycoming Service Instruction 1427C”
This is a great topic, and one that will
take a lot more space than the magazine
can handle for this article. In summary,
if you read the Lycoming publication it
does not offer a great deal other than
to operate in accordance with the pilot
operating handbook (POH), climb with
high airspeed and lean according to the
POH while operating at approximately
75% power. So in following the previous
article nothing is contradictory at all.
The real underlying question is clearly
aimed at the optimum way of operating
lean of peak (LOP) during the breakin. So now is the time for a reminder
of exactly what I wrote last issue:
So, there are no leaks, our fuel flow is good,
time to get serious and fly this thing, again,
do not baby the engine, that is unkind and
you will pay the price later if you do. Another
full power take-off and climb to a suitable
height where you can maintain 75% + power
settings, now this can be done two ways.
Firstly let us assume that this engine is not
tuned well in the fuel to air ratio department
yet, and will not fly LOP nicely, so your only
option is to bore around ROP, but this does
not mean full rich at 4500’. A simple target
EGT climb, as per previous articles is just as
applicable now as it is later, however once
we get to our desired height, and I would
suggest 4500 in a NA aircraft is the limit,
reduce RPM to say 2500 and stay WOT.
What this means is essentially exactly
what Lycoming print in 1427C. The idea
of engine break-in is to get the rings to
seat and mate with the cylinder walls to
create a good gas seal during operation.
In order to do this the manufacturers are
looking for around 75% power to achieve
a BMEP (brake mean effective pressure)
that will get the rings bedding in along
the cylinder walls. They really do not want
a very high peak pressure, rather a more
consistent average pressure. There is a
difference! Secondly they do not want this
peak pressure firing off near the top of the
stroke in the area of the cylinder called the
choke. There are varying thoughts on the
choke area but that is not for this issue.
So how can we achieve a better mean
effective pressure and have this over
a greater range of travel of the stroke?
Well it is not until you have spent
some time watching the world’s most
advanced piston aero engine test cell,
located at GAMI in Ada Oklahoma,
running big bore engines very hard, and
seeing the effects of manifold pressure,
RPM and mixture control on the peak
cylinder pressures and the mean effective
pressures that you start to realize exactly
what is better and what is sub-optimal.
The operation when run suitably LOP
achieves much lower peak pressures,
the peak is further away from top dead
centre of the crank, and the overall mean
effective pressure is better. Combined
with this, you get lower cylinder head
temperatures due to a lower heat transfer
through the internal cylinder boundary
layer, and all is good with the world.
So we achieve the same or better BMEP,
with lower CHT and cleaner combustion
chambers, rings and valves - what
is not to like about that? For those
who want to see the data, and learn
about the science behind this, book
in for the 2014 APS classes and you
will get to see these Dyno runs first
hand. Even before the live seminar you
will have access to some of the Dyno
information in the online course, which
is included as preparatory training.*
Airsport reader:
“David also recommends that after two
hours test flying”. Take a trip of 2 hours
or so, and come back.” I’m not sure
if taking an hour’s trip away from the
airfield is a good idea after two hours of
test flying nor is it recommended in the
FAA AC 90-89A “Amateur Built Aircraft
and Ultralight Flight Testing Handbook”
This would seem to need some further
explanation. The article was written
about breaking in an engine; it may
be new or overhauled or it may
be new in a new plane in phase 1.
Here is what I said last issue:
Time now to spend a few hours flying the
plane. If this is a phase 1 test flight period,
you might have a limited area, otherwise
take a trip of 2 hours or so, and come back.
Long enough to get 4-5 hours on the engine.
If you have phase one limitations you
need to follow them, and you may be
restricted to 25 to 50 miles from your
aerodrome or perhaps along a narrow
but longer corridor, and if you need to do
several laps of this area to get a few hours
logged, so be it. This is a great time to do
many of the other small tasks, checks, and
flight testing duties. If however the engine
has just had a top overhaul, the aircraft is
a known quantity and all you are doing
is engine break in, go further afield as
you prefer. There is nothing saying you
have to go great distances, but if there is a
suitable track with alternates if you need
them, why not. This is not something you
would do in the first flight. The idea is you
want to get the break-in done quickly and
efficiently, especially with straight 100 oils
as they contain no corrosion inhibitors.
Hopefully with those few points
clarified, I can now focus on a far more
dangerous topic! POHs and manuals
and what they really mean and how
best to interpret them. This is a topic that
leads to punch-ups in pubs and many a
teddy thrown from the cot. But it always
pays to take a critical eye to what the
publications say, because unfortunately,
they have been of limited value for a
long time, mainly due to the lawyers
and marketing departments having too
much influence over their content, and
the engineers left scratching their heads.
The often heard line is something like ”the
manufacturer knows best” or “it will void
your warranty” and all sorts of variations
on that theme. The truth is many
manuals have some excellent data and
recommendations; the problem is they can
contain some really bizarre contradictions
and sub optimal instructions, and how
would you pick the difference? The bulk
of the manuals contain good data on
limits. For example, fuel pressure max/
min, oil temperature max/min, but when
it comes to things such as CHT, there
are some manufacturer data sheets that
quote vastly different limits, for the same
cylinder. Yes, same part number and all.
In one case, the TCM/CMI IO TSIO550-B
and TSIO550-C has a CHT limit of
380dF vs. 420dF for the maximum cruise
temperature. How can this be you ask?
What is different? The answer is the oil
pan. Now what that has to do with the
CHT limits I sure would like to know, and
it is not some magical heat sinking ability
from the opposite end of the engine.
Another classic, from years ago was
the Beech Bonanza (yes, I know, hardly
experimental but let’s not let that ruin
a good story). Early models had in the
POH a section on the use of flaps for
short field take-off, and then one day,
all of a sudden, this was no more. The
only thing that changed was the print on
the page. So which was right? Which is
wrong? If I use flaps in the one with the
manual not mentioning that, am I legal?
Here is where we uncover the problem
with manuals and being too literal
about them. These manuals often set
out boundaries or limits. They paint the
four corners of the envelope. They give
specific examples, however they do not
go into any great depth on optimising
the machine by using the full ranges
available to you by operating anywhere
inside those parameters. So rather than
continued on page 29 >>
AIRSPORT s 21
builders’ log
How to submit to Builders’ Log
Email the following details to us at [email protected] – with your photos!
>
>
>
>
>
First and last name
SAAA membership number
Chapter number and location
Contact details (email, phone if you want others to be able to contact you)
Details of the aircraft you are working on (name, model, manufacturer,
registration number, etc)
> Information about the building process - share your stories!
> Pictures in jpeg format (around 1 Mb in size is ideal but send whatever you have).
VH-ZYA
GARY WEEKS #7348
BUILDER:
A/C TYPE: LANCAIR LEGACY
LOCATED: WINMALEE, NSW CH 11
NOTES:
CofA issued on 15/02/2013 by Martin Ongley
VH-LLS
BUILDER:
BRUCE KEEN #7743
A/C TYPE: ARION LIGHTNING
LOCATED: KURRAJONG HILLS, NSW CH 11
NOTES:
CofA issued 19/04/2013 by Martin Ongley
22 s AIRSPORT
builders’ log
VAN’S RV-4
BUILDER:
DAVID TAYLOR #6422
A/C TYPE: VAN’S RV-4
LOCATED: ALBANY DISTRICT WA CHAPTER 13
I have made good progress lately and am
ready to trial fit the wings so yes I can (and
have!) sat in the airframe and pretended
to fly. (It was VERY easy to imagine!)
I am only 5’ 9” so the RV-4 is
a PERFECT fit for me.
Very pleased when the fuse came out of the
jig and measured only 0.4 degree twist from
front to rear. A 32 thou shim was all that was
needed to drill the tail on straight. (Whew!)
Cheers, David
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AIRSPORT s 23
I
am not sure what got
me started on this COOT
adventure but it has turned
out to be worth the journey.
Early in 2008 I discovered that
Molt Taylor, the designer of the Aerocar,
also designed an Amphibian which
he called the COOT. There were two
versions, one with a single tail called
the COOT-A and one with a twin boom
tail called the COOT–B. The incentive
for Molt to design the COOT came from
fishing friends wanting an amphibious
aircraft to fly to remote river fishing spots.
Molt had previously designed a small
amphibian called a Duckling and the
COOT was a natural development of this.
Lyndal and I had planned a trip to
USA in 2008, including a few days at
the Oshkosh EAA Air Venture. After
email discussions with the chief COOT
protagonist Richard Steeves we added a
side trip to Madison Wisconsin with the
promise of a COOT ride. A landing in the
COOT “Harvey” on the Wisconsin River
had me hooked and I purchased plans.
Back in Australia I set to work building
the COOT hull and then the wing,
sending progress images to Richard
24 s AIRSPORT
Steeves for inclusion in the COOT-builders
web site. www.coot-builders.com
Although mine would be the first COOT to
be registered in Australia there had been
four COOTs flying and several unfinished
in New Zealand. New Zealander Martin
Farrand alerted me to a COOT project
for sale on the New Zealand Trade-Me
web site. After frantic bidding I secured
the project for not very much money, not
thinking too much about how to get it
home. A weekend visit to Auckland led
to shipping the project, now called by
Martin “the asset”, in a 20ft container.
A COOT with tail boom in situ is 22ft
long but Martin fixed this with a few
well directed snips of a bolt cutter.
“The asset” arrived in Botany Bay and
was loaded onto, into and on top of my
trailer for the trip to Laurieton. For one
crazy moment I thought of building
two COOT’s. But then I realized that,
although the wooden hull was well
constructed, the 30 year old resorcinol
adhesive had turned brittle over the
years and the timber had suffered being
out in the harsh Auckland weather.
The metal parts were in good shape
so I salvaged the tail boom, a 10 inch
aluminium tube, and all the tail feathers.
In 2010 we made another trip to the
home of the COOT. On this trip we
managed to visit Andy Adams in Blue
Lake California. Andy was at about the
same stage as me, planning to be finished
by Christmas but just not that year.
Back at the workshop the project was
almost finished by July 2012 and another
trip to USA was in the air. A wedding in
San Diego required us to fly into LA where
Ottmar Lissmann housed his recently
completed COOT. Ottmar, also called
Steve, runs a company that does internal
fit outs for expensive executive jets.
So his COOT is finished in luxury style.
As my COOT was fast approaching
flying stage and I had completed both
float-alighting-gear and floating hull
endorsements, I investigated a COOT
check ride. The only COOT available
probably in the world was in Vancouver
Canada. The air ticket from Sydney to
Vancouver via LA was cheaper than the
ticket to LA alone. So after the wedding
in San Diego we went to Vancouver for
a check ride in Paul Trudel’s COOT with
seven water landings on the Pitt River.
Almost there - VH-WID is planned
to have her CofA in 2013.
builders’ log
The COOT-A
amphibian
Story
Bill Coote
Bill Coote prepares to begin taxi testing the
COOT-A VH-WID on the driveway, with the
wings safely stowed in the shed / hangar.
<
1
VH-WID
2
1.
2.
3.
4.
5.
6.
7.
8.
4
6
7
3
Molt Taylor COOT-A Prototype 1972
Richard Steeves (left), Bill Coote and ‘Harvey’
Bill Coote setting wing to fuselage
New Zealand project as it was found
“The asset” arrives in Australia
Andy Adams and Bill Coote in Blue Lake USA
Bill Coote in the office as Ottmar looks on
Paul Trudel and his COOT at Langley Airport
BC, Canada pre-flight before the trip to Pitt lake.
5
8
AIRSPORT s 25
builders’ log
VH-NUH
BUILDER:
SCOTT CARMODY #7987
A/C TYPE: TITAN MUSTANG
LOCATED: NORTH GEELONG, VIC CH 20
NOTES: CofA was issued on 1/02/2013 by Darren Barnfield
Fabric and covering needs.
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Hinge, Clamps and Pipe Fittings.
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Rapco Brake Discs, Linings & Rivets.
Niagara Thermal Oil Coolers.
Fuel and Oil Drain Valves
Sheet metal tooling.
And much, much more.
Kembla St. Cheltenham Victoria 3192
Phone (03) 9585 1211 Fax (03) 9585 1837
E-Mail [email protected]
www.aviaquip.com.au
www.aviaquip.com.au
26 s AIRSPORT
builders’ log
VH-TDI
BUILDER:
VH-SSP
TERRY DOVEY #4250
BUILDER:
TIM CAUSER #7776
A/C TYPE: GLASTAR
A/C TYPE: SONEX
LOCATED: DARLEY, VIC CH 20
LOCATED: COALCLIFF, NSW CH 4
NOTES:
CofA issued on 21/02/2013 by Darren Barnfield
NOTES: CofA issued 02/05/2013 by Martin Ongley
VH-BOX
BUILDER:
BARBARA SMITH #7602
A/C TYPE: BJ 31
LOCATED: LEETON, NSW
NOTES:
CofA was issued on
09/04/2013 by Darren Barnfield
VH-UGG
BUILDER:
ADAM BARROW #7270
A/C TYPE: SMUDGER 77
LOCATED: MURRAMBEENA, VIC
NOTES:
CofA was issued on
05/04/2013 by Darren Barnfield
AIRSPORT s 27
builders’ log
VH-MMI
BUILDER:
BRYAN DAVIES #0065
A/C TYPE: GLASAIR
LOCATED: WA CHAPTER 24
NOTES:
My Glasair finally flew after 5
years of most of my spare time.
The aircraft flew without incident
or major problems. Just the
way we like our first flight.
The story starts a lot further back with
my fascination of home built aircraft
in 1958 when I joined the Ultra Light
Aircraft Association (now SAAA).
The Mustang 11 that I built which
flew in February 1974 had a lot of
modifications (1980 retractable gear)
which would improve performance
and resulted in a 65% power cruise
speed of 185 knots and range of 1200
nautical miles with a 160hp Lycoming.
The Glasair was purchased partly built
from a friend who became terminally
ill. He had already carried out some
modifications to improve the range and
C-G problems with the design. I liked
what he had done and was at the time
looking for something interesting to do.
As with the Mustang, I wanted to
extract as much performance from the
design as I possibly could so all the way
through the construction I was looking
to reduce drag and increase the speed.
Firewall forward got the most attention.
The engine is a new Superior I0-360
to my specifications. The exhaust
system was changed, cooling air outlets
changed to the “letter box” type, the
bottom cowl was changed as were
the nose wheel doors. A pitot type air
induction was built with a change over
28 s AIRSPORT
valve to select ram
or filter. The engine
is fitted with E-Mags
which are electronic
ignition systems with
their own built-in
alternator, so once
running do not rely on
the aircraft’s electrical
system. All these modifications were
targeted to improve the engine’s
efficiency at cruising altitudes.
Weight was another priority as
this aircraft was to carry extra
fuel. Items that weren’t necessary
weren’t fitted. The result is lighter
by 50kg than other examples
of similar aircraft. However the
aircraft is fitted with state of the art
electronic instruments and auto pilot.
Was all the extra work worth it?
Well I am now 68 and expect this
aircraft will be the last major project
I will tackle so I had to give it my
best effort. Every modification I did
added months to the project. Even
the 3 months of sanding and filling to
prepare for the final painting weren’t
so bad when the result is good.
from active flying was a big challenge.
Thanks to a number of friends who
let me fly their aircraft to gain the
much needed experience, I wouldn’t
have otherwise been able to do it.
Now with about 30 hours flying time
I am really enjoying the aircraft’s
performance and easy handling. With
tons of fuel and a cruising speed well
over 200 knots it can make a trip from
Perth to Brisbane easily in a day.
With flight testing now completed
the aircraft is performing beyond
my expectations, giving a local
Glasair 111 some hurry up.
Unfortunately my life has moved on
and I am not in a position to keep
this plane. I am looking for someone
who would appreciate and enjoy this
unique aircraft as much as I do.
Getting my flying skills up to speed to
do the test flying after a long absence
(See Bryan’s ad in the Classifieds
WA section for more details.)
>> engine management 101
>> continued from page 21
being a lowest common denominator
pilot, I believe we should all be striving
to be an optimal pilot, and not just use
a simple cook book approach, rather
learn to become a chef of aviation, so
the recipe book becomes expanded to
cover wide and varied missions. You
need to understand the operation,
not just know one way to operate.
Lycoming is in complete agreement that it is
possible to operate an engine on the lean side
of peak TIT. It is done on engines in our wellinstrumented Experimental Test laboratory
every day. There is nothing detrimental in
operating an engine in this
manner. However, we can
you are capable of learning
attest to the fact that things
optimum operations and safer
that work well in the test
laboratory have not always
and more economical flight.
proven successful in service.
While on this topic, the oft quoted “FAA
Now I wonder why that may be? Perhaps
approved” manual gets a little too
they did not educate pilots, rather
much poetic licence. The only section
they allowed myths to be fostered.
that is FAA Approved is section 2, and
that is LIMITATIONS. This comes as
How about this gem; all you pilots
a surprise to most when confronted
are too stupid to handle this and
with that little gem. So this is the one
fly the aeroplane. Good Grief!!
section you should be paying attention
Operating an engine “on the edge” is
to. The rest, be carefully critical of.
possible provided the pilot is extremely
One last one then for this edition. Let’s
precise, has good instrumentation, and
have a look back in time to that woeful
monitors the engine condition full time.
Lycoming publication from around the
For 98% of the pilots, it is an invitation to
year 2000 - “Experts are everywhere
potential trouble. It only takes one brief
to help you: The “New” Old Leaning
episode of mismanagement to incur deep
Technique”. This article was a targeted
internal damage that will cost money later.
attack on the one man who has done
And telling lies at the same time is
more for piston aero engine testing
worse. It only takes one brief episode
and development in the last 20 years
of mismanagement. Where do they
than most others combined, and was a
get that from? A pre-ignition event let
dismal effort at that. I am surprised you
run away will destroy an engine in 1-3
can still find it on their website. Funny
minutes flat, but even a Chieftain engine
thing is George Braly and GAMI were
which operates in mild detonation
bringing back to life techniques used
“
“
by Lindbergh and Doolittle, Lycoming
made it seem like they were all over it
long before that! So here is what they
had to say in a few interesting places.
most of its life will not self-destruct
with a small period of time in a sub
optimal setting, let alone the majority
of engines which have higher margins.
Engine management is not a simple
topic that is learned at the flying school.
But neither is it beyond the typical pilot.
Despite what Lycoming say, you are
capable of learning optimum operations
and safer and more economical flight.
But it does take some effort to begin with.
Keep the feedback coming and if you
have any specific questions on any topic,
use the SAAA forum where I upload
these articles for future use. I will do my
best to answer any of your questions,
and if need be I will research anything
that I can’t answer straight away.
Until the next edition, safe flying,
happy building and live life!
David Brown
* David Brown is an instructor for APS.
Note: While these articles are written based
on data-backed scientific facts dating back
to the 1950s, you should always consider
any limitations placed on your engine by the
manufacturer. Please note LIMITATIONS.
Most manuals do not go to the trouble to
produce educational material and hence
lack detail. Please consider taking further
education if you are unsure of anything
written above. The best source for
education is www.advancedpilot.com
and for more interesting engines like
radials some of the old P&W books etc are
available to purchase.
Pacific Flyer
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(PYJYHM[5L^7YVK\J[Z)\PSKPUN(Y[PJSLZHUK(K]LU[\YL
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:[VYPLZ(Y[PJSLZHYLJVU[YPI\[LKI`WPSV[ZHUKLU[O\ZPHZ[Z
MYVTHSSV]LY(\Z[YHSPHHUKV\YV]LYZLHZYLHKLYZ
Available from newsagents around 21st of each month.
$75.00 AUD for 12 monthly issues!
7HJPÄJ-S`LY
76)V_ )\YSLPNO)*
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^^^WHJPÄJÅ`LYJVTH\
AIRSPORT s 29
A recent aerial photo showing the recently
completed hotmix runway and taxiways
A N D B A B Y,
L O O K AT M E N O W !
Phil Ayrton SAAA 257
W
edderburn is the home
base of the Sport Aircraft
Club of New South
Wales, and is located
between Campbelltown
and Appin in the
southern part of the Sydney basin. The
club has been in existence for nearly
40 years and seen rapid growth over
the last decade or so, probably due
in no small part to the deteriorating
available facilities for general aviation
elsewhere around Sydney. Schofields
was lost many years ago followed
by Hoxton Park and Camden is now
feeling the threat of similar pressure.
So how did Wedderburn come into
existence? During the 1970s as the
ULAA was in the process of becoming
the SAAA as we know it today, a small
but very earnest and determined group
30 s AIRSPORT
got together to develop an airstrip
specifically for light aircraft enthusiasts..
That group included President Bob
Phillips, Phil Goard, John Lock, Ron
Lalor, Ian Ford, Karl Jaeger, Jack
Zaplatel, Peter Hodgens, Alan Mogg
and Arthur Napper. The group began
a search for a suitable site around the
Sydney basin and settled on the Appin/
Campbelltown area as being suitable
since it was away from heavily built
up areas but still quite accessible to
Sydney. A number of locations and sites
were investigated until the current site
was identified and lease arrangements
began. Tom Lewis was the NSW state
premier at the time, and was also a
pilot who heard about the proposal and
had some involvement with the initial
lease negotiations. Once signed and
secured, pegged out and marked, the
An early aerial photo from the 1970s
clearing began
with the help of Jack Williams, who
was an earth moving contractor and
aviation enthusiast. The airfield
was officially named Napper Field
in recognition of the huge effort
early on from Arthur Napper.
As can be seen in the “before” photo,
it was hard going in the early days,
the club had very little other than the
enthusiasm and sweat of the volunteer
members, who worked tirelessly to start
the process that has led to the very
successful state of the club and the
growth of the facilities that the members
enjoy today. Jack Zaplatel made the
first landing on the very roughly hewn
airstrip in his Minicab aircraft, and the
propeller from that aircraft now has
pride of place on the clubhouse wall.
Once the airstrip was started some
club facilities were needed, so the ever
resourceful group attended an auction
of RAAF buildings at Bankstown airport,
and after a rather tense auction found
themselves the proud owners of the
Chapel building, purchased for the ripe
price of $40, and the Officers Mess
ss
from the early 1940s for $120.
Then came the task of getting
them to the site. Luckily the Messs
Hall was an H shape on plan,
so it was relatively easy to cut
it up and put the pieces on low
loaders to move them to their
new home for reassembling once
the new brick piers were put in
place. Unfortunately vandals
got in soon after finishing the
support piers under the newly
placed building and started
one of the bulldozers on site,
directed it towards the finished
building and jumped off, so
when hit, the entire building
was knocked off its piers and the whole
job had to start again, much to the
dismay of all concerned, but rebuild it
they did, and it stands proudly in place
today certifying their good works.
As the club has grown, both
financially and physically, so has the
camaraderie and social interaction of
the membership, which now numbers
just under 300 in total, ranging from
high-time airline pilots to Sunday
afternoon amateurs, and non flying
social members as well as around
100 hangars. A few years ago, major
improvements to the infrastructure
included final sealing of the 1000 metre
airstrip with hotmix, and recently
all the taxiways were also similarly
sealed. The majority of the work and
improvements at the club site have
been completed over many years using
volunteer members work days supported
by a wonderful group of women led by
Margaret Adams, Dot McSparron and
Dot Calvert. The current president is
David Rittie, who works for Qantas and
flies a Jabiru whenever he can. Of the
initial group Peter Hodgens is the only
founding member still actively flying at
Wedderburn, and in his current aircraft,
an award winning Lancair IV, has just
completed over 110 Angel Flights.
Moths, Stinsons, Aeronca, Fairchild,
CT-4, amphibians, motor gliders, an
Aero Commander, and a Beaver to
name just a few, and also the only
Scottish Twin Pioneer aircraft flying
in Australia, and one of only two left
flying in the world today. Wedderburn
membership includes Richard
Wiltshire, the Australian aerobatic
champion, as well as Martin Ongley,
our current SAAA National President.
3 times Australian Aerobatic
champion Richard Wiltshire
calls Wedderburn his home base
Peter Hodgens with his Lancair IV
and Angel Flight passengers
As can be seen from the recent aerial
photograph, the club and airfield
has grown into a very professional
looking facility that caters for a range
of members’ aircraft, from trikes
and ultralights, homebuilts and kit
aircraft to small twins, helicopters
and gyrocopters. As well as having
the largest number of RV aircraft at
any facility in Australia, there is a
broad range of aircraft including Tiger
The airfield site adjoins the very
picturesque Darahwal National
Park, recently proclaimed by the
NSW Premier, Barry O’Farrell,
and while the access gates are
locked most of the time, the
club hosts an Open Day each
year when the community,
both flying and landbound, are
invited in for a day of rigorous
aviation and associated activities.
Open Day is your best chance to drop
in and have a first-hand look at what
can be achieved by an enthusiastic and
dedicated group. More information
on the Open Days and the NSW Sport
Aircraft Club in general is available
at www.wedderburnairstrip.com.au
The Open Day is usually a Sunday
early in November each year, and
an invitation to drive-in or fly-in
is extended to everyone with an
interest in flying and aviation type
stuff…and isn’t that all of us?
Current NSWSAC president Dave Rittie with his Jabiru
AIRSPORT s 31
FOR SALE
WA
RV-6 TT 400 hrs, ETR 600hrs, 0320
160 HP,always hangared maint by
lame,VGC $90,000 08 97958354
blended blades. Dynon flight deck.
Gamin avionics. Trutrak flight system.
Cruising better than 210 kts. TAS at
65%. Endurance 10 hrs. Full leather
interior. Near Glasair III speed with
4 cylinder economy. No expense
or attention to detail spared on this
aircraft. Built by LAME. IFR upgrade
possible. MUST GO - offers
invited! Ph: Bryan Davies
0412 933 854
as it can be without an engine and
instruments. Previously being set up
as taildragger, so tail reinforcement
is complete and the tailspring is
installed. Presently on tricycle gear but
a quick-change setup between either
option easy possible. Folding wings
Excellent workmanship. US$ 28,000
o.n.o. For further details including
owner contact visit www.glastar.us
ADC REMOTE SPIN ON FILTER
KIT. Suitable most Lycomings. $300
ono. Ph Lloyd: 02 4773 8382
PROP DRIVE ADAPTER and
RETURN OIL LINE I have a Prop
UNUSED PARTS 1 X AV-534
Drive adapter for sale, this unit came
off a near new Mattituck 0-360-A1A
with a total time of 268 hours on it
when removed. Mattituck supplies its
engines with this adapter containing a
“block off plate”and return oil line to
enable its engines to be used for fixed
pitch props and by simply removing
the block off plate it can be used
for CS conversion. As the Prop drive
adapter was not driving a CS governor
it is in “as new” condition with no end
or bearing play. I am asking $270 firm
for both items-buyer to pay shipping.
Pics and further info available by
email [email protected] or calling
me (Pete Poland) on 0407 943 685
Comms antenna 118-136 MHz. Wt.
3-1/2 oz $45 1 X CI-105 DME/
Transponder antenna 960 to 1220
MHz $120 1 x ROCHESTER 0-250
Deg F oil temp gauge P/N 3070-62
$14 1 x ROCHESTER Oil temp sender
P/N 3080-37 $50 1 x ROCHESTER
Oil press gauge 0-100 psi P/N
3050-54 $140 1 X ROCHESTER Oil
press sender P/N 3060-18 $80 2
X Fuel level gauges only (no senders)
ISSPRO R869 $35 ea. All gauges
are light adaptable. All parts are
unused and surplus to needs All
P/N’s quoted are from Aircraft Spruce
and ISSPRO. Contact Graham on
[email protected]
SPITFIRE ( Mark 25 ) VH-XST TT 50
hrs. Jabiru 3300 engine Airmaster
Elect 3 bladed Prop. King Radio &
Transponder. In Perth. Deceased
estate sale. $180,000 ONO,
no GST Peter 0414 945 129
VAN’S RV-6A TT 1000. Factory New
LYC 160HP. Metal Prop. A210 Com
Garmin GPS. Slide Canopy. Leather
Seats. Hangared Fresh Annual PH:
0407 444 125 $72,000 inc GST
PIEL EMERAUDE CP301 Total Time
155hrs. These aircraft have been
called the “working lads Spitfire”
due to their semi-eliptical wing
plan form. Much more docile and
nowhere near as fast. Delight to fly.
$39,000 ONO Contact Rob on 0413
217 206 or (08) 9367 1364. Email
[email protected]
EUROPA XS monowheel built from
kit No 422 - First flight June 2005.
Based at Jandakot and has always
been hangared. 3300 Jabiru engine
(6 cylinders) with just over 200 hours.
Airmaster three blade electric Variable
Pitch propeller fully adjustable from
cockpit, fully feathering. Basic 6 pack
instruments plus CHT, oil pressure, oil
temp, EGT, Volt/Amp metre, Navaids
wing leveller/auto pilot on one axis,
Fuel flow, Hobbs metre, rev. counter,
Fuel gauges, Microair Radio and
Transponder, Vacuum pump and
Vacuum gauge, etc. plus additional
removable fuel tank. Finished in white
with trim. Aircraft cruising nicely at
130 Kts at 21 L/H. Ph: Joe 0438 013
860 or email [email protected]
NSW/ACT
AUSTER J1B/L TTAF 3580 Engine:
Lycoming O-320 1380 SMOH Vintage
taildragger always hangared – we
need the space for other projects.
For further details contact Rob on
(08) 9367 1364 or 0413 217 206
GLASAIR SH2R VH-MMI Unique
aircraft. Built for performance. TT
30hrs. Superior IO-360. Hartzell
32 s AIRSPORT
Metal 2+2 seat. 70% complete.
High quality of work. Almost ready to
close. Most kit to finish, no engine or
prop. Build logs, photographic history,
books, clecos, rivets, large number
of additional parts beyond standard
kit. Many tools included others +
instruments available for right offer.
Asking Price: All offers considered.
Contact: Scott on 0449113897
LYCOMING 0-320 E2A CSU
Currently in situ Victa 150. 150 HTR
Make offer. Ph Col: 0429 328 598
MCCAULEY 3 BLADE CONSTANT
SPEED PROPELLER. Suit Lycoming
180 - 200 HP. Nil hrs. SOH. $6800
ono. Ph: 0407 457 000 LN SYS
6 LIGHTING SYSTEM, suit RV9,
FLYING RV-7 Completed quickbuild
fuselage, wings, control surfaces, gear,
and plumbing is about as complete
ALCLAD 2024 Sheet and
Extrusion. 4’ x 8’ .032 $90 ea.
Four available. 4’ x 8’ .025 $80 ea.
Seven available. 4’ x 8’ x .040 $100.
Various small sheets of 2024 .063,
.090, .125, .50, .75 available. 2024
Extrusion 1” x 1” x .125 x 5’ $40 ea.
Six available, 3/4”x 3/4” x 5ft extrusion
$30 each. Six available. Aircraft
piano hinge 1ft, 2ft, 3ft lengths
$10 per ft. Also fuel caps and tank
fittings, stainless steel battery box,
Material purchased for a project but
now surplus to needs. All in as new
condition. No release notes available.
Contact Mike on mobile 0408 164
946 or [email protected]
STORM 400/CENTURY PROJECT
$650. Ph: Paul 02 6231 0975
GLASTAR PROJECT (in US) - The
DRAGONFLY Mk2 minus engine
for sale in Orange, NSW. Fuselage,
wings and instruments all in good
condition and last flew in January
2012. I will accept any reasonable
offer if it can be put to use as part
of a new project. Build history
is available for all components.
SMS David on 0427 317 109.
Wings removed in storage. I0-360
Constant speed prop. Leather
interior, steam gauges, garmin
GPS reasonable offers considered
call for photos 02 6783 2201
KIS TR1 VH-AIG Experimental
Composite – 2 seat side by side
– gull wing doors. Lycoming 0235 –
118HP – 1200HTR. Electric variable
pitch carbon fibre propeller. Electric
aileron trim. Cruise 135kts at 25l/
hr. Fuel capacity 125L. Professional
upholstery. Apollo 55 GPS, Icom VHF,
Sigtronics intercom, Terra transponder.
100hrly and avionics check completed
Sept 2012 – all ADs up to date. LAME
built and maintained. Condition:
Exterior 8/10, Interior 9/10. Bruce’s
Custom Cover. Spares, including 2
props. Always hangared – located
Maitland, NSW. Excellent touring
aircraft. Only selling to make way
for new aircraft under construction.
$75,000. Ph Mike for more details,
photos, inspection on 0428 687733
or email [email protected]
HANGAR SPACE AVAILABLE in
privately owned hangar at Royal
Newcastle Aero Club, Maitland. Please
contact Phil on 0407 494930 or
email [email protected] for details.
classifieds
GARMIN 400W Virtually brand-
new (WAAS GPS only – no VOR or
VHF radio - which is the 430w).
This is IFR in one box solution to
get your RV into IFR category. I am
talking to an Eclipse owner who has
upgraded to an FMS – and has two
for sale – wants to do a “killer deal”
to off-load both of them. (This solution
suits me – I have a VHF – and don’t
need a VOR) as per AIP GEN 1.5 The
price could be $2500 - $3000
– or less.. An absolute bargain!!
Please ph Phil on 0403 313 135
LAME maintained. $80,000 Ph
0405 354 452 or 02 6833 0673
BUILDER ASSISTANCE available
HANGAR SPACE I have just finished
building a new 14m by 12m Hangar
at Maitland and have space for one
aircraft available. I would prefer
a high wing come join me as my
aircraft is a low wing however I am
sure we would make it work either
way. Call Steve on 0402054272 or
QLD
PELICAN PROJECT – Model PL.
All parts & components included
except engine & instruments.
Horizontal & vertical tail feathers
finished, tricycle or tailwheel options.
Heavy duty windshield and prop
included. Kit valued at $60+k,
will accept S30,000. For serious
enquiries contact 0403586085
LN SYS 6 Lighting System $650.00,
Suit RV-9 – Ph Paul 02 6231 0975.
PLANE TOOLS (Isham’s) RV Builders
Tool kit. Including DRDT-2 dimpler,
pneumatic squeezer, unopened and
used clecos, 6 & 12 inch drill bits.
Kit has little use. Can ship Australia
wide at your expense. Will sell
individual components or entire kit.
Open to offers. Ph. 0407 518 140
WITTMAN TAILWIND PARTS
Bishton 64 x 62 prop and 4 inch
extension with bolts suit Cont
0-200 $600.All items never
used. Ph. 0429 172 740
RV-12 CUSTOM TRAILER for
sale located in Sydney. Will deliver.
All aluminium construction, rego
to Jan. 2014 As new $3500
Ph Roger 0405 156 355.
GLASAIR 2SH FT 1100 TT, 150
kts cruise, O320 E2D 150 HP,
Hendrickson cruise prop & new
spare metal Sensenich prop. Full
TSO’d IFR panel incls Garmin 300xl
GPS/Com. and SL30 Nav/Com,
pitot heat etc. New battery, spare
alt & starter. Always hangared &
Henry (69” x 52”) prop. The aircraft
has nil accident history and is
hangared at Hervey Bay QLD. Great
opportunity potentially saving years of
construction time.
Call Terry for details: 0488 141415 or
[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 $330,000 GST
if applicable as owner has moved on
to helicopters. Contact John Buchanan
0419 643 711 or [email protected]
PAZMANY PL1 VH-TEZ
All metal aerobatic 2 seat side by side
aircraft with 100 kt cruise. Well built
from plans, excellent condition, total
time 800 hrs. King VHF & Transponder.
Was fitted with Lycoming 0-235 and
now for RV or any Sport Aircraft. 20
yrs experience with Sheet Metal, Tube
and Fabric, Wood and Composite
structures. Just completed an
RV-7 and looking for a new project.
Everything done in-house including,
Engines, Avionics, Wiring and
Paint. References available, ph Terry
07 4168 9896 or 0408 698 235
HELICOPTER KIT SET Revolution
Mini 500 complete brand new. Never
assembled, $25,000. Also rotax
engine and other upgrade parts
available. P.O.A. Experienced advice
given, just phone Lawrie:
07 5429 8148
ELECTRIC CONSTANT SPEED
PROPELLER. MTV7-C183/51
3 Blade 72 inch prop diameter
83 HRS T.T It is an electonic hub,
constant speed includes electronic
constant speed controller, brush
block, bulkheads, Kevlar spinner.
Suit all auto engines and continental
0-200 will thro in a subaru H6
engine and mount for RV-7! New
11,000 USD will sell for $5000
AUD plus freight phone Nigel on
0419 989 288 for more details
NEW TITAN P51 MUSTANG
in kit form, all accessories - seat
upgrade - long fuel tank etc, heavy
undercarriage, avionics, glass
cockpits or steam instruments,
building jigs. Please contact
Shane for more details 0418 459
060 or email blackiemustang@
bigpond.com $75,000
O SPRAY GP-4 PLANS included
optional hydraulic gear , fuselage
and tail framed up can email
photos $1600 ONO Please phone
robert on 0401 098 132
RV-8 JIGS FOR SALE. All included
as well as a fuselage rotisserie.
Located Longreach QLD $1500
LAME built Set of Uma Instrument
lighting new Part no 3 of 2-30-G
(3-1/8 UMA light green W/Cutout) 2
of 2-31-G (3-1/8 UMA light green W/
Cutout) 1G02 Connector Kit W/12”
leads 1G2 inverter $120 the lot 4
Engine mounts LORD J-7518-2 $75
each Volts amp gauge RC ALLEN
12-2004-1 $75 0427 682 211
SA102.5 CAVALIER PROJECT
for sale with two lycoming 0-290
engines. Comes with sitka spruce
wing spar timber, precut wing ribs,
tailplane and elevator. Includes
fiberglass nose cone and cowling
wingtip tanks, instruments, cleaveland
brakes, hardware kit and most parts
to fit out fuselage, Also large work
table to go with project. Located in
Brisbane $15,000 ONO for more
details contact Adam on 0406 656
448 or email [email protected]
VAN’S RV9A with Jabiru 8 cylinder
engine, Sensenich prop. Approx 40
hours total time, Dynon D10A EFIS,
Microair radio and transponder.
Always hangared. Located at
Caboolture. This aircraft is offered
for sale on behalf of Chris Hamilton.
Contact David Brown: david.brown@
saaa.com Ph: 0416 223 194
SPITFIRE 70% scale, All Alloy, LS1
Gen3 GMC 330hp, Programmable EFI,
Analogue 6 pac panel, Digital EMS,
inflight adjustable 4 blade carbon
prop, NW Aero belt reduction, 175 hrs,
VGC, $130,000, Email 58armada@
gmail.com, Mob. 0419647635
ICOM IC-A200 RADIO. This unit
is hardly used but I removed it
for an upgrade. Looks and works
like brand new. Comes complete
with new cradle and all original
hardware. Photos available. $750
Contact Peter 0428 714456 or email
[email protected]
GRUMMAN BEARCAT 80% Scale,
All alloy, New M14P Radial, 4 blade
MT, Rare opportunity to complete an
exciting project, Expressions of interest
to email; [email protected]
AIRSPORT s 33
classifieds
LYCOMING O-320 A3A 150HP
(conical mount) engine.Rebuilt and
setup for long term storage and has
been stored since. In Lycoming engine
box. Previous and current logbooks.
$13,500 ono. Ph Nick: 0488 247 178
SA
includes Icom A200 , Transponder KT
76A TSO , Garmin GPS 155XL TSO,
Digitrack Autopilot , Fuel Scan 450
computer, RC allen T&B indicator
electric, vertical card compass.
Flaps completed & fitted, Ailerons
completed, vertical and horizontal
stabilizer complete, rudder and
elevators complete.
controls. Tinted canopy. Microair
Radio. Grand Rapids EIS. Garmin
196 GPS. 60 litres fuel capacity. 18
litres / hour. Cruise 100kts, Polished
metal finish. $50,000 Contact
Shane Fewings. Phone 0412 537
730 Email [email protected]
4 BLADE MT PROP Brand new,
still in box. Suitable for large
engine such as Lancair IV. For sale
at $12,000 (normally $15,000).
Contact Sam on 0417 293 833
0320 BC 160Hp Experimental
Conical Mount overhauled and tested
at Ruby’s $20,000 please email
[email protected]
Ph 0418 546 39
MK 26 SPITFIRE Magnificent
award-winning aircraft, TT only 160
hrs. Supermarine kit fastidiously
augmented & improved for classic
Mark IX appearance. 250 HP V6
with 3 blade VP prop. Underwing
radiators with elec cowl flaps. Fully
instrumented, Becker VHF & TX,
Garmin 296 GPS cpld to autopilot.
Aerobatic. Looks, sounds & flies like
the real thing, but at fraction of the
cost. Other priorities mandate sale.
Contact me for full specs, high-res
photos, and referees. $159,000
(no GST) Ph Roger 08 8534 4176
DR107 (OneDesign) Best
Award Winning example in
Australia. 10/10 inside and out. For
details email : [email protected]
Main gear fairings completed.
Interior of cabin painted .
Brakes and rudder pedals fitted.
Foam cutouts for seats as supplied by
Van’s and leather hide to cover seats.
Wings 95% complete all skins fitted,
landing light fitted. Nose wheel mod
completed to Van’s specs. All
hardware, nuts, bolts, rivets required
to complete the aircraft are supplied.
All work has been inspected and
complete with log book. Aircraft is
located at West Hobart, Tasmania.
Regretful Sale due to changing
circumstances. Looking for reasonable
offers. Phone Mick on 0400 183 711.
VIC
RV-6A Really nice IFR touring &
fun aircraft in VG Cond. 180 HP Lyc.
TT Eng & A/F 470 hrs. Metal prop.
STEC A/P with alt. hold coupled to
Garmin 155XL approach GPS. 2 x
AH (elec & vac). Dual Icom VHF plus
intercom. ADF, TX, full eng instrs.
Nil damage. Always hangared &
LAME maintd.. Pls Contact for full
specs & more photos. $89K ono,
no GST. Ph Roger 08 8534 4176
TAS
AIRFIELD PROPERTY - 49% share
for sale in small private airfield south
of Ballarat. Lots of room to negotiate.
650m grass runway and allocated
hangar. Ph: 03 5346 1493 / 0418
394 844 / [email protected]
1 NEW SENSENICH PROP
70CM6S9-0-80 complete with
21/4” spacer plus spinner and
backplates. $2,800 no gst - Located
Melbourne Also 2 new Van’s fuel
Gauges and senders $50 for
both. PH Brian 0408 322358
RV-6A Kit 90% complete, with all
parts to complete included.
New 0-320 D1A Lycoming certified
engine 160HP fitting completed.
New sensenich metal prop, Aluminum
spinner supplied and fitted. Engine
cowl fitted and complete. Tilt up
Canopy completed.
Instrument panel completed and
34 s AIRSPORT
SONEX. TTIS 85 hours. 80HP Aerovee
engine. Taildragger. Aerobatic. Dual
floor of a well-constructed RV-10
and put some flavor into it before it
is complete.Contact Andrew Long
for details on 0414 593 580, or
via email, details on the web site
[email protected]
DR107 ONE FUSELAGE welded by
Brian Turner. Excellent experimental
project. Covered, wheels, brakes,
controls etc. $15,000 you can take it
away. 0418 546 397
[email protected]
VAN’S RV-6A TTIS 1030 hours.
Factory new Lycoming 0-320
160 hp. Metal FP prop, full range
instruments, Garmin 296 gps, Icom
A210 radio, transponder, sliding
canopy, always hangared, current
100 hourly. Based YLTV. $75,000
(no gst) Phone Roger 0438 519 922
CORBY STARLET Most timber &
plywood required for construction.
Timber is perfectus ( the Best) &
ply wood is aircraft grade finnish
birch to GL1 spec. Also metal
fittings, tank,NZ fiberglass tips
& spats, plan set, newsletter &
more. For details email Colin on
[email protected]
ROMSEY HANGAR SPACE available
for SAAA members. New Steel
45’x45’x18’ with concrete floors
inside and out. Would prefer low wing
similar to an RV with rate starting
at $75 PW. romseyhangar4rent@
gmail.com 0409 757 767
LYCOMING O-320-D2A 160HP
MIDGET MUSTANG - Engine 0-290
130hp, zero timed 150 hours ago,
therefore 1850+ htr. Instruments ASI, VSI, compass, fuel flow, tacho,
t&b, CHT, EGT, volts, oilpress, oil
temp, Garmin 296. Fuel avgas standard tank 59l plus aux tank
24l,fitted. Plus wing tanks not fitted.
Performance - cruise 140 kts at 22l
per hour., Aerobatic. Stalls 60 kts
@ 1/2 flaps. Range 500 nm. Phone
Roger on 0438 51 99 22 or email
[email protected]
Has current 100 hourly. $29,000
Full overhauled Engine without
Carb- Mags – Starter – suit CSU
– DYNAFOCAL MT – Certified by
South West Aviation. $32,000
ONO – ph Col 0429 328 598
4 X LYCOMING OVERHAULED
150 HP CROME CYLINDERS W/
Piston / Rings / Valves $2200
ONO ph Col 0429 328 598
BRAND NEW BISHTON WOODEN
PROP. Never used. Suit Lyc 0-360. D
1.75; P 1.72 . Serial no 86003. Not
needed; cost $350 Ph. 0417 335
799 Email: [email protected]
RV-10 FULLY IFR Currently under
construction in Western Suburbs of
Melbourne. Looking for 2 partners
to buy into a three way partnership.
Construction details on www.ozrv10.
com Completed empennage, Wings,
tail feathers, into cabin construction.
All parts already purchased apart
from Firewall forward kit, fitout
and Instrumentation. (Engine
already purchased : Lycoming
Thunderbolt).Get in on the ground
WANTED
SA RV-4 ROD GEAR main
undercarriage legs. New or used.
Contact James 0428 826 290 or
[email protected]
SPACE WALKER WANTED plans and
Parts Contact David email dhardie@
pacific.net.au Ph 0417 669 658
chapter contacts
New South Wales
Chapter 1
Sydney North
President: Rob Lawrie
Mob 0419 489 200
[email protected]
Meetings: Third Wednesday of
each month at 7:30pm - rotates
amongst members’ projects.
Chapter 2
Chapter 37
Chapter 27
Southern NSW
Tyabb Victoria
Port Lincoln SA
President: Jarrod Clowes
Mob 0428 811 884
[email protected]
President: Darren Barnfield
Tel 03 5979 1501
Mob 0408 351 309
[email protected]
Meetings: Third Sunday
each month
President: Michael Hart
Tel 08 8682 1977
[email protected]
Chapter 38
Western Plains
President: Daniel Compton
Tel 02 6884 8887
Mob 0409 944 619
[email protected]
Camden
President: Graham Johnston
Mob 0417 985 200
[email protected]
Meetings: Second Wednesday
of each month, rotates
Chapter 4
Chapter 15
Chapter 5
Central Coast
President: Dean Nesbitt
Mob 0418 757 383
[email protected]
Chapter 6
Chapter 7
President: Malcolm Bennett
Tel 02 6922 4917
Mob 0423 101 855
[email protected]
Secretary: Tony Middleton
Tel 02 6922 4990
Australian Capital Territory
Chapter 26
Monaro ACT
President: John Morrisey
Mob 0419 260 740
[email protected]
Meetings: Third Sunday
afternoon each month, rotates
Victoria
Chapter 14
Latrobe Valley
President: Terry Fisher
Mob 03 5127 5765
[email protected]
Gold Coast
President: Robert Fraser
Mob 0429 200 098
Secretary: Stanley Lewis
Mob 0414 960 872
[email protected]
Meetings: Notified to
members via email
President: Ralph Burnett
Mob 0427 200 673
[email protected]
Secretary: Ian Coombe
Mob 0428 957 829
Chapter 22
Chapter 16
Serpentine
President: Bo Hannington
Tel 08 9524 2000
Mob 0427 044 156
[email protected]
Chapter 34
Far North QLD
Melbourne
President: John Martin
Tel 07 4033 5448
[email protected]
Central QLD
North-West Sydney
President: Mark Davis
Secretary: Terry Dovey
Tel 03 5367 3548
[email protected]
President: Anthony Baldry
Mob 0427 267 237
[email protected]
Frogs Hollow NSW
Chapter 24
Jandakot
Secretary/Treasurer:
Peter Mulhern
Mob 0418 923 837
[email protected]
Northern Territory
Chapter 36
Kyneton District
President: Drew Done
Tel 02 6495 9484
[email protected]
Albany District
President: Jamie Lee
Mob 0401 770 230
[email protected]
Secretary:
Conor McCarthy
Mob 0439 518 777
Meetings: 3rd Sunday May,
Jul, Sept, Nov, Jan, Mar
Chapter 18
President: David Zemel
Mob 0412 778 120
[email protected]
Chapter 13
Sunshine Coast
Chapter 11
Chapter 23
Mob 0408 008 379
[email protected]
Meetings: Workshop visits
Queensland
Chapter 20
President: Ian Woodhead
Tel 02 9856 2703
M 0404 830 634
[email protected]
Meetings: Second Tuesday
of each month, rotates
amongst members.
President: Paul Holaj
Secretary: Patrick Pulis
President: Paul Smith
Western Australia
Tel 0419 641 853
[email protected]
Chapter 10
Meetings: First Thursday of each
month at 8:00pm, Clubhouse,
South West WA
Beattie Road Archerfield
President: Peter Bairstow
Mob 0419 048 832
Chapter 19
[email protected]
Mid-North Coast
President: Bill Coote
Tel 02 6559 9953
[email protected]
Meetings: First Friday of
each month, Hasting’s
District Flying Club
Adelaide
Wagga & District
Coffs Harbour
President: Dr Paul Foster
Tel 02 6569 9484 (ah)
[email protected]
Chapter 39
Chapter 40
South Coast
President: Peter Bowman
Tel 02 4229 5350
Secretary: Philip Ayrton
[email protected]
Meetings: Last Monday
night of each month
Queensland
Chapter 25
South Australia
Chapter 21
Moorabbin
President: Stuart Trist
Mob 0410 561 371
[email protected]
Meetings: Fourth Wednesday
of the month at 7.30 pm, South
Oakleigh Club, 1 Victor Rd (Cnr
Clifton St) East Bentleigh.
Chapter 17
Chapter 35
Northern Australia
President: Vern Taylor
Mob 0418 898 899
Secretary: Christopher McKay
Mob 0418 799 469
[email protected]
Meetings: Last Saturday of
the month, venues vary.
Pallamana Murray Bridge
President: Don Fraser
Tel 08 8363 3920 (ah)
[email protected]
For any changes to Chapter
details, contacts or to notify
of errors, please email
[email protected]
AIRSPORT s 35
SAAA contacts
General Manager
Mark Rowe
Narromine NSW 2821
Mob 0403 307 363
Mob 02 6889 7777
[email protected]
National Technical Manager
Brian Hunter
Maudsland
Mob 0417 555 030
[email protected]
MPC/Training Coordinators
NSW and SA
Ken Garland
[email protected]
Mob 0417 244 059
Victoria
Brian Ham
[email protected]
Mob 0417 464 866
Queensland
Peter Leonard
[email protected]
Mob 0417 758 272
Western Australia
Fred Moreno
[email protected]
Mob 0488 336 905
CASA Authorised Persons
19 Jim Williams
Albury NSW (Albury area only)
Tel 02 6021 5818
11 Martin Ongley
Colebee NSW
Mob 0438 014 877
05 David Tennant
Wyongah NSW
Mob 0410 491 866
19 Peter Lewis
Elanora QLD
Mob 0439 714 617
[email protected]
Howard Mason
Elanora QLD
Tel 07 5534 8276
14 Brian Turner
Boolarra South VIC
Mob 0429 172 740
[email protected]
Darren Barnfield
Hastings VIC
Tel 03 5979 1501
13 Robert Hannington
Lower King WA
Tel 08 9844 7046
24 Colin Morrow
Como WA
Tel 08 9450 2130
[email protected]
36 s AIRSPORT
24 William Keehner
Mt Pleasant WA
Tel 08 9364 7690
Technical Counsellors
New South Wales & ACT
5 John Griffin
Bangor
Tel 02 9543 8404
Mob 0409 654 298
[email protected]
1 Rick Harper
Bohnock
Mob 0416 041 007
[email protected]
Karl Ahamer
Bowral
Mob 0411 290 472
[email protected]
4 Chris Byrne
Bowral
Mob 0414 603 644
[email protected]
4 Ken Garland
Camden
Mob 0417 244 059
[email protected]
5 Grant Piper
Coolah
Mob 0438 890 242
[email protected]
11 Martin Ongley
Colebee
Mob 0438 014 877
[email protected]
38 Philip Goard
Cowra
Tel 02 6342 9300
Tel 02 6341 1635
[email protected]
37 James Ball
Deniliquin
Tel 03 5812 0079
Mob 0428 743 450
[email protected]
4 Peter Bowman
Figtree
Mob 0429 130 340
[email protected]
5 Robert Redman
Floraville
Mob 0418 570 768
[email protected]
1 Geoff Shrimski
Frenchs Forest
Mob 0414 400 304
[email protected]
Andrew Sieczkowski
Grafton
Mob 0408 573 130
[email protected]
26 Lou Szabolics
Hawker
Mob 0411 850 383
[email protected]
Barrie Bishton
Kempsey
Mob 0439 864 023
26 Kim Jones
Monash
Tel 02 6291 9377
[email protected]
7 William Coote
Laurieton
Tel 02 6559 9953
[email protected]
23 Drew Done
Merimbula
Mob 0409 833 646
[email protected]
38 Mark Rowe
Narromine
Mob 0403 307 363
[email protected]
23 Rex Koerbin
Pambula
Tel 02 6495 1296
Mob 0408 138 409
[email protected]
11 Ian Goldie
Port Macquarie
Tel 02 6582 4343
[email protected]
40 Tony Middleton
Springvale Heights
Tel 02 6922 4990
[email protected]
38 Paul O’Connor
Temora
Mob 0427 090 087
[email protected]
1 Keith Bridge
Terrey Hills
Mob 0417 290 814
Tel 02 9486 3034
[email protected]
40 Malcolm Bennett
Wagga Wagga
Tel 02 6922 4917
Mob 0423 101 855
[email protected]
40 Peter Middleton
Wagga Wagga
Tel 02 6922 4815
Mob 0407 016 429
[email protected]
[email protected]
Queensland
36 Daryl Grove
Aitkenvale
Tel 07 4775 1604
[email protected]
15 Mike Roselt
Applethorpe
Mob 0417 706 827
[email protected]
34 Laurie Wincen
Atherton
Mob 0408 725 050
[email protected]
22 Graeme Humphreys
Beerwah
Tel 07 5494 9582
Mob 0439 400 884
[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 0417 931 872
[email protected]
Geoffrey Hook
Bundaberg (North)
Mob 0428 652 165
[email protected]
34 John Atkinson
Cairns
Mob 0427 534 806
[email protected]
34 John Martin
Cairns
Mob 0419 536 668
[email protected]
Lance Sandford
Dundowran
Tel 07 4128 6015
Mob 0425 715 781
[email protected]
34 Darren Jones
Edmonton
Mob 0432 575 824
[email protected]
15 Paul Smith
Ferny Hills
Mob 0419 641 853
[email protected]
21 Martin Hone
Gatton Airpark
Mob 0419 368 696
[email protected]
Peter McDougall
Haliday Bay
Mob 0408 345 507
[email protected]
19 Brian Hunter
Maudsland
Mob 0416 069 151
[email protected]
19 Gary Spicer
Hope Island
Mob 0402 822 907
[email protected]
15 Terry Grace
Kenmore
Tel 07 3878 6447
Mob 0488 141 415
[email protected]
SAAA contacts
00 > Chapter number
36 Benjamin Bowden
Longreach
Tel 07 4658 3193
Mob 0427 682 211
[email protected]
15 John Gross
Mt Cotton
Tel 07 3206 6151
[email protected]
15 Peter Karanges
Sunnybank Hills
Mob 0407 453 933
[email protected]
34 Tony Ilyes
Tully Heads
Mob 0408 797 228
[email protected]
South Australia
39 Walter Ogilvie
Kingston
Mob 0427 689 031
[email protected]
39 Paul Holaj
Nairne
Mob 0408 008 379
[email protected]
25 Mick Hart
Port Lincoln
Mob 0407 424 607
[email protected]
25 Kevin Warren
Port Lincoln
Tel 08 8684 2093
Mob 0428 842 092
[email protected]
39 Bruce Deslandes
Whyalla
Mob 0414 263 180
[email protected]
Tasmania
Mick Cuppari
West Hobart
Mob 0400 183 711
[email protected]
Victoria
Peter Schafer
Balwyn
Mob 0425 837 055
[email protected]
Brian Turner
Boolarra South
Mob 0429 172 740
[email protected]
21 Bruce Towns
Braeside
Mob 0408 326 260
[email protected]
21 John Cartledge
Dingley
Mob 0419 883 123
[email protected]
21 Robert Taylor
Ferny Creek
Mob 0428 324 731
[email protected]
21 John Stephenson
Hampton East
Tel 03 9553 5075
[email protected]
20 Frank Deeth
Heathmont
Mob 0408 559 866
[email protected]
Rod Shearer
Huntly
Tel 03 5448 8669
Mob 0419 717 212
[email protected]
20 Norm Edmunds
Kyneton
Mob 0407 098 242
[email protected]
20 Rodney Thynne
Melton
Mob 0402 277 607
[email protected]
20 Daniel O’Sullivan
Monegeetta
Mob 0417 409 996
[email protected]
21 Stuart Trist
Mordialloc
Mob 0410 561 371
[email protected]
18 Len Dyson
Newport
Tel 03 9391 2193
p51mustang@
optushome.com.au
Peter Austin
Oak Park
Tel 03 9306 1090
21 Robert Barrow
Oakleigh South
Tel 03 9558 0598
[email protected]
20 Peter Pendergast
Ocean Grove
Mob 0418 129 222
[email protected]
21 Arthur Stubbs
Port Fairy
Mob 0419 357 648
[email protected]
21 Graeme Coates
Richmond
Mob 0417 108 427
[email protected]
21 Brian Ham
Templestowe
Mob 0417 464 866
[email protected]
Rob McAnally
Templestowe
Mob 0418 172 150
[email protected]
Western Australia
13 Brian Holman
Albany
Mob 0429 844 419
bmholman@
australiaonline.net.au
16 Bo Hannington
Baldivis
Tel 08 9524 2000
[email protected]
Gordon Johanson
Baldivis
Mob 0419 043 161
[email protected]
24 Peter Nelson
Baldivis
Mob 0418 949 943
[email protected]
24 Mike Fletcher
Bunbury
Mob 0408 090 438
[email protected]
24 Colin Morrow
Como
Mob 0412 069 490
[email protected]
13 Fred Moreno
Denmark
Tel 08 9848 1431
[email protected]
10 Terry Doe
Eaton
Mob 0437 256 229
[email protected]
24 Tony White
Guildford
Mob 0419 421 632
[email protected]
24 Andy George
Kalgoorlie
Mob 0418 920 404
[email protected]
24 Paul Blackney
Leeming
Mob 0417 091 763
[email protected]
24 William Keehner
Mount Pleasant
Mob 0417 972 090
[email protected]
13 Noel Stoney
Redmond
Mob 0447 453 242
[email protected]
24 Peter Cash
Riverton
Mob 0447 560 928
[email protected]
24 Lindsay Danes
Success
Tel 08 9414 1122
[email protected]
Northern Territory
35 Bill Markey
Acacia Hills
Mob 0407 823 313
[email protected]
35 Albert Poon
Casuarina
Mob 0417 562 069
[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 0418 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]
Aub Coote
Grovedale VIC
Tel 03 5241 1605
Ralph Burnett
Albany WA
Tel 08 9842 8963
Mob 0427 200 673
[email protected]
Laurie Baxter
Wilson WA
Tel 08 9451 1106
[email protected]
AIRSPORT s 37
advertisers
SAAA membership
Thinking of joining SAAA?
Broaden your horizons, make new friends
and learn new skills.
Aircraft Spruce
Asia Pacific Light Flying
AUSFLY
Ausprops Propellers
Aviaquip
Bert Flood Imports
Bill Owen Insurance Brokers
Blue Sky Tumut
C&H Freight
OAMPS Insurance Brokers
Pacific Flyer
Puddle 2 Pond Financial
Punkin Head Air Sports
Sonex Aircraft
QBE Aviation Insurance
Zenair Australia
39
23
15
39
26
40
14
19
04
17
29
11
18
12
02
09
Advertising in Airsport
Airsport is distributed to members of the
SAAA four times a year. As such it provides
an excellent vehicle for presenting the
services of businesses involved specifically
in industries of interest to homebuilt and
sport aircraft builders, owners and pilots.
Specifications
Advertisers can supply their own artwork
according to Airsport specifications,
or our design team can prepare an
ad for you at competitive rates.
For an advertising rate sheet and mechanical
specifications email [email protected]
or tel 02 6889 7777
Classifieds
Members’ non-business classifieds are free for
two issues. Classifieds may be resubmitted.
Non-members paid classifieds – no limit.
The SAAA has something to offer everyone with an interest
in sport aviation, whether you’re a builder, a pilot or just
enjoy being around aircraft and fellow aviation enthusiasts.
If you’re thinking about building your own aircraft, then
the SAAA is your starting point. We can provide advice
and technical information. Our experienced Technical
Counsellors can guide you through the challenges of
your project and help you to build a competent safe
aircraft. You might have an interest in restoring historic,
classic or ex-military aircraft, or you may prefer the
joys of recreational flying in production aircraft.
Whatever your particular interest in aviation, the
SAAA provides the opportunity to share the experience
with fellow enthusiasts. Membership includes
subscription to Airsport, published quarterly.
We encourage all members to join their local Chapter. The
local Chapters provide an active and enjoyable environment
where members work together developing building
techniques, work on their projects, get together for local
events and participate in fly-ins.
SAAA Membership Rates
Full membership
$190
Concessional membership*
$154
*Available to pensioners, member’s dependent family,
approved Technical Counsellors
Membership rates are adjusted July 1 annually in line with CPI
Membership Enquiries:
Contact the Sport Aircraft Association of Australia Inc
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:
September Issue
December Issue
March Issue
June Issue
August 01 2013
November 01 2013
February 01 2014
May 01 2014
Contributions to Airsport:
Member’s contributions to Airsport are welcomed. Articles and
high resolution photos can be sent via email or on disk to:
The Editor, Airsport
PO Box 99 Narromine NSW 2821 / email [email protected]
Airsport is provided for your education and enjoyment. No claim is made, no responsibility
taken and no liability is assumed, expressed or implied for technical accuracy or safety
of the material presented. The views in Airsport are those of the contributors and not
necessarily those of the publishers. No monetary payment is made for any contributions.
38 s AIRSPORT
AIRSPORT s 39

ENGINE MANAGEMENT 101 - Sport Aircraft Association of Australia

Transcription

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